Posts Tagged ‘Lotus 49B Ford’

image

Smile for the camera boys! The presence of local lads Bobby Unser and Mario Andretti at Watkins Glen in 1968 must have added 25,000 punters to the gate?…

A good deal of interest was added to the end of season 1968 races by the participation of American aces Mario Andretti and Bobby Unser at the Italian and US Grands’ Prix on 8 September and 6 October.

image

Andretti checking out his nice, new Simpson Team Lotus overalls, Hill convinced the Hinchman product the better Nomex choice! Monza 1968 (Peter Darley)

Mario raced a third works Lotus 49B and Unser a factory BRM P138 vacated by Richard Attwood. Both did quick times at Monza before returning to the US to race in the ‘Hoosier 100′ at Indy but were precluded by racing back at Monza due to a rule which forbade drivers competing in another event within 24 hours of a GP.

image

Bobby Unser and Mario Andretti enjoying each other’s company prior to the ‘Michigan 250’, at Brooklyn, Michigan International Raceway on 13 October 1968. Ronnie Bucknum won in an Eagle Offy with Mario 2nd in a Brawner Offy. Its clearly not the chassis Mario is sitting in here which is Ford engined. Unser DNF in another Eagle Offy  (Upitis)

Unser was primarily a USAC racer whilst Mario mixed road racing with a diet of speedway events on dirt and champcars as well as the occasional NASCAR event. I wrote an article about the greatest all-rounder a while back, click here to read it; https://primotipo.com/2014/10/24/the-most-versatile-ever-magic-mario-andretti/

image

Unser during the USGP at Watkins Glen 1968, its a pity he didn’t seek other F1 opportunities, his speed and ‘tiger’ potent down the decades, BRM P138. DNF engine (Upitis)

image

Mario put the ‘cat amongst the pigeons’ by plonking the Lotus 49B Ford on pole ahead of all the aces of the day. Unser’s weekend didn’t start so well, boofing the P138 in the first session of practice, he qualified 19th. His cars engine failed in the race on lap 35.

image

Andretti jumped away from the start well but was headed by Jackie Stewart by the end of the first lap, on lap 14 his Lotus was losing its bodywork causing a pitstop which dropped him to the back of the field. The Lotus’ clutch failed on lap 32. Jackie Stewart’s Matra MS10 Ford won from Hill’s Lotus 49B and John Surtees’ Honda RA301.

image

Graham Hill at the pit counter whilst Colin and Mario arrive at a pole winning setup, Watkins Glen 1968 (Upitis)

Andretti impressed Colin Chapman bigtime with his speed, mechanical feel and sympathy. It wasn’t until 1976 that the ‘planets aligned’ and eventually the two great men worked together again. The Lotus 77 and 78/9 wing/ground effect cars the result, not to forget the 1978 World Championship of course!

image

Osterreichring 12 August 1979, DNF clutch failure without completing a lap in the race won by Alan Jones’ Williams FW07 Ford (Schlegelmilch)

image

image

Lotus 79 Ford, British GP, Brands Hatch 1978. Checking the tyre temps, Andretti famously brought ‘stagger’ to F1, DNF here with engine dramas, Carlos Reutemann took a Ferrari 312T3 win (Schlegelmilch)

Credits…

Alvis Upitis, Rainer Schlegelmilch, Peter Darley

Tailpiece: Hi-winged Lotus 49B Ford, Watkins Glen 1968, Andretti…

image

 

 

 

lotus boys

Nina Rindt keeping a close eye on Jochen, Jo Siffert and Graham Hill all doing their best to focus on their Loti and need for speed rather than the black booted babe…

A famous Rainer Schlegelmilch shot at Monza in 1969, i don’t think its ever been established exactly who ‘boots’ is? Quite a tidy unit.

Jackie Stewart took the race, the best placed Lotus 49 was Rindt in 2nd. Siffert was classified 8th but withdrew with engine failure, Hill retired his 49 the lap before Jo with driveshaft failure and was classified 9th.

