Posts Tagged ‘Len Lukey’

(B Young)

Stan Jones, Maser 250F and Bib Stillwell Cooper T43 Climax joust into Mountford Corner during the 1958 ‘Longford Trophy’ Gold Star round, 3 March…

It was the first time the great Tasmanian circuit hosted a round of the national drivers championship, the locals turned out in droves, including enthusiast/photographer Bob Young who took these remarkable, crisp oh-so-clear, evocative photographs.

Colour photos of this quality are so rare of Australian racing then. Each one in some ways deserves to be posted on its own but in the end I decided it was better to do a short article around them as a group. They are not the only shots he took on the day mind you- others have already been posted on the Historic Racing Car Club of Tassie Facebook page and filched by me! See the links at the articles end to view some of them.

I wonder whether Stan is having a shot down the outside of Bib or is Bib plunging down the tiny- but just big enough gap Jones left for his fellow Melbourne motor dealer buddy/competitor. Whatever the case, i suspect Stan The Man- and he was very much one of them at the time, gathered Bib up on the long run out of the tight right-hander, gently rising and then steeper towards the Water Tower- 2.5 litres of Maser six having a bit more grunt than a 1.7 litre Climax FWA four.

 

Otto Stone steering, Stan and John Sawyer, 250F, Longford 1958. Racer/engineer Stone’s counsel and car preparation were key factors, with perhaps Jones growing maturity as a driver, in Stan’s well deserved success. Pirelli Stelvio tyres BTW- photo is that sharp! It’s early in the weekend, the team have not applied the real race number decals to the car yet (B Young)

 

Bib sold his ex-Hunt 250F to Arnold Glass and jumped into the first of many water-cooled Coopers with the T43 (F2/9/57 according to John Blanden) whereas Stan, who changed racing cars more often than he did his Jocks- and had a long history of Cooper air-cooled and T23 experience, hung onto the 250F (chassis ‘2520’) and profited from the decision rather than jump into a Cooper just then. He did of course buy T51’s in time, with which he was very fast.

Stan won the 1958 Gold Star with two victories at Fishermans Bend and Phillip Island- book-ending his season with wins and returned to Longford twelve months hence and finally won the AGP he so richly deserved aboard the 250F from Len Lukey.

By that stage Lukey had switched from the Cooper T23 Bristol shown below to an ex-Brabham Cooper T45 Climax Jack raced in Australasia in late 1958 and over the summer races of 1959 before heading back to the UK and a World Championship aboard factory Cooper T51’s.

 

Len jumped from Ford Customline Touring Cars into this Cooper Bristol and an evolved Lukey Bristol in a relatively too brief racing career, his ‘Lukey Mufflers’ business funded his racing efforts- he was a friend to motor racing via Phillip Island and other means for the rest of his life. Another mighty shot, Len has just started his turn-in to Mountford, car looks just superb, as indeed it was-well prepared and driven (B Young)

 

Lukey’s Cooper Bristol was the ex-Tom Cole-Reg Hunt-Kevin Neal machine, chassis ‘CBR/2/9/53’ with which he did so well in 1957-8, but the reality was the car wasn’t an outright winner, hence the upgrade to the then, very much latest available, Cooper T45. With this he pursued Gold Star 1959 success in a year of speed, consistency, good preparation and perseverance- at twelve rounds it was the longest ever Gold Star championship.

Late in its ‘in period’ Australian life the front engined T23 was fitted, as all of the Australian Cooper Bristols were, with a Holden ‘grey’-six or Chev small-block V8, in the case of this car a Holden engine. The racer eventually passed to the Donington Collection in the early seventies and later still back into private hands.

 

The Man in Red- Lukey nattily dressed with his wife holding a serious camera. Long chromed exhaust said to be unique to this ex-Cole-Gibson-Hunt-Neal-Lukey et al car (B Young)

 

There is little doubt a 2.5 litre Coventry Climax FPF powered Cooper would have very comfortably won the 1959 AGP and Gold Star but them things were like hens teeth- 2.5 FPF’s were issued only to works and favoured teams in Grand Prix racing until the Climax lads could keep pace with global demand which in practical terms meant during 1960.

