Posts Tagged ‘Mildren Alfa Romeo’

(A Robinson)

Andrew Robinson worked for Alec Mildren’s Pymble dealership for a number of years, starting as an apprentice motor mechanic in 1977 and was given these discarded photographs which span a decade of Alec Mildren Racing from about 1964 to 1972, many thanks to Andrew for sharing them with us, rolled gold they are too…

I have arranged them pretty much in chronological order- the cars themselves are easy enough to identify but in some cases I don’t know where they are, hopefully Kevin Bartlett or others can assist in that regard!

The first (above) is the Mildren Maserati sports-racer with Alec, long time Mildren race mechanic/engineer Glen Abbey and another dude checking out the car which appears brand new- note the XK150 and Mk2 Jaguars.

After speculating online that the locale was Glenn Abbey’s home in Avalon for a couple of days Kevin Bartlett’s memory kicked into gear ‘The penny has just dropped…its the “Railway Shed” where many of the cars were worked on. It was opposite the Mildren Pymble headquarters on the Pacific Highway alongside the Northern Railway (look closely at the top of the shot and you can see the railway track). I also remember building a pushrod Ford engine for a Brabham in the floor above the workshop. We ceased using it in 1967 when the cars were worked on behind the main building.’

The car was built by Bob Britton of Rennmax Engineering on his Lotus 19 jig around the core mechanical components of Alec’s 1960 Gold Star Championship winning Cooper T51 Maserati- suspension and brakes, Maserati T61 2.9 litre DOHC four cylinder engine and Colotti gearbox. The story of this car is told at the end of this lengthy piece on Alec; https://primotipo.com/2018/06/08/mildrens-unfair-advantage/

(A Robinson)

Beautiful shot of Alec and Marjorie Mildren, Frank Gardner, the tall Glenn Abbey, Bob Grange or Stuart Randall on the pit counter at Warwick Farm circa 1965.

Gardner’s pattern throughout the decade was to race in Europe in F1/F2/Sportscars/Touring cars and then return home in the summer time taking in the Hordern Trophy at Warwick Farm in December as a warm up for the Tasman Series in January, February and just into March against the best in the world before heading back to Europe.

Great work/life balance it seems to me!

(A Robinson)

Mildren Racing became outright Tasman Series contenders with the acquisition of a Brabham BT11A Coventry Climax 2.5 FPF before the 1965 series, the car is chassis number ‘IC-3-64’.

Here Alec at left, is sussing his new racer together with his son, Jeff Mildren and Glenn Abbey in late 1964, probably in the workshop over the road from Alfa Romeo Dealership at 970-980 Pacific Highway, Pymble on Sydney’s Upper North Shore.

The car was first raced in the 1965 Tasman Series opener, the New Zealand Grand Prix at Pukekohe, where he was second to Graham Hill’s identical, Scuderia Veloce machine. No doubt Frank gave it a whirl around the Farm before venturing to the Land of The Long White Cloud- he didn’t run at in the 6 December 1964 Hordern Trophy though, which means either he or the car, or both, were not in the country by then.

Note the the rear of a Hewland gearbox on the bench and rear springs missing from the Brabham at this point- no FPF either BTW. Checkout this article on the ‘Intercontinental’ Brabhams; https://primotipo.com/2018/07/20/matich-stillwell-brabhams-warwick-farm-sydney-december-1963/

The shot below is the same spaceframe chassis unclothed.

(A Robinson)

During 1965, after a very successful Tasman in which FG was equal fourth, Mildren was looking for a Tasman Series ‘Unfair Advantage’ for the coming year. ‘Everybody’ ran the Coventry Climax FPF which was becoming a bit long in the tooth, BRM planned to race their 1.5 litre F1 P261’s with the V8 taken out to about 1.9 litres and Repco announced they were to race their new 2.5 litre V8- which first fired a shot in the Doonside Street, Richmond Repco Engine Lab in March 1965 during the 1966 Tasman in advance of an assault on the F1 World Championship.

Alec found an exotic solution via his old buddies at Maserati.

