Posts Tagged ‘Longford’

(HRCCT)

Greg Cusack exits Newry Corner, Scuderia Veloce Brabham BT6 Lotus-Ford Twin-cam, South Pacific Trophy, Longford, 2 March 1964…

Cusack was the second ANF1.5 car home in the Tasman round, Frank Gardner was ten seconds up the road in Alec Mildren’s similar Brabham- it was a good showing and indicative of his pace.

I wrote an article about the ANF 1.5 class a while back, see here; https://primotipo.com/2019/09/13/anf-1-5-litre/

(HRCCT)

In a successful weekend for Scuderia Veloce, Graham Hill won the Tasman race in the teams Brabham BT4 Climax IC-1-62 which is shown relaxing in the paddock at left alongside Greg’s BT6 FJ-15-63.

And don’t they look pretty, in fact quite a few of you will be salivating about the ‘Rice’ Trailer too, what about the tow car, wotizzit?

Brabhams galore; Brabham’s BT7A, Hill’s winning BT4 and Matich’ third placed BT7A, all Coventry Climax 2.5FPF powered (unattributed)

IC-1-62 is quite a significant car commercially in the Brabham pantheon. It was Ron Tauranac’s first ‘Intercontinental’ (‘IC’) design which was derived from the F1 BT3 Coventry Climax FWMV.

Built for Jack’s 1962 AGP appearance at Caversham, outside Perth – Brabham led until he and Arnold Glass tripped over each other, the fault more Glass’ than Brabham’s- racing it throughout that summer in Australasia before sale to David McKay, and later Kerry Grant in New Zealand, and then later still to John McCormack in Tasmania on his racing ascent. A UK consortium owned it in 2017.

The point is that the Intercontinental BT4, BT7A and BT11A’s were all ripper cars as race winning tools, and important commercially for the nascent Motor Racing Developments Ltd coz they sold plenty of them, it all started with IC-1-62.

Intercontinental Brabhams here; https://primotipo.com/2018/07/20/matich-stillwell-brabhams-warwick-farm-sydney-december-1963/

(oldracephotos.com/Smith)

The laurel wreath atop the Hill Brabham proves just what a good weekend they had…

Whose red Jaguar? is that on the transporter behind?

Etcetera…

(D Williams)

The boss awaits his driver- David McKay at far right in the Warwick Farm dummy grid area during the 1964 Warwick Farm 100 meeting. Jack Brabham (I think) offers advice.

Graham Hill had two very happy seasons in Scuderia Veloce Brabham Climaxes. He won one Tasman Cup round in 1964 and 1965. McKay tends to Hill while lanky Spencer Martin stands by the left-rear, Warwick Farm 1964.

Credits…

Historic Racing Car Club of Tasmania, oldracephotos.com, Dennis Williams

Finito…

Brian Higgins’ BMW Z4 on the exit of the Viaduct

The Longford Motorama, in recent times an annual Labour Day long-weekend event, is an important date in the Tasmanian motorsport calendar to keep the 1953-1968 Longford road-racing memory alive.

I ducked back to the South Island for a few days. Rob Knott, Justin Brown and their merry band of helpers organised a display of racing cars and bikes and special interest cars at the Village Green, 500-metres from the Country Club Hotel aka Pub Corner on Sunday 7, 2021.

There were plenty of stalls selling all kinds of goodies, a Tongan Band did a great job on entertainment and two ‘around the block demos’ by the competition cars and bikes halfway through the day, and towards its end kept the punters happy.

John Talbot’s Harry Firth built #53 Triumph Ausca Special has been the visual in the window feature of the Country Club Hotel for a couple of decades but has been repatriated from its imprisonment in the last few weeks (M Bisset)

 

(M Bisset)

Belles of the Ball were Rob Knott’s just completed restoration of one of the two Repco-Brabham Rice Trailers used to cart the cars raced by Jack Brabham and Denny Hulme during the 1967 Tasman Series in both New Zealand and Australia- and a Holden tow-car. The ‘HR’ Panel-Van wasn’t one of the cars used back then but a car which took Rob three years to find and rebuild.

At some point Jack Brabham’s BT23A, his ‘67 Tasman Mount (and winner at Longford that year) now owned by the National Motor Museum, and this rig will meet- what a special day that will be.

The other belle was Chas Kelly’s ex-Clark/Geoghegan ‘66 Tasman Lotus 39 Climax which always gives me goose-bumps. It was a static but stunning display car on Sunday.

Repco-Brabham works 1967 entourage- one of two rigs used in NZ and Oz during that seasons full-on assault on the Tasman. It was the only year, during Jack’s Repco-Brabham Engines phase, from 1966 to 1969 when Jack (and Denny that year) did all of the Tasman series rounds in an attempt to win it- Jim Clark won in a Lotus 33 Climax FWMV 2-litre V8. Car is a Brabham BT21 (M Bisset)

 

1966 Lotus 39 Climax FPF 2.5. Famous car raced with great skill by Jim Clark and Leo Geoghegan from 1966 to 1970. Arguably its greatest win was in Leo’s hands- the 1969 JAF Japanese GP in Repco 830 V8 engined spec (M Bisset)

The highlight of the day were trips to three of the corners- Tannery, Mountford and The Viaduct via a fleet of four or five large mini-buses.

It was a get-on, get-off to have a walk and look around and then get-on again to go to the next destination arrangement which worked terrifically well.

Knott has stunning attention to detail. At each locale there were information boards, a car/bike or two and one or two drivers/riders from the day to explain all ‘yer wanted to know. In addition, at The Viaduct there were Longford videos and a refreshment van. Brilliant.

Tannery corner display, motorcycle historian/author Ken Young manned this spot. Where the tent is would be about the exit point from this second-gear in a Tasman car right-hander. The folks are walking on the straight towards the fast left hander before Long Bridge (M Bisset)

 

Part of the Viaduct display- Wayne Double’s ex-Jane/Bruno Carosi tribute Jag Mk2 looked grand as did an Anglia similar to the one Phil Brooke raced- and beached nearby in the day. Both drivers (Carosi and Brooke) were on hand to talk to we punters (M Bisset)

It was great to meet Chas Kelly, Ellis French and John Talbot and have long chats with Randall Langdon and a couple of his mates (all the gen on Pat Stride’s Gremlins), Brian Higgins, Phil Brooke, Neil Kearney and Justin Brown.

Kearney, prominent Longford born national sports-broadcaster is making great progress with his Longford book. He and Geoff Harris were busy gathering additional information and anecdotes- pre Xmas this year is realistic timing for the sale of what will be a ripper book by two pro-journos and Longford dudes who attended the event many times in the day.

In the past week the ABC ‘Backroads’ team have been gathering material for a TV show on Longford (generally, not just the racing) so keep an eye out for that on the tello next year. It will be episode one in early 2022. We had dinner with Heather Ewart, the journo who presents the show, and the team of three who are on the road thirty weeks of the year to create an always interesting show from all over Oz.

David Sternberg on the hop during 1964, Cooper T51 Climax (M Bisset)

My final plug is for Stephen Mott’s ‘The Penguin Hillclimb’ book.

I bought a copy from Stephen and his wife who were selling the book from the boot of their car at the gig. Penguin is a small village on Tassie’s north-west coast which had a seven-tenths of a mile hillclimb operational from 1955 to 1971.

It’s very much a buy folks- 196 pages, hard-cover with high production and design standards. 200-plus hi-res photographs, 97.5% I’ve never seen before. The format is meeting date chronological with break-outs throughout on notable cars and drivers. $50 plus postage, email Stephen on penguinhillclimb@gmail.com.

Great news for enthusiasts is that the Longford Motor Racing Museum which has been pushed hard but quietly over the last couple of years by Rob Knott and Justin Brown is getting closer to fruition. ‘Tis said Scomo is after spade-ready projects with council support- watch this space over the next few months.

One of the more amusing parts of the day and the spirit of the times was Frank Manley’s account of racing his FE Holden, which he retains, at the ’62 meeting. He rocked up with his wife and kids aboard, unloaded them, practiced and raced, camping inside the circuit at the Mill Dam reserve and then drove the team home again to Hobart at the end of an enjoyable weekend.