Ted Gray won the Longford Trophy on this clear but chilly Tasmanian weekend, to have heard the big, booming fuel-injected Chev V8 engined Tornado blasting its way around Longford would have been really something!  This car does sound just like an F5000, imagine that in 1958!

It’s showtime. Raceday. Just love this shot, atmosphere plus.

Len Lukey’s and Lou Abrahams’ boys push their steeds to the form-up area. That beautiful, clever beastie to the left is Tornado 2 Chev 283, the yellow Cooper in the background is Aussie Millers T41. Note the Repco service van- its chilly too, 3 March is still summer’ish but most of the chaps are well rugged up against Tasmanian cool.

 

(HRCCT)

 

Business end of the Tornado 2 Chev in the Longford paddock. GM Corvette ‘small block’ 283 CID V8 with lots of goodies from the US including Vertex magneto and home grown fuel injection using some Hilborn Travers components, circa 380bhp (B Young)

 

As you would have surmised from the foregoing descriptions of the cars, Australian National F1 at the time (until the end of 1963) was run to Formula Libre, hence the presence of Doug Whiteford’s ex-works Maserati 300S below.

I have bemoaned the fact that Doug bought a sportscar from the Officine Maserati team at the end of the 1956 AGP weekend at Albert Park, rather than one of the three 250F’s they had with them.

Whilst Douggie was no spring-chookin’ by then- he started racing pre-War and won his first AGP aboard his Ford V8 Spl ‘Black Bess’ back in 1950, he still would have given his contemporaries a serious run for their money in his always beautifully prepared and driven cars.

Doug sold this car in the early-sixties to Bill Leech, the racer and pillar of the Victorian Light Car Club who used the car both on the road- it was a familiar sight on Beach Road jaunts from Brighton, and at historic meetings in the early years of such racing in Australia. It was a sad day when this ‘mobile Monet’ left our shores.

 

Ooh-la-la. Sex on wheels and what a backdrop- the vivid red Maser 300S ‘3055’ contrasted against the dark shadows and green Mountford Pine- it’s still there by the way (B Young)

 

It was another batch of Bob Young’s photos which inspired an article I wrote a little while back on Norman Hamilton’s Porsche 550 Spyder, which on this weekend was driven by Melbourne Hillclimb ace Bruce Walton in the sportscar events.

 

(B Young)

The photo below is of the A Edison entered 1250cc MG TF Spl- I know nothing about the car or driver, who can fill us in?

 

(B Young)

 

Article Links…

Longford Trophy and Tornados; https://primotipo.com/2015/11/27/the-longford-trophy-1958-the-tornados-ted-gray/

Porsche 550 Speedster; https://primotipo.com/2018/06/28/hamiltons-porsche-550-spyder/

Longford in detail; https://primotipo.com/2018/07/05/longford-lap/

Stan Jones; https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/

Doug Whiteford; https://primotipo.com/2015/05/05/doug-whiteford-black-bess-woodside-south-australia-1949/

Credits…

Bob Young on Historic Racing Car Club of Tasmania Facebook page, ‘Historic Racing Cars in Australia’ John Blanden

 

(B Young)

 

Tailpiece: The ‘Tasmanian Tyre Service’ Handicap…

It’s a bit of a puzzling photo really- the handicap grid sort of makes sense but Doug Whiteford belongs up the back with Stan as ‘scratch- men’ rather than at front left. John Youl’s red Porsche 356 stands out, other drivers and cars folks?

By the way, they are in the original starting line area, on The Flying Mile, just a way back from Mountford Corner, clearly Bob Young stuck to this part of the track and the paddock- to the right of the racing cars.

 

Cropped version of the above photo, the focus Stanley, ‘2520’ and the lads (B Young)

John Sawyer is leaning on the tail, Otto Stone is on the right approaching, Stan readies himself in the cockpit, I wonder who the fella in the neato Maserati overalls is, and in the MG TF up the road to the right is Charles Button, still active in the Historic Racing Car Club of Tasmania today Grant Twining tells me.

Finito…

Ted Gray’s #1 Tornado 2 Chev and Len Lukey’s Cooper T23 Bristol being pushed to the ‘Longford Trophy’ grid in 1958…

What an amazing shot! Colour racing photographs in Australia at the time were relatively rare given the cost of film and that professional ‘snappers mainly worked in monochrome given the demands of publications of the day.

