Posts Tagged ‘Pedro Rodriguez’

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(Klemantaski)

The geography of racetracks prior to the seventies highlights the need for accuracy to avoid damage to the local scenery let alone car and driver…

It’s Le Mans 1966, the 18/19 June weekend. The Ecurie Francorchamps Ferrari 365P2 of Pierre Dumay and Jean Blaton starts the long run along the Mulsanne Straight ahead of a factory Ford Mk2 and Pedro Rodriguez in the NART Ferrari 365 P3 ‘0846’ he shared with Richie Ginther.

I’m not sure which Ford it is but the two Ferrari’s failed to finish- the Francorchamp’s car with engine dramas and the NART machine with gearbox failure.

Bruce McLaren and Chris Amon won in a Ford Mk2, click here for a short article about the race; https://primotipo.com/2016/06/27/le-mans-1966-ford-mk2-andrettibianchi/

The Ginther/Rodriguez Ferrari P3 ‘0846’ ahead of a couple of Ford GT40’s at Le Mans in 1966 (LAT)

‘0846’ was the first of the Ferrari P3’s built and was the official press car.

Built as a Spyder, the 4 litre, 420 bhp, 24 valve, Lucas injected V12 machine raced throughout 1966-at Sebring, Targa and Le Mans- all DNF’s. At the end of the year it was converted to P4 specifications for 1967- becoming one of four factory P4’s raced that season in the International Championship for Sports Prototypes and Sportscars.

At the 1967 opening round- the Daytona 24 Hour, Chris Amon and Lorenzo Bandini shared the drive and won the race in it.

Two Ferrari at Daytona in 1967- the winning Amon/Bandini P4 ahead of the third placed Mike Parkes/Jean Guichet 412P (unattributed)

Entered at Le Mans, Chris Amon and Nino Vaccarella qualified the car in twelfth position amongst a sea of Ford GT40’s and Mk2’s.

On lap 106 Chris Amon encountered a puncture and tried to change a Firestone out on the circuit but the hammer he was wielding broke so he then sought to drive the stricken P4 back to the pits.

During this trip the shredded tyre somehow ignited a fire and as a consequence the car was severely burned- and subsequently thought by most historians to be destroyed.

(unattributed)

Amon lapping early in the ’67 Le Mans 24 Hour- the beached car is the NART entered Ferrari 365 P2 shared by Chuck Parsons and Ricardo Rodriguez which retired after completing 30 laps during the race’s fourth hour- Chuck is wielding the shovel.

(unattributed)

Incapable of economic repair, the P4 ‘0846’ chassis was discarded into the Ferrari scrapyard after inspection back at Maranello.

In recent times it has been confirmed, by Mauro Forghieri, that the repaired remains of the ‘0846’ chassis form the basis of the James Glickenhaus’ owned P4. Somewhat contentious, and the subject of much discussion on various Ferrari internet forums about the place, and ‘The Nostalgia Forum’ for more than a decade, some of you will have seen the car in the US or Europe.

Click here for an article about the Ferrari P4, and P3 in passing, and towards its end a link to the TNF debate about the restoration of ‘0846’; https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

‘Veloce Todays’ bullshit-free summary of the car is here; https://www.velocetoday.com/cars/cars_69.php

Glickenhaus Ferrari P4 (unattributed)

Forghieri’s letter to Glickenhaus in relation to the chassis of the car, in full, dated 23 February 2016 is as follows;

‘Dear Mr Glickenhaus,

I am submitting my expertise regarding your Ferrari P4. It is based on the documentation that’s been made available to date and, to avoid any misunderstanding, I am submitting it in both English and Italian, the binding version being the Italian one.

1. The P3/4 denomination was never used in Ferrari and it is therefore deemed as incorrect. (Cars were either called P3 or P4)

2. The P4 chassis was almost identical to the P3’s, which were therefore routinely modified to produce P4 chassis.

3. The chassis I examined bears signs of modifications which are different from what was done in Ferrari as current practice. My opinion is that they were done by some other outfit after the accident of Le Mans 1967. The car involved was a P4 built upon a P3 chassis bearing the SN#0846, SN which was carried over as practice and regulations mandated. The car itself was seriously damaged in the 1967 accident and never repaired. The chassis, also damaged by fire, was returned to the Ferrari “scrapyard”.

4. It is my opinion that original parts of that chassis (as modified by some outfit; see above) are currently mounted on the P4 vehicle owned by you.

5. In spite of point 4 above, however, and as indicated in the factory statement that Ferrari sent you, it must be concluded that, for all legal purposes, SN #0846 has ceased to exist. Your car cannot be designated as “#0846”.

6. I can nonetheless state that your car, albeit containing non-standard modifications, is indeed a Ferrari P4.

Best Regards,

Mauro Forghieri

Modena, February 23 2016’

Chris Amon settles himself into ‘0846’ before the 1967 Le Mans classic in 1967. Injection trumpets clear as is the MoMo steering wheel, it looks pretty comfy in there.

Credit…

Klemantaski Collection, LAT Images

Tailpiece: Nino Vaccarella during the 1966 Targa Florio…

(unattributed)

P3 ‘0846’ was shared by Nino Vaccarella and Lorenzo Bandini in Sicily during the May 1966 Targa Florio.

The hometown team had completed 6 laps before Bandini crashed the car having misunderstood the intentions of the hand signals provided by the driver of a privateer Ferrari he was seeking to pass.

The race was won by the Filipinetti/Works Willy Mairesse/Herbert Muller Porsche 906.

Finito…

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Glenda Foreman focusses on the Heuers whilst Pedro Rodriguez runs up-front at Le Mans 1970…

Pedro’s girlfriends powers of concentration were not tested, the Mexican’s John Wyer Porsche 917K was out of the race on lap 22 with engine failure, he and Leo Kinnunen started from grid 5. Another 917K, the Hans Hermann, Richard Attwood car won the race.

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Rodriguez/Kinnunen JW Porsche 917K Le Mans 1970 (Schlegelmilch)

Credits…

Rainer Schlegelmilch

Tailpiece: Leo, Pedro, Brian and Jo. Kinnunen, Rodriguez, Redman and Siffert, the 1970 JW Automotive drivers before the off…

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monza bros

Siffert, Pedro chillin’, Redman and Kinnunen- JW squad 1970 (Schlegelmilch)

The JW Gulf boys relax before the off, the winning duo were Pedro Rodriguez and Leo Kinnunen…

There was only one Porsche 917 amongst the first nine cars home at the duration of the Monza endurance classic on 25 April but the German flat-12 was first, Pedro Rodriguez and Leo Kinnunen were happy winners.

Three Ferrari 512S followed them home, the Ignazio Giunti/Nino Vaccarella/Chris Amon Spyder 1.5 minutes adrift of the John Wyer Porsche.

It wasn’t a happy season for Ferrari in sportscars. Supremely competitive in F1 with the first of its flat-12 engined cars, the 312B, the 5 litre V12 512S really didn’t receive the development it needed to knock off the Porsches.

The German cars mainly raced at 4.5 litres in capacity that year but it was still more than enough. A win at Sebring in the second round of the Manufacturers Championship was Ferrari’s best result, and the flat-8 3 litre, nimble, light Porsche 908/3 mopped up on the tight, twisty circuits unsuited to the 917. The dudes from Stuttgart had the game well covered.

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Seppi in conversation, and for the horologists he is sporting a nice Heuer Autavia chronograph  (Schlegelmilch)

The speed of Ferrari’s evolved 512S, the 512M was clear at the Osterreichring 1000 Km in October, so 1971 looked to be a great battle of two amazing 5 litre cars but effectively the Scuderia waved a white surrender flag before the seasons commencement.

They chose to race a new 3 litre flat-12 engined prototype, the 312P in 1971 with an eye to the rule change to cars of that capacity in 1972, rather than the factory race the 512M.

The Ferrari privateers did their best against the Panzers but it was ineffective, the speed of the beautifully prepared and superbly Mark Donohue driven Penske 512M duly noted. The 1971 endurance season could have been the greatest ever had Scuderia Ferrari raced those cars!

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Pedro drives, Leo and the boys ride

Back to Monza 1970. The other ‘works’ Porsches were well back- the JW 917K of Jo Siffert and Brian Redman finished 12th, the Porsche Salzburg 917K’s of Vic Elford/Kurt Ahrens DNF with puncture damage after 92 laps and the 1970 Le Mans winning combo of Hans Hermann and Richard Attwood were out with engine failure on lap 63.