At this point Chas Kelly interjected to point out that Frank is one of Tasmania’s most famous motorists, and owner of the states equally famous HQ Holden Monaro GTS.

When the pissed-captain of the Lake Illawarra bulk-ore carrier ship took out the middle sections of Hobart’s Tasman Bridge in January 1975, Frank was one of two motorists to stop, front-wheels over the precipice, with the Derwent River 45-metres below.

Sadly, his attempts to flag down five other motorists as they came over the bridge were to no avail, all plunged to tragic deaths. Oh yes, he still owns the Munro too.

(B Short)

Etcetera…

 

(M Bisset)

Sex on wheels, or thereabouts.

The late John Dawson-Damer did the real hard work restoring the Lotus 39 back to the specifications in which it was raced by Clark and Geoghegan in 1966, thirty years ago. Kelly gave it another birthday 15 years or so ago when he acquired it. See here for a feature on the car; https://primotipo.com/2016/02/12/jim-clark-and-leo-geoghegans-lotus-39/

Lotus 25/33 chassis R12, type 39 chassis 1, if that makes sense (M Bisset)

 

(M Bisset)

Tannery Corner info board. The main photo if you can see it, shows an unusual view of Tannery with the bikes coming towards us along Tannery Straight.

On the right, in the distance, is the Tannery building which still exists as a posh home or B&B. None of the circuit maps show it, but there is a harry-flatters-in-top kink to the right out front of that building.

(M Bisset)

Holden Haitch-Rrrrr and Haitch-D Panel Vans. Knott’s attention to detail in this exercise fantastic.

Takes me back to the Monash Uni students car park in the mid-seventies when these mobile shaggin’-wagons were very popular and cheap.

(M Bisset)

Viaduct vista.

The cars came down the hill and turned left under the first arch where the info-board is being inspected. The dual-lane carriageway, which was part of massive road-works and water levee banks throughout flood-prone Longford, can be seen beyond the second arch.

(M Bisset)

About all that is left of Long Bridge sadly.

Good news on the bridge front is that there is a proposal before the Northern Midlands Council for construction of a pedestrian and bike bridge in the location of the old Kings Bridge.

From our perspective this would allow easy access from Longford village along Union Street, then over the bridge towards the Viaduct on your walking tour of the circuit. It won’t be possible to walk all the way to the marvellous railway edifice though- it is on private land, the MacKinnon’s ‘Mountford’ property.

Trains use the Viaduct and bridge over the South Esk River daily on trips to and from Hobart and Launceston. The Viaduct is not in danger of being knocked over while trains operate, only freight trains these days mind you.

Finito…

 

Reg Hay, Blackburn, on his way to victory in the 1925 unlimited championship, Longford (K Hay)

All too often we car blokes forget the trail blazed to create or use racetracks by our motor-bike racing buddies.

I knew it was the leather clad brigade who are responsible for the first Longford road-racing meeting in 1953 (and were a key part of the meetings until 1966). Bless them. I didn’t realise their Longford contribution dates back to the twenties- thad’ll be the 1920s folks.

Some of the earliest social runs organised by the Tasmanian Automobile Club (membership 50/50 cars/bikes) were from Launceston to the Blenheim Inn at Longford. Shortly thereafter, inevitably, members wanted to see ‘how fast she would go’. The long, straight road from Perth to Longford, starting at the Perth end was the chosen stretch for these one mile timed runs.

Fifty years later, the other end of that straight stretch (Pateena Road) formed Longford’s Flying Mile.

Quickest car during the first of these meetings was a Mr Heathcote’s Coventry Humber, a heady 72kmh, fastest bike was Percy Harrison’s Griffon, which did 83kmh.

Charles King and L Rosevears, Longford 1925 (K Hay)

 

While I’m getting all misty-eyed about Longford again. Tasmanian Govt Railways H3 crossing the South Esk River at Longford enroute to Devonport, April 17, 1965. Eight of these heavy-freight locos were built for the TGR by The Vulcan Foundry, Newton-Le-Willows, England, and delivered in October 1951. 6 of the 8 were preserved but not this one (G Oliver)

 

Starters before the 5 lap unlimited championship, Longford 1925. #4 Reg Hay won on his Blackburn (K Hay)

Into the twenties race meetings were held at the Longford horse racing track. Built in the 1840s, the thoroughbred track is one of the oldest in Australia, it is 3km from ‘Pub Corner’ in Longford village.

Even though the roll-on, roll-off ferry from Devonport to Port Melbourne only commenced in the late fifties plenty of riders from the North Island made the trip on the smaller ferry with their ‘bikes to race in these twenties meetings “where Victorian star Charles Disney had to fight for his victories against some very quick local first-timers.”

Reg Hay travelled the other way and did much winning on Victorian speedways in the summer, returning to Tassie to win other events including 24-Hour Trials in the cooler months. Later he moved to the UK just before the war to captain the Australian Speedway Team.

When he returned to Tasmania after the war he was the chief starter at Quorn Hall and Valleyfield and then later at Longford and Symmons Plains, I wonder if he ever did some practice laps on the Longford road course…

Rolling start for the 600s at Longford in 1924 (Weekly Courier)

Credits…

‘The Examiner’ Launceston, Kevin Hay, Geoffrey Oliver, Weekly Courier, Sydney Morning Herald

Tailpiece…

Rolling the Longford clock forward 35 years, Australian international Jack Ahearn, with Long Bridge in the background, lines his Norton up for the uphill Newry Corner during the March 1961 meeting.

The Bondi born veteran aces best result was second in the 1964 world 500 championship behind MV’s Mike Hailwood. See here for a piece on Ahearn; https://www.oldbikemag.com.au/jack-ahearn-man-reasons/

Finito…

(B Kaine)

Bevan Kaine, Morris Minor with John Charlton in another 1000 alongside him, Longford 1965…

This photo gave me a chuckle- for every Ace who raced at Longford there were dozens of club racers enjoying their motorsport on this supreme challenge of a circuit- lucky buggers.

In fact just about everybody in Tasmania with a competition licence (sic) entered this race which Ellis French has identified as the 1 March 1965 Sports and Touring Car Handicap held on the Monday- main race day during which Bruce McLaren won the Australian Grand Prix in his Bruce McLaren Racing Cooper T79 Climax. Click here for that lot; https://primotipo.com/2019/09/27/longford-1965/

Peter Turnbull recalled Bevan, and the challenges of setting off in handicaps first- ‘Bevan had a radio in his car and radio station 7LA used to broadcast the races. In the handicaps Kainey was usually the first away with Bob Jane off scratch. By listening to the radio he always knew where he was in the field and where Janey was’ and therefore the point at which he needed to be on hyper-alert!

(E French Collection)

 

Series 2 Morrie 803cc A Series

 

I’ve a soft spot for Minors, Morrises in general actually.

My Dad’s first car, the family car, was a two door, jet-black Morris Minor 1000. I remember balling my eyes out when it went down the 27 Almond Street driveway for the last time- it’s replacement, a brand new white Morris 1100 appeared that evening.

In some ways the 1100 was a more memorable car. It became mum’s runabout when Dad got his first company car- Pete hit the bigtime in 1967!, i’m saying it flippantly but two car families were not the norm in the middle-burbs like North Balwyn then. I learned to drive in it, did my first circuit laps at Sandown during a Peter Wherrett Advanced Driving course and had my first decent slap and tickle in the back, so it will always be a bit special- but the black Morrie, wow, happy childhood memories.

Dad managed to get five of us with voluminous holiday luggage- three Zippy boards (remember them?) and all the shite that kids need down the beach into the shapely little car or on the packrack atop the roof, then off to Melbourne’s Mornington Peninsula we would go. Usually luck ensured the trip was on a hot Melbourne summers 100 degree day with only ‘Mexican air-conditioning’- an open window, to prevent us all becoming potato crisps.

The downhill drop from Riversdale Road and flat terrain past Toorak Road along Warrigal Road suited Morrie wonderfully through Springvale, then flat-as-a-pancake Nepean Highway from Mentone to Seaford but steep Olivers Hill at Frankston was third gear with a decent run up or valve bounce in second otherwise, the little beastie being blown-off by six-cylinder FB Holdens and the like!