So these pictures took my breath away. The Historic Racing Car Club of Tasmania is posting some amazing photographs on its Facebook page. Its incredible the way FB and other online forums provide mediums for the distribution of enthusiast photos which would otherwise be chucked out upon someones death or locked away forever.

The shots are of ‘the more you look the more you see type’. Note the black Repco van and bucolic feel of the parched, brown Longford paddock and surrounding countryside. About 40,000 people attended that March long weekend raceday, it was a big meeting for its time in the Apple Isle. The little yellow Cooper T41 Climax is local boy Austin Miller’s.

I wrote a feature article about both this event and the Lou Abrahams owned Tornado a while back, click here to read it rather than repeat myself.

https://primotipo.com/2015/11/27/the-longford-trophy-1958-the-tornados-ted-gray/

Bill Mayberry, looking very natty in his red team overalls, takes a well earned rest beside Tornado. Its got a touch of 250F about it in terms of styling albeit not as voluptuous. Slimmer tho, with a higher cockpit surround- perhaps it slipped thru the air a bit better than Masers finest. You can see just how small the cars frontal area is relative to the Cooper Bristol in the opening head-on shot. Austin Miller’s raised yellow Cooper tail you can see and to the right M Hart’s Fiat Abarth 750 (HRCT)

It was a challenging weekend for the Tornado crew as Ted Gray was ill for most of it and there were major dramas with the car, specifically its gearbox. So, the calm looks of the crew are not reflective of some late nights.

Len Lukey’s Cooper was outgunned at Longford, very much a power circuit but Len was soon to become an outright contender- and 1959 Gold Star winner with the purchase of a 2 litre Coventry Climax FPF powered Cooper T43 Climax from Jack Brabham after the Melbourne Grand Prix at Albert Park later in 1958.

Simply marvellous really…

Tailpiece: Tornado 2 Chevy V8…

image

The attention to detail of this wonderful car extends to the engines rocker covers. Chev Corvette 283 cid cast iron, small block V8. Surely there are few production V8’s which spawned more race success than this family of engines? Small block Le Mans winning ‘Windsor’ Fords duly noted! Vertex magneto, hand made fuel injection system using Hilborn Travers componentry, fabricated extractors, note the steering shaft and universal joint. Body in aluminium by the Mayberry brothers in Melbourne (B Young)

Credits…

Historic Racing Car Club of Tasmania, Bob Young, Stephen Dalton

 

image

(Popperfoto)

Engineers building a production run of these very successful T20/23 series of cars which were important in helping launch the careers of Mike Hawthorn and Jack Brabham amongst others. And positioning Cooper as just not builders of 500’s…

The photos were taken in Cooper’s Surbiton workhop in early 1953, the cars are the CB Mk2 or T23.

The essential difference (there were other improvements as well) between the T20/23 is that the latter used a spaceframe chassis, clear in shot, the earlier car a more traditional box section frame. Note the stack of frames, not yet stove-enamelled on the lower right of the shot.

I wrote an article about the T20 a while back so I won’t repeat myself, click here to read it;

https://primotipo.com/2015/02/10/stirling-moss-cumberland-park-speedway-sydney-cooper-t20-wm-holden-1956/

image

Australian Gold Star Champion 1959, Len Lukey’s Cooper T23 Bristol (chassis CBR/2/9/53)  pictured at Mt Druitt, a circuit west of Sydney on 25 May 1958, the car did a 13.53 seconds standing quarter to take FTD. Shot shows the handsome lines of these cars to rather good effect as the gent looking on would attest. Later fitted with a Holden 6 cylinder engine, restored, for a time part of the Donington Collection and still extant (John Ellacott)

image

The workshop shots are great, the unclothed cars show the Bristol engine, the chassis and the suspension mix of wishbones and transverse leaf springs front and rear.

Cooper were somewhat maligned over the years about their ‘curvy spaceframes’ by engineering purists but in comparison with other cars of this period, the Cooper is a paragon of modernity if not a perfect example of triangulation!

