Posts Tagged ‘John Surtees’

Ferrari 156 F1 1963, red Lotus Climax FPF and at left Lotus 18 Climax FPF and Lotus 33 Climax FWMV (M Bisset)

The Ferrari 156/63 holding centre stage at the Musee National de l’Automobile, Mulhouse, France July 2019…

I’ve never thought too much about the Ferraris between the 1961-2 156 and the 1964-5 158.

The 156 went from World Champ in 1961 to World Chump the following year and then along came the ‘Aero-framed’ semi-monocoque 1.5 litre V8 engined 158 with which John Surtees won the 1964 championship title in a great year battling Jim Clark’s Lotus 33 Climax and Graham Hill’s BRM P261.

Not so fast…

The cars in between the ‘156’ and ‘158’ are the T56, 156, 156/63, 156 F1-63 and ‘Aero 156’ depending upon your source as to the name. Given the confusion, to be consistent throughout this piece I am referring to Forghieri’s 1963 156 spaceframe machine as ‘156/63’ and his later in 1963 156 semi-monocoque as ‘156 Aero’. Even Ferrari are confused- their formula1.ferrari.com site provides specifications for the Aero with a drawing of the spaceframe 156/63 so go figure…

In any event, it is the 156/63 which looked oh-so-sweet at Mulhouse and piqued my interest in the subject.

Whilst still powered by the trusty Tipo 178 1.5 litre, twelve valve V6, by then Bosch direct fuel injected- well trumped by the British Coventry Climax FWMV and BRM P56 V8’s, the Mauro Forghieri designed chassis was a much nicer modern thingy than the 1961 156 which was ‘made’ by its engine and the lack of preparedness of its opposition.

Forghieri stepped up when others left during the Scuderia’s 1962 ‘Winter of Discontent Palace Coup’. His chassis solution was a neat multitubular spaceframe of small gauge tubes, an evolution of the existing V6 was bolted to a new six-speed gearbox with lightweight magnesium alloy Campagnolo wheels part of an attractive package.

Ludovico Scarfiotti, Ferrari 156/63 from Jim Clark at Zandvoort during the 1963 Dutch Grand Prix- the young Italian was 6th in his first championship GP, Jim won in his Lotus 25 Climax- the track at which this paradigm shifter first raced 12 months before. It is a lovely photo but I have included it to show the relative size and frontal area of the Ferrari challenger to the dominant car/driver combination of the day. Ferrari would of course bridge the gap with the 156 Aero which raced at Monza that September and the 158 Aero which followed- not to forget the 1512…(unattributed)

 

 

Ferrari 156/63 cutaway, technical specifications as per text (Vic Berris)

 

John Surtees on the way to a win, in the Karussell, Nürburgring 1963, Ferrari 156/63

In 1963 specification the two-valve, DOHC V6 was fuel injected and gave a claimed 205bhp. Michael May worked hard to adapt Bosch direct injection to the motor, by the end of 1963 F1 was ‘fuel injected’ by Lucas and Bosch. There were still some downdraft Webers to be seen on customer V8’s but up front fuel injection had finally taken over.

The gearbox had six speeds, front suspension was the usual outboard fare of upper and lower wishbones and coil spring/shocks- at the rear the regime was again period typical- single upper link, a lower inverted wishbone and twin radius rods with coil spring/shocks and adjustable roll bars front and rear, rack and pinion steering and magnesium ally wheels too- the Borrani wires of the 156 were left behind.  Brakes were Dunlop disc, inboard at the rear.

Real progress was made too.

Only three of these 156/63 machines were built- ‘0001’, ‘0002’ and ‘0003’, Surtees achieved the best results of the four Ferrari drivers- Willy Mairesse, Ludovico Scarfiotti and Lorenzo Bandini were also on the squad that year. He won at the Nürburgring, was second at Silverstone, third at Zandvoort and fourth at Monaco. His points haul of 22 placed him fourth in the 1963 drivers championship behind Clark, Lotus 25 Climax, Hill G and Richie Ginther aboard BRM P57’s.

Surtees also won the non-championship GP del Mediterraneo at Enna in August from Peter Arundell’s works Lotus 25 Climax.

Bandini, beautiful Ferrari 158 Aero during the 1964 Belgian GP, Nürburgring. DNF engine, race won by Clark’s Lotus 25 Climax (B Cahier)

Better was to come in 1964 of course with the ‘Aero semi-monocoque chassis’ 158 and 1512 but even there the venerable 156 V6 played an important role. With development of the V8 behind schedule, a 120 degree V6 was adapted to Forghieri’s new chassis to allow its debut at Monza in September 1963.

The chassis, christened ‘Aero’ by Ferrari was based on a simple un-triangulated tubular internal frame to which were riveted stress bearing aluminium skins. This hybrid monocoque was quite unlike that pioneered by Len Terry and Colin Chapman at Lotus but served Ferrari very well for many years to come.

’Two parallel fuel tank pontoons, each of which was fabricated and riveted aircraft style over a sketchy framework of two tube longerons staggered slightly in the vertical plane’ wrote Doug Nye.

‘These tubes doubled as water and oil feeds between engine and coolers. The completed pontoons were then united laterally throughout their length by a stressed floor panel with angle stiffening plates, and at each end were riveted to transverse bulkheads.’

‘That at the front was doubled to sandwich inboard coil spring damper units operated by top rocker arms like Lotus’s, while the entire hybrid monocoque terminated behind the cockpit in a hefty fabricated rear bulkhead.’

Look carefully at the Aero chassis at Monza and you can see the rivet lines where the aluminium skin is attached to the tubes underneath, visible also is the ‘boom’ extension to the tub on this side to support the engine. Rags and things are a pest but you can see the twin-plugs and Bosch injection- the metering unit is between the Vee. Fuel tank forms the seat, note also the inboard Dunlop discs.

 

Ferrari 156 Aero cutaway. Not so easy to quickly pick the spaceframe 156 from the semi-monocoque Aero- easiest difference to pick after the chassis is top rocker front suspension on this car as against wishbones on the earlier 156 F1-63 racer (unattributed sadly but perhaps Cavara)

 

Aero front end detail at Monza 1963. Top rocker and hat of coil spring/Koni- note the bulkheads upon which the rocker pivots, water radiator/cap and oil tank behind, master cylinders for brakes times two and clutch, under these is the steering rack and arm attached to a cast magnesium upright. Mechanics do need nimble limbs and hands ideally the size of a Gynaecologist, do they not?

 

Lorenzo at Monaco in 1964- 156 Aero, nice overhead shot shows the key elements of the car, DNF gearbox. Race won by Graham Hill’s BRM P261

What was radical at the time was that the design of the intended V8 and Flat-12 engines was such that their structures would form stress bearing components of the car rather than the engine being attached to pontoons/booms or an A-frame. That is the motors would bolt to the rear chassis bulkhead and accept suspension loads.

The notion of using the engine structurally to this point was rare- Vittorio Jano took this approach with the 2.5 litre, quad-cam V8 of his front-engined Lancia D50 in 1954. BRM would achieve it with ‘Big Bertha’- the 1966 BRM P83 H16, so too would the similarly engined Lotus 43 but Forghieri and the Ferrari team did so in 1964 with the Flat-12 Ferrari 1512- they never did persevere long enough with the crankcase/block design of the V8 to achieve the feat with the 158. Lets not forget that Jano was one of the consultants still retained by Ferrari during this period, this path was perhaps suggested by him to Forghieri and the design team..

The new V8 engine was running late in its development in the summer of 1963, as related earlier, so the 120 degree V6 was adapted for the purpose to allow testing and racing of the Aero chassis. Support trusses were added to the rear of the chassis to carry the engine which was not designed to be a stressed member, although some references have it as ‘partially stressed’.

The Aero’s front and rear suspension was very much contemporary ‘standard British design practice’, something John Surtees brought with him to Ferrari- in Mauro Forghieri Surtees found a wonderful ally to bring the great marque quickly up to snuff. In Surtees’ short four wheel racing career he had Cooper, Lotus and Lola race and test experience, together with great mechanical understanding and interest he had clear views about what was needed for success, and was forthright in communicating same…

Bandini on his way to victory on the Zeltweg Airfield circuit, Ferrari 156 Aero in August 1964- he is passing Trevor Taylor’s abandoned BRP Mk1 BRM, broken suspension (unattributed)

The 156 Aero made its Monza debut that September and the cars raced on into 1964 in Bandini’s hands, as the definitive 158 V8 was made competitive and reliable by Surtees and Forghieri. When the 158 was race ready Lorenzo also drove it but the 156 was reasonably kind to him.