Still those little ‘A Series’ motors are tough little buggers aren’t they, just ask Bevan Kaine…

 

(A Morris)

Bevan was clearly a keen competitor, here he is in front of a group lining up at Penguin during the Tasmanian Hillclimb Championship in 1964- I wonder if this little Morrie still exists?

The varied group of cars includes a Morris Cooper, three Cortinas, lets assume GTs, a couple of ‘Humpy’ Holdens, a light green FE, another Humpy and an MGA.

(C McKaige)

Etcetera: ‘A Very Special Morris’…

As soon as i popped this article up Tony Johns saw it and said ‘You must get in touch with Chester McKaige, he has a Coventry Climax engined Minor built by Lyndon Duckett’, so here it is, in Chester’s own words, a fascinating story too..

On the 17th September 1957, Miss. Phyllis Davis of North Caulfield, Victoria bought a brand new green two-door Morris Minor saloon registered GSR 580 and carrying engine number F5/H/31449 and chassis number 467583/01001. She kept the car for two years before selling it to Lyndon Duckett.

Duckett was born in 1916, his parents for many years ran a hardware store on land now occupied by Myers department store in Lonsdale Street, Melbourne.

Lyndon, not interested in the family business, established a garage and workshop, “Duckett Engineering” in the premises of what were originally stables for Cobb and Co. Coaches in Sutherland Place off Little Lonsdale Street.

He was a very gifted engineer, and during the early 1940s restored a 1908 Mercedes that allegedly was built to dominate the Semmering Hill Climb in Germany in that year. He also campaigned a black Type 35 Bugatti fitted with a R1 Anzani engine and a 1908 Isotta Fraschini.

He owned a number of other cars including the Morris Minor he bought in 1960, included in his collection was a couple of Alfa Romeo 1750s, Aston Martin DB4, Isuzu Bellet and Lancia Fulvia to name a few.

(C McKaige)

He must have had an idea brewing away because in late 1959 he wrote a letter to “Lotus Engineering” asking if there was an adapter ring available for mating a T.A. M.G. gearbox to an F.W.A Coventry Climax engine.

The reply back was that adapter rings for M.G. T.C. cars were widely available for £9.10s and what’s more, ex stock.

At about the same time, his good friend John (Jumbo) Goddard was in England and was commissioned to go visit Coventry Climax to purchase an F.W.A. engine and then the M.G. factory where he purchased a new T.C. gearbox and adapter ring from Lotus Engineering. The three items were boxed and sent to Australia arriving in Melbourne in mid 1961.

The original Morris engine was removed and the F.W.A. 1100c.c stage 3 tune engine was fitted and mated to the T.C. gearbox. The brakes were upgraded to Morris Major specs but the rear axle ratio was left alone.

Because of the state of tune of the engine (14:1 compression ratio) the car was adjusted to run on methanol through two S.U. carburetors.

It is surprising how easily the motor fitted into the engine bay. The coil and the entire auxiliary under bonnet equipment was retained except for the battery which was repositioned in the boot.

The front and rear bumpers were removed and substituted for plain chrome ones. At some stage the bonnet was substituted with one from a Morris commercial van or utility, wheels remained standard.

(C McKaige)

The interior also received some subtle changes, the most obvious being the dashboard. The lid of the “glove box” in front of the driver became the instrument housing for Smith’s instruments- oil pressure, amps, gearbox temperature, tachometer, and water temperature.

The original Bakelite steering wheel was replaced by a “Les Leston” timber rimmed wheel of the day. Two horns were fitted, a standard one and a ex Police type siren which was fitted under the dash the noise emitting from two Lucas horns mounted on the front bumper bar mounts- the sound, most impressive!

Other small changes included replacing the headlights, and the use of safety pins to re-join the Axminster carpet over the transmission tunnel which had been modified to take the M.G. gearbox.

The car was duly finished in 1962 and GSR 580 went over the weighbridge with a tare weight of 16 cwt.

Testing of the car was done on Friday afternoons and the writer recalls a conversation with a friend of Lyndon’s that the noise was “something to behold”.

The testing track was along Dynon Street and what was then New Footscray Road and back to Little Lonsdale Street.

Whilst the engine and transmission had the desired effect, the car had endless problems with overheating, so much so that the grille was extended to fit a larger aluminium radiator.

Lyndon used the car at a number of events including the Geelong Speed Trials in 1963 recording 19.10 seconds for the ¼ mile. This was a bit unfair for the car because the Class catered for cars up to 1,600cc and included a Porsche and his friend John “Jumbo” Goddard in a supercharged Morris 850. He also competed in a couple of drag races at Sandown but there are no recorded times for these events.

The addition of the bigger radiator helped somewhat to control the boiling aspect but the problem was not completely solved and the car was relegated to the back of the garage whilst the business grew in leaps and bounds.

Both the Mercedes and the Bugatti were sold but he kept the Morris and the Isotta plus a number of other cars which were stored out of sight and out of mind at the rear of the Little Lonsdale Street garage and at his home in Toorak.

I came onto the scene in 1957 and Lyndon became my Godfather as he and my late father had become great friends living a stone’s throw from each other, both sharing the passion for old cars the ten years age difference not a problem in the slightest.

As a child, I used to play in the Morris much to Lyndon’s consternation. It was always covered and had a place at the back of the garage out of sight and out of mind.

Chester ‘This photo was taken in Lyndon’s garage off Little Lonsdale Street. He had the habit of changing oil filters and putting the old one back in the box of the new one and putting it back on the shelf. All the oil filters in the picture are used ones!’ (C McKaige)

Fast forward to 1978 and I, and a couple of other chaps formed the Morris Minor Car Club of Victoria and my interest in the Morris revived itself once more.

I knew Lyndon had no intentions of parting with it although he did help me fit and tune a couple of twin carburetors to a Morris Minor 1,000 I had at the time.

Lyndon died in 2003 and at that stage I had a small business distributing “Penrite Oil”. Over a period of a week, I had numerous phone calls asking what oils should be used in low mileage cars that had been dry stored and would one day be returned to the road. Eventually it dawned on me that the cars mentioned were once the property of Lyndon Duckett.

Knowing who was looking after the estate, I found out that there had been numerous offers for the Climax engine but not for the car and that it was still available. Any thought of separation of car and engine had never entered my head.

I immediately got hold of my good friend Thorpe Remfrey and we went went halves in the agreed price, and on the 18th August 2003, the Morris was pushed out into the open for the first time in years and trucked to it’s new home in Moorabbin.

A couple of weeks later, we got the car running but at 14:1 compression ratio we decided to detune it to around 10:1 running on 98 octane fuel.

The old problem of boiling reappeared but the fitting of a thermatic fan solved it straight away.

A couple of other items on the “To Do” list included a new set of tyres and a complete change of fluids, she then made her first public appearance at the Geelong Speed Trials in November 2003, forty years since her last outing there.

We found out later that Lyndon had purchased a ZF gearbox for the car but hadn’t got around to installing it- that would have been the icing on the cake!

So, what is like to drive?

In a nutshell, fast. Ok it’s in a different league to more modern engines that are put into Minors these days but compared to contemporary cars of its day it keeps up with most of them. The engine revs freely, which hampers any fast gear changes, as the gearbox is rather slow to engage gear without crunching. The ZF gearbox would have made all the difference.

The mileage when we bought it was 10,00 miles and since 2003 we have done a further 3,000 miles. The body is still very tight with no rattles and still carries the original transfer on the back window “Yes this is a Morris Minor 1000” still in mint condition.

The brakes being up-graded Morris Major stop the car very well and the distinct sound of the telemetric Smiths tachometer very soothing. Of course no heater and radio are fitted.

I have since replaced the carpet and the braided door surrounds but the rest of the interior is standard.

I use the car quite regularly here in Tasmania, the roads being so good for old car motoring and have attended numerous old car events both here and on the mainland the car attracting interest wherever parked.

It is quite surprising the number of people who say, “I used to have one of them”, my reply being “Bet you never had one like this?” Chester finishes his marvellous article.

Chester comments ‘All works Climax engines were put on the dyno and the results given to the customer.Look at the RPM curve!'(C McKaige)

Credits…

Historic Racing Car Club of Tasmania- Bevan Kaine, Ellis French Collection, Peter Turnbull, Vic Wright, A Morris

Special thanks to Chester McKaige for the article about his Lyndon Duckett built Morris Minor Climax

Tailpiece…

(V Wright)

‘Goin our way?’