Still there was strength in numbers, Pedro and Leo were there at the end, in front…

Credits…

Rainer Schlegelmich

Tailpiece: Tifosi @ Monza, not as many as if a 512S won…

monza

(Schlegelmilch)

 

(Mr Reithmaier)

I love the build up and tension before the start of a big race; here it’s the grid prior to the start of the New Zealand Grand Prix at Pukekohe, in the north of NZ’s North Island on 6 January 1968…

Chris Amon readies himself and his Ferrari Dino 246T before the first round of the 1968 Tasman Series, a race in which he wonderfully and deservedly triumphed. Missing on the front row is Jim Clark’s Lotus 49T Ford DFW. Car #2 is Pedro Rodriguez’ BRM P261, the Mexican is bent over the cockpit of his car but failed to finish with clutch problems. Car #7 is Alec Mildren’s Brabham BT23D Alfa Romeo T33 2.5 V8 with chief mechanic Glenn Abbey warming up the one-off car. Lanky Franky Gardner is adjusting his helmet beside the car, it was a good day for Frank, the car was second.

Look closely and you can see a camera crew behind the Brabham which is focusing on 1967 reigning world champion Denny Hulme and his #3 Brabham BT23 Ford FVA F2 car- Denny’s head is obscured by Frank’s body. Hume boofed the ex-Rindt BT23 during the race badly enough for a replacement chassis to be shipped out from the UK.

I’ve always thought these F2/Tasman Ferrari’s amongst the sexiest of sixties single-seaters.
The 166 F2 car was not especially successful amongst the hordes of Ford Cosworth Ford FVA engined cars in Euro F2 racing, however, the car formed the basis of a very competitive Tasman 2.5 litre Formula car when fitted with updated variants of the Vittorio Jano designed V6 which first raced in F2 form and then powered the late fifties Grand Prix racing front-engined Ferrari Dino 246. It was in one of these cars that Mike Hawthorn won the 1958 World Drivers Championship.

Amon won the Tasman Series in 1969 with Ferrari Dino 246T chassis #0008, fellow Kiwi Champion Graeme Lawrence won aboard the same car in 1970 against vastly more powerful, if far less developed Formula 5000 cars. The story of those championships is for another time, this article is about Chris’ 1968 Tasman mount and campaign.

Amon hooking his gorgeous Ferrari Dino 246T ‘0004’ into The Viaduct in the dry at Longford 1968. Early ’68, we are in the immediate pre-wing era, and don’t the cars look all the better for it! (oldracephotos.com/D Keep)

In many ways Chris was stiff not to win the ’68 Tasman Cup a title, the last title won by the late, great Jim Clark…

Ferrari entered only one car that year, chassis #0004 was assembled in Maranello by longtime Amon personal mechanic Roger Bailey and tested at Modena in November 1967. It was then freighted by plane to New Zealand where it was prepared by Bruce Wilson in his Hunterville workshop in the south of the North Island.

The chassis was Ferrari’s period typical ‘aero monocoque’, a ‘scaled down’ version of the contemporary F1 Ferrari with aluminium sheet riveted to a tubular steel frame thus forming a very stiff structure. The 166 was launched to the adoring Italian public at the Turin Motor Show in February 1967.

In F2 form, the 1596cc, quad-cam, chain driven, 18 valve, Lucas injected engine developed circa 200bhp at an ear-splitting 10000 rpm. It is important to note that this F2 engine, designed by Franco Rocchi, and in production form powering the Fiat Dino, Ferrari Dino 206 and 246GT and Lancia Stratos is a different engine family to the Jano designed engines, evolved by Rocchi and used in the Tasman Dinos.

The F2 166 made its race debut in Jonathon Williams hands at Rouen in July 1967, whilst it handled and braked well it was around 15bhp down on the Cosworth engined opposition. The car was tested extensively at Modena, including 24 valve variants, but was not raced again that year.

Amon, who had not contested the Tasman Series since 1964, could immediately see the potential of the car, suitably re-engined, as a Tasman contender given the success of the small, ex-F1 BRM P261 1.9-2.1 litre V8’s in the 1966 and 1967 Tasmans. The same approach which worked for the boys from Bourne could work for Maranello Chris figured. A parts-bin special is way too crass, but you get my drift of a very clever amalgam of existing, proven hardware as a potential winning car.

In fact Ferrari went down this path in 1965 when a Tasman hybrid of a then current F1 chassis was married to a 2417cc variant of the Jano 65 degree V6 for John Surtees to race in the 1966 Tasman. John had Tasman experience in Coventry Climax FPF engined Coopers and Lola’s at the dawn of the sixties and could see the potential of a small Ferrari.

That plan come to nothing when Surtees was very badly injured in a Mosport Can-Am accident in his self run Lola T70 Chev in late 1965. This car, Ferrari Aero chassis ‘0006’ played the valuable role of proving Surtees rehabilitation when he completed 50 laps in the car at Modena. It was in the same chassis that Lorenzo Bandini finished second in the 1966 Syracuse and Monaco GP’s as Ferrari sought to get the new 3 litre V12 F1 312 up to speed, Bandini elected to race the Dino on both occasions- he also finished third in the car at Spa.

The allocation of this more competitive car to Bandini rather than team-leader Surtees was amongst the many issues which lead to the confrontation between John Surtees and team manager Eugenio Dragoni during Le Mans practice and Surtees departure from the team shortly thereafter.

An unidentified fellow, Jim Clark, Ferrari engineer Gianni Marelli, Chris Amon and Roger Bailey share a joke during the 1968 Longford weekend. Chassis ‘0004’ is fitted with the 24 valve V6 covered in the text. Note the quality of castings, fabrication and finish, inboard discs, sliding spline driveshafts and single plug heads of this very powerful- but less than entirely reliable engine in 1968 form, it’s shortcoming cylinder head seals (oldracephotos.com/Harrison)

The engine of the 166/246T was carried in a tubular subframe attached to the rear of the monocoque which terminated at the drivers bulkhead, the car was fitted with a 5 speed transaxle designed by Ingenere Salvarani and Girling disc brakes.

Suspension was also similar to the contemporary F1 cars in having an front upper rocker and lower wishbone with inboard mounted spring/shocks and conventional outboard suspension at the rear- single top link, inverted lower wishbone, two radius rods and coil spring/shocks.

For the 1968 NZ races- Chris won at Pukekohe after Clark retired and at Levin, leading from flag to flag, was second to Clark at Wigram and fourth at Teretonga- a 3 valve variant (2 inlet, 1 exhaust) of the 65 degree fuel injected V6 was fitted which was said to develop around 285bhp @ 8900rpm from its 2404cc.

Chris crossed the Tasman Sea with a nine point lead in the Series from Clark and the might of Team Lotus. It was a wonderful effort, whilst Ferrari provided the car free of charge and took a share of the prize money, the logistics were of Chris’ own small equipe, and here they were serving it up to Gold Leaf Team Lotus with a couple of World Champions on the strength, plenty of spares and support crew.

Amon just falls short of Jim Clark at the end of the 1968 AGP at Sandown. The official margin, one tenth of a second after 62 minutes of great motor racing. Lotus 49 Ford DFW and Ferrari Dino 246T (unattributed)

 

Amons heads into the Sandown pitlane to practice- Shell corner or turn 1 behind (G Paine)

 

Amon’s car in the Sandown paddock. That little four valve engine came so close to pipping Clark’s Ford DFW on raceday (G Paine)

For the four Australian races a 24 valve version of the engine was shipped from Maranello. Its Lucas injection was located within the engines Vee rather than between the camshafts and had one, rather than two plugs per cylinder. This motor developed 20 bhp more than the 18 valver with Chris promptly putting the car on pole at Surfers Paradise, a power circuit- he won the preliminary race and had a head seal fail whilst challenging Clark in the championship round.

At Warwick Farm he qualified with the 18 valve engine and raced the 24 valver having rebuilt it- they only had one of the motors. He was challenging both Clark and Hill in the race and then spun in avoidance of Hill who was having his own moment…he was fourth on the tight technical Sydney circuit.