Doug Nye credits Dante Giacosa’s design of the 1946 Cisitalia D46 for Piero Dusio, as the first modern customer spaceframe car ‘the production racing car trendsetter for an entire generation of designers’.

cisi chassis

Cisitalia factory drawing of the D46 voiturette and its lovely, stiff spaceframe chassis, Fiat 1100cc 62bhp OHV engine. Suspension F/R lower arms/live axle with transverse semi-elliptic springs front and rear, hydraulic drum brakes. Drivers of the cars included the elite, Tazio Nuvolari and down

manzon

Robert Manzon’s 14th placed Cisitalia D46 during the 330Km GP du Comminges, St Gaudens 0n 10 August 1947. Race won by Louis Chiron’s Talbot Lago ’39. The caption with this shot simply says ‘1947 French GP’, which it is not. I have arrived at the above driver/car/event by elimination, some French readers will be familiar with the background, the other hint is the ‘team badge’ on the cars side, let me know if i am wrong or right for that matter! (GP Library)

As stated above the Cooper Bristol Mk1 (T20) used a simple fabricated box-section single plane-ladder frame with tacked on body supports and was very successful.

John Cooper and Owen Maddock’s (Cooper designer/engineer/draughtsman) 1953 Mk2/T23 used a multi-tubular frame which took advantage of the entire cross-sectional area available inside the body ‘and looked more like what would become known as a ‘spaceframe’ design though still sparsely triangulated…this new welded-up chassis frame employed all the same sized round section tube, and it was effectively the forerunner of many more British GP cars ‘spaceframes’ to follow’ Nye said.

So, if the car isn’t the trendsetter Giacosa’s was the Cooper lads were certainly spaceframe ‘early adopters’, very successfully so.

Note the beautiful light alloy Cooper wheels, rudimentary independent rear suspension set up of lower wishbones and top transverse leaf spring which would serve Cooper well till the end of the decade. Double wishbones and coil springs at the front appeared a bit earlier but the transverse top leaf is in use here.

image

New Cooper T23 on what is perhaps its first test at Goodwood in late ’52 or early 1953, triple Solex fed 1971cc circa 155bhp spec engine as per text. Frame, neat throttle linkage and beautiful hand formed aluminium body also clear in shot (Popperfoto)

The Bristol/BMW engine develops around 155bhp from its 1971cc in BS4A spec, the engine is worth a paragraph or two. What follows is a summary in relation to the engines race application, not a chronology of the many variants fitted to road cars.

As demand for aircraft and engines eased towards the end of WW2 the Bristol Aeroplane Company decided to diversify into cars. The history of this great company is interesting, click here to read about it; http://www.bristolaero.org/bristol-built/

One of its directors, HJ Aldington, had impeccable BMW connections, another of his companies, AFN Ltd were both the constructors of Frazer Nash cars and the pre-War importers of BMW. The 2 litre engine the subject of this article, was fitted to BMW’s superb 328 sports car, famously the winner of the 1940 Mille Miglia in Huschke von Hanstein’s hands..

image

BMW 328 on Avus’ North Curve, Germany on 19 May 1938, driver and event unrecorded (Ullstein Bild)

In the post-war German mess, der Deutschlanders were keener for their technology to be shared with the ‘goodies rather than the baddies’ (the Ruskies), Aldington did a deal via the War Reparation Board which gave the engine technology to Bristol. The Brits fitted the engine to a 326 chassis and dressed the lot in an aerodynamic body similar to the 327 ‘Autenreith’ Coupe.

The first Bristol built engine was fired up on their dyno on 22 May 1946 and was soon fitted to its prototype ‘400’ car.

The engine was tall, slim and short despite its long stroke. The bores were cleverly siamesed within the cast iron block to allow the use of 4, rather than the 7 main bearings considered normal for a straight-six. The head had hemispherical combustion chambers with valves inclined at an included angle of 80 degrees with downdraught inlet ports between them.

Rather than twin overhead camshafts the valves were operated by 18! inclined cross-pushrods. For its success it demanded great engineering precision in its build, something Bristol had in spades. A steel crank ran in Vandervell ‘ThinWall’ lead indium bearings. Dry cylinder liners were of Brivadium alloy-steel so hard that for racing Bristol didn’t consider them run in until the engine had done 8000 miles!