He was a Maserati dealer and had impeccable connections within the racing side of the company by virtue of his successful Gold Star tilt, Maserati powered in 1960, and so it was he obtained a 2.5 litre Maserati Tipo 58 (250F T2) quad cam, two valve, six-Weber carbed, circa 310bhp V12 which had been lying around Modena since Officine Maserati tested and occasionally raced V12 versions of the 250F in 1957. Fangio won the last of his five F1 championships racing six-cylinder 250Fs that year of course.

(A Robinson)

The engine was shipped to Sydney where it was married to the team’s BT11A ‘IC-3-64’- our friend above, the frame of which was lengthened more than a smidge to suit, a bell-housing was cast to mate the engine to a Hewland HD5 gearbox and away Gardner went in practice for the 1966 Warwick Farm 100- the photo above is on that very day, 12 February 1966.

Frank and Kevin Bartlett tested the car at Oran Park early in the summer, the engine blew, the machine had plenty of power but its delivery- exactly as JM Fangio and Jean Behra experienced in their 250F’s when they tested (and raced in Behra’s case at Monza) them so equipped in 1957, was either ‘on or off’ so Frank raced his Climax engined BT11A ‘IC-2-64’ at the Farm instead, he was third behind Clark’s Lotus 39 Climax and Graham Hill’s BRM P261.

This latter BT11A was the machine Bib Stillwell used to win his final Gold Star in 1965 which was then acquired by Alec when Bib retired, for Frank to use in the NZ Tasman rounds whilst Stu Randall rebuilt the Maserati engine with bits flown in from Italy and re-fitted it to BT11A chassis ‘IC-3-64’ for Frank to use at Warwick Farm, the first Australian Tasman round.

Tested again in practice at Sandown a fortnight later, the Brabham Maserati was put away when the engine blew again and that was that, what became of the engine is uncertain.  BT11A ‘IC-3-64’ was converted back to Climax spec and raced with much success by Kevin Bartlett in 1966, 1967 and the ‘68 Tasman. Meanwhile ‘IC-2-64’ was sold to Kiwi Kerry Grant but not before Bartlett and Jackie Stewart had a ding-dong of a dice in these two BT11A’s at Surfers Paradise in mid-1966, see here;

https://primotipo.com/2015/02/13/jackie-stewart-at-surfers-paradise-speed-week-1966-brabham-bt11a-climax-and-ferrari-250lm/

There is more to the Brabham Maserati story, lots more, but you will have to wait a few weeks whilst I finish a feature…For now salivate about an amazing engineering sidebar in Tasman History- truly a great mighta-been from the little team in Sydney.

(A Robinson)

From one rare beastie to the next.

This time the Mildren Alfa Romeo, not ‘The Sub’ mind you but the first Mildren Alfa, the lesser known one.

Another Bob Britton built car, this one was constructed on Britto’s Brabham BT23 jig and fitted with an uber-rare Alfa Romeo 1.6 litre, four valve, fuel injected European F2 engine and 5-speed Hewland FT200 transmission, both of which are clear as a bell in the shot above.

The car made its race debut driven by Kevin Bartlett at Warwick Farm on 8 September 1968- it raced in Alfa engined form a miniscule number of times before the very first of Merv Waggott’s TC-4V engines was popped into the back of the chassis and raced by Max Stewart who joined the team alongside KB with effect from the start of 1969.

The tale of ‘Max’s’ car is long, successful and slightly tortuous with the appearance of a second chassis, the provenance of which is not in doubt,  in the last decade or so, but is not for now- i did write a ‘quickie’ about it a while back though; https://primotipo.com/2018/05/29/singapore-sling/

(A Robinson)

Speak of the devil, there is the man himself, Max Stewart corner-weighting the Mildren Waggott as it then was in 1969 or 1970.

You can just see the front corner of a ‘105’ Alfa at far left, the race truck out the doorway and the rear of the chassis of Kevin Bartlett’s Mildren ‘Yellow Submarine’ just left of Maxxies midriff.

(A Robinson)

Speak of the other devil, there is KB at Warwick Farm in the ‘Yellow Submarine’ Mildren Waggott TC-4V.

With that circuit, livery, helmet and engine I wouldn’t mind betting the shot was taken during the 7 December 1969 Hordern Trophy Gold Star meeting, KB won the race upon the debut of the 2 litre Waggott engine, what say you Mr Bartlett? Max was second in the 1.6 litre Mildren Waggott and Niel Allen third in his ex-Courage McLaren M4A Ford FVA.

