Posts Tagged ‘Lotus 49 Ford’

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Jim Clark races his Lotus 49 Ford through the daunting dives and swoops of the Ardennes Forest in 1967…

He popped his dominant Lotus 49 on pole, then led until a stop to change plugs. Dan Gurney took a famous win in his Eagle Mk1 Weslake thereby joining the club of which he Jack Brabham and Bruce McLaren are the only members- drivers who won a championship Grands Prix in a car of their own manufacture.

Credit…

Rainer Schlegelmilch

Bruce McLaren awaits his crew making changes to the setup of his new McLaren M7A Ford, chassis M7A-1, Silverstone 25 April 1968…

Its a day or so before the BRDC International Trophy, one of three non-championship F1 races run in Europe that season. Bruce is to have another good weekend, off the back of his Brands Hatch ‘Race Of Champions’ win in March, his teammate and Kiwi buddy Denny Hulme won the prestigious Silverstone race in an emphatic demonstration of the quality of Bruce McLaren and Robin Herd’s F1 design and construction capabilities.

McLaren in the M7A, from pole, Brands Race of Champions in 1968- he won. Alongside is Mike Spence BRM P126, Jackie Stewart Matra MS10 Ford and on row 2 Chris Amon Ferrari 312 and Denny in his M7A. That’s Jo Bonnier in last years McLaren M5A BRM V12 with his hand up on the second last row. Bruce won from Pedro Rodriguez BRM P133 and Denny LAT)

That season Bruce McLaren famously became one of the very few to win a championship GP in a car of his own name and construction when he won the Belgian GP. Denny Hulme took another three GP victories and challenged for the 1968 World Championship ultimately won by Graham Hill’s Lotus 49B Ford, the car for which the Ford Cosworth DFV was designed.

At the end of 1967 Ford’s Walter Hayes implored Colin Chapman to allow him to offer the DFV to other teams ‘for the good of Grand Prix racing’ such was his fear of Team Lotus dominance. Chapman, to his credit, waived his contractual entitlement to exclusivity- Lotus, Matra and McLaren raced the Ford engine in GP events in 1968.

McLaren M7A Ford cutaway (Dick Ellis)

The duo concepted a car which typified the ‘Cosworth Kit Car’ era. A short monocoque chassis ended aft of the driver’s seat and consisted of three steel bulkheads- one at the back, one at the front, and one open bulkhead at the dashboard which was then skinned with aluminium panels to form a full monocoque over the driver’s legs. It was an immensely torsionally rigid and strong structure compared with the very best spaceframes of only a few years before.

The M7A used glued and riveted skins of L72 aluminium alloy, a British standard for the aviation industry in a thickness of 22 gauge and in a few places 20 guage magnesium sheet. 40 gallons of fuel were distributed between four rubber bag-tanks- one either side of the driver in the tub, another behind his seat and the fourth in the scuttle. The Cosworth DFV engine was bolted directly to the rear bulkhead and at that stage of its development produced circa 420 bhp @ 9500 rpm.

Early test of the M7A at Silverstone on 5 April 1968. Denny up, Bruce by front wheel. Notice the McLaren wheels, ‘nostril’ ducted radiator outlets and top and bottom front suspension radius rods which mount to the bulkhead in the dash area of the tub (R Dumont)

The suspension, of conventional outboard design was derived from the very successful 1967 Can-Am Championship winning M6A Chev. It comprised outboard coil spring/damper units at both ends and single lateral links and trailing arms at the front- and single lateral top links, reversed lower wishbones and twin radius rods at the rear. Uprights were cast magnesium with of course adjustable roll bars front and rear. Steering was McLaren rack and pinion, brakes Lockheed discs all round and the transmission the ubiquitous Hewland DG 300 transaxle five-speed.

The radiator was conventionally mounted at the front, with a sleek fibreglass body topping the whole visually arresting package- hot air vented McLaren style out of ‘nostrils’ in the nose with an oil radiator at the rear above the ‘box and clear in the opening shot.

‘Pop’ McLaren and Alastair Caldwell supervise the McLaren pit in the French GP paddock, Rouen 1968. Note general car layout as per text, suspension, rad duct in lower shot- quality of design, execution and presentation a treat. #8 Denny 5th, #10 Bruce 8th. Shocker of a wet race with Jo Schlesser dead on lap 2 in the experimental Honda RA302 (unattributed)

Allen Brown reports in oldracingcars.com of the M7A’s 1968 season; ‘The first two cars were finished in March 1968, and both debuted at the 1968 Race of Champions, where Bruce McLaren dominated the race, winning from pole position, with his new teammate Denny Hulme finishing third. At the next race, the Silverstone International Trophy, Hulme took pole position and won, with Bruce content to take second place. It was not quite so easy at the first GP, the Spanish, but the M7As were third and fourth on the grid and Hulme finished second.’

‘After a poor weekend in Monaco, Bruce McLaren took his team’s first GP victory in the Belgian GP at Spa in June after Jackie Stewart’s Matra MS10 retired on the last lap. Results were mixed over the next few races, but Hulme won in Italy and in Canada to equal Graham Hill’s score at the top of the World Championship standings. A crash at Watkins Glen and retirement in Mexico ended his challenge, but had been a wonderful season for McLaren’s F1 team’.

McLaren M7A from Pedro Rodriguez, BRM P133- 1st and 2nd, Spa 1968 (unattributed)

McLaren and M7A at Watkins Glen 1968. Note the mount and location of the rear wing in the context of the text below (A Upitis)

In terms of the ebbs and flows of the season, in ‘The Year of Wings’, Matra and Ferrari- on Firestone and Dunlop tyres respectively won races later in the season and Lotus set the aerodynamic standard with high-wings after their initial appearance on the Ferrari 312 and Brabham BT26 Repco at Spa. McLaren lost some of their edge- the cars wings were less effective than Lotuses, when they remained attached to their cars, mounted in the middle of the M7A on the cars sprung mass, rather than Lotus 49 style at the rear on the unsprung suspension uprights, and Goodyear too lost their edge. Remember when there was competition between the tyre manufacturers?!

Goodyear’s new G9 boots gave Denny the kicker he needed to win at Monza and then at St Jovite, Canada but Graham Hill and Lotus deserved the title in a year during which Hill held the team together and picked everybody up after Jim Clark’s tragic death at Hockenheim in April.

Looking at the M7 design from a commercial perspective, whilst McLaren by this stage were well funded by the standards of the day- the M7 design worked hard in contributing to the companies success by providing the basis of the M14 F1 car and the phenomenally successful M10A and M10B F5000 designs which were the ‘class standard’ from 1969-1971- constructed as they were under licence by Trojan Cars in Croydon.

Bruce, M7A Silverstone (V Blackman)

Lets get back to the photo which inspired this piece though, here is none other than DC Nye’s race report of the BRDC International Trophy, in full, from the June 1968 issue of MotorSport, the photographs are all my editorial selections…

‘For the 20th B.R.D.C. International Daily Express Trophy race at Silverstone, the Club amassed a small but fairly representative field of Formula One cars. Heading the entry were Hulme and McLaren in the two impeccably-prepared McLaren M7A-Cosworth V8s, which finished first and third in the Race of Champions, and Ferrari sent over two cars, one a new, slightly sleeker-chassised V12 with the engine lower-mounted than hitherto, and the other the car which Amon normally races. Drivers were the young Belgian, Ickx, and Amon, and though the New Zealander tried both cars he decided he preferred his own, and Ickx raced the new one.

Amon’s Ferrari 312’s, Ickx car in the foreground, Silverstone 1968. Amon Q5 and Ickx Q7 with Chris proving the pace of the Ferrari, despite the Cosworth onslaught with a fastest lap and 3rd place, Jacky 4th (unattributed)

Graham Hill had a solitary Lotus 49-Cosworth V8 which was entered by Gold Leaf Team Lotus, and B.R.M. were well represented with Rodriguez in the Bourne-built, Terry-designed P133 V12 and Spence in the similar, T.A.C.-built P126. Also in a P126 was Courage, having his first F1 race this season for Parnell, and Hobbs had Bernard White’s relatively unsorted Tasman 2-litre B.R.M. P261 chassis, specially lengthened by the works to accommodate the new V12 engine. Also B.R.M.-powered was the lone works Cooper T86B, with Gardner driving, as Scarfiotti was away practicing for the Targa Florio and Redman was reputedly testing F2 Dino Ferraris in Modena. Rob Walker had acquired a new Tasman Lotus 49 chassis to replace the one lost recently in a fire at his Dorking headquarters, Siffert driving as usual; Bonnier was in his 1967 McLaren M5A-B.R.M. V12, and the Swiss Moser had the ex-Hulme, ex-Ligier Brabham BT20-Repco V8. Lanfranchi completed the field in a 2.7-litre Climax 4-cylinder powered Brabham BT23.