Barry Lloyd and Doug Stewart before the Bathurst 1000 Mile Car Trial on 20 September 1955, I wonder how they went, both teams that is?

Finito…

(J Langdon)

Appendix J tustle into Mountford Corner circa 1964- Alan Robertson’s Peugeot 203 dives under an FJ Holden, the finish line is only 500 metres away, perhaps this is a last lap lunge…

It’s a corker of a shot.

‘Longford 2’, who is he kidding, Longford 10 you may well reasonably say!

Everything in motor racing in moderation my friends, unless it comes to Lola, Lotus, Elfin, Rennmax, Bowin, Birrana or anything to do with Repco-Brabham, Alec Mildren Racing, Scuderia Veloce or Equipe Matich, Warwick Farm and most of all Longford where the rules of moderation simply don’t apply- just suck it up ok!?

Apart from my Longford fascination, Tasmania is one of my favourite states, on top of that I seem to be in a Covid 19 induced sixties nostalgia zone at present so I’ve mixed in some period Tassie snaps of interest- to me at least.

The wonderful racing photographs are by Lia Middleton’s mum, the ladies name would be great to know if someone can provide it, and Jim Langdon. Here we go with this Tasmanian assemblage.

(J Langdon)

Jack Brabham whistles into Mountford, Brabham BT7A Climax, South Pacific Trophy 1964…

Graham Hill won the race in the Scuderia Veloce BT4 from Bruce McLaren’s Cooper T70 and Frank Matich aboard another Brabham, this time a BT7A, all Coventry Climax 2.5 litre FPF powered.

Jack had differential failure during lap 22, all was not lost with his customer cars showing so well. Click here for a piece on the Intercontinental Brabhams; https://primotipo.com/2018/07/20/matich-stillwell-brabhams-warwick-farm-sydney-december-1963/

(Middleton Family)

Things must be going mighty goodly as Roy Billington even has time to laugh at one of Jack’s one-liners- Longford paddock with the Hewland HDS or is it HD5? and Coventry Climax FPF laid bare. This second in a series of three ‘Intercontinental Brabhams were very successful cars.

Brabham always had time for the punters didn’t he!? A smile rather than the death-ray stare of some others- a Pro our Jack.

(Middleton Family)

 

(C Raine)

I wonder if it was cheaper to travel by TAA Vickers Viscount or the Princess of Tasmania?

These days the plane is the ‘no brainer’ in terms of cost and convenience compared with the overnight ferry from Port Melbourne to Devonport but it may not always have been so, I wonder what the relative cost was.

The plane on the tarmac at Launceston.

(Middleton Family)

All the fun of the fair!

What a brilliant shot, doesn’t Mrs Middleton capture the mood of the meeting? Technically she has framed and cropped the shot beautifully. I wonder what year this Pit Straight bridge went in?
The shot below gives us a read in part on Don Gorringe’s business interests which funded his involvement and support of motor racing.

 

(Middleton Family)

1968 South Pacific Trophy field race in the dry, so it’s the preliminary ‘Examiner Scratch Race, contested over 12 laps, it rained cats and dogs on the Labour Day Monday public holiday.

The shot above is from towards the rear of the pack diving into the Viaduct- the two BRMs of Pedro Rodriguez and Richard Attwood, I can’t differentiate between the two, then the yellow Mildren Brabham BT23D Alfa Romeo of Frank Gardner on the outside, to FG’s left is his teammate Kevin Bartlett, Brabham BT11A Climax with the red/maroon car at the head of this pack, Piers Courage, winner of the very last Longford Tasman Cup event in his McLaren M4A Ford FVA.

In a short race of attrition, Graham Hill won from Jim Clark, both in Lotus 49 Ford DFWs and Frank Gardner’s Brabham Alfa- Clarkset a lap record of 2:14.7 during the race but this time was battered by Chris Amon in the Scuderia Veloce Ferrari Can-Am 350 which did a 2:12.6- Chris’ best was 10 seconds a lap better than second place man Ian Cook in Bob Jane’s Elfin 400 Repco 4.4 V8- Amon’s Ferrari was famously timed at 182mph on ‘The Flying Mile’.

Longford 1968 is here; https://primotipo.com/2015/10/20/longford-tasman-south-pacific-trophy-4-march-1968-and-piers-courage/ and the Clark, Hill and Amon cars here; https://primotipo.com/2019/11/05/clark-hill-amon-longford-1968/

(R Macfie)

The truck is heading in race direction towards Mountford Gate, Viaduct, I wonder what year this shot was taken?

(Middleton Family)

Local Longford racing club chief and landowner Ron McKinnon gives Jack Brabham and the race winner, Bruce McLaren a lift after conclusion of the 1965 Australian Grand Prix- McLaren drove a Cooper T79 Climax whilst Jack was aboard a BT11A and Ron an MGA. 1965 AGP here; https://primotipo.com/2019/09/27/longford-1965/

(D Febey)

No Australian kid’s summer holidays was complete without a holiday at the beach or in the local pool- you really were ‘posh’ if yer folks had a pool back then.

Just looking at this brings back so many memories, not the least of which was the difficulty of executing a ten outta ten dive whilst not landing on top of some schmo in the process- this is the pool at The Bluff in Devonport.

(Middleton Family)

Graham Hill looking a bit more earnest and focused than Jack in a similar car- a Repco Brabham BT4 Climax owned by David McKay’s Scuderia Veloce.

That’s him in the cap on the right with Bob Atkin and another fella pushing- Hill’s focus was rewarded, he won the 1964 South Pacific Trophy as mentioned earlier. Brabham BT4 here; https://primotipo.com/2016/10/16/point-of-sale/

Kings Pier, Port of Hobart in the mid-sixties. Salamanca Place and the Port is these days a wonderful place to stroll around and dine whilst still a working port (R MacFie)

 

Scuderia Veloce again, this time the great Spencer Martin kicking the tail of the Ferrari 250LM about with gay abandon in 1965, it’s one of the machines very first meetings- the exit of Mountford Corner with a very appreciative crowd.

These cars, production sports-racing Ferrari won Le Mans in 1965 after the top gun Ford GT40, Mk2 and Ferrari P2s dropped by the wayside, Jochen Rindt and Masten Gregory raced the winning NART entry.

The 3.3 litre 250LM V12s were notoriously driver friendly, forgiving machines which contested Le Mans as late as 1969, perhaps even 1970, I’m too lazy to check. Click here for a piece on the 250LM; https://primotipo.com/2014/07/03/pete-geoghegan-ferrari-250lm-6321-bathurst-easter-68/

(M Stephens)

 

(M Stephens)

I blew my tiny mind upon seeing these photographs of Minuet Stephens- they pinged ‘Queenstown’ in my mind but some of you Tassies can set me straight if I have that wrong, it’s only two years since the last time I swung through, it’s circa 1963 given other shots in this collection.

Isn’t ‘the rig’ amazing, what make and model is the home built caravan’s tow car or truck? The wow factor was succeeded by memories of long interstate trips Australian style before dual-lane highways became common in the eighties- Melbourne to Sydney then, about 500 miles now, was ‘a lot longer then’ on the Hume Highway as yer Dad’s 186cid HK Kingswood wagon was stuck behind outfits like this one and semi-trailers which did not gobble up the road as they do now. ‘How much further Dad?!’ every thirty minutes,  its a wonder he didn’t strangle the three of us really.

I imagine on the relatively quiet roads of the Apple Isle this kind of touring would have been very pleasant indeed.

(J Langdon)

 

(J Langdon)

Bib Stillwell turns in for Mountford with Pit Straight, the Control Tower and Water Tower in the distance- Brabham BT4 Climax in 1964.

By this stage the ‘late blooming’ Melbourne car and aviation businessman had been a front-runner for a halfa decade, in fact he won his third Gold Star on the trot in this chassis that year, having won it in ‘IC-3-62’ as well in 1963.

A quick glance suggested BT11A to me- the airbox led me there but tell tales of BT4 are the external radiator pipe- it looks like a pinstripe and the location of the top front wishbone rear pickup.