Whilst ‘Il Grande John’ won the German GP in a 158, Bandini popped the 156 on the outside of the front row and finished third- he went two better at Zeltweg winning the race run on a rough as guts broken concrete airfield surface as other cars, including Surtees’ 158 were shaken to bits! It was the last win for a V6 engine in F1 until the turbo-charged Renault V6’s a decade or so hence.

It was rather a nice last hurrah for a series of engines which had delivered so much for so long since 1957- and was adapted for the 3 litre Formula 246 F1 car for Bandini in 1966 and the Tasman 2.5 Formula for Chris Amon, Derek Bell and Graeme Lawrence when fitted in multiple different specifications to 246T chassis from 1968 to 1971…

Etcetera: Back to the 1963 Ferrari 156/63, the non-Aero design that is…

Giulio Borsari tops up the Ferrari 156/63 125 litre fuel tank, with a dose of Shell’s finest Avgas, at Monaco in 1963.

What a marvellous shot and oh to have a pair of those overalls!

It looks like Surtees car, #21, he was fourth in the race won by Graham Hill’s BRM P57. Note the leather bound steering wheel and chassis cockpit bracing tubes.

What sort of Dunlop in 1963- R5 perhaps?

(B Cahier)

Hill chasing Surtees at Monaco in 1963- Ferrari 156/63 and BRM P57 or P578 depending upon your preference. Graham won from Richie Ginther in the other Owen Racing Organisation entry from Bruce McLaren’s Cooper T66 Climax and then Surtees.

They are such pretty little cars these 1.5 litre GP machines? Mighty fast of course.

(unattributed)

Surtees 156 failed to finish with an inert fuel-pump, perhaps he is seeking to diagnose or rectify the problem- concentration not so easy on this high speed part of Reims.

Clark won from Tony Maggs and Graham Hill- Lotus 25 Climax, Cooper T66 Climax and BRM P61.

(LAT)

At first glance I thought it was Surtees at the Nürburgring in 1963 but its 1964 aboard a Ferrari 158- he won the German GP in both years. Its a Cooper T73 Climax behind- either Bruce McLaren or Phil Hill. Surtees won from pole ahead of Graham Hill’s BRM P261…and Lorenzo Bandini in a Ferrari 156 Aero was third.

A magnificent shot of great majesty, innit like?

Credits…

Getty Images, Sutton Images, LAT, Bernard Cahier, Ferrari website, grandprix.com, racing-reference.info, ‘The History of The Grand Prix Car’ Doug Nye

Tailpiece…

(unattributed)

Pretty as a picture at Silverstone, British GP 1963- driver looks to sit quite far forward, or is it an optical trick?

Surtees 156/63 amongst the Silverstone fields with perhaps not quite enough mumbo to really challenge Clark’s winning Lotus 25 Climax- the BRM duo of Graham Hill and Richie Ginther completed the V8 sandwich for John, in P56 V8 engined P57’s.

Finito…

 

Jack Brabham awaits the start of one of the ‘Wills Trophy’ heats at Silverstone on 27 March 1967…

Is that John Cooper saying gedday before the off?

Jack is aboard BT23 chassis number 1- the very first in a long line of successful F2 and Tasman Formula cars- let’s not forget the BT23 spawned Ron Tauranac’s F1 Championship winning BT24 Repco design too.

Denny Hulme’s Brabham BT24 Repco during the 1967 US GP at Watkins Glen- he was 3rd behind the Clark/Hill Lotus 49 Ford duo (LAT)

Weren’t British enthusiasts blessed with championship F2 choice over Easter 1967?

They could have watched Jochen Rindt win at Snetterton on Good Friday and see him do it all again at Silverstone 180 Km away on Easter Monday aboard the same BT23-5 he used throughout a dominant 1967.

In a small tangent of Australian motor racing history this chassis is the one Denny Hulme raced in the 1968 Tasman Series- he boofed it at Pukekohe in a terrible accident involving Lawrence Brownlie’s Brabham and replaced it with BT23-2 in time for the Lady Wigram Trophy two weeks later.

Feo Stanton and Alec Mildren bought the remains less suspension and sent them off to Rennmax Engineering in Sydney for Bob Britton to built a jig and a run of new cars, the ‘Rorstan’ for Feo and ‘Mildren’ for Alec. Numerous cars really, the Rorstan, Mildren and Rennmax BN3’s all owe their lives to Jochen’s dead BT23-5.

Jochen blasts off at the start of heat 1- wheel on the right is Rees. Stewart’s Matra MS5 behind his Austrian buddy, Brabham’s BT23 #1- behind Brabham is Gardner, BT23 and alongside him in the red helmet is Widdows’ similar car with the red/orange tipped nose to the right on the same grid row, Mike Spence Parnell ex-F1 Lotus 33 FVA (Getty)

The Snetterton ‘Guards 100’ was the first championship race for the new 1.6 litre Formula 2 which commenced on 1 January that year, the category was enormously popular and successful even if, from the off it was ‘Formula FVA’, with special mentions for the Ferrari Dino V6 and BMW M11 in-line four.

Rindt came into 1967 as the acknowledged F2 King and left it with his crown polished ever more brightly, a quick perusal of ‘F2 Index’ results suggests he won all of the rounds in which he started and finished- Snetterton, Silverstone, the Nurburgring and Tulln-Langelbarn.

He had a DNF, a puncture at Jarama, that race was won by Clark’s Lotus 48- whilst he was occupied elsewhere the other race wins were taken by Stewart at Enna, Gardner at Hockenheim and 1967 European Series Champion, Jacky Ickx in a Ken Tyrrell Matra MS5 FVA was victorious at Zandvoort and Vallelunga.

McLaren and Surtees, McLaren M4A and Lola T100 (V Blackman)

 

Surtees in Lola T100 ‘SL/100/4’ given I am bandying chassis numbers around. Surtees primary programs that year were leading Honda’s F1 campaign and his Team Surtees Can-Am Lola program in the US- busy boy. That’s Ickx’ Matra MS5 behind and Mike Spence, Lotus 33 further back

As a ‘Graded Driver’ Jochen was ineligible for F2 Championship points, so Ickx won in 1967 from Gardner’s works BT23 and Jean-Pierre Beltoise’ works Matra MS5, Piers Courage in John Coombs McLaren M4A, Alan Rees in the other Roy Winkelmann BT23 and Chris Irwin’s works Lola T100 FVA and T102 BMW.

Creation of a new category brings forth a wonderful commercial opportunity with Cosworth Engineering flogging heaps of FVA’s (putting aside the derivatives of the motor which followed and the DFV proof of cylinder head design concept Duckworth’s FVA in part represented), Hewland Engineering dozens of FT200’s and of course availed the chassis manufacturers a great opportunity too.

Jack’s new BT23-1 and new Hewland FT200- in front of that 5 speed transaxle is a Ford Cortina blocked, Cosworth four-valve, Lucas injected 1.6 litre circa 210 bhp powerhouse. Tauranac’s typically simple combo of spaceframe chassis and outboard suspension provided a phenomenally fast, chuckable, robust, winning combination year after year. I don’t think he ever built a dog- Brabham or Ralt?

 

Bruce McLaren is aboard chassis number 1 too. M4A-1 was the first of ? such cars, designed by the McLaren/Robin Herd combo

The class of 1967 included the monocoque Lotus 48, Matra MS5/MS7, Lola T100 and McLaren M4A but arguably the car of the year, even putting aside Rindt’s dominance as a driver, was the spaceframe Brabham BT23- bias hereby declared by the way! Perhaps the BT23/23C are the ‘winningest cars’ of that 1967-1971 1.6 F2 period?

I really should prove that assertion statistically I guess, when and if I can be bothered. ‘Nicer cars’ in my book are the Lotus 59 and 69, Matra MS5/MS7 and Ferrari Dino, but more successful, I’m not so sure.

Whatever the case, in this immediate pre-wing year these cars were and are a mouth watering, very fast selection of single-seater racing cars.

Jackie Stewart above and below in one of the two Tyrrell Racing Organisation Matra MS5’s-Ickx in the other car.

Another year of the GP BRM H16 in 1967 was one too many for Jackie, and so it was that Ken Tyrrell stitched together a winning F1 combination of Matra, the Ford Cosworth DFV, Stewart and of course his own team’s preparation and organisational skills.

Bruce McLaren is behind Jackie in the shot below.

Silverstone’s BARC 200 was run over two heats of a little over 30 minutes in duration, Rindt won both with John Surtees third in the two events, Alan Rees was second in one and Graham Hill runner-up in the other.

The aggregated results gave Rindt the round from Rees’ BT23, Surtees T100, Bruce’s M4A, Stewart’s MS5, Gardner’s BT23 and Jacky Ickx’ MS5.