After fitment of three downdraught SU carbs the ’85A’ engine developed 80bhp. The ’85C’ was fitted with three Solexes.

image

Bristols; Type 171 Sycamore helicopter and 401 Coupe in 1950 (Hutton Archive)

In 1948/9 Aldington asked Bristol to develop a high performance variant for Frazer Nash, this ‘FNS’ (Frazer Nash Specification) unit with 0.15 larger inlet ports, improved crank counter weights, Delco-Remy distributor rather than the Lucas unit developed 126bhp @ 5500rpm. In the FN Le Mans Rep the engines were very successful.

image

The 8th placed Bristol engined Frazer Nash Le Mans Replica of Dickie Stoop and Peter Wilson about to be swallowed by the winning Aston Martin DB3S with Reg Parnell at the wheel, he shared with Eric Thompson, during the Goodwood 9 Hours 22 August 1953 (GP Library)

Encouraged by the Frazer Nash success, Bristol built a new ‘Bristol Sport’ (BS) engine based on the ‘403’ Type 100 spec engine. These had blocks cast in chrome alloy steel. With a 66mm bore and 96mm stroke they displaced 1971cc.

The head was aluminium alloy with inlet valves made of chrome-nickel steel, exhaust valves of austentic-chrome steel. All of the valve gear was very light and polished. The crank was in aviation spec nitriding steel still running in 4 main bearings. A short duplex chain drove from the cranks nose to the high camshaft which ran in four bearings and carried a skew gear driving the distributor and oil pump shafts. High pressure lubrication was used but a wet sump retained. On ‘BS Series’ engines the head was ‘ported and polished’.

These engines, the Mark 2 version used by Mike Hawthorn’s Lavant Cup winning Cooper T20 at the Goodwood Easter 1952 meeting developed 149.8bhp@5550rpm on the Filton dyno before Leslie Hawthorn deployed his secret ‘witches brew’ of nitro-methane to produce more power still.

The ‘BS4A Mk1’ engines  developed 155bhp@6000rpm and 148lb/ft of torque at 5000rpm.

Ultimate versions of the German/British engines were Cooper Bristol driver/engineer Bob Gerard’s de-siamesed port 2.2 litre variants running nitro-methane which developed 180bhp@7000rpm. Bristol’s own de-siamesed engine which ran at Le Mans in its Coupes developed a reliable 160bhp. By that time the 2 litre F2 racing for which these engines were developed was over.

The Cooper Bristols were important cars in the rise of the Surbiton marque and formidable weapons in the right hands if not Ferrari Tipo 500 beaters…

image

Cooper T23 Bristol being unloaded from its trailer on a bleak, winter Goodwood day in late 1952 or early 1953. 85km trip from Cooper’s Surbiton ‘shop to Goodwood. These shots (of the mechanics fettling the engine above and the two below) are undated other than 1 January 1953 which will be an approximation, there are no details of the mechanics or driver. My guess is that its a Cooper instigated press shoot, as are the workshop ones above, probably of the cars first test, the ‘stub exhausts’, these engines not usually raced as such, indicative of a ‘quick fix’ overnight to run the car for the first time. If any of you have the details please provide them and i will update the text (Popperfoto)

image

Bibliography…

Doug Nye ‘History of The GP Car’, Automobile Year, John Blanden ‘Historic Racing Cars in Australia

Photo Credits…

Popperfoto, John Ellacott, GP Library

Tailpiece: John Cooper, but its just a guess…

image

 

 

 

 

 

stan jones

(Pat Smith/oldracephotos.com)

Stan muscling his big Maserati 250F around Longford in 1959 en-route to his one and only Australian Grand Prix win…

The win was timely, he was monstered all the way by Len Lukey’s Cooper T43 2 litre, the way of the future of course. ‘Twas the last AGP win for a front engined car, mind you Lex Davison came within metres of winning in an Aston Martin DBR4 at Lowood, Queensland in 1960.

Stan’s was a well deserved victory, he and his team lead by Otto Stone had a car which was consistently and reliably fast. Perhaps his driving now had a more measured approach to match the fire and pace which was never in doubt.

The Stan Jones story is an interesting one, click here to read it;

https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/

stan

Jones at the wheel of his Maser, 1956 AGP Albert Park. Lovely portrait of the guy and looking quite the pro driver he was! (unattributed)

Jones gave his Gold Star defence a red hot go in 1959 having won the title in 1958, he raced four cars in his quest.