The Aston Martin DB5 is rather nice too.

(J Buddle)

Groometals scrap metal warehouse and lead smelting establishment on the corner of Harrington and Warwick Streets Hobart and looking very much in 1998 just before its demolition, as it did in 1965.

The nostalgic observation here is that so many of our inner urban main arteries looked like this until these streets filled with restaurants and retail outlets instead of small business ‘workshops’ as the inner suburbs became places many of us wanted to live.

I gave my Formula Vee a birthday at the end of 1979- amongst other things the suspension was nickel plated and chassis sand-blasted and then stove-enameled in two different ‘shops in Bridge Road, Richmond which these days is all restaurants and retail outlets- many with ‘to lease’ signs reflecting the decade old on-line retail revolution and of course forty-five thousand coffee shops. Still it was forty years ago, so some change should be anticipated I guess!

(Middleton Family)

Look at that crowd on Pit Straight.

Look very carefully to the left and you can just see a couple of jousting Scots- Jim Clark’s Lotus 39 Climax is just in front of South Pacific Trophy winner, Jackie Stewart in a BRM P261 1.9 litre V8.

Jackie won the race and the series in 1966- see here; https://primotipo.com/2016/05/19/jackies-66-longford/

In the shot below Arnold Glass has neatly popped the nose of his ANF1.5 Lotus 27 Ford twin-cam into the Mountford haybales during the 1964 meeting- hopefully no great damage has been done in ‘The Mercury’ 10 lapper for racing cars.

It was a small but classy entry of one and a halves- Frank Gardner, David Walker and Greg Cusack were in Brabham Fords whilst Mel McEwin was aboard an Elfin Catalina Ford. Jack Brabham won from Bib Stillwell and John Youl with Greg Cusack the best of the 1.5s. See articles on Arnold and ANF1.5 here; https://primotipo.com/2019/09/13/anf-1-5-litre/ and here; https://primotipo.com/2015/08/25/arnold-glass-ferrari-555-super-squalo-bathurst-1958/

(J Langdon)

Below is the business end of the monocoque Lotus 27 which very much apes the F1 Lotus 33 in basic specifications- chassis, suspension whilst noting the 1.5 litre FWMV V8 gave circa 210bhp whereas this 1.5 litre Cosworth built Lotus-Ford four cylinder engine gave circa 125bhp. Hewland gearbox of course, lovely Ron Lambert shot in the Longford paddock, the cockpit/nosepiece is off the car, perhaps being repaired…

(R Lambert)

 

The lighthouse supply ship SS Cape York off Maatsuyker Island on Tasmania’s southwest coast, mid-sixties (Nat Arc Oz)

 

(Middleton Family)

 

(Middleton Family)

A couple more shots on the approach and downhill plunge to The Viaduct.

The touring car experts can probably date the event- two EH Holdens chasing a trio of Morris Coopers- Barrett, Smith, Bromfield, Boot and Evan Thomas are the tips of racers Danny Newland and Barry Cassidy- as to the single seater race, who knows?

(M Stephens)

‘You muck around like a pack of old chooks at a Christening’ was one of my Dad’s sayings!

This group of ladies reminds me of my grandmother and her four sisters frocking up, hats and all for a family ceremonial occasion- like a Christening!

It reminds me how ‘white’ we all were too- Gough Whitlam finally repealed the ‘White Australia Policy’ in 1973 for chrissakes- Asian immigration was negligible until President Ford rang Malcolm Fraser and said ‘you pricks helped us create the mess in Vietnam so you malakas have to help mop it up’ or diplomatic weasel words to that effect anyway.

So now we have a wonderful, mainly harmonious multi-cultural mix rather than the mono-cultural Anglo society reflected in the scene of matrons above.

(Middleton Family)

Montford Corner again with a gorgeous Elfin Streamliner confronting a big special- wotizzit?

Huge crowd again, year uncertain.

( Middleton Family)

Ron McKinnon again this time aboard a Datsun Fairlady- his passengers appear to be Bruce McLaren and Graham Hill, so first and second in the 1964 Sou-Pac Trophy.

Never drove a Fairlady but did have a drive of its big-brother Datsun 2000 and couldn’t believe how much better a car it was than the MGBs i was looking at at the time.

(Libraries Tasmania)

 

(Libraries Tasmania)

I sorta missed the whole steam engined thing- Puffing Billy excepted, ten years older and it would have been front and centre for me in a way that it no doubt was for many of you.

These eight H Class locos are sitting aboard the ship ‘Belpareil’ at the Hobart docks, I cheated with the decade though, it’s October 1951. I wonder who the manufacturer was/is?, wonderfully five of these trains still exist.

(Middleton Family)

It’s rotating so hopefully the driver of the Humpy Holden missed the Mountford trees, the physics of it all is working in his favour I think. Who is it?

(Middleton Family)

The wonderful thing about Longford is that for every international who raced there the bulk of the weekends entertainment was provided by local/national drivers who got to play on one of the greatest, most challenging and dangerous road racing tracks in the world, as our Sprite friend, Chris Tapping is doing just here.

(C Broadfield Collection)

The gent in the hat does not seem phased at all by the sight of the yacht ‘Heemskerk’ being shifted by road from Sandy Bay, where it was built to the Hobart Port closeby where the owner Edney Medhurst launched the sleek hulled craft in 1953.

Credits…

Jim Langdon, Chris Raine Family, Lia Middleton Family, Rob MacFie, Daryn Febey, Minuet Stephens, Jeremy Buddle, National Archives of Australia, Libraries Tasmania, Craig Broadfield Collection, Ron Lambert

Tailpiece…

(M Stephens)

Another Queenstown shot i think, the most recent car is an EJ Holden so let’s date the queue of cars on the steam train as being circa 1963.

Finito…

(B Young)

Huge excitement was created by Geoff Duke’s visit to Australia in 1954, here his Gilera 500/4 is shown at rest in the Longford paddock…

The Brit was a ‘rock star’, he has just won back to back 500cc world titles aboard Gileras in 1953 and 1954 having won his first on Nortons in 1951. In total Duke won six 350cc and 500cc world championships between 1951 and 1955 and six TT races between 1949 and 1955.

But his fame extended beyond bikes given his film star looks and ability to communicate, as such he was a wonderful ambassador for the sport globally and in late 1954 he was poised to spread a bit of his angel dust throughout Australia.

I wrote an article about Geoff four years ago with a focus on his racing in cars; https://primotipo.com/2015/09/08/geoff-duke-norton-dutch-gp-assen-1952/

Longford (B Young)

 

In a whirlwind tour commencing on 7 January 1955 he raced in four states commencing in Western Australia at Mooliabeenie, a wartime airstrip near Perth on 16 January before a crowd of 15,000 people and then another airstrip at Gawler in South Australia, no doubt wheelspin in top gear was impressive to the 16,000 punters who experienced trying conditions in sweltering heat.

His main opposition in the west was from local all-rounder Peter Nichol on a G45 Matchless and from George Scott’s GP Triumph, at Gawler Keith Campbell and Roger Barker impressed.

Then it was off to the Bandiana Army Base near Albury, the Victoria/New South Wales border town on 30 January- the first half decent venue for the plucky gentleman in his tour to that point, the track comprised 4.5km of perimeter roads.

There, having carefully won the Senior Clubmans event in the slowest possible time, Eric Hinton’s handicap just gave him the edge over Duke to allow him to win the Unlimited Handicap in fading light, this was the only occasion on which the champ was beaten on the tour.

Duke, Bandiana

 

Maurie Quincey, Norton ahead of Duke at Bandiana

Gilera saw the commercial opportunity of a tour to promote their brand sending two current 500/4 bikes and works mechanic Giovanni Fumagalli to look after the machines.

The two bikes brought to Australia derived from a 250cc four designed by Engineer Piero Remor under Piero Taruffi in the early 1940’s. After Taruffi left Gilera to concentrate on car racing Remor and company founder Giuseppe Gilera began work on a 500cc bike whose origins lay in the earlier 250, in 1947.

The new racer was unveiled in 1948 with 1949 its shakedown season. After Remor’s departure to MV Agusta Taruffi was re-hired, together with engineers Colombo and Passoni changes were made to the cylinder head and rear suspension which allowed Umberto Masetti to win the 500cc world championship in 1950.