Withdrawn entries included a second Parnell B.R.M. for Attwood and Sheppard’s Mallite McLaren fitted with a 3-litre version of the original Climax Godiva V8 for Taylor. Two works Brabhams were listed, but were not complete.

Last year’s G.P. practice record of 1 min. 25.3 sec. by Clark in the Lotus 49 looked a little sick compared with this year’s speeds, Hulme taking pole position with 1 min. 24.3 sec. to Spence’s 1 min. 24.9 sec., McLaren’s 1 min. 25.1 sec. and Rodriguez’s 1 min. 25.3 sec. Behind these four on the front row came Amon at 1 min. 25.5 sec., Hill 1 min. 25.6 sec., Ickx 1 min. 26.4 sec., and Siffert 1 min. 27.6 sec.

One minutes silence in memory of Jim Clark before the off. Hulme at far left on pole, then Spence BRM P126, McLaren M7A and the other BRM P133 of Pedro Rodriguez. Amon, Hill and Ickx on row 2 (Getty)

After a poignant silence in memory of the late Jim Clark, the field were given a maximum of three warming-up laps, and from the start McLaren took an immediate lead ahead of Spence, Hulme, Rodriguez, Ickx, Hill, Amon, Courage, Bonnier and Gardner. Lap 2 and the leading bunch were all scratching hard to draw out some sort of advantage; Courage was briefly ahead of Amon at Copse and Siffert and Gardner were both by Bonnier, who was being harried by Hobbs.

The leading McLarens, B.R.M.s, the lone Lotus and the two Ferraris soon towed each other away from the rest of the field, with Hulme slotting by Spence into second place on lap 4, then being repassed by the B.R.M. Lanfranchi had already stopped for a plug change on his 4-cylinder, and at the start of lap 6 Spence led McLaren into Copse, and was re-passed on the way out to Maggotts to remain the meat in an orange McLaren sandwich for a short distance before chopping by again and leading the bunch on lap 7 from Hulme, McLaren, Rodriguez and Hill, all nose-to-tail. Amon and Ickx had become slightly detached in the works Ferraris, but as they sped down Hangar Straight on that lap a stone was thrown up from Spence’s B.R.M., smashing Hulme’s goggles and giving him a nasty moment which dropped him back to seventh.

Hill and Amon in 3rd and 4th- Ferrari 312 and Lotus 49 Ford (LAT)

Almost immediately Rodriguez’s B.R.M. V12 began to misfire, an ignition lead dropping off, and he stopped before Maggotts, replaced the wire and drove on to the pits, where a more lasting repair was made. By lap 9, with Spence leading narrowly from McLaren, Hill was third in the lone Lotus, Amon was a close fourth and Hulme, whose eyes had stopped watering, was already on his tail and looking for a way by. Positions remained unchanged until lap 14, when the Lotus’ V8 engine died, and, seeing a lot of fluid resting in the vee, Hill thought the engine had suffered a serious breakage and had thrown water. In fact, a fuel pipe had split, and the fluid was petrol, but he was out anyway, and walked back to the pits. Hulme had nipped by Amon on this lap, and was going out after Spence, who had been re-passed by McLaren. lckx was falling back in fifth place with the very new and understeering Ferrari, with Siffert some distance behind, followed by Courage, Gardner, Hobbs, Moser, Lanfranchi and then an unhappy Rodriguez in the misfiring B.R.M., last.

Next lap Hulme was up into second place, and on lap 20 he passed McLaren after getting round in 1 min. 25.3 sec. to take the lead narrowly from his “number one”, Spence and Amon, and these four were still driving in very close company. But Lanfranchi had retired with bad oil surge, and Siffert’s sixth place evaporated on lap 26 when the clutch broke in the Tasman-chassised Lotus, and two laps previously Gardner had gone out in a trail of smoke and steam when the B.R.M. engine broke a liner.

Lap 28, and Spence slotted his slim B.R.M. past McLaren into second place, and as they lapped the tail-enders the leading group began to space out. But Amon closed on McLaren noticeably on lap 36 and was looking for a way by, but then lost time lapping Moser at Copse and dropped back, letting McLaren get away and latch on to Spence’s tail in second place. These two then drove very hard, entering corners side-by-side occasionally until lap 41 when the B.R.M.’s engine stopped suddenly at Club with a timing chain breakage, letting McLaren up into second place, but delaying him sufficiently to let Amon catch up in the Ferrari. Rodriguez had finally retired his sick B.R.M., Ickx was running a lonely fourth, with Courage fifth and about to be lapped, while the only other cars still running were Hobbs’ B.R.M. and Moser’s Brabham-Repco.

Hulme on his way to the first of four M7A wins in 1968, Silverstone, April 1968 (LAT)

Amon was trying hard to wrest second place from McLaren, setting a new outright circuit record on lap 44 of 1 min. 25.1 sec., 123.82 m.p.h., but Bruce was trying equally hard to stay ahead, doing 1 min. 25.2 sec. on the same lap, and, although the two of them were very close together on lap 45, Amon’s luck was running out and his goggles strap broke. Shielding his eyes from the airstream with one hand he drove for two laps before managing to haul his stand-by pair into position on his face, and this dropped him well back from McLaren, and although closing the gap slightly before the finish he came home in third place. Hulme was battered but triumphant, Bruce McLaren had a lot to smile about with his cars’ first one-two victory, and B.R.M. were well pleased with their turn of speed and not too worried about the frailty their cars had shown since they are still at an early stage in their development. The Ferraris had been rather outpaced from the start, but on a clear track and with McLaren as his target Amon had proved that he is one of the quickest drivers around.’—D. C. N.

Denny on his way to a win at St Jovite, Canadian GP 1968 (unattributed)

Etcetera: M7A Chassis by Chassis courtesy Allen Brown at oldracingcars.com…

‘The first two cars were finished in March 1968, and both debuted at the 1968 Race of Champions, where Bruce McLaren dominated the race, winning from pole position, with his new teammate Denny Hulme finishing third. At the next race, the Silverstone International Trophy, Hulme took pole position and won, with Bruce content to take second place. It was not quite so easy at the first GP, the Spanish, but the M7As were third and fourth on the grid and Hulme finished second. After a poor weekend in Monaco, Bruce McLaren took his team’s first GP victory in the Belgian GP at Spa in June after Jackie Stewart’s Matra MS10 retired on the last lap. Results were mixed over the next few races, but Hulme won in Italy and in Canada to equal Graham Hill’s score at the top of the World Championship standings. A crash at Watkins Glen and retirement in Mexico ended his challenge, but had been a wonderful season for McLaren’s F1 team

Bruce 8th, with Tyler Alexander and Alastair Caldwell and M7A at Rouen, Chris Amon 10th Ferrari 312 just heading out (unattributed)

Denny and Bruce at Jarama prior to the 1968 Spanish GP, M7A’s fitted with pannier side tanks. Denny 2nd and Bruce retired in the race won by Hill’s Lotus 49 Ford (unattributed)

Bruce on the way to that historic win aboard his M7A at Spa in 1968 (unattributed)

Hulme’s M7As was retained for 1969 for the Kiwi to drive, and the latest car, M7A/3, was modified to M7B specification with pannier tanks.  When that did not work, both the M7B and the prototype M7A were sold to privateers; both were crashed later in 1969 and both cars scrapped. Bruce drove a new McLaren M7C for the rest of 1969, and a huge amount of effort was wasted on the four-wheel-drive McLaren M9A. It didn’t help that Goodyear, McLaren’s tyre supplier, were well behind Firestone and Dunlop until the end of the season, when the latest rubber helped Hulme win the Mexican GP in his well-used sole surviving M7A. That last M7A was bought by Tony Dean for Formula 5000, and was then sold to a French Museum where it remains, the museum owners having turned down all McLaren International’s offers for the car.’

McLaren, Brands, M7A British GP 1968 (M Hayward)

More on the M7A’s…

Check out Allen Brown’s article which I have referenced and filched from extensively in this article

http://www.oldracingcars.com/mclaren/m7a/

Credits…

Getty Images, Victor Blackman, Ronald Dumont, Alvis Upitis, MotorSport June 1968 article by Doug Nye, Dick Ellis, LAT, Mike Hayward, Allen Brown-oldracingcars.com

Tailpiece…

Finito…

Chris Amon on the ‘Warwick Farm 100’ grid, 9 February 1969. DNF lap 1 after a tangle with Piers Courage. Rindt won by 45 seconds from Bell’s 246T. Checkout the wing mount detail (B McInerney)

Amongst the most jewel like Ferraris of the late sixties are the F2 Dino 166 and Tasman Formula 246T’s…

Just yummy they are. The 246T had enough of everything to do the job, but not too much of it, including its wings.

Amon didn’t race so equipped in 1968, his first Tasman Dino year, but wings exploded in F1 that season so he did return with these small aerodynamic aids in 1969, together with four 300 bhp V6’s to power the cars raced by he and Derek Bell that summer.