At Sandown during the AGP, the pace of the car, and Amon, was proved in an absolute thriller of a race in which he finished second to Clark by one-tenth of a second, the blink of an eye. Let’s not forget the best driver in the world driving the best F1 car of the era powered by the Tasman variant of the greatest GP engine ever was his competition- and took fastest lap.

As the team crossed Bass Straight from Port Melbourne on the ‘Princess of Tasmania’ Chris knew he had to win the Longford ‘South Pacific Championship’, with Clark finishing no better than fifth to win the Tasman title.

At Longford, still fitted with the 24 valve engine, which must have been getting a little tired, he qualified a second adrift of Clark and Hill, he finished seventh in a race run in atrocious conditions on the most unforgiving of Australian circuits having initially run second to Clark but then went up the Newry Corner escape road and suffered ignition problems from lap 10.

Piers Courage won in an heroic drive aboard his little McLaren M4A Ford FVA F2 car that streaming day, in a series which re-ignited his career.

Chris and the boys confer about car set-up- in the dry!, at Longford(oldracephotos.com.au/Harrisson)

Chris was a busy boy during the Australian Tasman leg as he also drove David McKay’s Scuderia Veloce Ferrari 350 CanAm/P4 in sports car support events at each round in addition to the little Dino.

These races were outstanding as they involved close dices between Chris and Frank Matich in his self designed and built Matich SR3 powered by 4.4 litre Repco Brabham V8’s- with Frank getting the better of him in each of these races. The speed of the Matich was no surprise to Chris though, both had contested rounds of the Can-Am Championship only months before the Tasman in the US.

Click here for my article on the Ferrari P4/CanAm 350 #’0858’ Chris raced in Australia;

https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

Amon lines David McKay’s Scuderia Veloce Ferrari P4/350 Can Am up for Longford’s The Viaduct during the 1968 Longford Tasman meeting. Matich didn’t take the SR4 to Longford so Chris had an easy time of it that weekend. The sight and sound of that car at full song on the Flying Mile at circa 180mph would have been really something! (oldracephotos.com/D Keep)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Chris Amon, David McKay and mechanic David Liddle with the Can-Am 350 in the Sandown pitlane (G Paine)

For the 1969 Tasman Chris applied all he learned in 1968 returning with two cars, the other driven by Derek Bell, four well developed 300bhp 24 valve engines with the logistics of the two months taken care of by David McKay’s Scuderia Veloce.

He promptly lifted the Tasman Cup in a very successful campaign from Jochen Rindt, Graham Hill and others, with a little more luck or greater factory commitment in 1968 it may have been two Tasmans on the trot for the Maranello team and Chris…

Etcetera…

(G Paine)

 

(G Paine)

A couple of shots of the SV Ferrari Can-Am 350 being fettled in the 1968 Sandown Tasman paddock.

Bibliography…

oldracingcars.com, sergent.com.au, ‘Dino: The Little Ferrari’ Doug Nye

Photo Credits…

Mr Riethmaier, oldracephotos.com, Rod MacKenzie, Glenn Paine Collection

Tailpiece: Love this moody, foreboding Longford shot by Roderick MacKenzie…

(Rod MacKenzie)

Chris has just entered the long ‘Flying Mile’ in the streaming wet conditions during Monday’s ‘South Pacific Trophy’ famously won by Piers Courage little McLaren M4 Ford FVA F2 car. 4 March 1968.

Finito…

 

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‘yer don’t tend to think of Rodriguez as a Can-Am driver but he contested many races over the years without ever doing a full season’s program. A pity, as his fearless, blinding speed aboard big hairy V8’s would have been worth travelling a mile or three to see…

Here Pedro is with the 7.4 litre BRM P154 Chev during the Monterey Grand Prix weekend at Laguna Seca on 18 October 1970.

BRM built the P154 Chev to contest the 1970 Can-Am with George Eaton as its driver, the car was one of two brand new cars by Bourne’s just joined designer, Tony Southgate.

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The immensely talented BRM Chief Engineer, team manager and designer Tony Rudd fettling his nemesis, the complicated, heavy and recalcitrant! BRM P83 ‘H16’, Monza, Italian GP practice in 1966 (GP Library)

BRM had two terrible years by their lofty standards in 1968 and into 1969. The BRM H16 engine was finally made reliable-ish in 1967 but it’s corpulence, it was well over 300 pounds in excess of it’s designed weight made the cars power to weight ratio poor whatever the chassis designers did to take weight out of the rest of the bolide.

The replacement P101 2 valve 3 litre V12, first raced by Bruce McLaren in his McLaren M5B at the Canadian GP  in late 1967 was concepted as a sports car engine. Whilst light it wasn’t a match for the Ford Cosworth DFV’s power, torque, fuel efficiency or reliability, the same problems being confronted by Ferrari and Matra with their own V12’s.  Into 1968 the DFV was being raced in numbers; by Lotus, McLaren, and Ken Tyrrell’s Matra International team.

As the Bourne engineers focussed on engines they lost their way with chassis direction, a strength prior to this. As a consequence Tony Rudd, who had masterminded BRM’s rise and consistency for over a decade left in mid-1969 to join Colin Chapman at Lotus.

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British GP practice, Silverstone 1969 with Surtees telling the boss just how shite things really are! Sir Alfred Owen, the immensely successful industrialist listens carefully and acts, with ‘generational change’ at Bourne. Allan Challis is the BRM mech in orange (Rainer Schlegelmilch)

’69 BRM driver, John Surtees was having a shocker of a season on both sides of the Atlantic, Jim Hall’s conceptually brilliant but flawed Chaparral 2H CanAm car was an even bigger ‘sheissen-box’ than his BRM F1 P139 BRM. Time was ticking in terms of his own driving career, he was 35 and had managed to land in the wrong team at the wrong time, twice in the same year when time was very much a precious commodity!

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Surtees in the BRM P138 in Monaco 1969 practice. The cars all raced raced sans wings due to a CSI  overnight safety decree severely limiting them. Surtees Q6 and DNF after Jack Brabham ran up his clacker when his gearbox failed, no injury to either driver (Rainer Schlegelmilch)

With BRM owner Sir Alfred Owen’s consent Surtees approached Tony Southgate, with whom he had worked at Lola on the T70 Can Am and T100 F2 cars and more recently designed competitive cars for Dan Gurneys ‘All American Racers’ in Santa Anna, California.

Southgate’s Eagle 210 Offy won the 500 in Bobby Unsers hands in 1968, he also designed a successful Formula A car and a stillborn ’68 F1 car design, elements of which were picked up in the Indy and ‘A Car’.

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George Eaton at Monaco in 1970 in Tony Southgate’s brand new, BRG BRM P153 V12. Compare the ‘old and new’ P138 Monaco ’69 with P153 Monaco ’70  (The GP Library)

Southgate’s brief when he joined BRM was twofold; ‘do what you can now to get the P139 competitive and design a new car for 1970’…

The Brit quickly decided their was little he could do with the P139 so pressed on with the design of the P153, it and the evolved for ’71 P160 were front running, GP winning (4 wins) cars.

Whilst in the middle of the P153 design the chaotic BRM ‘decision making process’ determined that a Can Am challenger for 1970 was a good idea. It was a good earn after all. In a way it was a good decision as Southgate had Can Am experience at Lola and AAR but at the time focus on the ‘main F1 game’ would have been the more prudent course, but racers to the core the BRM outfit were!

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Tony Southgate’s quarter-scale layout drawing of the BRM P154 (Tony Southgate)

Given the designation P154, the car was very much a wedge-shaped device, developed at quarter scale in the Imperial College wind tunnel, then in MIRA’s full-size tunnel when it was completed.

Southgate recalled testing the car at MIRA (Motor Industry Research Association test facility); ‘MIRA has a large test track, with high banked corners to enable high average speeds to be maintained…the one and only Jaguar XJ13 was there for a filming run…an hour or two later whilst in the wind tunnel we heard a load bang. The XJ13 crashed violently at 125mph when a rear wheel collapsed, it rolled four times, I’m glad to say Norman Dewis, Jag’s legendary test driver was only bruised’.

‘By comparison with the 1965 prototype Le Mans car, certainly pretty but what then seemed like old technology, basically it looked like an E Type with an engine in the middle, very round in section with low drag the clear priority. By comparison the P154 was very aggressive looking, wedge-shaped with square sections and downforce was written all over it.’