Photo…Rainer Schlegelmilch

image

Jack Brabham ponders wing settings on his Brabham BT26 Repco during the Canadian Grand Prix weekend at Mont Tremblant, 22 September 1968…

I blew my tiny mind when Nigel Tait sent me the photo, neither of us had any idea where it was. A bit of judicious googling identified the location as Mont Tremblant, Quebec, a summer and winter playground for Canadians 130km northwest of Montreal.

Regular readers will recall  Nigel as the ex-Repco Brabham Engines Pty. Ltd. engineer who co-wrote the recent Matich SR4 Repco article (a car he owns) and has been helping with the series of articles on Repco’s racing history I started with Rodway Wolfe, another RBE ‘teamster’ a couple of years ago.

When Nigel left Repco in the ACL Ltd management buyout of which he was a part, he placed much of the RBE archive with his alma mater, RMIT University, Melbourne. Its in safe hands and available to those interested in research on this amazing part of Australian motor racing history. The archive includes Repco’s library of photographs. Like every big corporate Repco had a PR team to maximise exposure from their activities including their investment in F1. The Mont Tremblant shot is from that archive and unpublished it seems.

Its one of those ‘the more you look, the more you see’ shots; from the distant Laurentian Mountains to the pitlane activity and engineering of the back of the car which is in great sharpness. It’s the back of the BT26 where I want to focus.

The last RBE Engines article we did (Rodway, Nigel and I) was about the ’67 championship winning SOHC, 2 valve 330bhp 740 Series V8, this BT26 is powered by the 1968 DOHC, 4 valve 390bhp 860 Series V8. It was a very powerful engine, Jochen plonked it on the front row three times, on pole twice, as he did here in Canada in 1968. But it was also an ‘ornery, unreliable, under-developed beast. Ultimately successful in 4.2 litre Indy and 5 litre Sportscar spec, we will leave the 860 engine till later for an article dedicated to the subject.

image

Check out the DG300 Hewland 5 speed transaxle and part of the complex oil system beside it to feed the 860. Also the big, beefy driveshafts and equally butch rubber donuts to deal with suspension travel. It’s interesting as Tauranac used cv’s in earlier designs, perhaps he was troubled finding something man enough to take the more powerful Repco’s grunt, the setup chosen here is sub-optimal in an engineering sense.

The rear suspension is period typical; single top link, inverted lower wishbone, radius rods leading forward top and bottom and coil spring/damper units. It appears the shocks are Koni’s, Brabham were Armstrong users for years.

The uprights are magnesium which is where things get interesting. The cars wings that is, and the means by which they attach to the car…

See the beautifully fabricated ‘hat’ which sits on top of and is bolted to the uprights and the way in which the vertical load of the wing applies it’s force directly onto the suspension of the car. This primary strut support locates the wing at its leading edge, at the rear you can see the adjustable links which control the ‘angle on the dangle’ or the wings incidence of attack to the airflow.

I’ve Lotus’ flimsy wing supports in mind as I write this…

Tauranac’s secondary wing support elements comprises steel tube fabrications which pick up on the suspension inner top link mount and on the roll bar support which runs back into the chassis diaphragm atop the gearbox.

image

The shot above shows the location of the front wing and it’s mounts, this time the vertical force is applied to the chassis at the leading front wishbone mount, and the secondary support to the wishbones trailing mount. This photo is in the Watkins Glen paddock on the 6 October weekend, the same wing package as in use in Canada a fortnight before. The mechanic looking after Jack is Ron Dennis, his formative years spent learning his craft first with Cooper and then BRO. Rondel Racing followed and fame and fortune with McLaren via Project 4 Racing…

image

Jim Hall and Chaparral 2G Chev wing at Road America, Wisconsin 1968 (Upitis)

The great, innovative Jim Hall and his band of merry men from Midlands, Texas popularised the use of wings with their sensational Chaparral’s of the mid sixties. Traction and stability in these big Group 7 Sportscars was an issue not confronted in F1 until the 3 litre era when designers and drivers encountered a surfeit of power over grip they had not experienced since the 2.5 litre days of 1954-60.