The entry lists right from the get-go of the new category were top notch, other drivers who raced at Silverstone included Robin Widdows BT23, Mike Spence in a Tim Parnell ex-F1 Lotus 33 fitted with an FVA, Denny Hulme BT23 (DNF with a busted conrod in heat 2), Piers Courage M4A, Jean-Pierre Beltoise MS5, Jo Siffert in the BMW factory Lola T100 BMW (all three of whom had injection dramas) Mike Costin, Brian Hart and Trevor Taylor. The list of Did Not Arrives was equally impressive.

Siffert, Lola T100 BMW M11, fuel injection dramas brought an end to Jo’s run (unattributed)

Of twenty-four starters, four were fitted with Lotus-Ford twin-cam motors, Siffert’s Lola (above and below) the very interesting BMW M11 Apfelbeck, the balance were toting Ford FVA’s so Duckworth and the lads had the production line in Northhampton humming along nicely.

There were a couple of FVA users with Lucas injection dramas, but Denny’s buggered rod was the only example of greater mechanical mayhem in a package which proved a paragon of reliability over the ensuing years.

(unattributed)

 

This has to be the most distinctive, simple piece of personal branding ever- in colour or black ‘n white Hill G or Hill D are so easy to pick in their London Rowing Club colours aren’t they? Lotus 48 Ford FVA.

Sydneysiders had the chance to see a Euro F2 1.6 car earlier than most, Warwick Farm promoter Geoff Sykes did a one race deal for Graham to race Lotus 48 ‘R1’ in the Australian Grand Prix that February.

Having come all that way the car’s FT200 expired after 25 laps of the race, Jackie Stewart’s BRM P261 2.1 prevailed, the series was won that year by Jim Clark racing an F1 Lotus 33 Climax FWMV 2 litre V8.

Graham raced ‘R2’ back in Europe with Jim Clark using ‘R1’ as his mount in 1968.

Stewart, BRM P261, Clark, Lotus 33 Climax and Hill, Lotus 48 Ford FVA, row 2 Brabham left Brabham BT23A Repco and Leo Geoghegan, Lotus 39 Climax and against the fence, Denny Hulme, Brabham BT18/22 Repco. AGP, Warwick Farm, February 1967 (B Wells)

 

Rindt and Hill- and Rees to the right jump similarly at the start of heat 2.

Thats Brabham, Surtees and McLaren on row two and Hulme, Gardner, Ickx and far right in the red McLaren- Piers Courage. The result was Rindt, Hill, Surtees.

(V Blackman)

Jochen with a delicate slide out of Woodcote, the proximity of ‘snappers to the action back then never ceases to amaze.

Rindt’s car control is right up there with the rest of the Gods of that art- Nuvolari, Fangio, Peterson, Villeneuve et al.

Etcetera…

Jack looks happy enough before the off.

Its only several weeks after the end of the Tasman Series- Brabham finished a pretty skinny series for the full on Repco-Brabham two car works assault on the championship that year well, he won the Longford final round in his one off Brabham BT23A on 5 March.

Two Repco ‘640’ engined cars were raced by Jack and Denny in all eight meetings of the six round championship- that season Levin and Teretonga were not championship rounds.

In fact there were a whole swag of blokes on that Silverstone grid who had raced in Australasia that summer- Stewart, Brabham, Gardner, Irwin, McLaren, Hill and Hulme- Clark was the only absentee from the roll-call.

(L Ruting)

Brabham fries a set of Goodyears and proves just how chuckable a BT23 can be in the hands of an Ace- AGP Warwick Farm 1967.

Its BT23A-1, JB’s 1967 Tasman weapon, a one-of-a-kind BT23 variant powered at that stage by a 640 Series Repco 2.5 litre Tasman V8, this machine is still in Australia, it was acquired by the National Motor Museum in 2018.

Article on the Tasman Brabham Repco’s here; https://primotipo.com/2016/09/29/bathurst-1969-and-jacks-tasman-brabhams/

(Getty)

An imperfectly executed pan of Hill’s Lotus 48 chasing Brian Hart’s Protos 16 FVA. Now there is a interesting marque topic to explore one day!

Who are those fellows looking after Bruce?

Piers Courage in John Coombs M4A behind McLaren, and in the photograph below. This car, ‘M4A-2’, Piers acquired from Coombs and raced in the 1968 Tasman and brained everybody with his speed and commitment.

He capped off an amazing summer with a blinding wet weather drive at Longford, his deft pace won the race from the 2.5’s which were hampered in their ability to put their power down on the slippery, bumpy bitumen.

The car was bought by Niel Allen at the end of the series, he did well in it and survived an almighty car destroying accident in it at Lakeside, it was rebuilt around a Bowin Designs built tub and then was one of the cars in which Warwick Brown made his name when owned by Pat Burke. Not so sure its still in Oz?

Article on Piers @ Longford here; https://primotipo.com/2015/10/20/longford-tasman-south-pacific-trophy-4-march-1968-and-piers-courage/

(LAT)

The photographs of the Courage McLaren in Australia below are during the Warwick Farm 100- he was second in the race won by Clark’s Lotus 49 Ford DFW.

The two monochrome photos below are during his victorious Longford weekend in March 1968, the great circuit’s final meeting.

(P Hudson)

Piers nipping the right front brake of M4A-2 on the entry to Mountford Corner during the dry, earlier over the Labour Day long weekend.

Courage ran the car on a shoestring assisted by Australian ex-Lotus mechanic Ray Parsons with two FVA’s, his performances that summer in many ways re-launched his career.

(oldracephotos.com.au)

It really did piss down on raceday, sadly for all, not least for the venues future, crowd numbers were way down although better than the ‘three men and a dog’ perspective provided by the shot below.

The hardy natives saw one of the great drives, Courage won from Pedro Rodriguez’ BRM P261 and Frank Gardner’s Brabham BT23 Alfa with Richard Attwood’s BRM P126 fourth.

(oldracephotos.com.au)

 

(unattributed)

‘And to think Jack pays me to do this shit! Its such a blast!’

Denny having a ball at Silverstone, he seems to have lost his front number but no doubt this was addressed by race day. The stars affixed to the cars are part of the Wills corporate identity i guess, sponsorship became less subtle from 1 January 1968!

Denny is racing BT23-2, his regular mount during 1967, although his primary commitments that year were winning the World Championship, which he managed nicely, and running the second of McLaren Cars, McLaren M6A Chevs in the Can-Am Challenge Cup- he was second to Bruce.

(D Simpson)

Max Stewart is shown above in the Mildren Waggott during the 1970 Sandown Cup, Tasman round.

Niel Allen won that day in his F5000 McLaren M10B Chev from Graeme Lawrence’s ex-Amon Ferrari Dino 246T, Ulf Norinder, Lola T190 Chev and then Max in the 2 litre Waggot TC-4V engined car- Max ‘won everything’ in Australia in this jigger including the 1971 Gold Star.

The photo is included for the sake of completeness to show one of the seven cars built by Bob Britton from the jig created from Rindt’s dead BT23-5, which these days of course is alive and well and racing in Europe.

Speaking of which, the photo below is of Denny ranging up on Lawrence Brownlie at Pukekohe during the 1968 NZ GP on 6 January in BT23-5, Lawrence’s car is a Brabham BT15/23 Ford t/c.

In a move which is still hotly debated by Kiwi enthusiasts decades later, Denny and Lawrence collided destroying both cars and ending Brownlie’s career.

(Classic Auto News)

1.6 F2 Reference Resource…

Most of you know Allen Brown’s oldracingcars.com is a primary reference source for me inclusive of F2 1.6, click here for his F2 homepage and then navigate the site easily to look at seasons, individual races and in many cases car and individual chassis histories; https://www.oldracingcars.com/f2/

Here is one of my own pieces on the Lotus 48;

https://primotipo.com/2015/06/05/lotus-48-ford-fva-agp-warwick-farm-1967-graham-hill-and-jim-clark/

Credits…

Getty Images, LAT, F2 Index, oldracingcars.com, LAT, Lance Ruting, Paul Hudson, Dick Simpson, oldracephotos.com.au, Victor Blackman, Bruce Wells, Classic Auto News

Tailpiece: Six 210 bhp F2 Missiles whistle into Copse at speed…

(Getty)

Finito…

(D Simpson)

Ken Cox’ Cooper T53 Ford at Hume Weir’s ‘New Year’ meeting on 29 December 1968…

The wise owls of ‘The Nostalgia Forum’ have determined this Cooper ‘Lowline’ as either ‘F1-4-61’, the ex Yeoman Credit/Reg Parnell Racing 1961 Intercontinental Formula car raced by John Surtees and then Roy Salvadori in Australasia, or ‘F1-7-61’ the ex-Rob Walker car raced by Stirling Moss in F1 and the Australasian Internationals in 1962. Perhaps the latter is more likely Allen Brown surmises on his excellent oldracingcars.com- see the link at the end of this piece. The car still exists in the hands of the Banister Family in Sydney.

