Posts Tagged ‘Lola T330 Chev’

(K Hyndman)

Jody Scheckter’s works F2 McLaren M21 Ford BDF (left) at Trojan Racing’s workshops in Beddington Farm Road, Croydon on 1 October 1972…

Alongside it is the first Trojan T101 ‘101’ F5000 coming together, the cars are close relations.

Jody took one European F2 Championship win in chassis # M21-72-01 at Crystal Palace in May, the title was won that year by Mike Hailwood’s works Surtees TS10 Ford BDA.

The South African charger was competitive throughout the season, but like others running BDA’s stretched close to 2 litres struck engine dramas. The standard cast iron Ford Cortina 711M block just didn’t want to be bored that far, pistons came close to kissing each other which is rather sub-optimal. The bespoke alloy Ford Cosworth BDG block solved that from 1973. Hailwood ran Brian Hart prepped 1850cc BDA’s and took a hotly contested first 2 litre Euro F2 title from Jean-Pierre Jaussaud Brabham BT38 Ford and Patrick Depailler March 722 Ford.

Jody recalled his McLaren M21 F2 year in an article titled ‘McLaren and Me’ on mclaren.com…

It was Phil Kerr who approached me about driving for McLaren…I don’t think F2 was their major interest, and I think in a way they were playing on the side with it. Teddy Mayer preferred the big time stuff.

F2 obviously wasn’t F1 or CanAm, which had been their main thing, and I had the only M21. I can’t remember thinking at the time that they weren’t putting enough effort into it, however I would probably not have known at that stage. That was the first works drive after running my own car, so whatever it was was fantastic.

At the beginning we had an 1800cc motor, and the other guys were 2-litres, so it was underpowered. We would run less and less wing to try and do the same speed on the straights, and then we had no downforce.

The car wasn’t bad. But initially it had a broken shock absorber, which nobody discovered. We weren’t competitive at all, and with me being new in, obviously people thought I wasn’t competitive. If you’re on your own, when you go well it’s good, and if you don’t, you wish had others cars to compare against!

In one way it was nice because you’re the only driver they’re concentrating on. If there was another one could you have developed the car quicker? Possibly, but I didn’t really think about it.

After a few races we went down to Goodwood and Denny Hulme drove the car and played around with it a bit. They had found in the workshop that one of the shock absorbers was broken. So they changed that, and Denny went out and did 1m14.2s or something like that, and I went out and in three laps did a 1m13.8s. I think we were doing 1m15s before that.

London Trophy, Crystal Palace 29 May 1972. Scheckter won in his #60 McLaren M21 Ford BDF by 1.5 seconds after 50 laps from Mike Hailwood’s #46 Surtees TS10 Ford BDA and Carlos Reutemann’s Brabham BT38 Ford BDF (J Fausel)

And then we went to Crystal Palace. I’d raced there in F3 and Ford Escort Mexicos, and I quite liked that circuit. The car was going well, and we won. After that everyone was looking at the car, wondering why it was going so quickly. I remember at Rouen passing Carlos Reutemann on the outside of a bend going down the hill.

Crystal Palace was a real breakthrough in a way. In those days there were F1 drivers competing, and, if you did well in an F2 race, you immediately showed that you were good enough to go up to the next level. Which is what happened.

Later Lotus came and wanted me to drive for them. I told McLaren and they said, ‘OK, we’ll give you a drive in the last Grand Prix, at Watkins Glen.’ I don’t think they’d thought about it, but when other teams start making offers, they knew they had to do something!

Watkins Glen (1972 US GP) was good because nobody recognised me, and I could walk around and not be bothered. I thought the M19 was fantastic. It was my first F1 car, and it just seemed to grip more and more, you could go faster and faster and nothing was happening, rather than sliding all over the place. It was nothing compared to the downforce of today’s cars, but in comparison to my F2 car the M19 had much more downforce, and bigger tyres as well’.

The story of Scheckter’s rather successful F1 career is one for another time.