They were works entries with logistics on the ground taken care of by David McKay’s Scuderia Veloce, Sydney based outfit. David and Chris went way back to 1962/3 when McKay’s support of him in a Cooper T53, and Chris’ speed in it that summer brought him to the attention of Reg Parnell- and off to Europe he went.

Amon’s 246T wing in the Pukekohe paddock, Jan 2-4 1969. He won the NZ GP that weekend in ‘0008’- his ’69 Tasman mount, Bell raced ‘0010’ to 4th (M Feisst)

But its the 246T wings which interest me…

Chapman’s Lotuses returned to Australasia with World Champ Hill and World Champ Aspirant Rindt at the wheel in 1969. Colin’s Lotus 49 DFW ‘aero-phalluses’ were notable for their size and the regularity with which they parted company with the chassis to which they were, usually temporarily, attached.

It was these component failures on both Lotuses at Montjuic Parc, Barcelona several months after the Tasman that caused the FIA to act, constraining the size of wings from the ’69 Monaco GP. Click here for an article in relation to those events.

https://primotipo.com/2015/07/12/wings-clipped-lotus-49-monaco-grand-prix-1969/

Graham Hill’s Lotus 49B Ford DFW with its big, hi-mounted wing in the Pukekohe paddock, 1969. Its high in the airstream to catch ‘clean air’, not a problem- the mounts themselves were under-engineered bigtime though. Hill, Oliver and Rindt all had failures, in the case of Oliver and Rindt huge accidents which could easily have been fatal (M Feisst)

I am a complete Lotus nutbag but joisus Chappers should have been shot for the death and destruction caused to his drivers/customers by component failure over the years? The Latin term ‘caveat emptor’ could have been designed with Lotus purchase in mind. On the other hand, butch though the engineering sometimes was, the 1961/2 156 springs to mind- shite didn’t and doesn’t tend to fall off Ferraris.

Look at (in the Pukekohe paddock photo above) the spidery, small, multi tube structure which supports the little wing. The mounts are triangulated and supported forward to the roll bar. The adjustment mechanism to alter the angle of incidence is simple and neat. The chord of the wing is shallow with endplates, not so common at the time, to ‘capture’ airflow.

Note the throttle linkage, water and oil fillers and breathers, also the Willans harness attached to the roll bar.

Amon at Teretonga, I think, in 1969. Courage won in Frank Williams Brabham BT24 Ford DFW- a portent of the success they would have in GP racing that season with an FW run Brabham BT26 Ford DFV. Again, check out the Dino wing and its mounts. Chris was 3rd behind Hill (unattributed)

Chris took a great win in the ’69 Tasman, he won the first two rounds at Pukekohe and Levin after Rindt spun away the lead, before Jochen won on the Wigram airfield circuit. Piers Courage won at Teretonga in his bi-winged Brabham BT24 Ford DFW before the circus crossed the Tasman Sea to Australia.

Chris won well at Lakeside, the Australian Grand Prix was run in very hot conditions- with both Lotuses suffering wing failure that weekend. Jochen drove away from the field at Warwick Farm in streaming rain after Amon and Courage tangled early on. Chris won again at Sandown by 7 seconds from Rindt and took the series with 44 points from Rindt and Courage on 30 and 22 points respectively.

Graham Hill suffers what would not be the last Lotus 49 wing failure during the 1969 Australian Grand Prix at Lakeside. He pitted, a mechanic hack-sawed the wing mounts and removed the offending items allowing GH to rejoin and finish 4th behind Amon and Bell both aboard Dino 246T’s and Leo Geoghegan’s Lotus 39 Repco (G Ruckert)

Amon’s 1968 Tasman Dino Season…

https://primotipo.com/2017/07/21/amons-tasman-dino/

The Ferrari 166 Dino…

https://primotipo.com/2014/07/09/temporada-f2-series-argentina-san-juan-1968/

Amon after his Lakeside AGP win (J Stanley)

Bibliography…

oldracingcars.com

Photo Credits…

Mike Feisst/The Roaring Season, Brian McInerney, John Stanley, Graham Ruckert

Tailpiece: Amon on his way to AGP victory at Lakeside on 2 February 1969, Ferrari 246T ‘0008’…

(J Stanley)

 

(Ron Laymon)

Denny Hulme caresses his Repco Brabham ‘RB740’ V8 in the Mosport pits during the Canadian GP weekend, August 1967…

As well he should too, it was this engine which powered his Brabham BT24 to victory in that years drivers championship. Mind, you that statement is not entirely correct as Denny used the ’66 engine, ‘RB620’ early in the season as Jack raced the 740, that engine was only used by the Kiwi after Jack deemed it available and raceworthy to him.

In the meantime Denny scored 4th in South Africa and won at Monaco using RB620 V8’s- those results won Denny the title really, Jack was 6th and failed to finish in the same two races. Denny’s 51 points took the title from Jack’s 46 points and Jim Clark with 41.

Clark from Hill during the 1967 British Grand Prix at Silverstone, Lotus 49 one-two for a while at least, GH retired with engine failure on lap 64 to end a dismal weekend, he crashed after suspension failure on Saturday. Clark won from Hulme’s BT24 and Chris Amon’s Ferrari 312 (Sutton)

Clark’s 4 wins shaded Jack and Denny with two apiece in the epochal Lotus 49 Ford Cosworth. Any design which is competitive over four seasons, inclusive of drivers and manufacturers title wins (Hill in 1968 and Rindt in 1970) is ‘up there’ in the pantheon of great GP cars. The 49’s first win was Clark’s victory at Zandvoort in ’67 upon the cars debut, its last the result of Jochen Rindt’s stunning tiger drive at Monaco in 1970- at his friend Jack Brabham’s expense, the great Aussie pressured into a famous last lap error by the storming Austrian.

Without doubt the Lotus 49 was the car of 1967, its always said it would have won the title with more reliability that it did not have as a brand new car.

But that simple analysis fails to give credit to the Aussies.

The Brabham BT24 was a ‘brand-spankers’ design as well. Tauranac says that it was only his second ‘clean sheet’ GP design, his first was the BT3 Climax which raced from mid-1962. The GeePee Brabhams which followed were evolutions of that design.

Love these close-up shots. Its Denny’s BT24 and RB740 engine the cam cover of which has been removed to give us a better look. The cars spaceframe chassis is clear- small car for the era. Based on Tauranac’s BT23 F2 design the engine was tightly proportioned and economical of fuel so the package around could also be tight. From the bottom you can see the distinctive ribs of the 700 block below the top suspension radius rod. To its right is an ally tank held in place by a rubber bungy cord, a fuel collector which picks up from the two, one each side, fuel tanks. SOHC, 2 valve V8, circa 330 bhp in period. Cams chain driven. Note the rail carrying coolant behind and above the camshaft. Fuel injection is the ubiquitous, excellent Lucas product, to the left is the top of the Bosch twin-point distributor. In the centre of the Vee is a hornets nest of carefully fabricated exhausts- wonderful examples of tube bending art. Ferrari fitted 12 within the Vee of its engine in a trend common at the time. The idea was to get the pipes outta the breeze and away from suspension members. What a wonderful bit of kit it is (Laymon)

The ‘RB740’ SOHC, 2 valve, ‘between the Vee’ exhaust engine was also a new design. Both the Repco designed, Commonwealth Aircraft Corporation cast ‘700 Series’ block and the ’40 Series’ heads (the heads were cast by Kevin Drage at Clisby Industries in Adelaide) were new. They were completely different to RB620, albeit the 700 block could and was bolted to 20 Series heads and ancillaries when 620’s were rebuilt and its modified Oldsmobile F85 block cast aside as no longer fit for purpose.

Jack and Repco ‘blooded’ or tested the head design in the early 1967 Tasman races but the block was not ready then- the 2.5 litre 1967 Tasman engines were ‘640 Series’, a combination of the ’67 heads and the 1966 modified by Repco, Olds F85 blocks. The first 700 blocks were used in F1, not the Tasman Series. In fact the early ’67 F1 engines used by Jack were 640’s as well. Denny used 620’s early on in ’67, as mentioned above just to add to the confusion!

My point is that the all new Brabham BT24 Repco won 4 races and took the ’67 drivers and manufacturers titles beating the all new Lotus 49 Ford which also won 4 GP’s- Graham Hill was winless in the other 49 that year. (I’ve ignored the 49’s guest drivers in this analysis)

BT24 sans Hewland DG300 during the German GP weekend. Elegant simplicity of the design laid bare. Spaceframe chassis, rear suspension comprising single top link, inverted lower wishbone, coil spring/damper, twin radius rods and an adjustable roll bar. Eagle eyed Aussies may note the ‘Lukey Muffler’ tipped exhausts (unattributed)

It could also be said that the 49 chassis design was not really all new- the 1966 Lotus 43 is identical in layout inclusive of suspension and using the BRM H16 engine as a stressed member, as the Ford DFV was.