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‘The P154 model in the Imperial College wind tunnel. There was no moving floor in those days so the wheels were fixed with a small 1mm gap between them and the floor. The model was covered in chalk and paraffin so that when it dried the chalk left a surface air flow pattern for studying.’ (Tony Southgate)

The P154 had a neat lightweight monocoque chassis, the front suspension was similar to the P153 with a single upper link, lower wishbones, coil spring/Koni shocks and an adjustable roll bar. But the rear suspension was quite different as Southgate sought to run the exhaust low down, locating the exhaust primaries below the rear suspension lower wishbones, the aim was to lower the CG. ‘The end result looked good’. The suspension itself was conventional, single upper link, lower wishbones, twin radius rods for forward and lateral location and coil spring/Koni shocks and adjustable roll bar.

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‘The prototype BRM P154/01 being assembled at Bourne. I am showing (TS left) the Castrol USA representative (sponsor) around whilst Tim Parnell (team manager at right) looks on. The monocoque was quite neat and full-length, finishing at the gearbox. The engine is a Chevy developed by BRM, the gearbox a Hewland LG500.’ (Tony Southgate)

Designed for super wide 19inch wide Firestones which never appeared, the car always looked ‘over bodied’ with the 17’s the car raced with. This contributed to the handling dramas attributed to the beast.

The engine was built in-house at BRM and seemed competitive; Chev ZL1 aluminium blocked 7.4 litre, Lucas injected, magneto ignited, dry sump V8 developing circa 650 BHP. The gearbox was one of Mike Hewland’s LG500’s.

The car had little testing, ‘it was thrown together and sent to America for the mechanics to sort out on the hoof” Southgate quipped in a MotorSport interview. The poor unfortunates sent to the US with the car were Roger Bailey and Mike Underwood!

The car sorely needed testing as BRM’s first Can Am machine and the cars driver, Canadian George Eaton didn’t have the experience of big sports cars of both other 1970 BRM F1 drivers, Pedro Rodriguez and Jackie Oliver. ‘It was a low budget operation and the results reflected that. For me, it was a distraction at the time from the real thing-Formula One’ said Southgate.

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‘The completed P154 outside the Bourne workshop in 1970. Note the paintwork was not complete when this photo was taken. In this shot you can see the undersized tyres front and rear, which proved a problem on the circuit (Tony Southgate)

Racing the P154: George Eaton 1970…

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George Eaton with the BRM P154 Chev, 11 June 1970 (Dick Darrell)

Eaton was far from devoid of ‘Big Car’ experience, however.

He raced a McLaren M10A Chev Formula A, 5 litre chassis successfully in North America in 1969 and had raced customer McLarens in the Can Am since 1967.

He was a very strong performer in his beautifully prepared McLaren M12 Chev in the 1969 Can Am consistently qualifying in the top 6 in a field with great depth of talent. His best results were in Texas 2nd, Edmonton 3rd, Watkins Glen 4th and Mid Ohio 6th. He was a bright young spark in these, big, demanding cars.

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‘An early race for the P154, George Eaton, Eatons distant 3rd at St Jovite Canada being a rare highlight’ (Tony Southgate)

So George knew what a good, sorted McLaren was all about and how to drive it figuring a bespoke BRM works car would be a very good thing. Which it was not! The lack of development miles told in the early part of the season.

He qualified 7th at Mosport and 3rd at St Jovite for a DNF with oil and transmission problems and a strong 3rd place. At Watkins Glen he had brake failure, Edmonton a wheel bearing failure and at Mid Ohio fuel pressure problems having qualified 13th, 6th and 25th. At Road Atlanta an engine blew having qualified 5th.

Pedro Rodriguez joined the series from Donnybrooke in September where he was 9th, ‘it didn’t go well in Eaton’s hands so we put Pedro in a car’ was Southgate’s quip, it rather implied the problem was George, which it was not.  The Mexican finished 5th at Laguna and 3rd at Riverside but was out qualified at each round by George. Frustrating for Eaton was Pedro’s results given the hard yards he had put in. He had rocker failure at Donnybrooke and crashes at both Laguna and Riverside, in the latter event a practice shunt which prevented him taking the start.

No way did Eaton have Pedro’s speed in a GP BRM but he was certainly mighty quick in a Can Am car. Southgate ‘Pedro wasn’t a technical driver , he’d just get in and drive his heart out’, clearly Eaton was quick, Pedro was Top 5 in the world at the time, Top 7 anyway! One rather suspects the P154 needed testing miles with a development driver to both stress componentry, the role Eaton played in races early in the season and to re-engineer or tweak the package to make it behave. Southgate says the suspension geometry, designed for 19inch wide tyres didn’t work well with 17’s.

Best results for the P154 in a season dominated again by the papaya McLarens, the M8D in 1970, were George’s qualifying performances at Road Atlanta and Donnybrooke, his 3rd place at St Jovite, Pedro’s 3rd at Riverside and 5th at Laguna.

In essence Eaton did a very good job with an under-developed, evil handling car, one of the best in the world also struggled with it…

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Eaton P154/01 Chev, Laguna Seca (The Enthusiast Network)

Development of the P154: Pedro raced the car later in the season and afterwards ‘came to see me in my office in Bourne to talk about the experience and told me in its present form the car was horrible to drive’ said Southgate.

‘I had great admiration for Pedro, so I knew it must be really bad. I was very embarrassed and immediately set about re-engineering it and fixing all the problems. The revised car, the P167 went on to be very good in 1971 but it was still a low budget operation’.

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This is an interesting drawing of mine because it shows the wind tunnel development shapes that were produced to arrive at the distinctive ‘shovel’ nose on both the P154 and P167. The heavy line indicates the final shape.’ (Tony Southgate)

Modifications to make the car competitive comprised a large rear wing, widening the front and rear tracks to get the outsides of the wheels out to the most extreme width which the proposed for 1970 19 inch wheels were supposed to achieve. The front to rear balance was achieved with a shovel-type concave nose section. ‘It was the same design theory I arrived at in the wind-tunnel for the nose of the P160 ’71 F1 car.’

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The 1971 BRM P167 was a P154 extensively modified.’…A new shovel nose section was added, new rear bodywork created and a rear wing fitted. The tracks, front and rear were widened.’ (Tony Southgate)

In fact when Howden Ganley, the talented Kiwi mechanic, engineer, racer and test driver drove the 1971 evolved car, the ‘P167’ at Goodwood the nose ‘grounded’ under brakes as so much downforce was being created. The fix was making the nose mounts more rigid.

Said Tony, ‘This was my first experience of very large aerodynamic loads deflecting the structure. The phenomenon was the visual interpretation to my understanding the sheer power of aerodynamics which could be produced on a modern car’.

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‘The BRM developed Chevy V8 performed well and was quite reliable, the trouble was we had no spare available. The car ran without bodywork between the wheels as shown here.’ 1971 P167 (Tony Southgate)

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‘The rear view of the P167 shows the exhaust system, which was unusual for a US V8 engined car. I liked it because of the lower CofG’ Note the rear suspension; single upper links, lower wishbones, coil spring/Koni alloy body dampers and roll bar. Inboard discs, LG500 Hewland ‘box with oil cooler above and magneto above it again. Note ‘stays’ to locate ‘mudguards’ above lower wishbones and monster wing compared with wingless P154 (Tony Southgate)

In a very limited Group 7 program by BRM in 1971 Pedro first raced the P167 in the European Interserie at Zolder in June, for Q7 and a DNF with a cylinder liner problem. He missed the next couple of rounds and then came the fateful Norisring round at which he lost his life, more of that below.

In September Brian Redman drove the P167 to a win at Imola and then in early October at Hockenheim against good fields, not Can Am quality mind you. The car was entered by Sid Taylor Racing, that year also running Brian in European F5000 events in a McLaren M18 Chev.

Buoyed by those results the Bourne hierarchy shipped the car to North America to contest the last two Can Am rounds in California. The car was raced again by Sid Taylor with his team providing the support. Jerry Entin and engine man George Bolthoff were with the team at both US races.

At Laguna Seca, Brian was Q6 and a strong 4th, and Howden Ganley raced the car at Riverside, Redman stayed in Europe to attend Jo Siffert’s funeral. The poor Swiss perished at the wheel of a BRM P160 at the end of season, 24 October, Brands Hatch ‘Victory Race’ after a tyre failure, the tyre moved on the rim and suddenly deflated, causing him to veer off the track and roll in the dip before Hawthorn Bend. He was almost uninjured but perished in a horrible fire. The plucky Swiss started the race from ‘equal pole’ with Peter Gethin, it demonstrated his competitiveness right to the very end of his career.