McLaren pulled out of the production racing car market with effect the end of 1972. Trojan, acquired by Peter Agg in 1960 took over Elva Cars in 1962, Bruce McLaren worked with Elva to develop his McLaren-Elva Mk1A for the 1965 season, the Trojan built McLaren cars dated from 1969. The mutually fruitful partnership lasted until the end of 1972 at which point Agg continued building cars named Trojan- the T101 was the first.

January 1973 Trojan T101 ‘101’ is the car shown ‘as advertised before Ron Tauranac arrived in the design department’ Ken Hyndman

Trojan went into 1973 with a new F5000 design which was in essence the marriage of  the Ralph Bellamy designed F2 M21 front end with an M18/22 McLaren F5000 rear attached to a new chassis. Bruce would have approved, very much in his ‘Whoosh-Bonk’ tradition this machine!

The new car, designated ‘T101’ was designed by Paul Rawlinson with Ron Tauranac- post-sale and exit of Brabham to Bernie Ecclestone, brought in by management at the seasons commencement to ‘make the car work’.

Work it did- Jody Scheckter won the US F5000 L&M Championship in 1973 with 3 wins in T101 chassis ‘103’ at Laguna Seca and Michigan in May and Mid Ohio in early June. He then decamped and raced a Lola T330 (HU20) owned by Bob Lazier winning in it at Watkins Glen in mid-June after boofing T101 ‘103’ during practice.

He was back aboard T101 ‘103’, the chassis repaired at Trojan, at Road America Elkhart Lake on 29 June and Road Atlanta in mid-August and then raced another T330 (HU24) said to have been bought with his winnings, at Pocono on 3 September before ending the season in his faithful T101 ‘103’ in the final of the nine round championship at Seattle on 30 September where he was 3rd.

Scheckter and Redman at Pocono in 1973 (J Knerr)

Brian Redman aboard a sinfully sexy Carl Haas Lola T330 Chev (HU14) at the Riverside first L&M series round in 1973, he won. Mechanics names anyone? (M Paden Hewitt)

The above puts a wonderful gloss on the Trojan season but does not tell the whole truth!

Brian Redman started his reign as the ‘King of F5000’ in 1973, although he was uncrowned that year. He won the US Championship from 1974-76, and aboard the works Carl Haas Lola T330 in ’73 won five rounds- Riverside, Elkhart Lake, Road Atlanta, Pocono and Seattle.

The only thing which cost him the title were his factory Ferrari 312PB World Endurance Championship sportscar rides, he missed several rounds. The only L&M Championship race where Jody beat Brian ‘man on man’ was at Watkins Glen where T330 ‘HU20’ prevailed over Redman’s ‘HU8’.

The evolved for 1973 Lola T330 (from the late ’71-’72 T300) was a stunning production racing car which begat a whole series of dominant F5000 and single-seat Can Am cars- T332, 332C, 332CS and 333. Category destroyers in some ways, these cars!

But let’s not take anything away from the Scheckter/Trojan 1973 L&M wins- to finish first, first you have to finish and that they did that in spades! Jody won with 144 points from Redman’s 130 and Mark Donohue, Lola T330 AMC on 64 points.

Scheckter in the Trojan T101 ‘103’ Chev at Brands on 17 March 1973, first British F5000 championship round. DNF in the race won by Peter Gethin’s Chevron B24 Chev from Brett Lunger’s Lola T330 Chev and Tony Dean’s Chevron B24 Chev (R Bunyan)

The team did a couple of British early season F5000 Championship rounds to shake the car down before shipping it to the US, where they were ‘match fit’ from the start of the season.

Sid Taylor and Jerry Entin owned the car Scheckter raced and expected Tauranac would work on its development during the season but Ron was sucked into the 1974 Trojan F1 program, so Taylor/Entin received little help. What development the car lacked was more than made up for by Jody’s endeavour behind the wheel mind you!