So whaddam I saying?

That the spaceframe Brabham BT24 Repco combination was ‘newer’ than the monocoque Lotus 49 Ford which was really the 43 chassis design, suitably lightened and modified to carry the DFV, a much lighter and fuel efficient moteur than the sensational but corpulent, complex BRM engine. Let the correspondence begin! Here is a link to my Lotus 43 BRM article, form a view yourselves.

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

Tell me in a conceptual sense how the 49 chassis and suspension differs from the 43? There was plenty of Ford funded PR hoopla around the Lotus 49, we have all seen the footage. It was hardly going to be the case that Chapman said of the Lotus 49 chassis ‘we needed a known platform to bolt the new engine to, so we used the BRM engined 43 chassis design with minor mods to suit the much lighter, smaller DFV’. Much better to tout the whole lot as ‘all new’- no drama in that, its all fair in a corporate bullshit sense, its just not quite true and largely a myth perpetuated by many over time. Time after time!

Lotus were not the first to use the engine as a stressed part of the car either, although that is widely attributed to Chapman. Jano did it with the D50 Lancia, Ferrari with the 1512 and BRM the P83 H16.

In any event, lets give the Brabham BT24 Repco ‘740’ V8 the respect it deserves but seldom gets.

Clark in the Mosport paddock 1967, his eyes well focused on the fashionably attired young Canadian missy, despite having just bagged pole. Lotus 49 Ford (unattributed)

Canadian GP Mosport- 27 August 1967…

This first Canadian F1 GP was in many ways an exemplar of the words above. Clark and Hill qualified 1-2 with Denny sharing the front row on Q3.

Clark led from the start to be passed by Hulme, Denny’s flat, fat Repco torque curve was more suited to the slippery wet conditions than the DFV which was notoriously abrupt in its power delivery early in its development. Bruce McLaren’s BRM V12 engined M5A was up to 3rd at one point. As the track dried Clark worked his way into the lead- which he kept after rain started again until lap 68 when the engine cut out. Jack won from Denny with Hill in the other 49 4th and Canadian driver Eppie Wietzes a DNF during a Lotus 49 guest drive with the same ignition dramas as Clark.

Maybe the truth is that the difference between the Lotus 49 and Brabham BT24 in 1967 was that Clark sat aboard a Lotus not a Brabham? For sure Jimmy would have been lightning fast in the light, chuckable BT24. Faster than Jack and Denny for sure.

Graham Hill quizzing Jack about the pace of his BT20 ‘640’ at the Silverstone BRDC International trophy in April 1967, Mike Parkes Ferrari 312 took the win from Jack. Red car is Bruce McLaren’s McLaren M4B BRM (Schlegelmilch)

A further point is around car preparation. The 1962/68 World Champion, Hill G, still at the peak of his powers was effectively neutered from the time the 49 appeared by the unreliability of the chassis he drove- of his 9 Lotus 49 starts he retired 7 times. Three of those were engine failures, the others due to driveshaft, suspension, gearbox and clutch problems. Clark retired 3 times in the same 9 races with ignition, suspension and ZF tranny dramas.

Brabham Racing Organisation prepared beautifully consistent cars in 1967 powered by very reliable Repco engines. Factory Brabhams took the championship F1 startline 22 times in 1967 for 4 DNF’s, all due to 740 Series engine failures- Jack’s broken rod at Monaco, both drivers at Spa and Denny’s overheating at Monza.

Clark was far and away the quicker of the two Lotus men- Jim started from pole in 6 of those 9 races, Hill from pole in 3 of them. As I have said before ‘if yer aunty had balls she’d be yer uncle’- but IF Hill had won a race or two that Clark did not, the manufacturers title would have been Lotuses not Brabhams. Because the lads from Hethel did not prepare two equally reliable cars the title was Brabham’s not Lotus’, surely a fair outcome?!

Denny Hulme in his ‘brand spankers’ Brabham BT24 Repco ahead of Chris Amon’s Ferrari 312 during the 1967 French Grand Prix, Bugatti Circuit, Le Mans. Jack won from Denny, Chris retired on lap 47 with a throttle linkage problem. The Ferrari 312 was a big car, the sheer ‘economy’ of the little, light, BT23 F2 derived BT24 shown to good effect in this shot. Note the air-scoop used to cool the fuel metering unit in the Tasman and some of the ‘hot’ races in the GP season (unattributed)

Denny’s 1967…

Didn’t he have a ripper season! In addition to the F1 drivers title he could easily have won the Can Am Series in Bruce McLarens M6A Chev, the first of the wonderful ‘papaya’ cars too. He went back to Mosport a month after the Canadian GP and won the Can Am race in addition to wins at Road America and Bridgehampton. Bruce just won the title with a smidge more reliability than his Kiwi buddy, 30 points to 27.

Denny didn’t have great reliability in the Tasman Series at 1967’s outset but then again the Brabham main game was engine development in advance of the GP season’s commencement. The cars were match fit for the World Championship partially due to development work done in Australasia by Jack, Denny and Repco in January and February whilst Tauranac beavered away on his new BT24 chassis design back in the UK- which is about where we came in!

Michael Gasking in grey coat and Roy Billington in shirtsleeves fitting a 2.5 litre RB640 V8 at Repco Maidstone during the 1967 Tasman. Cars raced in the ’67 Tasman were BT22 ‘F1-1-64’ for Denny and BT23A ‘1’ for Jack. The latter car is very much the F1 ‘BT24 prototype’ being a modified F2 BT23 frame to which the RB640 engine was adapted. Not sure which car is being fettled in this photo. It looks as tho they are about to fire her up- you can just see the end of a white ‘Varley’ battery by Roy’s foot and a red slave battery alongside. The motors Bosch distributor cap is missing but not a big deal to fit. The sound of those engines is oh-so-sweet! Not sure who the other two dudes in shot are, intrigued to know (Gasking)

Who Says Ron Tauranac designed the Brabham BT24?…

The BRO lads based themselves at Repco’s Maidstone headquarters in Melbourne’s western suburbs during the Tasman Series to fit engines before the Kiwi rounds and before/between the Sandown and Longford rounds in Melbourne and Tasmania each year. These two events were traditionally the season enders.

During these trips Jack, Denny, Roy Billington and others out from the UK operated from Maidstone both preparing the cars and spending time with the guys who built their engines. The Repco fellas all have incredibly strong, happy memories of these times.

The sketch below was made by Jack and Denny in the Maidstone lunch-room during a break in the days proceedings on the ‘1967 tour’.

Michael Gasking recalls that in between tea and bikkies the ‘guys were explaining to us what the ’67 F1 car would look like and its key dimensions’- so there you have it, Jack and Denny’s conceptual thoughts on the ’67 F1 car! The funny thing is, at that time, early March 1967 Ron Tauranac may not have been too far advanced with the ’67 chassis, the first didn’t appear until Jack raced BT24/1 at Spa on 18 June.

In the interim Ron was busy at Motor Racing Developments pushing F2 Brabham BT23’s out the door- far more profitable work than knocking together a few F1 cars for Brabham racing Organisation!

In any event, what a wonderful historical document! JB’s rendering of the RB740 engine is sub-optimal mind you, but its clear the guys have taken the time to carefully draw the car in pencil, and then add the dimensions in ink, or ‘biro’ I should say!

(Gasking)

Its hard to compare all of the BT24’s publicly reported dimensions with Jack’s sketches level of detail but the total height of the car at 34 inches tallies, whereas Ron’s final wheelbase was 94 inches rather than Jack’s 91.5 inches.

Re-engineering Jacks total width from tyre to tyre outside extremities at the rear of 69 inches- to a rear track dimension, using his 12 inch wide tyres, gives a rear track calculation of 57 inches for Jack whereas Ron’s was 55 inches.

The little air-ducts either side of the nose and in front of the driver didn’t make it, the steering wheel diameter agrees at 13 inches mind you these were trending down to what became the 10 inch norm. The outboard suspension layout all around is spot on of course, as is the use of a V8 engine…

At the end of the lunch, Michael scooped up the drawing which is now, 50 years later shared with us, many thanks Michael! Wonderful this internet thingy, isn’t it?

(Max Millar)

Related Articles…

On the Repco RB740 engine

https://primotipo.com/2016/08/05/rb740-repcos-1967-f1-championship-winning-v8/

The 1967 Repco Brabham season

https://primotipo.com/2015/09/03/life-magazine-the-big-wheels-of-car-racing-brabham-and-hulme-30-october-1967/

Hulmes 1967

https://primotipo.com/2014/11/24/1967-hulme-stewart-and-clark-levin-new-zealand-tasman-and-beyond/

Tailpiece: 1967 wasn’t all plain sailing, Brabham, Monaco…

(Getty)

Jack looking intently at the sight of his RB740’s Laystall, steel crankshaft. He can see it thru the side of the engines block, an errant connecting rod has punched a hole in its aluminium casing! Dennis Jenkinson’s MotorSport Monaco ’67 race report records that JB started the weekend with an RB640 engine fitted, and popped a new 740 in- which had circa 20bhp more, which he ran-in on Saturday and then qualified with, on pole.