During 1967 and 1968 F1 spoilers/wings progressively grew in size and height, the race by race or quarter of a season at a time analysis of same an interesting one for another time.

image

Hill’s winged Lotus 49B, Monaco 1968 (Schlegelmilch)

In some ways ‘who gives a rats’ about the first ‘winged Grand Prix win’ as Jim Hall pioneered ‘winning wings’ in 1966, the technology advance is a Group 7 not F1 credit; but Jacky Ickx’ Ferrari 312 win in the horrific, wet, 1968 French Grand Prix (in which Jo Schlesser died a fiery death in the air-cooled Honda RA302) is generally credited as the first, the Fazz fitted with a wing aft of the driver.

But you could equally mount the case, I certainly do, that the first winged GeePee win was Graham Hill’s Lotus 49B Ford victory at Monaco that May.

Chapman fitted the Lotus with front ‘canard’ wings and the rear of the car with a big, rising front to rear, engine cover-cum-spoiler. Forghieri’s Ferrari had a rear wing but no front. The Lotus, front wings and a big spoiler. Which car first won with a wing?; the Lotus at Monaco on 26 May not the Ferrari at Rouen on July 7. All correspondence will be entered into as to your alternative views!

image

Jacky Ickx’ winning Ferrari 312 being prepared in the Rouen paddock. The neat, spidery but strong wing supports clear in shot. Exhaust in the foreground is Chris Amon’s Fazz (Schlegelmilch)

Lotus ‘ruined the hi-winged party’ with its Lotus 49B Ford wing failures, a lap apart, of Graham Hill and then Jochen Rindt at Montjuic in the 1969 Spanish GP. Both drivers were lucky to walk away from cars which were totally fucked in accidents which could have killed the drivers, let alone a swag of innocent locals.

A fortnight later the CSI acted, banning high wings during the Monaco GP weekend but allowing aero aids on an ongoing basis albeit with stricter dimensional and locational limits.

image

Mario Andretti has just put his Lotus 49B on pole at Watkins Glen in October 1968, Colin Chapman is perhaps checking his watch to see why regular drivers Hill and Jackie Oliver are being bested by guest driver Andretti who was entered at Monza and Watkins Glen at seasons end! Andretti put down a couple of markers with Chapman then; speed and testing ability which Chapman would return to nearly a decade later. More to the point are the wing mounts; direct onto the rear upright like the Brabham but not braced forward or aft. Colin was putting more weight progressively on the back of the 49 to try and aid traction, note the oil reservoir sitting up high above the ‘box. Stewart won in a Matra MS10, Hill was 2nd with both Andretti and Oliver DNF (Upitis)

Chapman was the ultimate structural engineer but also notoriously ‘optimistic’ in his specification of some aspects of his Lotus componentry over the years, the list of shunt victims of this philosophy rather a long one.

Lotus wing mounts are a case in point.

Jack Oliver’s ginormous 125mph French GP, 49B accident at Rouen in 1968 was a probable wing mount failure, Ollie’s car smote various bits of the French countryside inclusive of a Chateau gate.

Moises Solana guested for Lotus in his home, Mexican GP on 3 November, Hill won the race whilst Solana’s 49B wing collapsed.

Graham Hill’s 49B wing mounts failed during the 2 February 1969 Australian Grand Prix at Lakeside, Queensland. Then of course came the Spanish GP ‘Lotus double-whammy’ 3 months after the Lakeside incident on 4 May 1969.

image

Faaaarck that was lucky one suspects the Lotus mechanics are thinkin’!? The rear suspension and gearbox are 200 metres or so back up the road to the right not far from the chateau gate Ollie hit. It was the first of several ‘big ones’ in his career (Schlegelmilch)

For the ‘smartest tool in the shed’ Chapman was slow to realise ’twas a good idea to finish races, let alone ensure the survival of his pilots and the punters.