Scheckter 1st from David Hobbs Lola T330 3rd, Peter Gethin Chevron B28 at left 2nd and Kevin Bartlett Lola T330 DNF behind Gethin. Laguna Seca 1973. Bartlett had a guest drive of Redman’s works/Haas machine whilst Brian was away on Ferrari sportscar duties- he was 3rd in his heat and DNF the final (unattributed)

Kiwi Ken Hyndman worked at Trojan Racing and took the colour factory shots on his first work day there on 1 October 1972…

Hyndman wrote on ‘The Roaring Season’- ‘The M21 F2 race car that Jody Scheckter had driven at Oulton Park a few weeks prior (on 16 September, DNF transmission in the race won by Peterson’s works March 722), was in the midst of being dismantled so as to form the basis of a new F5000 car. The main body/tub was a McLaren M22 and the suspension/steering was from the M21.’

In fact it seems clear that whatever Trojan did with ‘M21-72-01’ late in 1972 the car was sold to French hillclimber Yves Martin who used it in the following years.

In more recent decades the car is part of Scheckter’s collection of cars he raced.

Perhaps some components were used in the F5000 T101-1 build. Given the M21 was a one-off- only one chassis was built and raced by Jody in 1972, maybe the car was used in the workshop to help create the necessary drawings/patterns for components needed for the T101 batch build of six cars.

Shape of the T101 nose as raced different in profile compared with the original design as being constructed here in October 1972. M21/1 at right (K Hyndman)

The photo above shows ‘The Trojan F5000 T101X (T101 ‘101’) was first drawn up by a likeable young designer, Paul Rawlinson. He had also been a mechanic…Paul had the design that was M21 ahead of the engine and a M22 F5000 behind.’

‘The T101X had a concave surface nose section like a Porsche 917/10 Can Am car for added downforce. It had a full width nose with NASA type ducts for cooling the front brakes. This was to be powered by an Alan Smith tuned 5 litre engine…and looked pretty neat…’

‘Note in the background is the inverted M10B tub for (then Australian F5000 coming-man) Warwick Brown’ Hyndman observed, adding in relation to the Brown tub ‘that does not seem to match the records of the car (M10B-19)’ which indeed it does not but the chassis at a glance does look like that car at that time Ken!

Etcetera…

McLaren M21 ‘M21-72-01’

Yves Martin in his ex-Scheckter McLaren at Saint-Germain-sur-Ille hillclimb in 1974.

(T Le Bras)

Trojan T101 ‘103’

Ron Bennett and Scheckter (below) ponder the setup of the T101 in the Elkhart Lake paddock in June 1973. Alan Smith brought over his slide-injected engine for this race, Jody didn’t like the feel of it though, so they went back to carbs for the rest of the season. Clearly from the Brands shot above Jody used the injection engine early in the season too.

Suspension of the T101 was period conventional- single top link, inverted lower wishbone, coil spring/dampers and adjustable roll bar at the rear with upper and lower wishbones at the front. The gearbox is the good ‘ole Hewland DG300, F5000 standard issue.

(J Entin)

Scheckter gridding up at Riverside. ‘Look’ of the car in terms of chassis and nose similar to its Chevron B24/8 and Elfin MR5 contemporaries (M Paden Hewitt)

 

References/Photo Credits…

 Ken Hyndman Collection, oldracingcars.com, Jutta Fausel, Jerry Entin, Joel Griffin, Richard Bunyan, Jim Knerr, Thierry Le Bras, Michael Paden Hewitt

Tailpiece: Scheckter in the mist, Trojan T101 Chev, Michigan 1973…

Jody won at Michigan on 20 May from Derek Bell guesting in the Haas/Redman T330 and Peter Gethin’s Chevron B24 Chev (unattributed)

Finito…

(Feisst)

Max Stewart looks pretty happy aboard his pristine, new Elfin MR5 Repco, New Zealand Grand Prix, Pukekohe 1972…

He is talking to Elfin works mechanic Dale Koenneke, well known in Australia for his work with Elfins, John McCormack and later K&A Engineering, an enduring partnership in Adelaide he formed with Harry Aust.