The bike was redesigned over the winter of 1950/51 adopting a new tubular frame with telescopic forks, pivoting rear suspension and hydraulic shocks. In 1951 Gilera won three GP’s but Duke took the title on a Norton, in 1952 Masetti again won the championship.

Fumagalli and Duke warming up the bike at Gawler (D Voss)

 

Gilera 500-4 1954 (unattributed)

When Duke joined the Milanese firm for 1953 he brought with him strong knowledge of the great Rex Candless designed ‘Featherbed’ frame Norton’s handling, upon his suggestions the Gilera frame was lowered and strengthened to bring better handling with the engine left untouched.

In 1953/54 Passoni redesigned the motor by increasing its stroke, changing the valve angle and elongating the sump to allow the unit to be lowered in the frame by three inches, by this stage the engine produced circa 65bhp @ 10,000rpm.

The frame was of double cradle design made of tubular steel with telescopic suspension at the front and pivoting rear suspension with hydraulic shock absorbers at the rear. The four cylinder, four stroke, air-cooled engine displaced 402.7cc and was undersquare having a bore and stroke of 52mm x 58.8mm. With two valves per cylinder operated by two overhead camshafts and fed by four carburettors the engine gave circa 65bhp as stated above.

1954 Gilera 500 with the dustbin fairing they commenced to experiment with in 1954 (G Cavara)

 

Back to Dukes Tour of Oz. From Albury it was then off to Sydney and a round of public appearances and a visit to Mount Panorama before the next race meeting at the permanent Mount Druitt circuit west of Sydney.

The surface was poor though due to damage from recent car meetings but Duke dominated as he did everywhere else, Keith Stewart impressive in second on a new Matchless G45 twin in the Senior GP.

Mount Druitt

 

Mount Druitt after one of his wins with Keith Stewart on a Matchless G45 behind

Duke’s final two meetings of the tour were down south, at Fishermans Bend in inner Melbourne and majestic Longford in northern Tasmania, which must surely have impressed.

At Fishermans Bend Maurie Quincey led the 500cc race on his Norton for a while before clutch slip set in and Duke pounced in the second Gilera having put the first to one side, it had lost its edge.

Longford was held over two days- with racing on the Saturday and Monday, in the opening race the engine began to lose power with what was diagnosed as magneto problems. The other bike, in Melbourne awaiting shipment back to Italy was stripped of the part which was despatched overnight to the Apple Isle. With the machine back in fine fettle Duke won and set a new lap record in the Unlimited race of 152km/h. Oh to have heard that Gilera screaming its way along The Flying Mile @ 10,000rpm!

Ready for the off at Longford, Duke at right (S Scholes)

Jim Scaysbrook summarised the impact of Dukes tour in ‘Old Bike Australasia’; ‘His whirlwind tour had taken him to every state except Queensland and his charming and eloquent manner did incalculable good for motorcycling. The unprecedented publicity generated helped to dispel the popularly held, media fuelled belief that motorcycle racers were a bunch of halfwits with a death wish. It also had a profound effect on the local riders, serving as a stark reminder of the gap between our rather primitive scene and the European big-time.’

‘A number of up and coming stars impressed him, including Keith Campbell, Roger Barker and particularly Bob Brown, who had just gained selection as Australian representative to the 1955 IOM TT races. “This young man is a joy to watch, uses his head, and should figure very well in the IoM and on the continent” he said in his report to the British Press. When Duke was injured at the start of the 1957 season, he recommended Brown to take his place in the Gilera team for the TT, resulting in two excellent third places. For 1958, Duke personally sponsored Bob on a pair of Nortons’ Jim wrote.

Etcetera…

(D Tongs)

The second of the two Gileras at rest in Longford.

The contribution and significance of this series of Gileras is recognised in a wonderful, highly technical and thoroughly researched scholarly paper titled ‘Grand Prix Motorcycle Engine Development 1949-2008’ written by David Piggott and Derek Taulbut.

Click to access Grand_Prix_Motorcycle_Engine_Development.pdf

The authors recognise ‘Piero Remor’s contribution to Grand Prix engine design’ as follows;

‘The defeat of the original MV 4 in early 1966 had brought to a close after two successful decades the career of the 1947 basic 500cc design of Phil Remor. Initially for Gilera, this introduced the Naturally Aspirated aircooled transverse 4-cylinder with double overhead camshafts and 2 wide angle valves per cylinder, bore-stroke ratio around 1. Remor’s concept, although changed in detail development by others in Gilera and MV, is worth remembering. There had also been successful 350cc versions. Remor had actually been associated with transverse 4’s since 1925 when it was the layout of the Italian GRB (Gianini-Remor-Bonmartini) which ultimately had been transformed into the water supercharged Gilera which powered Dorino Serafini to the European Championship in 1939.’

This piece is based on a wonderful article by Jim Scaysbrook titled ‘Geoff Duke- The Duke’s Crusade’, do have a read, it’s terrific.

Geoff Duke – The Duke’s Crusade

Bibliography and Photo Credits…

Bob Young Collection, Des Tongs, Stephen Scholes, Doug Voss, ‘Geoff Duke- The Duke’s Crusade’ article by Jim Scaysbrook in Old Bike Australia issue 13 May/June 2009, ‘Gilera Motorcycles and Racing History’ by Lucien C Ducret, ‘Grand Prix Motorcycle Engine Development 1949-2008’ by David Piggott and Derek Taulbut.

Tailpiece…

Finito…

(unattributed)

Frank Matich and David Finch aboard two wonderful D Types at Longford in 1960…

‘XKD526’ and ‘XKD520’ are both cars I have written about before but these photographs were too good to lose by just dropping them into the existing articles ‘unannounced’.

Its the 1960 meeting- both cars contested the Australian Tourist Trophy won by Derek Jolly’s 2 litre Lotus 15 Climax FPF. I can’t work out what is happening here, probably a practice session. If it was a Formula Libre race being gridded Austin Miller’s vivid yellow Cooper T51 Climax would be up-front- checkout the article about the TT; https://primotipo.com/2018/05/17/1960-australian-tourist-trophy/, here about the Bill Pitt’s career and the D Type;

https://primotipo.com/2016/03/18/lowood-courier-mail-tt-1957-jaguar-d-type-xkd526-and-bill-pitt/

and here about the Stillwell/Gardner/Finch D Type- photo value only really; https://primotipo.com/2017/01/01/mount-druitt-1955-brabham-gardner-and-others/

(unattributed)

Here in the paddock you can see the Leaton Motors livery of Frank’s car really clearly- that’s Aussie’s Cooper to the right and a Maserati 250F behind. Its Arnold Glass’ car, he was fourth in the Longford Trophy behind the three Cooper T51’s of Brabham, Mildren and Stillwell. A wonderful, relaxed, bucolic Longford scene. Another link, about this meeting; https://primotipo.com/2015/01/20/jack-brabham-cooper-t51-climax-pub-corner-longford-tasmania-australia-1960/

‘XKD526’ was acquired by the Brisbane and Northern Territory Jaguar dealer, Westco Motors, owned by Cyril and Geordie Anderson, in a partnership of three together with Bill Pitt and Charlie Swinburn- Charlie died of cancer a couple of years after the car arrived it so it became a partnership of two.

These days the Great Western Corporation is a huge listed enterprise involved in agriculture, trucking, property, mining and other activities. When Cyril Anderson established the business in Toowoomba in 1934 he started with a two-ton truck but expanded rapidly, locally and nationally. By 1953 when they formed Westco Motors Cyril and Geordie ran a large successful business, no doubt the D Type was for them a modest investment but one which would assist to build the Jaguar brand and their market position rapidly.

The car arrived in late 1955, exclusively raced for some years by Bill Pitt, Westco’s Service Manager-Geordie Anderson had a few drives, and then successfully by Frank Matich and Doug Chivas during the Leaton’s ownership.

(unattributed)

Pitt crashed it badly at Albert Park in 1956, at Jaguar Corner, of all places.

The photo above is the start of the 2 December ‘Argus Trophy’ 25 mile sportscar race during the 1956 Melbourne Olympics meeting, the AGP was the feature race of a two-weekend carnival and was won by Stirling Moss’ works Maserati 250F on 2 December.