I’m not saying Lotus were the only marque to have aero appendages fall off as designers and engineers grappled with the new forces unleashed, but they seemed to suffer more than most. Ron Tauranac’s robustly engineered Brabhams were race winning conveyances generally devoid of bits and pieces flying off them given maintenance passably close to that recommended by ‘Motor Racing Developments’, manufacturers of Ron and Jack’s cars.

The Brabham mounts shown earlier are rather nice examples of wings designed to stay attached to the car rather than have Jack aviating before he was ready to jump into his Piper Cherokee at a race meetings end…

‘Wings Clipped’: Click on this article for more detail on the events leading up to the CSI banning hi-wings at the ’69 Monaco GP…https://primotipo.com/2015/07/12/wings-clipped-lotus-49-monaco-grand-prix-1969/

Credits…

Nigel Tait, Repco Ltd Archive, Rainer Schlegelmilch, Cahier Archive, Alvis Upitis

Etcetera…

Hill P, ‘Stardust GP’ Las Vegas, Chaparral 2E Chev 1966

image

Now you see it, now you don’t; being a pioneer and innovator was the essence of the Chaparral brand, but not without its challenges! Phil Hill with 2E wing worries at Las Vegas in 1966, he still finished 7th. Jim Hall was on pole but also had wing problems, John Surtees’ wingless Lola T70 Mk2 Chev won the race and the first CanAm Championship  (The Enthusiast Network)

The 13 November 1966 ‘Stardust GP’ at Las Vegas was won by John Surtees Lola T70 Mk2 Chev, CanAm champion in 1966. Proving the nascent aerodynamic advances were not problem free both Jim Hall, who started from pole and Phil Hill pictured here had wing trouble during the race.

The Chaparral 2E was a development of the ’65 2C Can Am car (the 2D Coupe was the ’66 World Sportscar Championship contender) with mid-mounted radiators and huge rear wing which operated directly onto the rear suspension uprights. A pedal in the cockpit allowed drivers Hall and Hill to actuate the wing before corners and ‘feather it’ on the straights getting the benefits in the bendy bits without too much drag on the straight bits. A General Motors ‘auto’ transaxle which used a torque converter rather than a manual ‘box meant the drivers footbox wasn’t too crowded and added to the innovative cocktail the 2E represented in 1966.

Its fair to say the advantages of wings were far from clear at the outset even in Group 7/CanAm; McLaren won the 1967 and 1968 series with wingless M6A Chev and M8A Chev respectively, winning the ’69 CanAm with the hi-winged M8B Chev in 1969. Chaparral famously embody everything which was great about the CanAm but never won the series despite building some stunning, radical, epochal cars.

phil

Phil Hill relaxed in his 2E at Laguna Seca on 16 October 1966, Chaps wing in the foreground, Laguna’s swoops in the background. Phil won from Jim Hall in the other 2E (TEN)

Hill G, Monaco GP, Lotus 49B Ford 1968

image

Interesting shot of Hill shows just how pronounced the rear bodywork of the Lotus 49B was. You can just see the front wing, Monaco ’68 (unattributed)

Hill taking a great win at Monaco in 1968. Graham’s was a tour de force of leadership, strength of mind and will. Jim Clark died at Hockenheim on 7 April, Monaco was on 26 May, Colin Chapman was devastated by the loss of Clark, a close friend and confidant apart from the Scots extraordinary capabilities as a driver.

Hill won convincingly popping the winged Lotus on pole and leading all but the races first 3 laps harnessing the additional grip and stability afforded by the cars nascent, rudimentary aerodynamic appendages. Graham also won the Spanish Grand Prix on 12 May, these two wins in the face of great adversity set up the plucky Brits 1968 World Championship win. Remember that McLaren and Matra had DFV’s that season too, Lotus did not have the same margin of superiority in ’68 that they had in ’67, lack of ’67 reliability duly noted.

graham

Hills 49B from the front showing the ‘canard’ wings and beautifully integrated rear engine cover/spoiler (Cahier)

Ickx, Rouen, French GP, Ferrari 312  1968

image

Mauro Forghieri, Ferrari’s Chief Engineer developed wings which were mounted above the engine amidships of the Ferrari 312. Ickx put them to good use qualifying 3rd and leading the wet race, the Belgian gambled on wets, others plumped for intermediates.