Max took to F5000 like a duck to water. His speed in 2 litre cars- he won the 1971 Australian Gold Star series in his trusty Mildren Waggott 2 litre was immediately transferred across to the more demanding 5 litre, 480bhp MR5. The Elfin wasn’t the ‘ducks guts’ of cars albeit John McCormack developed his car to a fine race, and championship winning pitch. But in 1972 Max was the fastest guy aboard an MR5- a quicker driver than Garrie Cooper, McCormack and John Walker. Very soon McCormack and Walker developed ultimate speed whereas Garrie- quick in a Tasman 2.5 car was never more than a journeyman in 5 litre single-seaters.

Stewart booting the MR5 around Warwick Farm during the 1972 ‘Hordern Trophy’ Gold Star round- 3rd behind Frank Matich’s Matich A50 Repco and Kevin Bartlett’s Lola T300 Chev (Aust Motor Racing Annual)

The MR5 looked superb. Even though Alec Mildren abandoned his race team at the end of 1970 Max kept the Mildren yellow team colour on his own cars- both the Mildren Waggott in 1971 and MR5 in 1972. He retained the Seiko and BP sponsorships too. What a sad day for Australian motor-racing it was when Alec finally pulled the pin. He was such a wonderful benefactor/entrant of Frank Gardner, Kevin Bartlett and Max Stewart and others, but those fellas in particular.

The MR5 wasn’t the ‘Silver Hammer’ at all for Max though. That car was undoubtedly the racer which followed, his ex-works Frank Gardner driven development prototype Lola T330 Chev ‘HU1’. It was the very first of that ‘category destroying’! series of dominant T330/332 Lolas. Max made HU1 sing for years and was always competitive with the T332’s. Both the T330 and MR5 ’5722’ are still in Australia, restored and exercised regularly.

Photo Credits…

Mike Feisst Collection on The Roaring Season, Neil Stratton, Australian Motor Racing Annual 1973, Tony Glenn

Tailpiece: Stewart swallowed by his Lola’s schnorkel, Pukekohe paddock 1973…

(Feisst)

Whilst Frank Gardner ‘retired’ from single-seater racing towards the end of the 1972 Tasman Series he continued to test openwheelers in his capacity as Lola’s development engineer/tester. He also raced this chassis, T330 ‘HU1’ once or twice in some end of season European F5000 Championship rounds in 1972 as he developed the production spec 1973 T330 for Eric Broadley.

HU1 was then sold to Max to run in the ’73 Tasman with Gardner on hand to advise the lanky Aussie on how to extract the best from the car, which he most certainly did. Here the car is in the Pukekohe paddock twelve months after the shot at this articles outset, both photos taken by the same photographer, Mike Feisst.

Max 5th aboard T330 HU1 during the final, sodden Warwick Farm Tasman in 1973. Steve Thompson won in a Chevron B24 Chev (Tony Glenn)

Postscript: The choice of Elfin/Repco/Lola/Chev…

Stewart didn’t have great reliability from the MR5 in either the ’72 Tasman or the Gold Star- his best results were a 5th and 4th at Pukekohe and Levin in the Tasman and two 3rd places in the Gold Star at his home NSW tracks of Oran Park and Warwick Farm.

The decision to go with Lola was an easy one. He had witnessed at first hand the speed of the T300’s driven by his mate Kevin Bartlett, Bob Muir and others and no doubt Frank Gardner was able to impress upon him the speed of the coming T330. Frank Matich was at the front of the Repco queue- FM was their works driver after all, with perhaps McCormack and Cooper getting the next best customer engines.

Lola Chev was an eminently sensible move which paid off in spades for Max albeit not initially! The story of Stewarts’ success in his Lola’s is one for another time, suffice it to say aboard T330 ‘HU1’ he won the 1974 Teretonga and Oran Park Tasman rounds, the Australian Gold Star Series winning five of the six rounds including the Australian Grand Prix at Oran Park. Quite a season for the popular boy from Orange.

Max Stewart ahead of great friend and rival Kevin Bartlett during the 1974 Gold Star round at Oran Park won by Max. Lola T330 from T332 . KB DNF, Max won from the T332’s of Warwick Brown and Graeme Lawrence (Stratton)

Finito…

 

Lola T330 P Island

Peter Brennan blasts his Lola down Phillip Islands straight on Saturday 27 September 2014, the car last ran in John Turners’ hands at Brands Hatch on 19 October 1975, only 39 years ago!…

Over the last three episodes of ‘Racers Retreat’ we have covered Peters’ purchase of the car in the US, and its rapid restoration commencing in August 2013, the car finally made its debut at a Phillip Island test day a month ago.