He didn’t race in the season opening event in Orange, NSW. Jack Brabham won in a Cooper T51, but he wheeled out his Maybach for Fishermans Bend’s ‘Victoria Trophy’ on 22 February. He finished second t0 Alec Mildren’s Cooper T43.

Stan hadn’t raced the Maybach for years but had retained it. His friend and fellow racer Ern Seeliger evolved the car by replacing the Maybach engines which had been at the core of Maybach’s 1-3 with a Chev Corvette 283cid V8. The car also had a De Dion rear end and other clever modifications.

He swapped back into the Maser, winning the AGP at Longford on 2 March.

maybach

Stan in the big, now blue Maybach 4 Chev beside Alec Mildren’s Cooper T43 Climax at fairly desolate Port Wakefield, SA, March 1959. (Kevin Drage)

He switched back to the Maybach for the ‘SA Trophy’ at ‘Port Wakefield’ on March 28, winning the race. Crazily, the next round of the title was at Bathurst on 30 March, two days later. Very hard for contestants to make that trip from SA to Central NSW now, let alone with the road system of 1959!

Stan flew to Bathurst to drive the Maser. Whilst he won his heat he had engine dramas in the final and failed to finish, victory was taken by Kiwi Ross Jensen in another Maserati 250F.

He used the Maybach again at Lowood on June 14, he was third, then swapped back to the Maser for the next round, again at Lowood on 30 August, hitting a strawbale and failed to finish.

The reasons for the choice of car at each meeting would be interesting to know but are probably a function of vehicle availability and suitability. Which was the primary and which the secondary factor meeting to meeting no doubt varies…

‘Mid-engined inevitability’ was clear though despite none of the Australian Cooper exponents being able to secure a full 2.5 litre FPF Coventry Climax engine…yet. The ‘mechanical mice’ as Lex Davison christened the Coopers were only going to get quicker.

Whilst his fellow competitors were back at Port Wakefield for the 12 October meeting Stan was doing a deal with Bib Stillwell to buy his Cooper T51 2.2 FPF, chassis ‘F2-20-59’, the first of several T51’s Stan raced.

stan

Stan Jones, Cooper T51 Climax, Caversham, WA October 24 1959. (Dave Sullivan Album)

He soon got the hang of the car, after all he had been an ‘air-cooled’ Cooper exponent earlier in the decade, finishing second to Len Lukey’s Cooper at Caversham, WA.

jones and lukey

The Jones #3 Cooper T51 beside Len Lukey’s earlier model T43, Caversham August 1959. Lukey the Gold Star winner in 1959 driving both Cooper T43 and T23 Bristol. (Dave Sullivan Album)

The final rounds of Australia’s longest ever Gold Star series were Phillip Island’s ‘Westernport Cup’ and ‘Phillip Island Trophy’ races on 22 November and 13 December respectively.

Jones brought his ‘roster of cars’ to four for the year when he drove Ern Tadgell’s Sabakat (Lotus 12 Climax) after damaging his Cooper in a collision with Lukey. The Cooper was too badly damaged to start, as was Lukey’s but Stan, very sportingly was lent the Sabakat by Tadgell.

Lukey won the 1959 title from Alec Mildren by 2 points with Jones a distant third. Mildren’s time would come in 1960 with fabulous AGP and Gold Star wins in a new Cooper T51 Maserati he and his team built over the summer.

Sadly it was the ‘last full-blown’ Gold Star campaign for Jones, economic pressures from 1960 on meant he did a few title rounds but was not a serious title contender, although still a tough competitor in any individual race he entered.

jones cooper

Stan settles into his Cooper T51 at Caversham. (Dave Sullivan Album)

Photo Credits…

Pat Smith/Oldracephotos;  http://www.oldracephotos.com/content/home/

Dave Sullivan Album, Kevin Drage

Tailpiece…

equipe stan

Equipe Jones at Albert Park during the 1956 AGP won by Moss’ 250F. International truck and the ‘Rice Trailer’, was the ‘ducks guts’, still a few of these around and highly prized (unattributed)

Finito…