Whatever the case isn’t it a fantastic looking car? Dick Simpson has captured it and Ken’s style marvellously!

I can feel and hear the rumble of the 289 Ford small-block bent-eight. Its not Australia’s ‘first F5000’ mind you, that honour goes to Austin Miller’s Geoff Smedley built Cooper T51 Chev which set an Australian Land Speed Record at Bakers Beach in Tasmania in 1961 at 163.94mph or thereabouts.

Cox from Bob Minogue, Elfin Mono Ford, Hume Weir circa 1969 (C Baron)

 

And again out of Scrub- who and what is the third car I wonder (C Baron)

The essentials of the Cox Cooper are as follows, sourced from a ‘Motor Racing Australia’ story written by Ray Bell in September 2001.

Cox raced anything and everything- speedway, dirt tracks and bitumen from the forties onwards. One of his main supporters was a timber-cutter named John Cierpicki, he acquired the Cooper in a sale of Stan Jones’ assets after Stan got into terrible strife off the back of the 1961 Australian recession- the car was extricated from an old chook-shed in Camberwell, Melbourne circa 1966. As a former long time Camberwell resident I am fascinated to know the whereabouts of said chook-shed…

Norm Beechey’s engine man, Claude Morton with assistance from Kerry Luckins at Paul England Engineering in Moonee Ponds soon had a 179 Holden six-cylinder ‘Red Motor’ race-prepped and inserted into the rear of the T53- its said only one frame tube had to be removed in this process, the tube was returned when the Ford engine went in.

The car raced with the Holden engine for a few years, the Colotti gearbox was rebuilt by Claude Morton and adapted to the Holden-six with a bell-housing made by someone long since forgotten.

The 289 had modified heads and a cam, it was fed by a four-barrel carb with ‘the exhausts made by Alan King’s Panel Shop over a dozen VB’s’. Later a 302 bottom end went in and a mismatched installation of 351 heads.

The car first raced in V8 engined form at Hume Weir on the 30 November- 1 December 1968 weekend which makes this meeting surely its second outing? The machine raced at the Weir, Winton, Calder and Phillip Island and ‘took on some minor kind of prominence at a time when the argument was raging about whether or not Australia should adopt F5000’ Bell observes.

Bryan Thomson raced the car at Winton in 1970, Bob Minogue owned it for a bit than Des Lascelles with the car even contesting an F5000 race- the Motor Show Trophy meeting at Warwick Farm in September 1972- it no doubt looked a bit out of place in amongst the T300 Lolas, Elfin MR5’s and McLaren M10’s…

Click here for Allen Browns piece on Cooper T53’s- all you wanted to know but were afraid to ask;

https://www.oldracingcars.com/cooper/t53/

(C Baron)

 

(C Baron)

Doesn’t it look like a great, race long dice between the nimble, light Elfin and big, booming Cooper- Minogue was that impressed, or needing the challenge he bought the car.

Credits…

Dick Simpson, oldracingcars.com, The Nostalgia Forum, Ray Bell, Charles Baron

Finito…

John Surtees, the reigning World F1 Champ, aboard his Cooper T75 BRM P80 during the ‘London Trophy’ weeekend at Crystal Palace in June 1965…

He was a busy boy that year, fitting in F2 races around his primary programs for Ferrari in F1 and Endurance events.

Ken Tyrrell entered two Coopers that weekend, the other for Jackie Stewart, above, very much on his career ascent- he scored his first GP win with BRM that season at Monza in September aboard a P261 after a great dice with his teammate Graham Hill.

Surtees, Cooper T75 BRM

The London Trophy comprised two heats of 25 laps, the top four in each race were the same, Jim Clark, Lotus 35 Cosworth SCA, Graham Hill, Brabham BT16 BRM, Richard Attwood, Lola T60 SCA and Jochen Rindt, Brabham BT16 SCA.

(Getty)

The off, Heat 1.

Stewart at left and Clark right, Brabham on the inside of row 2.

Clark won both heats, the Tyrrell Coopers had problems in this heat which were fatal for their chances of a start in the second race- Stewart had half-shaft failure after completing 16 laps and a rod let go in the BRM engine after 21 of the 25 laps in Surtees case.

There was plenty of depth on the grid, other starters included Mike Spence, Trevor Taylor, Chris Amon, Denny Hulme, Jack Brabham and Peter Revson with the DNQ list including Jo Siffert, David Hobbs and Chris Irwin.

Credits

Getty Images

Tailpiece: Jim Clark, Lotus 35…

Jim Clark aboard his Lotus 35 SCA, final chat to his mechanic who has a tyre pressure gauge at the ready. I’m not sure this is Crystal Palace, if it is, the car behind is Bill Bradley’s Brabham BT10 SCA.

Finito…

French GP, Rouen 1968…

It has the feel of final practice/qualifying about it doesn’t it?

The wing in the foreground is either Jacky Ickx’ winning Ferrari 312 or Chris Amon’s sister car.

Graham Hill stands patiently at left whilst the mechanics make adjustments to his car with Lotus boss Colin Chapman leaving the boys to it, resting against the pit counter.

At far left, obscured, Jack Brabham is being tended to in his Brabham BT26 Repco ‘860’ V8- Jochen Rindt popped his BT26 on pole proving the car had heaps of speed if not reliability from its new 32 valve, DOHC V8. The speedy Austrian took two poles with it that year.

The dude in the blue helmet is Jackie Oliver who is about to have the mother and father of high speed accidents when wing support failure saw him pinging his way through the French countryside, clobbering a set of chateau gates and dispensing aluminium shrapnel liberally about the place at around 125 mph.

He survived intact – shaken but not stirred you might say. It wasn’t the last of his career ‘big ones’ either. Click here; https://primotipo.com/2017/01/13/ollies-trolley/

In the distance is Goodyear blue and white striped, jacket wearing Tyler Alexander so there must be a couple of McLaren M7A’s down that way.

Ickx won a tragic wet race in which French racer Jo Schlesser died on lap 2 when he lost control of the unsorted Honda RA302 in the fast swoops past the pits, burned alive in the upturned car it was a grisly death.

Ickx’ first GP win, no doubt it was memorable for the Belgian for all of the wrong reasons.

He won from John Surtees, below, in the conventional Honda RA301 V12 and Jackie Stewart’s Matra MS10 Ford.

Surtees did not have a great Honda season retiring in eight of the twelve GP’s- his second at Rouen and third place at Watkins Glen were the two high points of the season.

Honda withdrew from GP racing at the end of the year to return with a vengeance a decade or so hence.

Click on this article for a piece on the 1968 French GP and also the evolution of wings in that period; https://primotipo.com/2016/08/19/angle-on-the-dangle/

Credits…

Getty Images, oldracingcars.com

Tailpieces: Jo Schlesser, Honda RA302…

You would have to have a crack wouldn’t you?

The offer of a works car in your home Grand Prix, however badly your vastly experienced team leader felt about the radical magnesium chassis, 3 litre (88mm x 61.40 mm bore/stroke- 2987 cc) 120 degree air-cooled V8 machine would have been too much to resist ?

And so it was that poor, forty years old, Jo Schlesser died having a red hot go after completing only 12 Km of the race.

Denis Jenkinson looks on, above, as Schlesser prepares for the off during practice, the look on the great journalists face says everything about his interest in this new technical direction. The car behind is Richard Atwood’s seventh placed BRM P126 V12.

The air ducts here and there are clear and necessary to try to keep the engine lubricant coolish.

I’ve a feature part finished on this design so let’s not go too berserk now.

A magnesium monocoque chassis supported the unstressed, fuel injected V8 which is variously quoted at between 380 -430bhp at this early stage of its development- I am more at the conservative end of that range.

Inboard rocker front suspension and outboard at the rear, note the ‘boxed’ inboard lower inverted wishbones, single top link and two radius rods. Engine ducting again clear.

John Surtees tested another RA302 during the Italian GP weekend at Monza in September but declined to race the car, that chassis still exists.

Wouldn’t it be nice if we could see that machine at the Phillip Island Historics/Australian GP ‘double-whammy’ one March?

Finito…

Surtees, Matra MS5 Cosworth SCA, Rouen 1966 (LAT)

Lordy knows how many different bikes and cars the great John Surtees drove in his lengthy career at elite level, on two and four wheels?!…

His brief Matra F2 phase was a new one on me until tripping over some of these photographs whilst researching an article on Matras.

‘Big John’ did two races for Ken Tyrrells ‘Tyrrell Racing Organisation’ in France in July 1966.