Ickx’ wet weather driving skills, the Firestone tyres, wing and chaos caused by the firefighting efforts to try to save Schlesser did the rest. It was Ickx’ first GP win.

jacky

It looks like Rainer Schlegelmilch is taking the shot of Jacky Ickx at Rouen in 1968, note the lack of front wings or trim tabs on the Ferrari 312 (Schlegelmilch)

Tailpiece: The ‘treacle beak’ noting the weight of Tauranac’s BT26 Repco is none other than ‘Chopper’ Tyrrell. Also tending the car at the Watkins Glen weighbridge is Ron Dennis, I wonder if Ken’s Matra MS10 Ford was lighter than the BT26? If that 860 engine had been reliable Jochen Rindt would have given Jackie Stewart and Graham Hill a serious run for their money in 1968, sadly the beautiful donk was not the paragon of reliability it’s 620 and 740 Series 1966/7 engines generally were…

image

Finito…

 

hill 1

(Brian Watson)

Graham Hill having a squirt of  Jack’s Brabham BT26A Ford in British GP practice, Silverstone July 1969…

GH in a Brabham is not such a big deal; he raced F2 Brabhams with success for years as well as Tasman Formula ‘Intercontinental’ Brabhams in the mid-sixties. Later he was the pilot of Ron Tauranac’s intriguing ‘Lobster Claw’ BT34 in 1971 but he was a Lotus F1 driver in 1969, so ’twas a bit unusual  to practice an opponents car.

puke

Hill’s red Brabham BT11 Climax from Clark’s Lotus 32B and Aussie Lex Davison Brabham BT4, all Climax 2.5 FPF powered on the way to an NZGP win for Graham. Pukekohe, 9 January 1965. Hill also raced an earlier BT7A in the ’66 Tasman for David McKay’s Scuderia Veloce, the entrant of the car shown, he was familiar with Brabham ‘GP’ cars long before 1969! (unattributed)

Jack was still recovering from a testing accident at Silverstone in June when a Goodyear popped off a front rim, his car ploughed into an earth bank, his ‘equal worst accident’ with the Portuguese Grand Prix one in 1959. He lay trapped in the car with a badly broken ankle, Cossie V8 screaming at maximum revs until he punched the ignition cutout and extinguishers to minimise the chance of the pool of fuel in which he lay igniting. Eventually a touring car also on the quiet circuit mid week stopped and raised the alarm.

Jacky Ickx driving the other Brabham was late for Silverstone’s first session, all timed for grid positions in those days, so Tauranac had 2 cars idle.

Graham and teammate Jochen Rindt were peeved with Colin Chapman, to say the least, as the Lotus transporter was not in the paddock when the session got underway. Graham was ‘ready to rock’ all suited up but had no car to do so and was more than happy to put in a few laps for Tauranac. Rindt remained in his ‘civvies’ and fumed as the rest of the field practiced.

hill 2

Ron Tauranac giving Hill a few tips on his very quick, twice a GP winner in ’69, BT26. ‘Just don’t over rev the thing for chrissakes Graham, Jack will kill me if you do…’ Is that Ron Dennis at right? (unattributed)

1969 was the year of 4WD experimentation for Matra, McLaren, Lotus and Cosworth. Ultimately, very quickly in fact, 4WD was determined an F1 blind alley; the traction the engineers sought was more cost effectively provided by advances in tyre technology, Goodyear, Firestone and Dunlop were all slugging it out in F1 at the time, none of ‘yer control formula’ bullshit then. The effectiveness of the ‘low wings’ mandated from the ’69 Monaco GP also played its part in getting grip.