Bandini got the jump at the start with the rod failing on the journey to Mirabeau, whereupon Jack spun on his own oil, travelling backwards all the way to the Station Hairpin, in the middle of the jostling pack. But the robust engine continued to run on 7 cylinders for the journey back to the pits, where this photo was taken, the great Aussie inadvertently trailing oil all the way around the course, the lubricant having an easy path out of the moteur via a not insignificant hole!

The rod problem was quickly fixed by Repco who fitted Carrillo’s- drama solved. The chassis is BT19, Jack’s ’66 Championship winning frame. Brabham first raced a BT24 at Spa on 18 June, Denny did not get his until Le Mans on 2 July. So you might accurately say the ’67 drivers and manufacturers titles were won with a mix of 1966 and 1967 chassis’ and engines!

Bibliography…

 ‘Brabham, Ralt, Honda: The Ron Tauranac Story’ Mike Lawrence, GP Encyclopaedia, Michael Gasking, ‘History of The GP Car’ Doug Nye, Garry Simkin

Photo Credits…

 Ron Laymon, Michael Gasking Collection, Sutton, Getty Images, Max Millar

Postscript: Jochen Rindt driving the ring off the BT24 at Kyalami, South Africa on 1 January 1968- he was third behind a Clark, Hill Lotus 49 1-2. Clark’s last F1 win sadly…

 

 

 

 

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The spare Lotus 48 Ford FVA, chassis 48-2 during the Eifelrennen Euro F2 round in the Nurburgring pitlane on 24 April…

Oliver’s Lotus Components entered Lotus 41B was the most successful of the Lotus works entries, he finished 11th. The Team Lotus duo of Graham Hill were 15th with Clark retiring with fuel metering unit failure. The latter two drove Lotus 48 Ford FVA’s, Oliver’s car was an update of Lotus’ 1966 contender. Jochen Rindt won the race in a Brabham BT23 FVA.

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Oliver on his way to 4th place and first F2 home during the Oulton Park Spring Trophy. His Lotus 41B was behind the Brabham Repco’s of Jack and Denny Hulme, and the Honda RA273 of John Surtees. 15 April 1967 (Brian Watson)

Oliver raced for the Charles Lucas factory Lotus F3 team in the second half of 1966, driving a Brabham BT18 Ford and Lotus 41 Ford finishing third in the Les Leston British F3 Championship, Harry Stiller won it from Chris Lambert.

For 1967 Oliver contested the British F2 Championship, finishing 5th, as well as many Euro F2 rounds, for 1968 he was a member of the ‘works’ F2 team racing Lotus 48’s together with Jim Clark and Graham Hill.

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Lotus Team compound during the 25 June 1967 Reims GP weekend. The white car is Ollies Lotus 41B 7th. Jim Clark is talking to Jackie beside his car #8 Lotus 48 DNF, the car under the cover is the spare carrying #8. Hill is talking to the mechanics next to his chassis, 2nd. The race was won by ‘F2 King’, Rindt in a Brabham BT23 FVA (unattributed)

Then, in the worst of circumstances he ascended to the F1 team upon Jim Clark’s death at Hockenheim on 7 April during the second round of the 1968 Euro F2 Championship.

Oliver was 5th in the championship won that year by Henri Pescarolo’s Matra MS5 Ford, Rindt the dominant driver, as ever, in the category but ineligible for the title as a graded driver.

Olivers first Gold Leaf Team Lotus F1 race was the Monaco Grand Prix in which he qualified his Lotus 49B Ford 13th but was out on the first lap after colliding with Bruce McLaren.

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Oliver Q10 in the Dutch dunes where the Lotus 49B made its victorious debut in Clark’s hands the year before. He was non-classified having done insufficient laps. Jackie Stewart won in a Matra MS10 Ford (unattributed)

In a character building year, he had a monster accident at during French GP practice when the cars rear wing support failed-pinging the fence of a chateau on an amazing 125mph trip thru the Rouen countryside. He was able to walk away but the car was hors ‘d combat, so that was his meeting.

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Oliver reflecting on life after a wild, wild, wingless ride thru rural France. Whilst his mechanic reflects on the long night ahead (sic) Jackie is sussing out his DG300 box and rear suspension which is 50 metres back up the road from whence he came (unattributed)

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The chateau gates Oliver hit are to the right past the Lotus 49’s rear end (unattributed)

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Chapman, Hill and Oliver during the tough 1968 season (unattributed)

His best result from a year in which Graham Hills tour de force of leadership gave him and the team world titles was Q2 in his home race at Brands Hatch, the race won by Jo Sifferts Rob Walker Lotus 49B, and 3rd in the season ending Mexican GP, Hill was the winner of that race.

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Oliver DNF gearbox after qualifying 2nd, ahead of Jo Siffert 1st both in Lotus 49B’s, Chris Amon 2nd, Ferrari 312, the last car in the group Surtees Honda RA301 5th (Getty)

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Oliver leads Pedro Rodriguez BRM P133, 3rd and 4th in the 1968 Mexican GP, 3 November. Hill won from Bruce McLaren (unattributed)

For 1969 Jackie was off to BRM, Jochen Rindt took his Lotus seat for 1969 in an ‘all star’ team with Hill. It was a tough year in  1969 as BRM had  ‘lost their way’ in a design sense, the P133/138/139 uncompetitive, better was to come  in 1970 with the Tony Southgate designed P153.

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Oliver, BRM P133 Monaco GP 1969 , Q13 and DNF with an accident of lap 1. Hill won in a Lotus 49B Ford (Schlegelmilch)

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Jack Oliver giving his brand new BRM P153 V12 plenty during the season opening South African GP weeeknd at Kyalami in March 1970. Car looks gorgeous without its Yardley branding! Brabham won in a Brabham BT33 Ford, Oliver DNF with gearbox dramas (unattributed)

Chapman waxed and waned between monocoques and space frame chassis for his ‘small bore’, production single-seaters throughout the 1960’s…

Whilst the marketing advantage of a you-beaut monocoque ‘just like Jim Clark’s Lotus 25’ was clear, equally the relative cost of repair of a spaceframe, especially in the field, a long way from the Norfolk was something which wasn’t lost on a lot of customers. Local garagiste ‘Louis the Torch’ may have been able to fix bent RF corner tubes, but he was less likely to be able to assist with curved sheet metal/aluminium complexities…

Statistically the most successful FJ/F3/F2/FB cars of the 1960’s were Ron Tauranac’s spaceframe Brabhams which were built to a consistent design philosophy throughout.

The cars were simple, strong, fast and forgiving straight outta the box. The latter because Jacks ‘finely tuned arse’ in testing contributed the ex-factory suspension settings which could be relied upon as a competitive, starting position by customers. Plenty of championships were won by not straying too far from them.

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Jim Clark, Pau GP, 25 April 1965, victorious in his Lotus 35 Cosworth Ford SCA from Richard Attwood’s Lola T60 and Jochen Rindt’s Brabham BT16, both also SCA powered (unattributed)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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Pau GP, ’65 JC ponders setup changes on his monocoque Lotus 25 inspired 35 (unattributed)

 

 

 

 

Lotus Components 1965 F2/3 car was the monocoque 35, a modified version of the 1964 32, with Clark winning plenty of races in the car including the  Trophee de France, the Scot won 3 of the 4 rounds.

Aussie John Joyce (later the designer of magnificent Bowin racing cars when he returned to Australia) with assistance from Dave Baldwin were briefed to build a spaceframe F3/F2 frame for 1966 designated the 41. The Lotus brains trust were having second thoughts about monocoque chassis suitability in the junior classes. Issues were cost, weight and utility and expense of repair. The 41 was raced from 1966 to 1968 and whilst a good car didn’t have the factory support needed to further develop it, the exception the Lotus Components 41 raced by Oliver. The chassis was also raced in the US FB class.

The works Lotus F2 car for 1967, the first year of the 1.6 litre F2, the Lotus 48 was a monocoque, the car Oliver raced was the customer 41B, a spaceframe.

Both cars were comprehensively blown off by Tauranac’s Brabham BT23 which had some mighty fine pilots; aces like Rindt, but also coming drivers who extracted all the performance the car had to offer. The Matra F2’s, the MS5 and MS7 were also fairly tidy, fast (monocoque) devices…

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Leo Geoghegan, Australian Gold Star Champion in a Lotus 59 Waggott 2 litre in 1970. Here at Oran Park, Sydney that year (oldracephotos.com)

Chapman’s 1969 F3/F2 car, the Dave Baldwin designed 59 was a spaceframe. Its successor, the final Lotus production racing cars produced in volumes, the 1970 69 was a spaceframe for FF/F3 (spaceframe chassis are mandated in FF) and a monocoque for F2. Go figure!? Mind you, the 59 and 69 were very effective, successful tools whatever the variant.