He was similarly dominant in his Officine Maserati 300S sportscar winning the 1956 Australian Tourist Trophy during the 25 November weekend. Moss won from his teammate, Jean Behra, Ken Wharton’s Ferrari Monza 750 and Pitt’s D Type- a great result for the Queenslander as first local home. This meeting is covered here; https://primotipo.com/2018/01/16/james-linehams-1956-agp

and here; https://primotipo.com/2016/01/29/1956-australian-tourist-trophy-albert-park/

Back to the photograph above.

Bib Stillwell is in ‘XKD520’ on the left with Jack Brabham’s partially obscured Cooper Bobtail Climax far left, and Pitt aboard ‘XKD526’ on the right. To the far right is an Aston DB3S, Tom Sulman perhaps.

This is the race in which Pitt came unstuck. In an eventful first lap the car tripped over the stone gutter and rolled- Bill was lucky to survive let alone walk away unscratched after the machine ended up on its back.

In all of the mess- haybales and flattened bodywork, the marshals expected to find him dead in the car, instead he was flicked out as the car went over and landed- safely on the other side of the bales. Lucky boy. The car was quickly repaired and raced on.

Brabham won from Stillwell’s D Type and Bill Patterson’s Cooper Bobtail Climax.

(unattributed)

Lets not forget Bib’s ‘XKD520’ loitering in the expanses of Albert Park during the same meeting.

Superb, rare colour shot of a beautifully prepared and presented car as all Bib’s machines were. Was Gerry Brown wielding the spanners in Stillwell’s Cotham Road Kew HQ at that stage?

(M Ireland)

Bloke Magnet.

Here ‘XKD526’ is performing a valuable function as the centrepiece of Westco’s 1956 Brisbane Motor Show stand and attracting the punters to Jaguar’s more routine roadies!

(Anderson Family)

 

(unattributed)

 

(B Hickson)

The car was rebuilt and then sprayed a lovely gold or bronze!

A great idea to make the car stand out perhaps- the ‘error’ was quickly rectified with a nice shade of British Racing Green replacing the gold hue between Albert Park 1957 and Albert Park 1958!

The first shot is of Bill in the Lowood pits, he has Crocodile Dundee alongside, the only thing Mick is missing is the big knife.

The one below is the beastie being fuelled in the Albert Park surrounds in March 1957.

Pitt was second in the Victorian Tourist Trophy again behind Doug Whiteford’s Maserati 300S that weekend. He also contested the F Libre Victorian Trophy Gold Star round finishing sixth and first of the sportscars home- Lex Davison won in his Ferrari 500/750.

(unattributed)

Bill returned to Albert Park year after year including the Formula Libre 100 mile Melbourne Grand Prix carnival held in November 1958.

In the shot above he is negotiating the same corner in which he tripped over in 1956 leading none other than race-winner Stirling Moss in Rob Walker’s Cooper T45 Climax FPF 2 litre- Jack Brabham finished second to Moss in a similar car. Bill placed fifth two laps adrift of Moss, then came Brabham, Doug Whiteford, Maserati 300S and Bib Stillwell’s Maserati 250F.

The D worked hard over that meetings two weekends, he was third in the 100 mile Victorian Tourist Trophy behind Whiteford’s 300S and Ron Phillips’ Cooper T38 Jaguar and third again in the 25 mile sports car scratch behind Whiteford’s superb 300S with Derek Jolly, Lotus 15 Climax second.

(unattributed)

A couple of Mount Panorama photos circa 1958-1959.

The one above is probably of the 1958 Australian Tourist Trophy race or heat- Pitt on the outside is about to pass ‘Gelignite Jack’ Murray in ‘XKD532′ DNF, then the third placed Cooper T38 Jaguar of Ron Phillips follows and then Charlie Whatmore’s Lotus 11 Climax. See the #16 Lotus 15 raced by Derek Jolly to second place behind the winner, David McKay’s Aston Martin DB3S. Click here for a piece on his DB3S’; https://primotipo.com/2017/09/28/david-mckays-aston-martin-db3ss/

Jaguar Magazine recorded that ‘Bill Pitt wrote to Lofty England in 1956 informing the Jaguar guru that the D Type had no brakes at the end of the notorious Conrod Straight because the D Type experienced pad ‘knock off’. Jaguar had never heard of that problem before, and the bottom of Mount Panorama would not be a place to learn about it for the first time’ the magazine pointed out wryly!

(unattributed)

Same part of Mount Panorama but this time Pitt is chasing Ern Seeliger in Maybach 4 Chev- the big booming monster was second in the AGP at Bathurst in October 1958, and would well and truly have had the legs to best the D Type.

This is probably during the Bathurst 100 F Libre race won by Whitefords 300S from Arnold Glass’ Ferrari Super Squalo, which popped an engine on the last lap, then came Bill in a splendid third. Seeliger started from the middle of the front row but didn’t finish having ‘…spun the brakeless Maybach to an eye-popping halt in the Pit Corner escape road’ at half distance wrote John Medley.

(J Psaros)

 

Bobtail Cooper ?, Whatmore Lotus 11 Climax, shapely ? and the nose of FM’s Matich (unattributed)

 

(J Psaros)

I have written extensively about the great Frank Matich a number of times, rather than repeat myself perhaps the most relevant article is this one in terms of his sportscar rise and rise is this one; https://primotipo.com/2015/09/11/frank-matich-matich-f5000-cars-etcetera/

Be in no doubt the Leaton support was key to taking him forward from C to D Type Jaguars and then the Lotus 15 Climax- that car powered by a 2.5 Climax FPF showed he was an outright F Libre contender if it were ever in doubt. The group of XKD526 photographs here are all at Lowood probably during the Gold Star round in August 1959.

(unattributed)

One of the Confederation of Australian Motor Sport’s less successful rule changes was to introduce Appendix K ‘GT Racing’ to encourage road going GT’s in 1960. This article covers the salient points; https://primotipo.com/2017/01/19/forever-young/

Because grids were skinny they encouraged/turned a blind eye to sports-racers ‘meeting the regulations’ as long as they were fitted with a lid. And so we had David McKay’s Lola Mk 1, Bob Jane’s Maserati 300S and other exotica including ‘XKD526’ fitted with ‘fastbacks’ to allow them to continue to race.

The photos above and below are at Sandowns first meeting in 1962, the conversion created the only hardtop D Type was quite neat looking. I didn’t say beautiful, just neat or functional!

Barry Topen owned the car by then and crashed it quite heavily into the horse railings surrounding the circuit.

It was soon repaired, sold to Keith Russell and then acquired by Keith Berryman in the early sixties- the car was with him ‘forever’ before finally leaving our shores five or so years ago.

(B Anderson)

 

Frank Matich heading up the Mountain at Bathurst in 1961 (J Ellacott)

Berryman, or is it Keith Russell, below at Warwick Farm in the mid sixties with the car still looking great albeit with a set of rather wiiide alloy wheels and the rear guards flared to suit. It does have a bit of the Sunset Boulevards about it gussied up like this.

(unattributed)

Speaking of the guards reminds me of an incident in the Australian Grand Prix paddock a few years back, not long before the cars sale and final departure from our shores.

Noted British artisan and driver Rod Jolley was in Australia that summer racing, i think, a Cooper T51 at Phillip Island and the Albert Park AGP historic double.

Somehow, unloading XKD526 in the Albert Park paddock from its trailer after its long haul from Stockinbingal- Keith Berryman was displaying the car and participating in the on-circuit historic events, a front guard was damaged and a wheel was fouling the guard.

Who to approach for the required bit of impromptu panel beating? Rod Jolley of course. The look of sheer terror on Keith’s face as Jolley set to work on his lovely bit of aluminium with controlled brio was awful to watch- it felt like an arm was being hacked off…

Etcetera…

(unattributed)

Bill Pitt up whilst the car was new and road registered. Uncertain as to the circuit-intrigued to know- such handsome beasts of warfare aren’t they- D Types define ‘compound curvature’.

(J Psaros)

On the side of the main straight at Lowood- a youthful Frank Matich at left eyeing off his future mount. Barry Carr, who worked for Leatons in 1961/62 identifies the group as Leaton’s driver Matich, mechanic Joe Hills and business owners George Leaton and Joe Robinson probably at the time they are ‘either thinking of or had obtained the car from Pitt/Anderson’.