Of course he was a man who was contract free after a series of confrontations with his Scuderia Ferrari employers, which, on the balance of probability, cost the pair the 1966 F1 titles and then caused his departure from the team with whom he was champion in 1964. I wrote a feature about Surtees  a while back which covers all of that and a whole lot more.

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

Surtees on his way to winning the notorious 1966 Belgian GP at Spa. The first lap deluge decimated the field, the supremely brave, stupid cine-cameramen are capturing footage for ‘Grand Prix’. Surtees Ferrari 312 won from Rindt and Bandini- Cooper T81 Maser and Ferrari Dino 246 (LAT)

 

Toto Roche moves out of the way at the start of the 1966 French GP- Bandini’s Ferrari 312 is on pole with Surtees Cooper T81 Maserati alongside and out of shot to the right is Parkes in the other works Ferrari. Brabham won from Parkes and Hulme, Brabham BT20 Repco. Surtees and Bandini both DNF. Jack is behind Bandini and Rindt in the white peaked helmet in another T81 Cooper with Graham Hill’s distinctive helmet behind Jochen- BRM P261 (LAT)

Surtees’ last race with Ferrari was the Belgian Grand Prix at Spa on 12 June- he won it. His first with Cooper, was the French Grand Prix at Reims on 3 July.

There his Cooper T81 Maserati failed to finish with problems, (a small shaft driving the mechanical fuel pump sheared on the first lap but he ‘shoved it right up’ Ferrari by popping the unfamiliar and undoubtedly less competitive car second on the grid- behind Bandini’s Ferrari 312 on pole.

In fact, as Denis Jenkinson reported in MotorSport, the time ‘was artificial and could not last, for unaided a Cooper Maserati did not seem likely to break 2:10 seconds’- the time was recorded by way of the slipstreaming efforts of Rindt and Surtees, slotting John in behind the Bandini Ferrari and getting a decent tow before the ruse was picked up by Lorenzo.

Jack Brabham won the race of course and became the first dude to win a GP in a car bearing his own name and of his own (Ron Tauranac and Jack’s Motor Racing Developments) construction.

In addition to his Ferrari F1 and Sportscar commitments Surtees successfully attacked the 1966 Can-Am championship taking the title with three wins at St Jovite, Riverside and Las Vegas aboard a Team Surtees, Lola T70 Mk2 Chev.

But apart from that, the first Can-Am round at Mont Tremblant wasn’t until 11 September, he could take on rides as he saw fit- a couple of F2 races a week apart in France suited him very nicely indeed.

Surtees was offered the ride as Jackie Stewart was badly injured in his BRM P261, Belgian GP shunt, this accident well covered here; https://primotipo.com/2015/02/13/jackie-stewart-at-surfers-paradise-speed-week-1966-brabham-bt11a-climax-and-ferrari-250lm/

Ken Tyrrell ran Coopers in F2 in 1965 (Stewart and Frank Gardner/John Surtees/Bob Bondurant/Chris Amon/Ludovico Scarfiotti- how is that for a variety of drivers in the second car! in Cooper T75 BRM P80’s) and switched to the nascent Matra marque in 1966 when he ran Jacky Ickx and Jackie Stewart as the ‘primary drivers’ in Matra MS5 Cosworth SCA 1 litre machines. That year, out of interest, the drivers when either of the above were unavailable included Surtees, Scarfiotti, Mike Spence and Hubert Hahne.

Tyrrell and Stewart surfed the Matra wave to great effect and mutual benefit of course, winning the 1969 driver and manufacturer titles in the MS80 Ford- an F1 car Stewart rated as one of the best he ever raced. That story is told here;

https://primotipo.com/2016/07/01/matra-ms80-ford/

1966 was the year the Brabham Hondas blitzed the Euro F2 title, Jack and Denny won most of blue-riband events with the best of the Cosworth SCA’s nibbling at their Goodyears- usually the Jochen Rindt driven, Roy Winkelmann entered Brabham. The Brabham Honda story is here; https://primotipo.com/2015/07/30/xxxii-grand-prix-de-reims-f2-july-1966-1-litre-brabham-hondas/

Right from the start the Matras were regarded as jewels of cars deploying the latest in aeronautical technology applied to automotive engineering.

Matra MS5 Cosworth SCA cutaway drawing, technical specifications as per text (J Marsden)

 

Surtees settles himself into the Tyrrell Matra MS5 Cosworth SCA at a chilly Silverstone- thats Ken hovering over his new recruit (Getty)

Surtees had at least one test at Silverstone before journeying to France, given the engineer/racers knowledge of chassis dynamics his view of the car at the time would be interesting if any of you have any first hand accounts of his view of the car?

The twenty-second GP de Reims was run over 37 laps, 307 km on the same 3 July weekend as the French F1 GP and was predictably, on this power circuit, won by Jack Brabham’s Brabham BT18 Honda from Alan Rees in a Winkelmann Brabham BT18 Cosworth SCA and then Jean-Pierre Beltoise in a works MS5 SCA.

There were a large number of MS5’s in the race, John Coomb’s BRM engined car raced by Graham Hill to eleventh, Ickx and Schlesser were non-classified in their Tyrrell Racing Organisation BRM P80 and works SCA engined cars. Rodriguez was a DNF in his works car, also BRM engined with the Surtees SCA powered car out after completing 10 laps with piston failure.

At the end of the weekend the circus decamped from Reims in the Grand Est region, the ‘unofficial capital’ of the Champagne wine growing region, to Rouen, to the West, in Upper Normandy a distance of about 285 Km.

Reims 3 July 1966. Brabham and Hulme in Brabham BT18 Hondas, Rindt on the inside, Brabham BT18 Cosworth and Surtees Matra MS5 SCA on the outside, then Alan Rees, Brabham BT18 Cosworth (LAT)

The entry was a little smaller than the week before- 21 cars started rather than 24 cars, the Matra marque represented by five cars- works entries for Schlesser and JPB, Tyrrell cars for Ickx and Surtees and the Coombs entry for Hill.

Surtees started on row two with Graham Hill- the two Matras together, with Brabham, Hulme and Rindt up front.

JPB hit Rindt up the clacker going into the Nouveau Monde hairpin on the first lap and spread-eagled the field. Denny worked his way up to second behind Jack whilst Beltoise, sans nose, Rindt and Rees also sought to make up lost ground but JPB retired with a leaking radiator and Rindt with a wrecked Hewland.

‘With six laps to go Brabham (in the lead) failed to appear, his Honda engine having blown up, though he said his gear-lever had broke! (Crankshaft was more like it)…Hulme was just behind so he was able to take over the lead…Rodriguez had been running steadily in the Ron Harris Lotus and gaining places as the faster drivers ran into trouble and he passed Hill and Surtees to take third as the ex-Ferrari driver’s Matra-Cosworth expired and the BRM ex-World Champion struggled along in a sick Matra BRM’ wrote Denis Jenkinson.

Denny Hulme won the 46 lap 301 km race from Alan Rees’ Brabham, Pedro Rodriguez in the Ron Harris-Team Lotus, SCA engined Lotus 44, Hill who was fifth, Trevor Blokdyk in the other Harris entry Lotus 44 SCA sixth- Surtees was classified seventh falling one lap short of the distance with differential failure.

Surtees raced a Lola for the Midland Racing Partnership once in 1966 and ran a full F2 campaign in a Lola T100 Ford FVA with the change to the 1.6 litre formula from 1 January 1967.

Matra’s relentless march to F1 continued- and they achieved Formula 2 success with many race wins and Euro F2 titles for Jacky Ickx in 1967 aboard MS5 and MS7 Ford FVA, Jean-Pierre Beltoise in 1968, MS7 FVA and Johnny Servoz-Gavin in 1969 MS7 FVA.

Jackie Stewart at Silverstone during the ‘BARC 200′ Wills Trophy Euro F2 round on March 27 1967. He raced his Tyrrell MS5 Ford FVA 1.6 to 5th behind the two Winkelmann Brabham BT23 FVA’s of Rindt and Alan Rees, Surtees’ Lola T100 FVA and Bruce McLaren’s McLaren M4A FVA. The Lotus 48’s were non-classified. There was lots of depth in the 1967 F2 fields. JPB gave the new Matra MS7 its race debut at Rouen on 9 July- Ickx used both MS5 and MS7 chassis to win the Euro F2 Championship that year from Frank Gardner’s Brabham BT23 and BT23C FVA and JPB. ‘Graded driver’, Jochen Rindt did most of the winning but was not eligible for championship points

The Early Matras…

Writing about Surtees in 1966 sort of begs the question of what went before that, context is all!

Treat this as nothing more than a summary- I am just skimming the tops of the waves, this is not anything of depth but rather a bit of a teaser for a more comprehensive piece in the future on the early cars built by Matra.

 

Whilst in French, you can probably get the gist of the car specifications from the drawing above.