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Jochen Rindt doing his thing in his Lotus 69 FVA during the Crystal Palace Euro F2 round, the ‘London Trophy’ on 25 May 1970. Jochen’s car DNF battery lead, Jackie Stewart’s John Coombs Brabham BT30 FVA won the race. The 69, a monocoque, was a mighty fine car in the hands of the works and customers, competitive into 1971 (unattributed)

These Lotus chassis changes are only of arcane interest over the decade I guess. Perhaps the reasons for the choices were simply the opinions and preferences of the individual designer who worked on each cars design or layout, not that I am suggesting Chapman ever lacked clarity about direction or objectives in terms of giving design direction!

In terms of the general specifications of F2 cars of the early 1.6 litre Formula, those and that of the engine de jour, the Ford Cosworth FVA 1.6 litre unit are well covered in my article on the Lotus 48, click here to read it, there is no point repeating it all;

https://primotipo.com/?s=lotus+48

ollie

Lynn Oliver, Monaco 1968. Husband Jackie and Bruce McLaren collided on the first lap, both DNF. Car is Lotus 49B Ford, Graham Hill’s sister car won (Schlegelmilch)

Credits…

Rainer Schlegelmilch, Brian Watson, oldracephotos.com, Getty Images

Tailpiece: Ollie’s Lotus 48 aerobatics at Klostertal during the ’67 German GP weekend, he was the F2 category winner…

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In a great performance Jackie was 5th in a Lotus 48, the race won by Denny Hulme’s Brabham BT24 Repco (Schlegelmilch)

 

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(Wolfe)

Looking at Jack in this shot i wondered who the most recent of the F1 driver/engineers was?

Brabham is helping the boys prepare his BT23E Repco before the Sandown Tasman round, the Australian Grand Prix, in early 1968. Jack, ever the practical, hands-on engineer.

Larrikins, Larry Perkins perhaps? He raced and prepared an Ensign, nee Boro in 1976. Was he, perhaps, the last or most recent of the genre? The guys I am referring to are the blokes who could both drive the things and could and would put ‘em together themselves.

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Nice overhead shot of Perkins Ensign ‘Boro’ N175 Ford at Monaco in 1976. He didn’t make the cut in the principality but raced the car in the Belgian, Spanish and Swedish Grands Prix for 8th, 13th and DNF in an operation which was very much smell of an oily rag and DIY…And did well enough to pick up a Brabham drive later in the season, one, sadly, he was not to keep. These cars of Mo Nunns were beautifully designed, quick jiggers. Chris Amon made ‘em fly too, tho their mechanical breakages sapped his confidence and bruised his body, ending his GP career (Schlegelmilch)

Qualifiers?…

Mercedes mechanic come driver ace Hermann Lang is the first who pops into my head but he can’t have been the only one pre-war? I wonder if the Renault brothers were ‘hands on’ maybe they qualify as the first way back in the Edwardian era? Vincenzo Lancia maybe?

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Hermann Lang at Donington Park 1937. Apprenticed as a motor-cycle mechanic at 14, Lang was an ace on bikes by the time he joined Benz as a mechanic in 1934, by ’39 he was European (read World) Champion. He fettled Fagioli’s W25 initially. Aided and abetted by team manager Alfred Neubauer, and against the wishes of some of the drivers, he test drove the cars in 1935 and 1936 before being made a works driver for 1937 with the 5.6-litre W125. By 1939 he was the grids yardstick, winning 5 of the 8 major GP’s in the 3 litre W154. Having the momentum as the ace of the day was lost by the War years, after a few unsuccessful attempts in post-war GP’s, he won the ‘52 Le Mans in a 300SL Benz (Fox)

Fangio certainly built some of the ‘rockets’ he raced in Argentina early on in his career, whether he wielded a torch once he got to Europe is perhaps another thing.

The dudes i think of most readily are the fifties/sixties fellows; Jack and Bruce of course, Chapman qualifies altho he didn’t race in a GP, he did practice for the French GP in 1956 for Vanwall though.  He qualified 5th but boofed the car so did not race.

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Here’s a few practical chaps, and all pretty handy steerers including Brabham designer Ron Tauranac (far right leaning) who was quick in his Ralts in Oz before he was enticed to the UK by Jack. From left Howden Ganley a picture of 70’s sartorial elegance in the flares, and a mechanic at McLarens in the early days as he progressed thru the junior formulae ranks in the UK. Tim Schenken, (these two later partners in Tiga Cars) Graham Hill waxing lyrical and RT at right. Car is the one of a kind ‘Lobster Claw’ Brabham BT34 Ford, driven by Hill, its British GP practice @ Silverstone in 1971. Tim drove last years BT33 and was consistently quicker than GH in his first full F1 season (Blackman)

Graham Hill, Phil Hill, Richie Ginther, Dan Gurney, Jim Hall, Bob Anderson, Frank Gardner, Denny Hulme, Howden Ganley and Graham McRae all qualify. The Kiwi F5000 ace did a Gee Pee or two in ‘73ish and his cars were great bits of kit.

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In 1970-3 Graham McRae was one of the worlds best F5000 pilots at a time the category globally was mega-competitive, winning races and championships in Australasia, Europe and the US. His Len Terry designed Leda LT27/ McRae GM1 Chev’s were the ‘ducks guts’ as well, until the Lola T300 rained on his, and everybody else’s parades. Formula Lola from then on. Here he is in one of Frank Williams Iso IR Fords during ’73 British GP practice at Silverstone. He didn’t complete the first lap with throttle slide dramas at the start of the lap which ended with Jody Scheckter’s big Woodcote, McLaren M23 shunt which took out half the field (unattributed)

Thinking slightly more broadly Chevron’s Derek Bennett wasn’t an F1 driver but otherwise is absolutely of the driver/engineer fix it yerself mould. Make that design, build and drive it. And in Australia Garrie Cooper (Elfin) and Frank Matich spring to mind, Frank was ‘elite level’ as a driver and his sports and F5000’s cars were all winners. Both were not F1 drivers to be clear. ANF1 drivers, but not F1 drivers…

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Larry at the press launch of the BRM P201 in early 1977. Mike Pilbeam’s chassis was good, if they had popped a DFV into it they would have had a good car? By then the BRM V12 was well past it’s use-by date and hadn’t had any development to speak of for years (Keystone)

Larry was later than all that lot so I reckon its him as ‘the last’? Unless some of you guys can think of someone more recent, and you may well do, the above is outta my head which does not fit into the category of thorough, diligent research.

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Perkins had several drives of the Holden Dealer Team supercharged, Holden LC Torana GTR XU1 during 1972, here at Catalina Park in Sydney’s Blue Mountains (Rod MacKenzie)

Perkins spannered the very first Ralt RT1 Tauranac built to his ’75 Euro F3 Championship win then lent his talents to Chris Amon on his Amon and, as I say largely self prepared the Ensign/Boro Ford well enough to be plucked by BC Ecclestone into Brabham for a while. Until Carlos Pace rained on his parade. By the time Larry got to BRM they were shit-heaps, that episode a total wasta time. Mike Pilbeam’s chassis was in search of a good engine.

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Here Larry is  trying to qualify the Amon AF101 Ford during German GP practice after Chris fell ill, Nurburgring 1974, DNQ. Clay Regazzoni won in a Ferrari 312B3 (Sutton)

Larry prepared all of his cars in the junior formulae in Australia before taking the same talents into European F3. I well remember seeing Larry rectifying his practice mishap transferring all the good bits of Robert Handfirds Ralt RT4 into a new chassis having had a territorial dispute with a slower car in practice, and rooted the cars tub, during the 1981 AGP weekend at Calder. Despite a lack of practice time the car was 4th on raceday, Roberto Moreno victorious in another RT4.

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Teo Fabi and Perkins (near side) in March 782 and 77B during the 1979 F Pac NZ GP at Pukekohe.The 1979 NZ F Pac championship was won by Teo Fabi in a factory March 782. The 5 circuit, 5 weekend, 10 50-mile race series was tough. He dominated, the March 782 the best 1978 Euro F2 chassis, was fitted with the latest March 79B bodywork incorporating sliding skirts. Perkins was his toughest opponent driving the ex-works March 77B chassis raced by Danny Sullivan in NZ the year before. Perkins raced a Ralt Australia/Scuderia Veloce Ralt RT1 in the 1978 series finishing runner-up to Keke Rosberg. Larry was 29 then, it was still not too late to resuscitate his single-seater career, the result may well have been different had Perkins raced a car as quick as Fabi’s. Having said that, in early 1979 Fabi was an F3 graduate, Larry an ex-F1 driver so Larry should have been quicker. Perkins mixed single seaters and touring cars in the early eighties. He raced F Pac and F5000, winning the 1979 Rothmans International Series in an Elfin MR8 Chev. He then became a touring car specialist, winning the Bathurst 1000 6 times and a car constructor. He led the team which built the race cars at the Holden Dealer Team when it was owned by Peter Brock and formed Perkins Engineering to build and race Holdens from early 1986 to 2013.