( J Psaros)

‘Move to the back of the bus matey…’

The Leaton’s Bedford bus at Lowood (and at Sandown in 1962 below). The nose to the far left is the Westco Mk7 Jag which finished seventh outright in the 1957 Round Australia Trial behind six VW Beetles. Jaguar Magazine assert that Pitt claimed it as his greatest competition triumph.

The car later became a tow-car for some of the racers inclusive of the D and works built Mk1 Pitt drove to victory in the 1961 one race Australian Touring Car Championship at Lowood.

Both the Mk7 and ‘Big Nose’ The Bus are long gone, sadly.

(G Fry)

Credits…

Anderson Family Collection, Jaguar Magazine, Jock Psaros, Malcolm Ireland, Barry Anderson, Barry Hickson, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley, ‘Glory Days: Albert Park’ Barry Green, John Ellacott, Barry Carr, Gavin Fry

Tailpiece: ‘Geordie Anderson’ in her new D Type,’XKD526’…

(Anderson)

Doris ‘Geordie’ Anderson aboard the new D Type she co-owned with Bill Pitt and Charlie Swinburn. Its said that she was the only serious lady racer of a D Type at the time anywhere in the world.

Her racing CV included a win in the Mount Druitt 24 Hour Race in a Jaguar XK120 FHC- we shall come back to Geordie and her exploits ina month or so…

Finito…

 

 

(T Watts)

4.4 litres of Repco-Brabham V8 grunt trumps 2 litres of Porsche flat-6 off the line at least, maybe not…

Bob Jane’s Elfin 400 and Alan Hamilton’s Porsche 906 on the front row of the Longford grid in March 1967.

Bob Jane won the Saturday race from Noel Hurd’s Globe Products Elfin 400 Ford and Hamilton whereas in the Monday event Bob won from Wally Mitchell’s RM1 Chev and Glynn Scott’s Lotus 23B Ford. Noel Hurd and Alan Hamilton were DNF’s, the latter running out of fuel on the last lap.

‘Tasmanian enthusiasts would recognise the Gorringe pedestrian bridge, the same bridge that now allows pedestrian access to Baskerville…’ Grant Twining noted.

I’ve written features about both these cars, so initially thought I would pop the photos into the existing articles but they are too good to ‘lose’ by so doing.

They are sourced from the ‘Historic Racing Car Club of Tasmania’ Facebook page which I raid every now and again- so far Grant has not cracked the shits about me doing that- do suss the page if you are a Facebooker, if not you are missing out.

In terms of articles the Elfin 400 is here; https://primotipo.com/2015/05/28/elfin-400traco-olds-frank-matich-niel-allen-and-garrie-cooper/. Bob’s Elfin 400 here; https://primotipo.com/2018/04/06/belle-of-the-ball/, and Hamilton’s Porsche 906 and other cars here; https://primotipo.com/2015/08/20/alan-hamilton-his-porsche-9048-and-two-906s/

(T Watts)

Jane nose up and under power past the Longford pits.

Such a brutally pretty thing, but the aerodynamics of the 400’s were never fully resolved, this car, as many of you know, took flight over the Conrod Humps at Bathurst during the Easter 1969 meeting killing Bevan Gibson in the process.

To that very point Rob Bartholomaeus reminded me Noel Hurd was a non-starter in the Monday Longford sportscar race after a hair-raising off at around 140mph induced by the Elfin 400’s aero package. He was ok, and the car was not badly damaged but the nose was changed thereafter.

Bob’s eyes will be looking up the rise towards the Water Tower to the tracks left before pursuading his beast into the fast right hander at the top of the hill and plunge towards The Viaduct. Click here for a ‘Lap of Longford’ piece; https://primotipo.com/2018/07/05/longford-lap/

The shot of Alan below is taken on the same stretch. If the car looks a bit odd its because Australia’s Porsche importer has chopped the Coupe roof off to create a Spyder given he was and is a big, tall unit and wanted to be comfy.

(T Watts)

Longford was a demanding circuit in any car but particularly so in a fast, powerful one given the inherent nature of the layout with its culverts, trees, bridge supports, Esk River (scuba divers were always at the ready in dinghies afloat) light poles and other similar immovable objects, the circuit width and its undulations or bumps.

Jane and Hamilton raced most of their cars here- sports and touring cars and in Bob’s case his Elfin Mono single-seater ANF1.5. For Hamilton it was the race debut of the 906- a daunting place for any cars first meeting however well sorted the ex-factory Porsche package undoubtedly was!

Jane raced his Elfin 400 at Longford in 1967 and Ian Cook took the wheel in 1968- Alan raced the 906 here in 1967 only. The ‘ring in’ is the photo below of Alan at Symmons Plains in 1967, its probably the ‘Tasmanian Sportscar Championship’ meeting the week after Longford on 12 March.

Click here for an article on that tragic event, Hamilton’s well-used engine (it had been in the 904-8 he had just stepped out of before fitment to the 906) had a con-rod break so he did not finish; https://primotipo.com/2018/07/17/1967-tasmanian-sportscar-championship/

(HRCCT)

Credits…

Tim Watts, Dennis Cooper, Historic Racing Car Club of Tasmania, Rob Bartholomaeus

Tailpiece…

(D Cooper)

The Longford Shell tent in 1968.

Jim McKeown’s Lotus Cortina Mk2 alongside the Bob Jane Racing 400 raced at this meeting by Victorian Ian Cook. The class of the field in that, final Longford year was Chris Amon who set the outright lap record in David McKay’s Scuderia Veloce Ferrari Can-Am 350 machine. Here tis; https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

Note the aluminium spoiler above the radiator outlet in a quest for more downforce. 1968 was ‘the year of the wing in F1’ remember, mind you, by this stage Jim Hall and the crew from Rattlesnake Raceway in Texas had provided plenty of Chaparral mobile ‘tutorials’ on what could be applied aerodynamically to Group 7 cars like the Elfin to assist in keeping them on terra firma.

Finito…

Jim Clark’s Lotus 49 Ford DFW 2.5 on the downhill plunge towards The Viaduct…

Its not the sharpest of images but an interesting one given the ‘different angle’ and Stephen Dalton’s narrative which goes with it.

‘Its Monday March 4 1968, Longford- playing in the rain on his 32nd birthday. After a few laps of mucky weather he is possibly wishing he could whip through the Mountford property gates and have a nice warm cuppa and some birthday cake’ with Ron MacKinnon, the President of the Longford Motor Racing Association.

‘The photo is coming down the hill from the Water Tower to The Viaduct- they are literally the gates to Ron MacKinnon’s Mountford (pastoral) property’ Stephen adds.

I wrote a feature about this race weekend a while back, the highlights of which were perhaps Chris Amon’s exploits in David McKay’s ex-works Scuderia Veloce Ferrari P4/350 Can-Am machine and Piers Courage’s win in the South Pacific Trophy, the very last motor race ever held at Longford in a European F2 McLaren M4A Ford FVA. Click here to read it;

https://primotipo.com/2015/10/20/longford-tasman-south-pacific-trophy-4-march-1968-and-piers-courage/

Credit…

Stephen Dalton

Tailpiece: The start…

Finito…

Touring Car and Sportscar tustle at Longford in 1965…

Don Gorringe, John Goss, Bob Curran and Greg Ellis blast over the River Esk- they have just completed the fast left-hander onto Long Bridge.

These blokes are all Tasmanian’s- I think it’s probably one of the locals only races, Gossy learned his trade pretty well down south- the only fella to win the Australian GP and Bathurst 1000 race double of course.

Goss is in an Appendix J Holden FJ, in front Gorringe is aboard a Jaguar XK150- which is clearly the successful businessman’s ‘daily driver’ given the rego plate affixed to the front bumper. Bob Curran’s Triumph TR4 was a machine he raced through to 1970 at least and the last car is Ellis’ MGA, it too appears as though he raced it for quite a bit.

Do any of these cars still exist? Who won the race?

Love this David Keep photo, it’s very much a ‘feel the noise’ shot…

Credit…

oldracephotos.com.au/D Keep