Chapman’s issue was pursuading his pilots to treat the Lotus 63 Ford, his 4WD design seriously, to test it with a view to developing it rather than to humor him. 4WD was successful at Indy; Chapmans ’68 Indy Lotus 56 ‘wedge’ was 4WD and came within an ace of winning the race, so was the ’69 Lotus 64, ignoring the misfortune surrounding both of these cars.

It was a challenge to get Rindt into the thing at all but he did finish 2nd in the August 1969 Oulton Park Gold Cup. The result meant nothing though, in front of him was Ickx’ Brabham BT26A but all the cars behind were F5000 and F2 cars not GP machines. Still, it was useful testing for Chapman if not for Rindt, his 4WD view was formed!

Chapman’s solution to his drivers recalcitrance was to sell 2 of his Lotus 49’s, one each to Jo Bonnier and Pete Lovely, leaving only one 49 in Team Lotus’ possession! A car you don’t have is a car you cannot drive. Said drivers were not best pleased.

graham 63

Hill, Lotus 63 Ford 4WD, British GP practice, Silverstone July 1969. ‘Turn in bitch!’, understeer and the inability of these cars to respond to delicate throttle inputs plus excessive weight were the main performance deficiency issues. As well as the absence of the electronic trickery which helped make 4WD work into the 80’s (Brian Watson)

When the showdown with Chapman occurred and the speed, or lack thereof, of the 63 was clear Col borrowed back the car he sold to Bonnier, GH raced that 49 and JoBo the 63. Chapman rescinded the contract with Lovely.

The ever restless Lotus chief didn’t give up on 4WD in Fl, the gas turbine powered Lotus 56 campaigned in some 1971 events had its moments and potentially a great day in the wet at Zandvoort until Dave Walker ‘beached it’.

The 49 raced on into 1970 and in ‘C’ spec famously won the Monaco GP in Rindt’s hands before the Lotus 72, Chapman’s new 2WD sensation, which made its debut at Jarama was competitive.

grham 49

Hill races his Lotus 49B to 7th place. Silverstone 1969 GP (unattributed)

At Silverstone Hill raced the 49B to 7th having qualified 12th and Bonnier retired the slow 63 with a popped engine. John Miles making his F1 debut raced the other Lotus 63 to 9th, the young, talented Lotus engineer stroked the car home from grid 14.

Stewart won a thrilling high speed dice on the former airfield with Rindt, only ruined when Jochen’s wing endplate chafed a rear Firestone, some say it was the greatest British GP ever, on the way to his world title in a Matra MS80 Ford.

It would be interesting to know Graham’s opinion of the Brabham BT26 compared to his 49, the competitiveness of which, especially in Rindt’s hands not at all in doubt despite the 49’s middle age, it was a little over 2 years old in 1969.

I am a huge Graham Hill fan, he was well past his F1 best by the time i became interested in motor racing in 1972 but he was still quick enough to take F2 and Le Mans wins then, he was my kinda bloke, sportsman and champion. A statesman for his sport and country.

joc and jack

Jochen and Jackie scrapping for the ’69 British GP lead, Jochen’s Lotus 49B with bulk, uncharacteristic understeer. Look closely and you can see the closeness of his LR wing endplate to Firestone tyre, the cause of a pitstop to rectify and then back into the fray only to run outta fuel, the 49 notorious for its incapacity to sometimes scavenge the last few gallons from its tanks. Stewart Matra MS80 Ford (unattributed)

1969 was as tough a year for Hill as 1968 was great.

Jim Clark’s April 1968 death impacted Hill deeply on a personal level, they had been friends for years and Lotus teammates since the ’67 Tasman Series. Colin Chapman and Clark were like brothers and whilst Colin struggled with his grief, Hill in a tour de force of character and leadership marshalled Team Lotus by their bootstraps and refocused them on the year ahead. The result, World Titles for Hill and Lotus by the seasons end.

graham and jim

Clark and Hill beside Graham’s Lotus 48 Ford FVA F2 car prior to the start of the Australian Grand Prix, Warwick Farm, 1967. Car behind is Kevin Bartlett’s Brabham BT11 Climax. Clark was 2nd in Lotus 33 Climax FWMV 2 litre, GH DNF with a gearbox failure. JYS won in BRM P261 2.1 litre (History of The AGP)

The Tasman Series in early 1969 showed just how tough a year Graham was going to have within Lotus. Rindt joined them from Brabham and whilst enjoying it, he had committed to Jack verbally to return to Brabham in 1970, landed in the team in the year the Repco 860 quad-cam engine failed consistently.