Both these Mildrens are iconic in the pantheon of Australian motor racing, ditto the drivers and entrant.

(A Robinson)

A couple of Mildren Waggott, Max Stewart, Warwick Farm compare and contrasts.

The shot above circuit, livery, bodywork and helmet suggests probably the 1969 Hordern Trophy meeting too whereas the one below is during 1971 by which time Max had acquired the car from Alec, still in the same livery and with support from Seiko- it was the year in which Max ‘nicked’ his first Gold Star from the F5000 fellas, brittle things that they were.

The photo below is during the September Hordern Trophy race in which Max was third behind KB’s McLaren M10B Chev and Leo Geoghegan’s Lotus 59B Waggott TC-4V.

(A Robinson)

Whilst the unreliability of Kevin Bartlett’s McLaren M10B Chev cost KB the 1971 Gold Star Max had to get with the F5000 strength and bought an Elfin MR5 Repco-Holden which he first campaigned during the 1972 Tasman Series.

Note the retention of Seiko still and the Mildren Yellow colour (take my word for it) despite the commercial relationship between Alec and Max being at an end, Alec Mildren Racing ceased after the conclusion of the 1971 Tasman Series.

(A Robinson)

Here the car is on the grid of the Warwick Farm 100 Tasman round with Teddy Pilette’s Racing Team VDS McLaren M10B Chev alongside in February 1972.

Max didn’t have a happy race, his Repco engine broke its crank after 8 laps whereas Teddy was seventh, the race was won by Frank Matich’s Matich A50 Repco from Frank Gardner, Lola T300 Chev and Kevin Bartlett, McLaren M10B Chev.

Max became an F5000 star of course in a succession of cars- the Elfin and three Lola’s are covered in this article here; https://primotipo.com/2017/10/24/maxwells-silver-hammer/

Credits…

Andrew Robinson Collection, Kevin Bartlett, oldracingcars.com

Tailpiece…

(A Robinson)

Patron Mildren, Glenn Abbey and Don Baker (of Brabham/Dolphin and other such fame) at Warwick Farm- perhaps this shot too is over the 1969 Hordern Trophy weekend…

Finito…

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Garrie Cooper’s Elfin 600D Ford leads Vern Schuppan’s March 722 Ford through the fast swoops of the challenging Thomson Road circuit and into the hot, dense, green, steamy forests of the island city state during the 1972 Singapore Grand Prix…

Vern was 2nd in his March 722, a good result as he boofed the car early in the 30 March-2 April race weekend. ‘I crashed in qualifying when something broke in the rear suspension – the car was absolutely brand new. Luckily I hadn’t hit anything too solid and so we were able to cobble something together and I started from the back’. This chassis was the same one which, with modifications by Brian Falconer, he raced to victory in Singapore in 1973. Garrie didn’t finish the ’72 race he won in the very first Elfin 600 in 1968. I wrote an article a while back about the 1973 race, the last until the modern era, click here to read it;

https://primotipo.com/2016/04/29/birrana-cars-and-the-1973-singapore-gp/

max-from-leo

Winner of the ’72 Singapore GP Max Stewart’s Mildren Waggott Ford with Leo Geoghegan’s Brabham Brabham BT30 Ford right up his chuff and Bob Muir’s yellow Rennmax BN3 Ford in the distance (AOS)

I remember as a kid thinking Asia was a very exotic place…

Australia had, believe it or not, ‘The White Australia Policy’ (progressively dismantled from 1949-73) which kept non-whiteys, Asians included out of the joint, so back then you didn’t see ‘em on the streets. The place was bland, populated as it was by lotsa similar looking Anglos. Thankfully all that is a thing of the long distant past. People from countries to our immediate north have added hugely to the wonderful, disparate melting pot of race, creed and color we have enjoyed here, especially post World War 2.

To me as a kid though, Asia was exotic, different, but not far away like Europe. I read with great interest of the success of Kevin Bartlett in Macau and Leo Geoghegan at Fuji in 1969 when i flicked through the 1970 ‘Australian Motor Racing Annual’, my first road-racing magazine purchase, and marvelled at the circuits.