Matra enthusiast Gerard Gamand on The Nostalgia Forum provides useful information on the production numbers of these early Matras.

He cites 4 cars built in 1965, two each of MS1 and MS2.

The car was designed by Paul Carillo and was based on the Rene Bonnett F2 design- Matra took over the ailing concern, which became Matra Sports.

Most of you would know the Matra monocoque chassis, drawing upon aerospace techniques was fabricated in such a tight and accurate manner, ‘that fuel bag-tanks were not required as the tub was leak proof. This technique meant that lateral bracing to the tub was possible giving it a very high degree of stiffness’ f3.history.co.uk report.

Matra MS5 chassis (G Gamand)

The chassis above is identified as an MS5- the one below an F3/F2 tub bit i am not sure which. Regardless the in-build shot is interesting.

(autodiva)

The MS2 was a ‘long chassis’ development of the MS1.

MS1 was an immediate success with most of the teams focus naturally enough on French events in 1965.

Jean-Pierre Jaussaud was first entered for the Prix de Paris at Montlhery on 23 May 1965 in an MS1, but did not arrive.

The cars baptism of fire was at the biggest international event of the year- the 29 May Monaco F3 GP won by Peter Revson’s Ron Harris entered Lotus 35 Ford Holbay.

MS1’s were entered for JPJ and Eric Offenstadt- Eric DNF’d his heat so missed the final, whilst Jaussaud was tenth in his heat and fifteenth in the final.

Jean-Pierre Beltoise took the first marque win at Reims on July 4- the ‘Coupe Internationale de Vitesse de Formula 3’ support race for the Reims F2 GP.

Reims 1965, the first Matra win- Jean-Pierre Beltoise, Matra MS1 Ford (unattributed)

 

(Matra)

By the end of the season, JPB had taken another win at Cognac on 25 July and JPJ wins in the Coupe de Paris at Monthlery on 17 September and the Coupe de Vitesse at Albi a week later.

Together with points scored for their placings Beltoise and Jaussaud were first and second in the 1965 French F3 Championship- the nascent marque was away…

Whilst the F3 campaign continued, as Rene Bonnett was absorbed by Matra, their Djet (Jet) evolved into a Matra Djet with Matra boss Jean-Luc Lagarde hiring Bernard Boyer- French FJ Champion in 1961, to develop a prototype rallycar for the Tour de Corse, which now can perhaps be seen as the precursor of the sports prototypes which followed.

The resultant MS3/M610 was a Lotus-Ford twin-cam engined closed sportscar which used the Djet as a base but incorporated a new chassis designed by Boyer. Its frst outing was the 1965 26/27 November Criterium des Cevennes Rally driven by Phillipe Farjon and Johnny Servoz-Gavin.

Matra Djet 6 cop-car in December 1965

These forays into Rallying continued before the 1966 racing program got underway wrote Ed McDonough in ‘Matra Sports Cars’.

The MS4/M620 was a 1966 sports prototype powered by a BRM P60 2 litre V8, the gearbox a ZF, 5-speed transaxle- a later variant was powered by a 4.7 litre Ford pushrod V8.

Designed by Jean Hebert it used a spaceframe chassis rather than the now familiar type of Matra monocoque- the BRM engine required a new clutch and 40 amp alternator. The new car was ready by November 1965 but first made its public appearance at the 1966 Le Mans test weekend in April.

Actress Joanna Shimkus takes time out from filming ‘Les Aventuriers’ to show the lines of the MS5 to good effect in September 1966. Note rocker front and traditional outboard mounted spring/dampers at the rear- period typical. Montlhery? Former actress now wife of Sir Sidney Poitier and mother of actress Sydney Tamiliar Poitier

For the 1966 season 12 MS5 chassis were made- 6 each to F3 and F2 specifications.

The build for 1967 totalled 6 cars. Three each MS6 F3 and  MS7 F2. The MS6 was a modified version of the MS5 with wheel and suspension geometry changes to take advantage of the latest in tyre developments

Pau GP April 1969, JPB in the bi-winged Matra MS7 Ford FVA- second, 1 minute behind Rindt’s Lotus 59B FVA (unattributed)

In 1968 a further four MS7’s were built, all were F2 cars built to accept the ‘class standard’ 1.6 litre 210bhp Ford Cosworth FVA engine.

The MS8/M630 was a 1967 BRM V8 engined Group 6 sports-racer coupe.

Many of the cars mentioned in this listing were raced by Johnny Servoz-Gavin, so check out my article on him for photographs; https://primotipo.com/2016/09/02/johnnys-talbot/

Stewart, Clark, Rindt, Surtees Kyalami 1968. Matra MS9 Ford, Lotus 49 Ford, Brabham BT24 Repco and Honda RA300. Its somehat poignant in its majesty- if that is the right word to describe the busy scene of South African enthusiasts thronging this magnificent, challenging racetrack. Clark took his last championship GP win that weekend, his very last was the Tasman Formula, Australian Grand Prix at Sandown Park on 25 February aboard a Lotus 49 Ford DFW 2.5- he won a ripper of a race of 105 miles prevailing over Chris Amon’s Ferrari Dino 246T by one tenth of a second. Clark won in South Africa from teammate Hill and Rindt. Stewart retired after completing 43 laps with conrod failure from grid 3 (LAT)

It may be a tangent too far, but the first F1 Matra, the 1968 Ford Cosworth engined MS9 raced by Tyrrell/Jackie Stewart as a ‘whoosh-bonk’, to use the Bruce McLaren words to describe a quick lash-up, stop-gap early 1968 car used a modified F2 MS7 chassis- with suspension from the MS630 sportscar and a Hewland DG300 gearbox. That car, in brief, is covered in the Matra MS80 article linked above.

For the sake of completeness I also wrote a couple of articles about the MS120 F1 cars here; https://primotipo.com/2014/07/06/venetia-day-and-the-1970-matra-ms120/

and here; https://primotipo.com/2015/12/13/venetia-days-matra-ms120/

Keith Duckworth on his Cosworth SCA 1 litre F2 engine…

Lets get back to where we started, the Matra MS5- in particular the engine which powered the Surtees chassis.

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

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

All the same, the dominant F2 engine of 1964 and 1965 did rather well producing between 115 bhp @ 8700 rpm in its original Weber 40 IDF carburettor form and in ultimate 1966 spec, Lucas injected form, 143 bhp.

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

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

SCC variant 1098cc 135 bhp for North American sportscar racing

Click here for an article about the Lotus 35- and the Cosworth SCA and a little on the P80 BRM unit- the excerpt above is from this piece; https://primotipo.com/2017/11/06/jim-clark-lotus-35-and-the-cosworth-sca-f2-engine/

Matra MS80 Ford cutaway in part. The 1969 World Championship machine (unattributed)

Credits…

LAT, MotorSport, oldracingcars.com, John Marsden, Gerard Gamand Collection, ‘Matra Sports Cars’ Ed McDonough, oldracingcars.com

Tailpiece: Hang on sonny…

(unattributed)

John Surtees giving his Tyrrell Racing Organisation teammate, Jacky Ickx a ride back to the paddock at the Circuit de Reim-Guex on the July 3 weekend- both drivers failed to finish the race.

Finito…

(PA Images)

John Surtees listens to Tony Vandervell’s questions in the Silverstone pitlane- Vanwall VW14, 6 May 1961…

The carnival is over in the sense that this weekend was the last ever race by the Vanwall Team. The first, fittingly was also at Silverstone when Raymond Mays and Ken Richardson contested the British Grand Prix on 14 May 1949, the 1.5 litre V12 Ferrari 125 ’02C’ ‘Thinwall Special’ retired after it was crashed by Richardson on lap 81 of the race won by Emmanuel de Graffenried’s Maserati 4CLT-48.

The result in May 1961 was better, a finish at least- 5th in the Intercontinental Formula 200 mile BRDC International Trophy, the race won by Stirling Moss from Jack Brabham and Roy Salvadori in Cooper T53 Climaxes. Henry Taylor was an interloper in 4th aboard a Lotus 18 Climax.

I wonder then, if young Surtees, fixated on his own career, understood the significance of Tony Vandervell’s work in making the breakthrough for the ‘Green Cars’?- the world of GP racing as we know it changed with the Vanwall victories of the late-fifties.

Surtees in more pleasant weather aboard the Vanwall during the BRDC Intl Trophy weekend (Getty)

 

(unattributed)

VW14 was the only mid-engined Vanwall built.

Of 2.6 litres in capacity, three of the nine Vanwall 2.5 litre engines- V5, V6 and V9 were converted to rear-engine specification in 1961 which involved movement of the fuel injection pump and magneto to the right hand side of the cylinder block. In Mk 2 form this car is retained by Vandervell Products.