Jochen had been in GP racing since mid 1964, was a consistent winner in F2 and had taken the 1965 Le Mans classic with Masten Gregory in a Ferrari 250LM, was regarded as one of the fastest guys around, if not the fastest but had still not scored his first GP win. Graham was simply blown-off by a guy with it all to prove, Jochen finally got the breakthrough win at Watkins Glen, the last round of the season in which Graham had what could have been a career ending shunt.

He spun mid race, undid his belts to bump start the car and of course was unable to redo them unaided; he spun again on lap 91, this time the car overturned throwing him out and breaking both his legs badly.

What then followed was a winter of Hill’s familiar grit and determination to be on the South African GP grid in March 1970. He was and  finished 6th in Rob Walkers Lotus 49C Ford.

Quite a guy, G Hill.

graham and col

Team Lotus 1969. Hill, Chapman and Rindt. A tough season all round. With some reliability from his Lotus and mechanical sympathy to it from Rindt, there was a serious opportunity at the title that year, not to be (unattributed)

Etcetera: Lotus 63 Ford…

miles 1

John Miles races the Lotus 63 to 10th on his GP debut at Silverstone 1969. Rounding him up is Piers Courage’ Frank Williams owned Brabham BT26 Ford, he finished 5th at Silverstone in a ripper season in this year old chassis. He emerged as a true GP front runner in ’69 (unattributed)

63 1

Cutaway self explanatory for our Spanish friends! Key elements of 4WD system in blue; see front mounted Ferguson system diff, Ford Cosworth DFV and Hewland DG300 ‘box mounted ‘arse about’ with driveshafts on LHS of cockpit taking the drive fore and aft to respective diffs. Rear suspension top rocker and lower wishbone, coil spring/damper, brakes inboard (unattributed)

miles 2

John Miles, young Lotus engineer and F3 graduate ponders his mount. Lotus 63 Ford. He was later to say the 63 was not so bad, he did more miles in it than anyone else, until he first parked his butt in a conventional Lotus 49! which provided context. Note forward driving position for the time and sheet steel to stiffen the spaceframe chassis. Nice shot of disc, rocker assy and stub axle also (unattributed)

63 2

Fantastic front end detail shot of the Lotus 63. Spaceframe chassis, Lotus first since 1962, beefy front uprights, upper rocker actuating spring/shock, lower wishbone. Ferguson system front diff axle and driveshafts to wheels. Big ventilated inboard discs. Intricate steering linkage from angled rack to provide clearance required (unattributed)

Photo Credits…

Brian Watson…http://www.brianwatsonphoto.co.uk/FormulaOne/races/brit69.html#1

Graham Howard ‘History of The Australian GP’

Tailpiece: Tauranac, Hill and the ‘Lobster Claw’ BT34 1971…

ronster

RT seeks feedback from GH during Italian GP practice Monza 1971. Hill Q14 and DNF with gearbox failure on lap 47. GH best results in 1971 5th in Austria and Q4 in France. Teammate Tim Schenken, in his first full F1 year generally quicker than GH in the year old, very good BT33, BT34 not RT’s best Brabham. No doubt RT missed Jack Brabham’s chassis development skills, Jack was on his Wagga Wagga farm from the start of 1971 (unattributed)

Finito…

hill hi wing

Graham Hill in his hi-winged Lotus 49 during practice for the 1969 Monaco Grand Prix, he went on to win the last of his five Monaco victories on Sunday May 18 1969…

‘Twas his last Grand Prix win as well but his competitiveness was still there, wins were to come in F2 and in endurance racing. His ’72 Le Mans Matra victory with Henri Pescarolo made him unique in our sport as the only winner of ‘Motor Racing’s Triple Crown’; victories in the Drivers World Championship, (BRM 1962 Lotus 1968) Indy (Lola 1966) and Le Mans.