Two decades later, in 1989-91 I was regularly in Kuala Lumpur and Singapore on business. Even though I had it in my mind then to walk as much of the Thomson Road Circuit as I could, I never did make the easy 12 kilometre excursion from central Singapore to do so, it was always too hot to walk the place. Dammit!, its such a wild looking track…

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Garrie Cooper, Elfin 600D Ford ‘7012’, Singapore GP 1972 (AOS)

Cooper was a popular Singapore visitor having won the race in 1968 in the very first Elfin 600 built. Garrie’s 1972 Singapore car is to me the ‘definitive ultimate’ Elfin 600; chassis 600D ‘7012’ was built as Cooper’s own, works, 2.5 litre Tasman Formula car powered by the ‘definitive’ Repco Tasman engine, the gorgeous little ‘830 Series’, SOHC, 2 valve, Lucas injected ‘short block’ V8. Mind you, in that form it didn’t have the ‘fugly’ Tyrrell type nosecone it wears here.

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Garrie Cooper during the 28 June 1970 Gold Star round at Oran Park, 3rd in Elfin 600D Repco ‘7012’. Max Stewart won in the Mildren Waggott from Leo Geoghegan’s similarly engined car, Leo won the Gold Star that year (oldracephotos.com)

The Tasman 2.5 Formula was over as Australia’s ANF1 at the end of 1970 so the Repco in ‘7012’s frame was removed and fitted into an Elfin 360 sportscar. An injected Lotus/Ford twin-cam was then inserted into the spaceframe chassis for ANF2 racing. And for events in South East Asia which changed to a ‘twin-cam, 2 valve’ formula, effectively mandating the venerable, wonderful Lotus/Ford engine which was a mainstay of motor racing globally for the best part of 20 years.

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Cooper leads the rest of the 1968 GP grid on lap 1 into the Thomson Mile chicane, Elfin 600 Ford. Advice on following car ID’s gratefully accepted (AOS)

I’m in the middle of drafting an article on the Repco engined Elfin 600’s at the moment, all three of them, so will leave that topic for now. ‘7012’ was bought by Col Allison for his lad Bruce at the end of Garrie’s Asian tour, the speedy Queenslander was showing promise in a 600FF back home, steering ‘7012’ around Lakeside and Surfers Paradise was another step in Bruce’s rise to prominence and success overseas.

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Lovely side profile shot of Max Stewart and his winning Mildren in 1972 (AOS)

The winner of the 1972 GP was Max Stewart who took his final big win in the Mildren Waggott which had given him so much success over the years.

The big, ultimately fast, country-boy from Orange in New South Wales literally knew every nut and bolt in this long-lived cars frame. His most recent success in it was the 1971 Australian Gold Star series when he ‘nicked’ the title from his great mate Kevin Bartlett. KB’s F5000 McLaren M10B Chev had the speed in the first year the Gold Star was run to F5000, but Max had enough speed, better handling and much more reliability from his Waggott 2 litre, DOHC, 4 valve, circa 275bhp motor.

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Stewart from Geoghegan in the Circus Hairpin (AOS)

Max was racing an F5000 Elfin MR5 Repco in 1972 Tasman and Gold Star events, but no doubt victorious transition back to the little Mildren was as easy and sweet as a ‘booty call’ with a recent girlfriend!

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Max accepts his trophy. Neat scoreboard; #6 Stewart Mildren Ford, #129 Schuppan March 722 Ford, #7 Muir Rennmax BN3 Ford and #1 Rajah March 712M Ford (AOS)

max-plaudits

MS garlanded in the victorious Mildren Waggott. For this race it was fitted with 1.6 litre Lotus/Ford twin cam on Webers rather than the Waggott DOHC, 4 valve, injected engines of 1600/1860/2000cc capacity with which the car mainly raced over its long life. Brabham magnesium uprights clear in shot, interesting are the rubber bushed type spherical joints used. This very successful car was restored by Greg Smith in Elwood, Melbourne some years back with further work done in more recent times by Max Pearson who owns and keeps it, and Max’ 1972 Elfin MR5 Repco F5000, in amazingly fine fettle. Both are familiar cars to historic racing enthusiasts in Oz (AOS)

Missing from the ’72 Singapore GP grid was three times (1969-71) winner, Kiwi champion Graeme Lawrence…

Who had an horrific shunt during the opening lap of the 1972 New Zealand Grand Prix at Pukekohe in January which destroyed his brand new Lola T300, badly injured himself and killed Bryan Falloon, whose Rennmax/Stanton Porsche, Graeme collided with.