Bob Janes All Australian, if you can call such an attempt in a German car!, attack on Le Mans in 1984 in a John Fitzpatrick Porsche 956 is a story in itself with the drive shared by Larry and Aussie Touring Car Legend, Pter Brock. The preparation of the car in Australia and France was in Larry’s tender, loving hands, the great run ended during the night whilst Larry was at the wheel.

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Perkins at the wheel of the Porsche 956 he shared with Peter Brock in 1984. The car ran as high as 8th before crashing during the night (unattributed)

Larry was pushing hard and ran out of road passing two cars seeking to make up time, the car had slipped down to about 35th after losing 28 minutes repairing a front hub damaged when the car lost a front wheel whilst Brock was driving. He was sanguine about it saying later fatigue wasn’t the issue, the choice of passing a split second one of course, with hindsight backing off was the right one. Henri Pescarolo and Klaus Ludwig won in a 956B, Larry and Brock were out in the 18th hour having covered 145 laps

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Perkins at the wheel of the Jguar XJR9-LM he co-drove to 4th place at Le Mans in 1988 (unattributed)

Jaguar and Holden Special Vehicles…

Tom Walkinshaw was well aware of both Larry’s speed and car construction skills. The Brit owned Holden Special Vehicles in the post-Brock era but was making the same climb up the UK motor racing greasy pole as a driver, as Perkins in the early 1970’s.

Amusing was being a guest of HSV at Bathurst for the 1000Km event in 1988-the design and branding business of which I was a partner designed/created the HSV Logo and brand look and feel, and seeing the ‘in team competition’ between the two Holden VL Commodore HSV racers.

One was built by the Poms at TWR and one built by Larrikins and the lads in Melbourne! Larry’s qualified in the top 10 but neither finished, Walkinshaw’s car doing only 5 laps and Perkins 137. HSV was a very do it yerself operation then, MD John Crennan himself drove the courtesy vehicle to ferry we guests from the circuit to the airport after the race, a far cry of later years as the business of building heavily re-engineered performance Holdens grew.

Walkinshaw invited Larry to join his TWR Jaguar squad at Le Mans in 1988. The Aussie tested the car at Silverstone in preparation for the race, the car was very quick even compared to the Porsche 956, also a ground-effect car, of 4 years earlier. He finished 4th in the French classic co-driving a Jag XJR-9LM together with fellow ex-F1 driver Derek Daly and Kevin Cogan. The big 7 litre V12 was 11 laps behind the winning Jag of teammates Jan Lammers, Johnny Dumfries and Andy Wallace.

Perkins touring car exploits in Oz as both builder and driver are well known. Suffice it to say that the Perkins Engineering workshop at Moorabbin Airport in Melbourne’s southern suburbs built amongst the best Holden Group A and V8 Supercars for a couple of decades both for his own team and customers.

This made him a prosperous businessman, in so doing he applied the self taught engineering, business skills and resilience which made him such a formidable driver. Make that driver/engineer, to pick up where we started!

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Drivers meeting during the 1979 NZ F Pacific series. Larry is talking to Teo Fabi, who won the title that year, Jeff Wood is the tall dude and the blondie, Oz F Pac Ace John Smith (Cammick)

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Jack Brabham explaining why front stiffness is critical to performance, Tasman Series, Australia 1968 (unattributed)

Back to the Brabham BT23E race-prep picture at this articles outset…

Whenever you see pictures of Jack he is always fiddling with something, he is rarely looking on at the mechanics doing stuff or checkin’ out the babes.

This (opening article) shot was in a general interest magazine in Rodway Wolfe’s suitcase of Repco Goodies which is in my care. I was certain ‘twas Jack’s 1968 Tasman mount, his BT23E, to which is being fitted an RB740 275bhp Repco V8.

Rodway believes the place is probably a workshop on the South side of the Princes Highway near the Warrigal Road corner close to Sandown in Melbourne. Jack’s Australian manager, Reg Thompson (ex-Redex) used to organise these locales close to the circuit, rather than the team operate from Repco Brabham Engines HQ in Maidstone, which in those pre-Westgate Bridge days was a ‘cut lunch and camel ride’ from Sandown in Springvale.

Jack is at left of course, hidden behind him is Graeme Bartels to the right is Norman Wilson, RBE’s Senior Design Engineer post Phil Irving. He is fettling the Lucas metering unit which is beneath the exhausts, I wonder if he is cursing his packaging as he works! Bevan Weston is facing the camera in the middle, all these fellas are RBE Maidstone crew. The other blokes are BRO. (Brabham Racing Organisation)

One of the many hints its Oz rather than Europe are the cans of Australian oil company ‘Ampol’ fuel and lubricant on the floor of the workshop. In F1 Jack was sponsored by Esso then Gulf from 1968. Ampol didn’t make competition fuel or lubricants, Nigel Tait says that RBE used Shell Super M lubricants at Maidstone whilst assembling and testing the engines, I wonder if its Shell oil and fuel in those Ampol cans!

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Front rows of the ’68 Australian GP grid, Sandown Park, Melbourne. Clark #6 then Amon and Jack on the front row-Lotus 49 DFW, Ferrari Dino 246T and Brabham BT23E Repco. On row 2 Hill in the other 49 and Leo Geoghegan Lotus 39 Repco, well up in this 1965 chassis. You can just see Frank Gardner’s Brabham BT23D Alfa on the inside of the circuit (Howard)

Sandown 1968 Tasman Race: The Australian GP…

This account is a truncated version of that found on the excellent sergent.com website.

The conditions that weekend at Sandown Park were absolutely scorching, Melbourne had been in drought for the previous months. I can still remember water restrictions at the time, the race was held over 55 laps of the 3 and a bit Km, very fast circuit laid out around a horse racing course.

‘The first official practice was held in temperatures of up to 106 degrees, Brabham was quickest in the Brabham-Repco V8 fitted with the older 630 type heads which brought the exhausts up from the lower part of the engine. It was obviously a powerful arrangement, as Brabham had little effort getting down to 1:6.7 secs during his 10 laps’.

Its interesting but not quite right, in fact the engine was a brand new ‘830 Series’ Tasman V8, a combination of the ‘short’ 800 block to be used in the 1968 RB860 F1 engine, and crossflow 30 Series heads. These were more powerful than the 40 Series used in F1 in ’67 and more widely on various Repco engines of capacities from 2.5 to 5 litres.

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The brand new, prototype or first RB830 V8 nestled in the back of Jack’s Brabham BT23E chassis at Sandown during the AGP weekend in 1968. That it was developmental is indicated by the tack on oil cooler and weird aluminium ‘fuel pot’ as Rod Wolfe describes it (Rod MacKenzie)

Clearly though the engine being popped into the chassis in the opening shot is a 740 not an 830, so exactly when this engine is being put in-or pulled out is an interesting, if arcane one!

Jack only did the Warwick Farm and Sandown Tasman rounds in 1968, the car clearly raced a 740 that weekend in Sydney their is plenty of photographic evidence to support that. Equally, if you look closely at the grid at the start of the Sandown race the engine fitted to Jack’s car is not a 740 ‘between the Vee’ exhaust engine but a ‘crossflow’ 830 engine.

Perhaps the car practiced initially at Sandown with a 740, the 830 fitted later in the meeting or perhaps the photo at the articles outset is in a Sydney workshop prior to WF, for sure it isn’t RB HQ at Maidstone in Victoria.

To add to the confusion there is a photo in the report of the AGP in the bible (History of The Australian Grand Prix by Graham Howard and others) which shows the car at Sandown fitted with a 740, but the photo caption I don’t think is right, I suspect it’s at WF not Sandown, they are both circuits built around horse racing  tracks and the car carried #2 at both meetings. All contributions welcome on this arcane Repco topic of what engine where!

Clearly the 830 developed plenty of mumbo as Jack popped it on pole from Amon in the four valve Ferrari and Clark on the outside. Then came a brilliant Leo Geoghegan in his ex-Clark 1966 Tasman Series Lotus 39 but fitted with a Repco ‘740’ rather than the Coventry Climax FPF four which the car was built.

In fact it was built for the still-born Coventry Climax V16, but modified to suit the CC FPF. In any event Leo had the old car ‘dancin amongst this compoany in the latest and greatest from Europe and Graham Hill on the second row respectively.