Australian readers should get to Sandown on 7-9 th November to see the car make its first race appearance in a huge field of F5000 cars in the Victorian Historic Racing Registers’ annual historic race meeting at the great Melbourne suburban venue.

John Taylor lola T330 Thruxton 1975

John Turner at Thruxton in ‘HU18’ earlier in 1975 (tinkerwinkerTNF)

John Turner bought the car from Jackie Epstein at the end of 1974, after Lombardis’ year in it. He raced the car in  many rounds of the 1975 Shellsport UK Series, finishing fifth in that final race at Brands, Peter Gethins Team VDS Lola T400 Chev won the race and the sister T400 of Teddy Pilette won the championship.

Turner sold the car to Jim Burnett for use as a central seat CanAm car, and as covered earlier in the series of articles the car was damaged in a factory fire until rescued by Peter many years later…here in his workshop just prior to the massive job of restoration.

brennans workshop

Phillip Island Test…

Lola T330 Brennan P Island

Peter Brennan all loaded up…livery all 100% period correct 1973 ‘shellSport 208’ team. Front brake ducts taped over in this shot

It was a beautiful September day, fortunately the ‘Islands weather gods were smiling…’I had been looking forward to the first run of the car, checking and re-checking the thing over the prior weeks, and firing it up a million times, then the bloody thing wouldn’t start for the first session!’

‘I had plenty of advice of course, but the bloody magneto had cacked itself, they are like a flighty girlfriend , here one minute and gone the next! I didn’t take a lot of spares with me, but i did have a spare mag, so we fitted that and were ready to rock and roll’.

‘Off we go ot onto the circuit in session two, i went about eighty metres and it died, i slowed down and it cut out. I checked the fuel pressure and volumes, the engine is on Webers. After a lot of thought i took the air-boxes off the carbs and that did the trick. I hadn’t created vents in the airboxes to allow excessive pressure to escape, the set-up cannot be fully sealed, i got advice from Peter Molloy and others after the weekend’.

vent tubes

Look closely at this shot, on the RHS of the carb base plate near the rollbar and you can see the breather holes cut to relieve surplus pressure in the airbox…4 thirsty 48 IDA Webers…’nasty’ magneto cap just visible to the left between the oil tank and carb base plates

‘After that change the car was sensational, even using the basic initial settings. Later in the day i did 6 1:36 laps without pushing hard at all. The thing is a jet, really quick. Most of the fiddling around on the day was just getting comfy in the car, the gearchange is a little close to me and the cockpit is as tight as…i’m not a svelte 18 year old anymore!’

‘Before Sandown we need to just check the thing over, the airbox bleed is done, re-align it and so on. Its amazing how much fuel the thing uses 3.7 litres per lap. I can afford the car but not the fuel to put in it, i used 90 litres on the day at $3.75 per litre! Time to drill an oil-well at home in the eastern suburbs’.

Lola T330 P Island front

Lola T330 Brennan up

See the rear wing compared with episode # 3. Far-back original wing supports banned by FIA at the end of 1973..attention to detail in the restoration superb, our mature age driver doing his best to find some space…

Lola T330 B & W

‘HU18’ to early, original T330 spec. Carbs common in the UK then, early airbox setup, far rear mounted wing, and none of the T332 mods to the tub, bodywork and suspension that most 330’s modifed to T332 spec received in period to keep them competitive

Lola T330 nose

Front suspension typical of period. Upper and lower unequal length wisbbones, coil spring damper units (Koni double adjustable alloy shocks), adjustable roll bar

Lola T332 Chev 'HU18' Phillip Island

Lola T330 Brennan P Is front straight

Roll on Sandown for Episode 5 in November, be there if you can!…

Photo Credits…

Peter Brennan, Jay Bondini

Finito…