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Geoghegan, Brabham BT30 (AOS)

One of Lawrence’s many Australian friends Leo Geoghegan raced Graeme’s Brabham BT30, the 1970 Australian Gold Star champion finished 5th in the unfamiliar, but oh-so-forgiving Ron Tauranac designed chassis.

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Leo Geoghegan in Graeme Lawrence’s Brabham BT30 Ford, advice gratefully received on what part of the circuit many of these photos are, and a race report if anyone has one (AOS)

Ostensibly retired from open-wheeler competition, Leo was lured back in 1972 by Birrana Engineering boss Malcolm Ramsay, Malcolm a South East Asia regular competitor. The exploits of these two are well covered in the ’73 Singapore GP article referenced above.

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Vern tested the BRM P153B, the P153 the Bourne concerns 1970 challenger, during Belgian GP practice at Nivelles in 1972, the car was raced by Helmut Marko to 10th. Emerson Fittipaldi won in a Lotus 72D Ford (unattributed)

Vern would see a lot of his countrymen in the years to come in F5000 competition but it was the first time he had raced against Cooper, Stewart, Geoghegan, Muir, Bartlett and Kiwi, Lawrence.

Schuppan left South Australia’s Flinders Ranges town, Booleroo Centre, with some karting experience in Australia and via Formula Ford success in the UK, won the first British F Atlantic title in 1971 in a works Palliser.

He was very much a coming-man at the time of the Singapore GP, having a BRM contract in his pocket for 1972. BRM had more drivers than hot dinners that season, the Aussies only races were the non-championship May, Oulton Park ‘Gold Cup’ and October, Brands Hatch ‘Victory Race’ in which he finished 4th and 5th respectively.

Despite that, he impressed BRM boss Lou Stanley enough and signed a contract to drive alongside temporary Ferrari escapee Clay Regazzoni in 1973. Stanley’s hiring of Jean-Pierre Beltoise and Niki Lauda’s schillings sidelined him. ‘I knew that I had to be in F1 with a good team by the time I was 30 – and so I thought I’d cracked it. But when I arrived back in Australia for Christmas and picked up a Daily Express at the airport, there it was: Lauda Signs for BRM. I attended races with the team and did a lot of testing, something I always enjoyed – but it was a disappointment’ said Vern in a recent MotorSport interview.

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Sonny Rajah (above) was a Malaysian character who won a lot of friends in Australia in 1974… 

He contested our Van Heusen Australian F2 Championship. Sonny raced all of the eight round championship with the exception of the first race at Hume Weir for a best place of third at Symmons Plains.

He used the same March chassis albeit fitted with a later nose- the ex-Ronnie Petersen 1971 European F2 Championship winning 712M, he drove to 4th place in Singapore, the misfiring March finished between Schuppan and Geoghegan.

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Muir from Cooper and Schuppan at Circus Hairpin (AOS)

Rennmax BN3 Ford: Kevin Bartlett and Bob Muir…

Amongst the most numerous cars from one marque were Rennmax BN3’s, these cars raced by Stewart (nee Mildren) as well as his F5000 buddies Kevin Bartlett and Bob ‘Skinny’ Muir.

Regular readers may recall that these cars were built by Sydney’s Bob Britton on the Brabham BT23 jig he created to repair Denny Hulme’s works BT23 damaged in New Zealand during the ’68 Tasman Series.

Bob Muir’s car was, I think, Ken Goodwin’s chassis raced by Bob in Australia during 1971, notably at the Hordern Trophy meeting at Warwick Farm. Muir had a very competitive run in Singapore finishing 3rd in the yellow car.