At Silverstone Bruce McLaren put his Cooper T53 on pole from Moss, Brabham, Hill BRM P48, Salvadori, then Surtees and Ireland’s Lotus 18 Climax.

Surtees drove the car well in tricky, wet conditions holding second between Brabham and Moss and then spun finishing fifth.

Checkout my feature article on Vanwall Cars…

https://primotipo.com/2014/09/05/vanwall-cars-and-the-moroccan-grand-prix-1958/

Etcetera: Jack Brabham’s Test Driving Impressions of the Vanwall…

Stephen Dalton provided a copy of Brabham’s August 1961 ‘Motor Racing’ magazine column which included Jack’s driving impressions of the car on the Thursday prior to the 8 July Silverstone ‘British Empire Trophy’ won by Stirling Moss in a Rob Walker Cooper T53 Climax. Jack also raced a T53 Climax that season, so that is his frame of reference.

‘Silverstone was a disappointment too, though the Thursday preceding the race was very interesting when i had a go in the Vanwall. Tony Vandervell wanted me to try it to see whether i would drive it in the race. (Jack entered the Intercontinental races in his own car not a factory Cooper so he was free to pick and choose)

After the try out i decided it was not a race winning car in the form in which i drove it so i regretfully turned down the drive. But i think with perhaps two days of test driving, while suspension alterations were made, it could have been a potential winner. Unfortunately we didn’t have time for this, and i decided to use my Cooper in the race…

The Vanwall is about the same weight as the Cooper but it has about 40 horsepower more more than the 2 1/2 litre Coventry Climax gives.

The five-speed gearbox, designed by Colotti and made by the Vandervell Organisation, is a real honey to use. The brakes too were very good, though completely different in feel to what i have been used to, with a much softer pedal. But they are more than adequate for the cars performance, and they really do stop the car.

The Vanwall certainly felt a beautifully made, rigid racing car. It steered very well down the straights but it did not handle well enough round the corners to make full use of the performance. I found it was over-steering too much, and i was also getting the front wheels pattering across the road.

After a comparatively short experience with the car i managed a Silverstone lap in 1 minute 36.8 seconds. This was of course 3 seconds slower than i managed in my Cooper during the next days practice. With a little more practising i think a 1 minute 35 seconds lap would have been quite possible with the Vanwall, but i wouldn’t have liked to have tried anything much quicker without modifications. To my mind it would have been necessary to have altered the roll stiffness and the spring rates to get a better balance.

Cornering apart, it is in fact difficult to answer the question why the Vanwall was not as fast as the Cooper. The Climax, of course, has more torque at low revs, but the Vanwall really winds up in a most exciting way along the straights, and the traction is good.

I would rate the car as possessing definite prospects in Intercontinental competition. It could of course be turned into a Formula 1 car, since it is light enough for a 1 1/2 litre engine. But i doubt whether the frame is wide enough to take a multi-cylinder engine, which i think would be needed to compete seriously in Formula 1 next season.

Another thing which struck me at the time was the enthusiasm of Tony Vandervell when he goes motor racing. I was pretty impressed with his knowledge of racing machinery’ Jack concluded.

So there we go, with a couple of days suspension sorting the Vanwall was potentially a competitive Intercontinental car in 1961.

Credits…

Getty Images, f2register, Stephen Dalton Collection

Tailpiece: Surtees, Vanwall VW14…

Surtees sets off for the grid and the last ‘in period’ race by a Vanwall, 6 May 1961, Silverstone (unattributed)

Finito…

Pete Makeham and the King Alfa Spyder at Reims (B King)

‘What you can do with a dodgy camera…

The story really begins in May 1965 in Aden in the Federation of South Arabia (now Yemen) where the ship on which I was travelling as the ships doctor made its first landfall after leaving Australian several weeks earlier.

Aden, then as now, was a hell-hole, but I was advised by the experienced ship’s crew that there were bargains to be had. Hence the cheap, and supposedly new, Practica IVb SLR camera- ‘state of the art’. But something was seriously wrong; was it a reject that found its way to Aden? Anyway, its deficiencies are my excuse for the poor quality of the photographs accompanying this article.

After two European Tours in a VW and then a Minivan, it was time for better things- or at least my future wife thought so- and bought a three year old Alfa Romeo Giulia Spyder 1600. My late lamented friend Pater Makeham and I set off with our first destination being Reims for the Grand Prix de l’ACF. The Alfa gremlins set in early, and with no generator charge, our arrival in the Oort of Dover was lit by the equivalent of two candles.

We camped that night outside Reims on the top of a hill and were able to roll-start the car. It was a Saturday morning and as we approached Reims we had no idea how we would resolve our problem- then suddenly we were confronted by a large Alfa Romeo badge  hanging in the centre of the street- a quick left turn and we were in a large Alfa workshop. In our best French we said ‘dynamo-kaput’ which was sufficient to gain the necessary attention.’

Lorenzo Bandini’s Ferrari 312 being attended to in the Alfa Romeo dealership, Reims (B King)

 

#22 is Mike Parkes’ 312- World Champions in 1966 almost certainly had the kept Surtees within the Scuderia Ferrari, ‘Ifs, Buts and Maybes’ don’t count however (B King)

‘We then noticed that half the workshop was devoted to the Ferrari Formula 1 Team. Hence the grainy images with the Practica. While the GP cars sat idle, it seemed that the whole Ferrari team were devoting their attention to designer Mauro Forghieri’s road car- I think it was a just released 330GTC. With much revving, Mauro would take of around the block, only to arrive back with the car misfiring. About six red-suited mechanics would put their heads under the bonnet and the procedure would be repeated.’

King’s Alfa outside the Champagne cellars in 1966 (B King)

‘I think our problem was resolved before Mauro’s and we were able to depart for a tour of the Champagne cellars. Perhaps if the team had devoted more time to the racing cars, Lorenzo Bandini might not have surrendered his lead to Jack Brabham because of a failed throttle cable!’

Lorenzo Bandini seeks to sort his throttle linkage problem after completing 32 laps- he led the race from Brabham and Parkes to this point (unattributed)

‘What a day it was to go to the races with Jack and Denny first and second in in the F2 support race in Brabham Hondas, and Jack winning the race in the ‘All Australian Repco Brabham’ designed by Ron Tauranac.

We were on the outside of the track at ‘Calvaire’, the fast bend at the end of Pit Straight and Jack was the only driver taking that corner at full noise. This was the last GP to be held at that wonderful circuit.’

 

 

 

 

 

 

 

Toto Roche drops the flag and makes his famous leap out of the way, Mike Parkes and Lorenzo Bandini in Ferrari 312’s sandwich the just departed John Surtees in a Cooper T81 Maserati. That’s Jochen Rindt’s Cooper on row two.

(unattributed)

Brabham speeds to victory in his Brabham BT19 Repco, his championship steed throughout 1966- famously the first driver to win a GP in a car of his own design and manufacture- noting the contribution of Ron Tauranac, Motor Racing Developments and Repco Brabham Engines in relation thereto!

Roche, below, flag in hand, pushes the winning car whilst Brabham acknowledges the plaudits of the knowledgeable French crowd. Mike Parkes’ Ferrari 312 was second, Denny third in a Brabham BT20 Repco and Jochen Rindt, Cooper T81 Maserati, fourth.

(unattributed)

‘I was able to buy the Alfa from the proceeds of working 110 hour shifts at Manchester Royal Infirmary. Another benefit of MRI was having access to the Nurses Home, housing many hundred nurses and from where I found my wife to be.

I also enjoyed our proximity to Oulton Park- where I was a regular attendee from 1965-1968. My photos with the Practica were improving; I found the light meter gave more accurate readings if I pointed it to the ground.’

Cor! says the young motor cyclist with the camera. Brabham’s BT20 Repco with new ‘740 Series’ Repco 3 litre V8 making its first race appearance. Brabham’s definitive 1967 chassis, Tauranac’s brand new BT24 is still several races away. Oulton Park 1967- ripper shot just oozes atmosphere of the (chilly) day (B King)

Daily Express Spring Cup, Oulton Park 15 April 1967…

The first European F1 race of 1967 was the ‘Race of Champions’ at Brands Hatch in early March, the race was won by Dan Gurney’s Eagle Mk1 Weslake from Lorenzo Bandini and Jo Siffert in Ferrari 312 and Cooper T81 Maserati respectively. Dan took wins in both of the two heats and the final, wonderful stuff and unfortunately a race which somewhat flattered to deceive.

The last chance for the teams to race test their cars before the European season championship opener at Monaco in May was the Spring Cup at Oulton, where Bob’s photos were taken.