The talented Kiwi, Ganley a BRM F1 driver that season qualified 9th and finished 3rd behind the dominant McLaren M8F’s in the P167.

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Howden Ganley at The Times Grand Prix, Riverside, P167/01 in 1971 definitive form, 4th (The Enthusiast Network)

‘Alcan Team BRM’ ran the car as a works entry in the 1972 Interserie with Ganley scoring wins at the Nurburgring and Zeltweg amongst a swag of DNF’s for the P167. Mike Pilbeam engineered the car with Reg Richardson, principally an engine man, the cars mechanic. Once the Porsche 917/10 appeared in Europe the going got much tougher for the V8 brigade, Leo Kinnunen took the title, Porsche mounted in ’72.

In an unfortunate and bizarre sequence of events the P167 led to Pedro’s death, Southgate again; ‘During 1971 when the P167 was showing promise, Pedro decided he wanted to race it in Europe. So the car was entered for the big Interserie race on the Norisring street circuit in Nuremberg’

‘Part of the preparation was to re-run the engine on the Bourne dyno, hoping to find a few more horsepower. Tragically, as it transpired, the engine was damaged and we had no spare so we cancelled our entry’.

Pedro ‘phoned me that evening to see how the cars preparation was going, only to be told as far as we were concerned the race was off. I told him I was sorry for letting him down. ‘Never mind he said, I have been offered a drive in a Ferrari (512M) for good money-£1500′. I wished him luck in the race. Little did I know this would be the last time that I ever spoke to Pedro. He was killed driving that Ferrari’.

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Pedro and P167/01 in still evolving aero form, first race, Zolder, June 1971 (unattributed)

Tony Southgate has very fond memories of the great Mexican; ‘Pedro was extremely popular with everyone and I admired him both as a person and driver. He was a charismatic character with a particular aura about him, always appearing immaculate to the outside world, sleeking back his hair and wiping his brow after driving before he would talk to anyone. Actually he was a very private and quiet man…He never was a balls out qualifier; he preferred to save his efforts for the race. When his grid position was not as near the front as we would have liked, he would tell us that he would simply overtake a few cars on the first lap, which he often did. He was easy to work with, not a technical driver, but naturally talented and brave. Very brave…’

Bibliography…

‘Tony Southgate: From Drawing Board to Chequered Flag’ Tony Southgate, MotorSport interview by Simon Taylor, Jerry Entin on ‘The Nostalgia Forum’, classiccars.com

Credits…

The Enthusiast Network, Southgate biography as above, Getty Images

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Pedro, P154/02 1970, Can Am circuit unknown (unattributed)

Build Numbers…

British racer and former twice national hillclimb champion David Hepworth bought all of the chassis’, patterns, drawings and moulds when BRM dropped the Can Am program, his best Interserie result was 5th at Silverstone in 1972.

It appears there were 5 chassis built: the two P154’s raced by Eaton and Rodriguez in 1970- P154/01 and P154/02. P154/02 was reduced, it’s parts donated to the P167 program, in recent years the car has been rebuilt/reassembled.

There was one P154/167 and two P167’s. The P154/167 ‘bastard car’ combined the P154 short wheelbase with P167 suspension geometry- this car does not appear to have been raced upon perusal of published records.

Rodriguez, Redman and Ganley raced the definitive P167/01 in 1971 in both the Interserie and Can Am.

Ganley raced P167/01 in the 1972 Interserie, Vern Schuppan practiced the same chassis but did not race it at the Nurburgring after engine failure in practice. Hepworth raced P154/01 in 1972 and in the 1973 Interserie, P167/01.

P167/02 was assembled later from spares acquired in the ‘job lot’ acquisition of cars and parts from BRM in 1972- it appears, entered for Hepworth, at the Nurburgring Interserie in 1974.

For many years the Hepworth family owned four of the five cars. I’m not sure of the present status of said racers but wouldn’t P167/01 be a nice thing to have?- ex-Rodriguez, Redman, Ganley, Schuppan and Hepworth…

Tailpiece: Racers Racer…

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Pedro, Laguna Seca and P154/02 1970 (The Enthusiast Network)

 

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George Eaton, BRM P153 in gorgeous pre-Yardley, traditional livery. Monaco 1970 (GP Library)

George Eaton navigates the tricky Monaco circuit in an unsuccessful attempt to qualify his new BRM P153 at the principality in 1970…

Tony Southgate’s new design was a very competitive machine, after the teams disastrous 1969.  Pedro Rodriguez won a classic Spa duel in the P153 with Chris Amon in 1970 but Eaton, the Canadian racer struggled to get the best from it in his only fullish F1 year.

Looking objectively at his results in Grand Prix racing, the wealthy young heir to the Eatons Department Stores empire didn’t appear to have what it takes at the absolute elite level, but comparing his and Pedro’s performances in the Can Am BRM P154 Chev later in 1970 perhaps puts things in a slightly different perspective.

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Eaton’s BRM P153 DNF oil tank, buzzes past the works McLaren M14D Alfa and M14A Ford of Andrea de Adamich DNQ and Peter Gethin DNF prang, respectively in the Zandvoort pitlane, 1970 (Schlegelmilch)

Eaton started racing in a Shelby Cobra in 1966. He raced a Chev Camaro at Daytona in 1967 and soon bought a McLaren Elva Mk3 Chev Can Am car in which he contested the USRRC and the Can Am Series in 1967. In 1968 he bought a McLaren M1C Chev, his best result was a 3rd place at Laguna Seca, in the wet, in 1968.

In 1969 he took a big step up contesting both the Can Am with a McLaren M12 Chev and the US Formula A, nee F5000 Championship in a McLaren M10A Chev, the ‘ducks guts’ chassis to have that year.

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Eaton, McLaren M10A Chev, Mosport 1969, DNF transmission in the race won  by John Cannon’s Eagle Mk5 Chev (ORC)

His best Can Am races in the M12 were a 2nd at Texas and 3rd at Edmonton but he was quick, consistently qualifying in the top six all year. In FA, in fields of some depth he raced in most of the US rounds, 6th at the Shaefer GP his best. He contested only four of the Canadian rounds taking a good win at Mont Tremblant in May.

Off the back of these results he was offered drives in the F1 BRM P138, a ‘roughy’ of a car, in the US and Mexican GP’s in late 1969, retiring from both after qualifying last in both. Hardly the basis upon which to extend a contract for the following season, but that’s exactly what Lou Stanley offered George for 1970- a drive alongside the quick, unlucky Jackie Oliver and the blindingly fast Pedro Rodriguez.

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Dutch GP, BRM P153, Q18, DNF. Rindt won in a Lotus 72 Ford (Schlegelmilch)

Eaton had a terrible F1 season, Pedro made the P153 sing. Oliver was quick but seemed to have all the engine unreliability, whilst George, probably not getting the best of equipment, was slow on the circuits which were unfamiliar to him and the car unreliable.

He qualified best in his home, Mosport event, 9th, outpacing Oliver and finished 10th. He qualified 14th at Watkins Glen and again retired but otherwise didn’t qualify higher than 14th with DNQ’s in Spain and Monaco.

His speed in the Can Am series was a bit different though…

1970 BRM P154 Can Am Season…

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George Eaton with the BRM P154 Chev, 11 June 1970 (Dick Darrell)

Eaton’s pace was put into better perspective when compared with Pedro Rodriguez, his team leader and undoubtedly one of the fastest five blokes on the planet at the time, in Can Am cars.

Rodriguez contested the Donnybrooke, Laguna Seca and Riverside events, the last three of the series races from late September to 1 November. The ‘head to head’ comparison in identical P154 chassis on circuits upon which both had competed before is as follows;

Donnybrooke; Pedro Q7 P9 George Q5, DNF rocker

Laguna Seca; Pedro Q9 P5 George Q8 crash on lap 11

Riverside; Pedro Q7 P3 George Q 1.5 secs quicker than Pedro in practice but boofed the car and DNS

So, George appears to have had Pedro’s speed if not consistency in Can Am cars noting there was a veritable gulf between the pair in F1. Nobody ever suggested these 700bhp Can Am roller-skates were easy-peasey to drive, interesting innit?! Maybe Eaton should be given a little more credit for outright pace than he is usually accorded. He was not just a rich pretty-boy.