KB leased Sydney driver Doug Heasman’s car and recalls the weekend well‘…unfortunately I had a DNF result after an off, due to slight damage to the suspension. Fire marshalls had inexplicably placed a fire hose across the road on a blind corner to douse a crashed car, I bounced off the road when the wheels hit it. There was no flag signal of the situation at the flag point before, which caused the problem’ recalled KB recently.

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Kevin Bartlett typically sideways, Rennmax BN3 Ford (AOS)

As to the Thomson Road circuit he related that ‘I quite liked the layout as a real road circuit. It had jungle like bush in many parts, with huge drainage ditches to one side in many places and virtually nil runoffs, certainly it was a challenging place.’

‘I remember leading for all but the last few laps one year (1970) from Graeme Lawrence’s Ferrari’ (ex-Amon 1969 Tasman winning Ferrari Dino 246T in which Graeme also won the 1970 Tasman) with a DNF in the Mildren Alfa V8 ‘Yellow Sub’ the car in which KB won the 1969 Macau Grand Prix and Australian Gold Star Series.

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(AOS)

Kevin Bartlett and Graeme Lawrence (above) on the front row of the grid for the 1970 Singapore GP, start/finish straight- relatively narrow.

KB #5 in Alec Mildren’s Len Bailey designed, Alan Mann Racing built Mildren ‘Yellow Submarine’ Alfa Romeo, here in its ‘definitive’ Alfa Tipo 33 2.5 litre V8 form, as it was originally designed.

It was quicker when fitted with the 2 litre Waggott but always ‘sexier’ with the Alfa engine- for me it defines everything that was great about the Tasman 2.5 Formula. GL is in his equally lustworthy, and victorious, ex-Amon Ferrari 246T. #66 is Albert Poon’s Brabham BT30 FVA, the car alongside, I think is John McDonald’s Brabham BT23 FVA.

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(AOS)

Bartlett (above) leads the field on lap 1 of the 1970 GP into the Thomson Road chicane, Graeme Lawrence is almost obscured he is so close to KB’s FT200 Hewland.

Then its Stewart in the Mildren Waggott #6 and McDonald’s Brabham BT23 FVA #16 and the rest.

Bartlett won the preliminary 20 lapper on Friday and led the 40 lap GP, in a very spirited close race with Lawrence until lap 37 when a valve spring in the little V8 broke, dropping an inlet valve, KB recalls. The field was small, only 10 cars due to mechanical mishaps in the preliminary, 12 cars took to the grid in the GP but 2 crashed on the warm up lap! so 10 started.

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(AOS)

Muir (above) ahead of Bartlett’s red Rennmax BN3 on the Thomson Mile with John McDonald’s ex-Rondel Racing white Brabham BT36 Ford.

Back home these two Sydneysiders raced Lola T300’s in the domestic Gold Star Series with Muir immediately on the pace when he started racing F5000 during the 1972 Australian Tasman rounds.

KB was the driver who well and truly served it up to Matich when he took delivery of his T300 during the ’72 Gold Star, which Frank won in his A50 Repco

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(AOS)

Garrie Cooper (above) in his brand new Elfin at the Circus Hairpin, Singapore GP 1968.

Great looking cars the Elfin 600’s, the only marginal change to the body over its production life of 1968 to 1972, which made the things even sweeter was a ‘wedgier’ element or shape to the radiator cowl, you can see it in the shot earlier of Cooper’s 600D Repco at Oran Park up earlier in the article

Singapore GP 1968, Garrie Cooper and Elfin 600 ‘6801’…

Garrie’s win in the Elfin 600 prototype ‘6801’ was pretty handy commercially for the likable, talented South Aussie and his band of gifted artisans at Edwardstown, an inner south-western Adelaide suburb.

Elfin 600’s won in FF, F3, F2 and ANF1; no other car in Australia (the world?) ever had that ‘bandwidth’.

Critically the car was built in relatively large numbers and exported providing valuable cashflow, the lifeblood of any business especially a small one financed, as they are typically in Oz, by a mortgage over the business owners home.

600’s were cars which helped launched a swag of careers not least Larry Perkins who won Australian titles in FF and F2 aboard a 600FF and 600B/E.

The following, less successful model, the 620/2/3 (FF/F2/F3) were evolutions of the 600 spaceframe design and also sold well. By then the level of local competition had increased with the likes of Bowin and Birrana building cars in number and as well the propensity of locals to buy imports increased especially in F2.