The story of the weekend was all about wings. There had been some big failures as engineers battled with forces they did not fully understand, notably the collisions, fortunately without serious injury to both Hill and Jochen Rindt at Barcelona on May 4, the race before Monaco.

Hill’s rear wing failed on lap 9 as he crested the rise after the Montjuic Park pits, he crashed heavily but was uninjured. Eleven laps later Rindt’s leading Lotus 49 suffered the same failure, collided with Hill’s abandoned car and overturned. He emerged with cuts, bruises and a broken nose. The wing on Ickx’ Brabham BT26 fell apart during the race as well.

There had been other failures in the recent past, the authorities needed to act before someone was killed.

rindt rooted lotus

Rindt’s rooted Lotus 49, Montjuic Park Barcelona 1969. Jochen was a very lucky boy to escape withour serious injury after a wing support failure, Hill’s car into which Rindt collided is just down the road. (unattributed)

The CSI met in Monaco and acted after first practice by banning high wings forthwith, times were scrapped and the process of qualifying recommenced.

The sport was made safer as a consequence, some remain of the view that wings should have been banned then. Full stop.

hill monaco interim

Wonderful overhead shot of Hill in qualifying post the wing ban; Chapman chose to keep the front wings, meanwhile the tin-snips were being put to work…3 litre Ford Cosworh DFV, big rear oil tank, external extinguisher the first thing to leave the car in the event of a major rear impact (handy for the driver in need of foam!), and Aeroquip brakelines running along the radius rods all clear to see. You can just about read the Smiths tach and chassis plate! (Automobile Year 16)

Stewart took an early lead from Amon’s Ferrari 312 in the race, Hill moved into third shortly after the start and after differential failures to both Amon and Stewart’s Matra MS80 Ford gained the lead he never lost. He took victory from Piers Courage’ Brabham BT26 Ford and  Jo Siffert’s Lotus 49B.

hill low level spoiler

By the time of the race’ start Chapman and his team had fashioned this neat spoiler…not as nice as the 49 used at Monaco in ’68 but that was built at the factory, this was not bad overnight and ‘ in the field’. (unattributed)

Winners are grinners, Hill ‘The Mayor of Monaco’ was always a popular victor in the Principality…

hill victory

Hill victorious in Lotus 49 ‘R10′, first debut’ by Jochen Rindt at Wigram NZ in January 1969. Victories in the Tasman Warwick Farm 100 in Rind’ts hands and Hill at Monaco. 49’s much raced by many drivers this chassis also raced by John Miles. Alex Soler-Roig and Emerson Fittipladi, Emmo raced it in its final GP, Austria in August 1970. Car still exists in the UK. (unattributed)

Etcetera…

montjuic

All those hi-wings in the Montjuic dummy grid, soon to be a thing of the past. #7 Jackie Stewart with teammate Jean Pierre-Beltoise behind, both Matra MS80 Ford, Graham Hill Lotus 49 Ford beside Stewart, #6 Bruce McLaren McLaren M7A Ford, #15 Chris Amons Ferrari 312 and #4 Jacky Ickx Brabham BT26A Ford (unattributed)

rindt barcelona

Rindt’s Lotus 49B and its broken wing supports clear in this shot of the ‘unguided missile’. Spectators and Rindt fortunate. Montjuic Park 1969. (unattributed)

rindt spain

49 ‘R9’ decidedly second-hand, Jochen was so lucky to ‘walk away’ from this accident (Getty Images)

rindts letter to chapman

Rindt’s 9 May 1969 letter post Spanish prang to Chapman is widely circulated and a classic! Prophetic sadly. (Jochen Rindt Archive)

Credits…

oldracingcars.com chassis research, Automobile Year 16, Getty Images