Before Pedro arrived to drive the other P154 chassis Eaton started the season at Mosport with Q7 and DNF with oil leak and transmission problems.

At St Jovite he was 3rd having  qualified 9th. To Watkins Glen Q13 and brake failure, Edmonton Q6 with a wheel bearing failure. The car had little pre-season testing some of these problems are indicative of that. At Mid Ohio he had fuel pressure problems which outed him, the dramas resulted in Q25. His results for the last three races are listed above in the comparison with Pedro.

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Eaton P154 Laguna Seca 1970, Q8 and crashed (The Enthusiast Network)

Further perspective on Eaton’s performance is provided by Pedro’s opinion of the car, the Mexican had been ‘around the block’ in terms of experience of big cars since his ‘teens and driven some horrid ones, the Ferrari’s he raced in 1968 and the BRM’s in 1969 prime examples.

Pedro visited Tony Southgate after racing the P154, Southgate recorded in his book ‘Pedro raced the car later in the season and afterwards came to see me in my office at Bourne to talk about the experience and told me in its present form the car was horrible to drive.

I had great admiration for Pedro, so I knew it must be really bad. I was very embarrassed and immediately set about re-engineering it and fixing all the problems. The revised car, the P167 went on to be very good in 1971 but it was still a low budget operation’.

The BRM Can Am program was minimal in 1971, two events plus Interserie races for Pedro at Zolder and wins for Brian Redman at Imola and Hockemheim, after Pedro’s death at the Norisring in a Herbert Muller owned Ferrari 512M.

In terrible irony Pedro took the Muller ride only after a testing engine failure in the P167 meant he could not race the BRM and therefore took the Ferrari drive.

Brian Redman raced the P167 at Laguna to 4th, and Howden Ganley the same chassis at Riverside to 3rd, proof positive that progress had been made.

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George Eaton in the BRM P154 Chev, Q6 DNF wheel bearing in front of Gary Wilson’s Lola T163 Chev 6th, at Edmonton on 26 July 1970. Denny Hulme won in a McLaren M8D Chev. Lots of available wheel arch a function of the P154 being designed for 19 inch wide wheels but only 17’s available- unsuitable suspension geometry one of the cars many issues (John Denniston)

But Bourne were not in a budgetary position to offer George another Can Am season in 1971, one he deserved.

Another season in F1 was a different thing, he had not done enough to keep that seat. As it was BRM were very competitive in F1 in 1971, Siffert and Rodriguez both taking a win apiece before their untimely deaths. Peter Gethin took another at Monza in the drive of his life in one of THE great GP finishes.

Into 1971 and 1972 George raced in endurance events although he was invited to guest drive a P160 BRM in the ’71 Canadian Grand Prix, qualifying 21st, slowest of the four BRM’s entered, he finished 15th.

George Eaton was a very fine driver and quicker than he is given credit for in Can Am cars at least. He extracted more from the very ordinary BRM P154, in qualifying in three consecutive events than an ace like Pedro Rodriguez could produce from the same chassis, a pretty ordinary one at that…

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George in the ‘Klondike 200’, Edmonton pits awaiting chassis changes in 1970. BRM P154 Chev, Q6 and DNF, wheel bearing. Fundamental issues with the car were the late decision on doing the program, one forced upon designer Tony Southgate- and lack of testing miles and development before it left the UK for the US. George did the development miles in the races, lots of stuff breaking as a consequence. Article on the P154 and P167 coming soon (Denniston)

Credits…

GP Library, The Enthusiast Network, classiccars.com, John Denniston, Dick Darrell

Tailpiece: Monaco 1970, this time from above. The BRM P153/P160 are wonderful cars, in reality the great Bourne marques last really consistently competitive hurrahs…

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Such beautiful and fast cars, one of the surprises of 1970, Tony Southgate’s BRM P153, Eaton at Monaco, DNQ (Schlegelmilch)

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(GP Library)

The little girl seems lost amongst the flurry of pre-race preparation in JW Automotive’s workshop near Le Mans 0n 29 September 1968…

It was not to be a happy race for the pictured car #11, chassis ‘1076’ driven by Aussie Touring Car and Sportscar star Brian Muir and Jackie Oliver. Brian tipped the car into the ‘kitty litter’ on lap 1, and managed to dig himself out but in the process fried the cars clutch, causing its retirement after completing 15 laps.

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Teddy Pilette watches Muir digging his Ford out of the sand, the VDS entered Alfa T33/2 failed to finish with driveshaft failure on lap 104 (unattributed)

JW Automotive entered three GT40’s; ‘1074’ for Paul Hawkins and David Hobbs, ‘1075’ for Pedro Rodriguez and Lucien Bianchi and the aforementioned ill-fated ‘1076’…

It was to be a great race for the team despite the poor start, Rodriguez/Bianchi won the classic by 5 laps from the Porsche 907 of Rico Steinemann and Dieter Spoerry. The Hawkins/Hobbs car retired on lap 107 with engine failure.

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JW 1968 Le Mans lineup; #9 the winning ‘1075’ of Rodriguez/Bianchi, #10 Hawkins/Hobbs and #11 Muir/Ickx (unattributed)

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Brian Muir gets away closest to the pits in GT40 #11 determined to make up lost ground…#14 Masten Gregory/Charlie Kolb Ferrari 250LM DNF , this NART entered chassis the car in which Masten won in 1965 co-driving with Jochen Rindt, #30 Andre de Cortanze/Jean Vinatier Alpine A220 Renault 8th, #3 Henry Greder/Umberto Maglioli Chev Corvette DNF and #60 Willy Meier/Jean de Mortemart Porsche 911T DNF (Schlegelmilch)

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All the fun of the fair, Le Mans 1968 (Getty)

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(Getty)

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Plenty of pommes frites (Getty)

Lucien Bianchi (below) in the victorious Ford GT40 ‘1075’ this chassis became one of the greats of the event winning it again in 1969 driven by Jackie Ickx and Jaclie Oliver who had rather better luck than the year before!

In 1968 JW also won the Brands 6 Hour, Spa 1000Km  (Ickx/Oliver in ‘1075’), Monza 1000Km (Hawkins/Hobbs in ‘1074’ and Watkins Glen 6 Hour (Ickx/Bianchi in ‘1075’) in addition to Le Mans winning for Ford the Manufacturers Championship.

At the 1969 years end the wonderful Ford GT’s from a ‘factory perspective’ competed no more having won Le Mans from 1966 to 1969, fitting results from one of the all time sports/racer greats.

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Bianchi in the winning Ford GT (Schlegelmilch)

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A Porsche 907 chasing 2 Alfa T33/2’s and below Rogriguez/Bianch aboard the winning JW GT40 (Getty)

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Rodriguez, Bianchi and well earned Moet (Getty)

Etcetera…

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John Wyer (left) confers with his timekeeper during the race (Getty)

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The gendarmes start to prepare for the traditional 4 pm finish (Getty)

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Credits…

GP Library, Rainer Schlegelmilch

Tailpiece: ‘More friggin’ sand than Bondi Beach, Sydneysider Brian Muir is thinkin’ to himself?…

le amns digging

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The Formula Junior field starts the Vanderbilt Cup at Roosevelt Raceway, Long Island, New York on Sunday 19 June 1960…

On April 2, 1960 the New York Region of the Sports Car Club of America (SCCA) announced a ‘revival’ of the Vanderbilt Cup.

The feature race was one of nine events viewed by 37000 spectators and took place at the SCCA’s new road circuit on the Roosevelt Raceway’s grounds. The track used a portion of the car park and access roads of a harness racing track. Its 11-turn, 1.5 miles included a half mile straight.

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The ‘Cornelius Vanderbilt Cup Race’ was run on Sunday, June 19, 1960. Usually the province of amateur drivers, this SCCA event was granted special status which allowed professionals to compete in what was a ‘Junior Formula’ race. As a result Indy Winners Jim Rathman and Roger Ward competed along with Carroll Shelby, the ’59 Le Mans winner and future GP drivers Ricardo and Pedro Rodriguez, Jim Hall and Lorenzo Bandini.