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‘6801’ in the Thomson Road paddock 1968, mechanical details as per text. The caption notes driver and shortly Elfin 600 customer Henkie Iriawan seated at far left with the car being fettled by the Elfin boys and Loh Yap Ting in white. So impressed was Iriawan that he bought ‘6801’ at the end of the race meeting, and later a 600B to which he fitted a Ford FVA engine. Local ‘shops who looked after the visiting teams were Federated Motors and Borneo Motors, both the preferred facilities (AOS)

Cooper and his team finished ‘6801’, raced it at Calder, Victoria in March and then shipped it to South East Asia. These shots show the beautifully fabricated steel spaceframe chassis, Lotus/Ford Weber fed, DOHC engine, a good 1600 twinc good for circa 170bhp at the time. Gearbox here is a Hewland HD5, production cars usually used Hewland Mk8/9 or FT200 dependent upon application.

The cars first race on its Asian tour was the Selangor GP at Shah Alam, Malaysia on the 6/7 April weekend, Garrie didn’t complete his heat with a broken crown wheel and pinion.

In the Singapore GP, Allan Grice had the gearbox problem, the case of the ex-Mildren/Gardner/Bartlett Brabham BT11A’s Hewland ‘box split causing the end of a good dice between Cooper and Grice. Jan Bussell’s Brabham BT14 Ford was 2nd and Steve Holland’s Lotus 47 Ford sportscar, the event was run to Formula Libre, was 3rd.

‘6801’ was still giving a good account of itself in ANF2 in 1973/4 in Paul Hamilton’s hands amongst all the modern Birrana, March and Bowin monocoques and is still raced by him in historic racing. It always brings a smile to my face whenever I see the little red, immaculate machine given its Elfin historic significance.

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Cooper accelerates out of Circus Hairpin on the way to his ’68 GP win. He is ahead of Allan Grice, later Australian Touring Car ace in a Brabham BT11A Climax and Albert Poon’s Brabham BT21 Alfa. Garrie led from lap 5, Poon retired on lap 10 with a damaged wheel (AOS)

Etcetera…

cooper-nose

(AOS)

Cooper (above) in the 600D Ford ‘7012’, Singapore 1972. He really did make a beautiful car as ‘ugly as a hat full of arseholes’ didn’t he?, no doubt it was effective though. Tyrrell started this F1 trend at the ’71 French GP.

These Elfin 600D experiments flowed directly into the modified noses of the MR5 F5000 cars which Cooper fitted to his, and John McCormack’s car during the Australian Tasman rounds in 1972. See photo below.

Those noses became the ‘definitive spec’ MR5’s- in detail they evolved over the following seasons, the treatment was also applied to the subsequent MR6 F5000. It was only at the very end of the MR5’s long life that Garrie tried a ‘chisel nose’ and side radiators on his MR5 when he was assessing the body shape and profiles to be fitted to his 1976 MR8 F5000- those too a very successful series of, this time, Chevrolet engined cars.

cooper-mr5

(Hemer)

This 1972 Oran Park shot above shows the MR5 ‘before and after’.

John Walker’s car in front with the original 1971 ‘blade’ front wing and Cooper’s car further back with the ‘Tyrrell’ type nose, both MR5’s are Repco powered.

That’s Max Stewart’s Mildren Waggott’s nose shoved up John’s clacker by the way. Interesting that he was racing the little 2 litre car rather than his MR5 at this meeting. What meeting is it folks, its not a Gold Star round, one of you Sydneysiders will know?

leo-nose

(AOS)

Leo has had an argument with the local geography and lost, ‘sorry Graeme, it was like this…’, no damage to the rest of the little BT30 mind you.

Bibliography…

MotorSport ‘The Forgotten Singapore Grands Prix’ by Paul Fearnley September 2016, The Nostalgia Forum, Kevin Bartlett

Photo Credits…

National Archive of Singapore (AOS), Lynton Hemer

Tailpiece: Cooper accepts the plaudits of the crowd and the victors garland in 1968, neat rear cowl of the  Elfin 600 clear and a feature on all the production cars…

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(AOS)

Finito…