Tony Rudd fusses over his complex and superb, BRM P83 H16. The engine’s only championship win was Clark’s Lotus 43 victory at Watkins Glen in late 1966 (B King)

 

Bruce McLaren sits on his Rover 3500 whilst the boys fettle his F2 based GP McLaren M4B BRM 2 litre V8, by the years end he was using the BRM P101 V12 but his saviour was the Ford DFV which was available to teams other than Lotus from 1968 (B King)

Jackie Stewart popped the BRM P83 H16 on pole from Denny Hulme and John Surtees- in Brabham BT20 Repco and Honda RA273. Brabham and Mike Spence were back on row two in the other BT20 and H16.

Denny won both heats in a portent of his season to come and Jack Brabham the final from Denny, Surtees, Jack Oliver’s F2 Lotus 41B Cosworth FVA, Bruce McLaren’s McLaren M4B BRM V8, Mike Spence’s BRM P83, Bob Anderson’s Brabham BT11 Climax FPF and Graham Hill’s Lotus 33 BRM. Stewart failed to finish in the other BRM after a collision.

The BRO pit with Jack’s 740 V8 engined BT20 front and centre. Circa 340 bhp by the seasons end- just enough to prevail in 1967 aided by Lotus 49 teething pain unreliability. Gearbox is Hewland DG300. Denny’s car devoid of bodywork behind (B King)

The winds of change blew at Zandvoort with the first race of the Lotus 49 Ford DFV at the Dutch Grand Prix but Bob’s photos reasonably convey, with the exception of the Ferrari’s who did not enter the Spring Cup, most of the the state of GP play in early 1967.

(B King)

Surtees’ magnificent, powerful, but oh-so-heavy Honda RA273 V12.

By the seasons end the lighter RA300 ‘Hondola’- the monocoque chassis a variation on Lola’s T90 Indianapolis car, was raced to victory in the Italian Grand Prix, the popular Brit taking a famous victory for the car in a last lap, last corner fumble with Jack Brabham in his BT24 Repco.

(B King)

Etcetera…

Other reading…

1966 GP Season; https://primotipo.com/2014/11/13/winning-the-1966-world-f1-championships-rodways-repco-recollections-episode-3/

1966 Ferrari 312; https://primotipo.com/2017/10/26/surtees-ferrari-312-modena-1966/

Brabham Honda F2 Cars; https://primotipo.com/2015/07/30/xxxii-grand-prix-de-reims-f2-july-1966-1-litre-brabham-hondas/

H16 Engine; https://primotipo.com/2015/02/17/jim-clark-taking-a-deep-breath-lotus-43-brm/

Bruce McLaren’s 1966/7 GP Cars; https://primotipo.com/2016/10/07/mclarens-19667-f1-cars/

(B King Collection)

Bugatti Afterthought: Reims 1929…

Classic Bob King ‘…and I just found this photo from 1929- if you should wish to make a comment about Bugatti being my real thing- it is such a good photo’- and indeed it is a marvellous shot!

The fifth GP de la Marne was staged at Reims over 400 km on 7 July and won by Philippe Etancelin in a Bugatti T35C in 2 hours 54 minutes 14 seconds. The cars above are those of (L-R) Juan Zanelli T35B second, Robert Gauthier T35C fourth, Rene Cadet T35 sixth and another T35 of Derrancourt, seventh.

Credits…

Bob King, Getty Images, Team Dan, silhouet.com

Tailpiece: Bandini, Surtees, Brabham- Reims start 1966…

(Getty)

Finito…

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Bob Brown, place and date unknown (AMCN)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Bibliography…

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

Photo Credits…

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

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

Finito…

 

 

John Surtees poses with his Ferrari 312, the Scuderia’s 3 litre V12 new season and new formula contender, March 1966…

‘Big John’ is probably feeling fairly confident at this point, Ferrari seemed to be as well prepared as they had been for the last formula change from 2.5 to 1.5 litres in 1961. They took the title convincingly of course, Phil Hill won it in the Carlo Chiti designed ‘Sharknose’ 156 V6.

Coventry Climax had withdrawn as an engine provider at the end of 1965, other than some transitional support of Team Lotus with a couple of 2 litre FWMV V8’s to tide them over. Generally, 1966 was a year of transition and therefore of opportunity for those who started the season with a fast, reliable package, the Ferrari seemed just that.

Click on this link for my article on the 1966 Grand Prix season;

https://primotipo.com/2014/11/13/winning-the-1966-world-f1-championships-rodways-repco-recollections-episode-3/

surtees 2

‘Down Under’ Jack Brabham installed the first Oldsmobile F85 blocked Repco Brabham ‘RB620’ V8 into a year old Brabham chassis, BT19, built for the stillborn Coventry Climax Flat-16 engine and contested the Non-Championship South African GP at Kyalami in it on 1 January.

Repco then popped a 2.5 Tasman Formula RB620 V8 into BT19 for a couple of Tasman rounds, at Sandown Park and Longford, each time learning a little more about the engine and making it reliable.

Ferrari’s own 3 litre V12 was a trusty old warhorse which had served them well. It was a reliable Le Mans winning unit and more powerful than the Repco V8 but the car was heavy. Brabham’s BT19 was a light spaceframe and his 300 horses were stallions not geldings.

surtees 3

The first GP of the new F1, the 1966 XV Gran Premio di Siracusa was on 1 April, Surtees won it in a 312 from teammate Bandini’s Ferrari Dino 246. The only other ‘new’ F1’s were the Cooper T81 Maserati’s of Jo Siffert and Guy Ligier both of which failed to finish. So too did Brabham’s BT19 with a Repco failure.

On 14 May the teams met at Silverstone for the XVIII BRDC International Trophy which Brabham won from Surtees and Bonnier’s Cooper T81 Maser.

Game on!

Off to Monaco for the first Championship round on 22 May, Jackie Stewart’s BRM P261 took the race from Hill’s P261 both cars with 2 litre versions of the old P56 V8 1.5 litre F1 engine, and Bandini’s Dino. Surtees and Brabham were out on laps 16 and 17 respectively with transmission dramas.

Bandini’s use of the Dino which as the teams #1 Surtees should have been allowed to race, in Johns assessment the better of the two cars for the unique demands of Monaco, was one of many dramas within the team which famously resulted in the headstrong Brit telling Ferrari to ‘shove it’ costing both a title which they may well have taken.

surtess 4

Surtees joined Cooper for the balance of ’66 and made the cars sing but Jack was away and running taking the title he and Repco deserved but which perhaps should have been Maranello’s not Melbourne’s…

Click here for an interesting article on Surtees;

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

Ferrari 312 Specifications…

312 engine

The heart of any Ferrari is its engine of course, and what a glorious thing the Tipo 218 unit was.

Cast in aluminium alloy with cast iron wet cylinder liners, the 60 degree V12 had dual chain driven overhead camshafts per bank operating 2 valves per cylinder. The compression ratio was 11.8:1, heads incorporated 2 plugs per cylinder which were fired, old school, by a battery of 4 coils. The engine was dry sumped, the cylinders fed by Lucas indirect fuel injection. Claimed output was circa 360bhp at 10,000rpm, the reality probably a little less than that.

312 rear

The engine wasn’t really the cars weakness, it was probably more so the Tipo 589 chassis’s overall weight. Ferrari really didn’t get the hang of building a modern monocoque in the British idiom until they contracted John Thompson to build them one circa 1973!

Before then their tubs were sheet aluminium panels in a double wall riveted to a tubular steel structure. It was effective but heavy. The Ferrari’s suspension, as you can see is period typical; inboard at the front with a top rocker and lower wishbone and outboard at the rear with a single top link, inverted lower wishbone with forward facing radius rods for location. Uprights were cast magnesium with coil spring/shock units. Girling provided the disc brakes, which were inboard at the rear.

The Tipo 589 5 speed transaxle was sportscar derived, beefy and heavier than the DG300 Hewland box which became ‘de rigour’ in the Pommy cars of the era.

312 engine side

Shot above shows the beautiful standard of Ferrari fabrication and finish. Note the chassis, Lucas injection, twin-plug heads, alternator driven by the cams and wonderful exhausts which are fine examples of the pipe-benders art.

Credits: Popperfoto, GP Library, Reg Lancaster

Tailpiece: Why is that Simple Little Thing So Fast?…

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Enzo Ferrari ponders the 1966 consistent speed of Jack’s BT19 Repco at Monza on September 3 1966, the ‘Wonder From Down-Under’ beating the might of the Europeans…

What is he thinking I wonder? ‘why is it so fast, its last years spaceframe chassis, engine from someone i’ve never heard of in Australia and the block is an American Oldsmobile…’

In fact the following day was a good one for the Scuderia, Ludovico Scarfiotti’s 312 V12 took the win from Mike Parkes similar car with Denny Hulme’s Brabham BT20 Repco third.