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Jim Rathman (left) and Carroll Shelby pose for a pre-meeting publicity shot (nydailynews)

‘At the turn of the 20th century the superiority of European automotive craftsmanship cast a long shadow over America’s fledgling car industry. To encourage American automobile manufacturers to challenge European quality, 26-year old William K. Vanderbilt Jr., heir to a railroad fortune and a pioneer race car driver, organized America’s first international road race, modeled after those held in Europe. The six Vanderbilt Cup Races held on Long Island from 1904 to 1910 were the greatest sporting events of their day. These colorful, exciting and dangerous races drew huge crowds from 25,000 to over 250,000 spectators’.

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Winner Henry Carter receives his little! trophy from Cornelius Vanderbilt IV, author, newspaperman and nephew of WK Vanderbilt the founder of the VDB Cup series of races (nydailynews)

The 1960 FJ race was a 50 lapper over 75 miles and won by Henry Carter driving a Stanguellini Fiat. Of the ‘name drivers’, only Pedro Rodriguez finished in a Scorpion DKW, 2nd was Chuck Wallace in a similar car and Jerry Truitt 3rd in a Stanguellini.

If any readers know the cars/drivers let me know, whilst there is some interesting information about the race i’ve not been able to find an entry list complete with race numbers.

Click on this link to an article about the 1960 race, have a fossick around this site which has a wealth of detailed information about the ‘real’ Vanderbilt Cup races;

http://www.vanderbiltcupraces.com/races/story/1960_vanderbilt_cup_race

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Henry Carter’s Stanguellini Fiat takes the chequered flag from Chuck Wallace’s Scorpion DKW in 2nd (nydailynews)

Credits…

New York Daily News, vanderbiltcupraces.com

Tailpiece…

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Rod MacKenzie’s moody, foreboding, evocative image of Jim Clark’s Lotus 49 at Longford in 1968 is one of my favourites…

Clark is exiting Newry Corner on the run towards the ‘Flying Mile’. He started from pole, winning 100 bottles of champagne in the process and finished second in the Saturday preliminary race in beautiful weather but the clouds opened on Monday morning for the Tasman Championship event, ‘The South Pacific Trophy’.

Star of the show was Piers Courage who drove a gutsy, skilful race in the most challenging, treacherous conditions to win the event in his little F2 McLaren M4A FVA ahead of the big Tasman 2.5’s of his close competitors. Pier’s car was self run, his performances in it that summer reignited his career.

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Piers Courage in his McLaren M4A F2 car, Newry Corner, Longford 1968. Power was not all on this fast circuit in such wet conditions, but the plucky Brit was giving away at least 130bhp to his 2.5 litre V8 powered opponents (R MacKenzie)

Pedro Rodriguez and Frank Gardner were second and third in BRM P261 2.1 V8 and Brabham BT23D Alfa 2.5 V8 respectively. Clark was fifth in his Ford Cosworth DFW engined Lotus 49, the 2.5 litre variant of the epochal 3 litre DFV GP engine.

Jim Clark chewing the fat with BRM’s Tim Parnell- all the fun of the fair, Longford 1968, Clark’s Lotus 49 Ford DFW ready for action (oldracephotos/Harrisson)

 

Clark and the boys with Denny Hulme’s Brabham BT23 FVA behind (HRCCT)

Lets go back to the start of the meeting, marvellous from the Tasmanian’s perspective as the series went down to the wire, Chris Amon was still a potential series victor with only six points between he and Jim Clark with Piers Courage’s third place within Graham Hill’s grasp depending upon how he fared.

Chris Amon blew the sealing rings in the Ferrari’s little V6 keeping his crew busy for the evening whilst Pedro Rodriguez popped an engine too- the BRM mechanics therefore readied the P261 V8 for the race rather than the P126 V12 the Mexican raced in the Saturday preliminary. Piers Courage tapped the nose of his pristine McLaren M4A when the flaggies got so enamoured of the cars they forgot to signal oil on the track! All was well at Gold Leaf Team Lotus.

Lap 1 of the preliminary on Saturday, Geoff Smedley’s amazing colour shot- Clark from Hill, Amon, Gardner and one of the BRM’s- Lotus 49 by two, Ferrari 246T, Brabham BT23D Alfa and BRM P261 0r P126 (G Smedley)

Practice times didn’t mean too much as the teams were focused on race setup for the twelve lap Saturday preliminary race ‘The Examiner Racing Car Scratch’ which also counted for grid positions. In the second session of practice Clark did a 2:12.8, Hill 2:13.6 and Amon 2:13.8. Clark was under Jack Brabham’s record set on the way to his win the year before in his BT23A Repco, Jim won 100 bottles of champagne for pole as stated earlier.

In the preliminary on Saturday the grid formed up with Clark on pole. Hill comfortably won the event run in fine, dry weather from Clark and Amon. Both Lotuses were timed on the Flying Mile at 172 mph but Amon’s 182 mph in David McKay’s ex-works Ferrari P4/Can Am 350 sportscar rather put the single-seaters in the shade! Lets not digress about that car now, follow the link at the end of this article for a long piece about the P4 which Chris raced in the sportscar support events in each of the Australian Tasman rounds.

Hill G leads the pack off Long Bridge on lap 1 of the Saturday preliminary. Hill, Clark, Amon, Gardner, Leo Geoghegan Lotus 39 Repco, a BRM and perhaps Kevin Bartlett Brabham BT11A Climax (R MacKenzie)

 

Exit from Newry, lap 1 of the preliminary- Hill, Clark, Amon, Gardner, Geoghegan’s Lotus flirting with the tracks edge, and Attwood. Great shot shows how the circuit rises at this point into the right hand kink up the road (S Geoghegan)

Only a couple of supporting races had been run on the Monday raceday when light rain started to fall at about 10am, this soon became heavy. As the rain got harder and the clouds more threatening it was obvious that it was not likely to abate before the 2.15 pm race start time

The track was almost under water at some points where hay bales had broken up and straw was blocking the drains. Efforts by track officials soon had most of the drainage system under control.

A large crowd was of course present on the Labour Day long-weekend. Crews brought the cars out onto the circuit in front of the pit counter and stood together under umbrellas as the drivers went into a huddle with the promoters of the meeting and the CAMS stewards to determine if the race should go on.

Leo Geoghegan and Lotus 39 Repco return to the Longford pits after some exploratory laps. DNS with unsuitable tyres. Its the Courage McLaren by the pit counter (oldracephotos)

Sergent.com report that first it was decided that the cars should do a couple of exploratory laps then report their findings.

Geoghegan, Amon, Clark, Hill, Attwood, Gardner, Bartlett and others went out and after looking like motor boats ploughing through the water delivered their thoughts to the meeting. The conditions were so bad various drivers with unsuitable tyres elected not to start having driven some ‘sighting laps’.

Kevin Bartlett recounted his experience in the Alec Mildren Racing Brabham BT11A Climax; ‘I did two exploratory laps and the old BT11 couldn’t find traction anywhere. I had an absolutely terrifying 4th gear 720 degree spin across the short Kings Bridge, the one after the Viaduct, missing all the obstacles at the tracks edge. After exiting Pub and in a straight line i did a 360 degree loop. She nearly escaped me over the rail line on the way to Long Bridge. Out of Newry and up the hill to the straight slithering along with no touch felt between me and the bitumen, so i suppose I thought at that moment to do another lap at a very reduced speed then pit’.

Packed car park: Amon’s Dino, the BRM’s of Attwood and Rodriguez, Pedro’s P261 fully covered, the two Lotus 49’s, Piers McLaren, then Leo G’s Lotus 39 and John Harvey’s Brabham BT11A (oldracephotos)

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‘What are we going to do boys?!’ Drivers considering their options before the race, the pouring rain exacerbated by drains beside the track which couldn’t cope with the deluge; Clark facing us, Hill’s distinctive helmet clear. Courage with his back to us in helmet, Gardner’s lanky frame partly in shot to the right. Amon in the ‘Firestone’ suit, Harvey? at left with head down (oldracephotos)

‘Once back in the tent Alec, Frank (Gardner) Denny (Hulme Brabham BT23 FVA F2) and i had a talk about the tyres that Denny and i had and after trying to come up with a better tread pattern, such as the ones fitted to Franks car (Brabham BT23D Alfa) but with no result. It was agreed that Denny and i shouldn’t risk a start. I was happy with the call and Leo (Geoghegan Lotus 39 Repco) followed suit. Most of the top guys had the latest Firestone, Dunlop or Goodyear wets but none were available to suit the BT11’s. I consoled myself with the fact that if the new world champion (Hulme) didn’t like the risk i certainly shouldn’t!’