Then was Gardner (Brabham BT23D Alfa Romeo T33 V8) and Cusack (Brabham BT23A Repco 740) Rodriguez (BRM P126 V12) then Piers Courage in the little 1.6 McLaren M4A Ford FVA, John Harvey’s old Brabham BT11 Repco V8 740 Attwood (BRM), Hulme and Bartlett (Brabham completed the grid with no ANF2 1.5’s allowed.

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Jack in BT23E in the Warwick Farm pits the week before the Sandown AGP, car clearly fitted with a 740 Series ‘exhaust between the Vee’ engine. Car in front is one of the P261 BRM’s, behind is Piers Courage McLaren M4A FVA F2 car (Brian McInerney)

Race day was still scorching, the drivers avoided the usual pre-race sports car ride. Jim Clark led from Amon, with Jack making a poor start and getting away in 5th place as the field lined up Shell corner.

Coming under Dunlop Bridge for the first time the order was Clark, Amon, Hill, Gardner, Brabham, Geoghegan (already sounding off tune), Rodriguez, Cusack, Courage, Bartlett, Attwood, Hulme and Harvey.

Brabham took Gardner on lap 3 while Cusack slipped under Rodriguez. Hill fell to Brabham on lap 5. Cusack again poured it on to get by Geoghegan (only running on seven cylinders with a broken plug insulator) and Courage got by Rodriguez on the following lap.

The race was an absolute beauty by lap eight, the order was Clark and Amon with Brabham closing fast. Then came Hill, Gardner, a gap to Courage, Cusack, Geoghegan, Rodriguez, Attwood and Bartlett.

On lap 10 Rodriguez blew the V12 BRM. Brabham, by then was catching Amon and Clark at the rate of 0.5 sec a lap, the chase was sending the crowd wild. Three laps later Brabham had closed right up on Amon.

The three leaders lapped Hulme on BP Straight as they flashed past on lap 19, while Gardner got past Hill again and Bartlett somehow blew off Cusack in the Coventry Climax engined old Brabham BT11A. Next time round, Brabham had again lost ground to Amon and Gardner was one second ahead of Hill. Then, as the leaders came from under Dunlop Bridge onto the main straight, there were only two. Brabham came into view a little later coasting towards the pits with a seized engine.

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Clark and Amon during their epic dice into turn 1 or Shell Corner for the quick blast past the old pits on the left, Sandown 1968 (Rod MacKenzie)

With Brabham out of the race, the crowd focused on the furious dice between Clark and Amon, and then back further to Graham Hill and Frank Gardner.

‘Amon desperately needed the win to make up points on Clark and he was driving superbly to hang on to the tail of the more powerful Lotus-Ford. He started a series of maneuvres which were to last throughout the race of slipstreaming the Lotus, then switching to the side and trying to forge past on the straights. However, Clark had enough steam to just hold the Ferrari leaving his braking slightly later than Amon on Shell and Lukey corners’.

Amon lost some ground lapping slower cars but by lap 43 he was looking into Clark’s ZF ‘box. Temperatures had tumbled during the race to a moderate 90 degrees (!) which made things a shade easier all round’.

‘With seven laps left in the 33rd Australian Grand Prix, Frank Gardner got the GO signal from the Mildren crew and roared after Hill. Amon had his nose over the finish line twice in the closing laps in a massive bid to snatch the lead from Clark, but he was out-braked each time into Shell. Gardner took Hill briefly at Lukey corner on lap 52 but Hill was in front again as they came under Dunlop Bridge.

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Clark under brakes in the winning Lotus 49 DFW, AGP Sandown 1968 (Rod MacKenzie)

And that’s how they finished. It was probably the most exciting GP since the 1960 event at Lowood when Alec Mildren won by a mere one 26th second from Lex Davison. Clark credited Amon with a wonderful drive, and it was obvious both men were as near to the limit as anyone for the whole 55 laps. Courage came home a lap down in fifth place while Attwood, Geoghegan and Bartlett all completed 53 laps in that order. Geoghegan received the honour of first Australian home for the second time and Bartlett was fuming because he had received no pit signal as to how close he was to Geoghegan’.

F1 ‘830 Series’ Repco V8?…

An interesting historic sidebar is this engines prospects as an F1 engine, had it been raced in 1968.

The 860 Series, DOHC, 4 valve circa 390bhp engine bombed bigtime in F1 in 1968. Jack and Jochen Rindt had a torrid time, the engine was way behind with its build and testing compared to the simpler, championship winning 620 and 740 Series 1966 and 1967 engines-a story for another time.

Jack was later to reflect, including in a conversation with Repco’s Rodway Wolfe that another F1 title could have been won by Repco  in 1968. His theory was that had they taken the simple SOHC, 2 valve approach which yielded championships in 1966 and 1967 by using the 830 V8 in ’68 another title beckoned. In 2.5 litre Tasman form the 830 gave circa 295 bhp, even if it gave 350 bhp in 3 litre form, which is 20bhp more than the 740 F1 engine gave in 1967, Jack was drawing a long bow about its ’68 prospects, i think.

By 1968 the Ford Cosworth DFV, which first raced in the ’67 Dutch GP was giving a reliable 405bhp and was in the hands of Lotus, McLaren and Matra; 5 or 6 cars raced the engine in every GP depending upon whether Ken Tyrrell’s Matra International fielded one or two cars. Every 1968 GP bar the French (won by Ickx, Ferrari) was won by the DFV…Yep, an 830 engined Brabham BT26 would have finished in the points had it been reliable, Rindt was pedalling it remember. But a title? I really don’t think so Jack, the game had moved on.

The great tantalising Repco ‘what if’ is how the 860 quad cam would have gone in 1969 with its bugs sorted and having a reliable, torquey Repco (real horses, not ponies) 400bhp. A title in 1969?! Maybe…

Credits…

Rodway Wolfe Collection, Rod MacKenzie Collection, Fox Photos, Keystone, Ross Cammick, The Roaring Season, Getty Images, Brian McInerney, Victor Blackman

Tailpiece: Larry on his way to 13th in the Ensign N175 Ford during the 1976 Spanish Grand Prix at Jarama, Hunt won in a McLaren M23 Ford…

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Blondie surrounded by World Champs; Messrs Hulme, Hill and Clark, Melbourne, 1968…

Ford Australia’s 1967 ‘XR’ Falcon was a big step forward in its market competition with General Motors ‘Holden’ who had a dominant position.  The XR GT packed a 289cid V8 and started the trend of local pony cars which provided wonderful road cars and iconic Bathurst racers for years.

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Barry Cassidy, Ford Falcon ‘XR’ GT, Newry Corner, Longford March 1968 (oldracephotos.com)

This photo is no doubt part of Ford’s ongoing repositioning of their product, ‘Going Ford is the Going Thing’ was FoMoCo’s ‘tag line’ of the day.

‘Blondies’ car is the 1968 ‘XT’ Falcon 500 ‘poverty pack’. A 302cid V8 was cranked under the bonnet to create the GT, a 4 speed box, slippery diff and front disc brakes with firmer springs and shocks completed the performance makeover. This was the only one of the ‘Big Henrys’ which didn’t win the Bathurst enduro classic. An ‘HK’ Holden Monaro 327 coupe driven by Bruce McPhee took the ’68 win.

‘Win on Sunday, Sell on Monday’ is the adage…

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The Spencer Martin/Jim McKeown XT Ford Falcon GT auto!,Bathurst 500 1968. The pair were 42nd, the highest placed Ford was the XR GT driven by McIntyre/Stacey which was 7th (unattributed)

The local ranges of Ford and Holden were full of mundane stodge in 1966, perhaps the Cortina GT the ‘highlight’. Times ‘were a changin tho’, by 1970; Ford offered the Falcon 351V8 GT/GTHO, Lotus engined Escort Twin-cam, Capri GT V6 and 1600GT and Holden the Monaro HG 350V8 and Torana XU1 which sported a 186cid ohv triple-carbed straight six, all wonderful cars for 13 year olds to dream about…

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Ford Oz ad for the 1972/3 ‘XA’ Coupe GT; 351cid 300bhp V8, 4 speed ‘top loader’ box, slippery diff, disc/drum brakes, great cars!

Ford provided some support to Team Lotus who campaigned Lotus 49 DFW’s for both Jim Clark and Graham Hill during the ’68 Tasman Series which Clark won.

The Falcon shot at the articles start has Victorian plates so the shot was probably taken in the week of 25 February to 4 March 1968. Clark took the Sandown, Victorian round. The world champs were then in Melbourne for a few days before heading to Longford, Tasmania for the series ending race won by Piers Courage’ McLaren M4A FVA F2 car in a stunning wet weather drive.

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Clark ahead of Graham Hill, slices into The Esses during the ‘Warwick Farm 100’, another win for the Scot’s Lotus 49, he took the ’68 Tasman (oldracephotos.com)

Credits…

Ford Australia, oldracephotos.com