Longford, wonderful circuit that it was, provides no runoff area for a driver to go in the wet (or dry!) should a driver lose control or suffer a bad attack of aquaplaning, and this was the main point in contention.

The ill fated Brabham BT23A Repco ‘740’ of Greg Cusack on Friday or Saturday (oldracephotos)

Greg Cusack in David McKay’s Scuderia Veloce Brabham BT23A Repco (Brabham’s victorious Longford mount from 1967) had left the road that morning. He lost the car on the greasy road as he went over the hump/bump on the approach to The Viaduct. The car left the road, hit a bank, somersaulted and crashed into a ditch, he was then pinned under the it before being quickly released by officials.

The 37 year old Canberra motor dealer, who had intended Longford to be his last race meeting, was taken to Launceston Hospital with chipped bones to both knees, stretched ligaments and a fractured left wrist. He was lucky it was not a good deal worse. Bib Stillwell organised for one of his planes to fly Cusack and his wife home to Canberra on the Tuesday where he was admitted to hospital.

Whilst Cusack lay in hospital the other drivers were trying to explain the difficulties of Longford which were exacerbated hugely in the wet. ‘Motoring News’ reports at length about the cordial discussions between the drivers and officialdom and all of the competing issues of safety, providing a show and running a race to determine the winner of the Tasman Cup.

The Stewards finally ruled that the race should go ahead but be shortened to 15 laps of the 4.5 mile circuit, (128 miles to 68 miles) and put the starting time back to 4pm hoping the rain would ease and the situation be safer as a consequence. At 4.15pm the sodden cars and their game, uncomplaining drivers were facing the soggiest start ever seen at Longford, one of the most challenging road circuits in the world.

Front row- Amon Ferrari 246T and the two Lotus 49 DFW’s of Hill and Clark, that’s Frank Gardner’s Brabham BT23D Alfa nose (oldracephotos)

 

Soggy start: L>R Amon Ferrari Dino 246T, Hill Lotus 49 and unsighted to the right Clark. Then Rodriguez BRM P261 #11 and alongside Gardner in the light coloured Brabham BT23D, #12 behind him Attwood BRM P126 and alongside him the winner Courage McLaren M4A. L>R in the back row John Harvey’s Brabham BT11A, John McCormack Brabham BT4 and Mel McEwin Lotus 32B (oldracephotos)

Clark’s Lotus 49 got away well, somehow finding traction with the wide Firestones, and he was followed into the right-hander before The Viaduct by Amon and Hill. The drivers took the opening laps cautiously under race conditions and each car was leaving a gap to the other so they could see through the flying spray.

At the end of lap one the order was Clark, Rodriguez BRM P261 V8 on Dunlops, Gardner Brabham BT23D Alfa on Goodyears, Courage Mclaren M4A Ford FVA using new narrow-section 970s, Hill Lotus 49 Ford DFW on Firestones, Attwood BRM P126 V12 on Dunlop, Amon Ferrari 246T back in seventh owing to a run down the escape road at Newry Corner, then John Harvey Brabham BT11A Repco John McCormack Brabham BT4 Coventry Climax FPF and Mel McEwin Lotus 32B Coventry Climax FPF, this car the ex-Clark/Palmer 1965 Tasman Championship winning chassis.

Richard Attwood, a very good 4th in the big BRM P126 V12 on Pit Straight. BRM was testing, by way of eight Tasman race weekends in a row, this new F1 design in 2.5 litre capacity in advance of the ’68 GP season (oldracephotos/DKeep)

‘Attwood found he had more traction on Dunlops than Hill had with the wide Firestones and he slipped under the Lotus for fifth place on lap 2. Both Attwood and Rodriguez had hand-cut drainage grooves in their tyres. A lap later Courage really got his foot in it to take Gardner on lap 3. He then jumped past both Rodriguez and Clark on the next lap while Gardner followed him through and waited for another lap behind Clark before taking the plunge and heading for second. Amon had taken Hill and now, on lap 5, the order was Courage 9.6 secs ahead of Gardner, Clark, Rodriguez, Attwood, Amon, Hill and Harvey. McEwin and McCormack were already in danger of being lapped by the flying Courage.

Hill from Gardner, not sure who and one of the BRM’s, Long Bridge (R MacKenzie)

Courage, driving like a young Stirling Moss in the blinding rain, somehow gained another 9.5 secs on lap 6, putting him 16 secs ahead of second man Gardner in the Brabham-Alfa. Rodriguez had pulled past Clark and on the next lap Attwood whizzed past Clark to take fourth. On lap 9 Courage was 32 secs ahead of Gardner and having a ball out on his own, right foot hard in it. Gardner was 3.5 secs ahead of Rodriguez who was followed by Attwood, Clark, Amon, Hill and Harvey losing a lot of ground’.

Pedro raced the little 2.1 litre BRM P261 V8 having raced the new P126 V12 in the preliminary and had engine failure. 2nd a minute behind Courage just sneaking past Gardner in the final stages (oldracephotos/DKeep)

‘Rodriguez started to close up on Gardner in the closing laps, but nothing could touch Courage. This was his day, it was he who had the best gear on his car and he was darned sure he was going to make it a race to remember. He had pulled 45.5 secs on Gardner by lap 12 while Rodriguez had got within 2.5 secs of Gardner. Hill challenged Amon on the same lap and finally squeezed past in a daring effort on the greasy track to make the Lotus-Fords fifth and sixth’.

Frank Gardner on the exit of Newry, Alec Mildren’s Brabham BT23D Alfa Tipo 33 2.5 V8. 3rd a minute behind Courage (R MacKenzie)

‘As Courage screamed down the straight heading for the flag he was over 55 secs ahead of Gardner and he came past the pits jubilantly waving his hand. Gardner by this time, heading for the braking area at Mountford, had Rodriguez looking right at the Alfa V8 pipes. There seemed no way that Rodriguez could slip past, but suddenly a gap appeared as Gardner went a shade wide on Mountford and Rodriguez poured on the power into the short straight and took the flag about 25 yards ahead of the Alec Mildren car. Attwood finished his race fourth after a very steady drive, followed by Clark, Hill and Amon’.

John Harvey coming off Long Bridge in Bob Janes Brabham BT11A Repco ‘740’ V8. This is the car in which Spencer Martin won the ’66/7 Australian Gold Star. Converted to Repco power just prior to the Tasman (R MacKenzie)

Hill, Lotus 49 DFW, 5th on the Flying Mile (R MacKenzie)

‘Courage had the rubber, just the right amount of power for the job and the ability to keep the car straight on a very dicey and greasy circuit. He finished the Tasman Cup Series in a wonderful third place behind Clark and Chris Amon. Then came Hill and Gardner 17, McLaren 11, Rodriguez and Hulme 8, Jim Palmer 7, Attwood 4, Roly Levis and Leo Geoghegan 3, Paul Bolton, Red Dawson and Kevin Bartlett 2, Graeme Lawrence and Ross Stone 1 each’.

Like a duck to water- Courage, right tyres, set up, enough power, precision and bravery. McLaren M4A FVA F2 machine (R MacKenzie)

It was very much the end of an era, the last Longford, the speed of the cars and advancing track safety rules caught up with the place and an inability of the club/government to make the requisite investment. Most importantly Jim Clark, a very popular visitor to Australasia since the early sixties and twice winner of the series in 1965 and 1968 died at Hockenheim in an F2 Lotus 48 in April.

Lotus returned in 1969 but it was not quite the same without the magic and personality of the great Scot.

photo (15)

A very happy but cold and soggy Piers Courage, with wife Sally after his Longford ’68 win. It was a might fine drive which is still remembered by those fortunate enough to see it. (oldracephotos)

Etcetera…

Practice and Saturday Preliminary

Richard Attwood, BRM P126, The Viaduct (oldracephotos/Keep)

 

Lap 1 bunch behind the lead group- Gardner Brabham BT23D, Geoghegan Lotus 39, Attwood BRM P126, Bartlett Brabham BT11A, Rodriguez BRM P126 into The Viaduct (oldracephotos)

 

Leo Geoghegan, Lotus 39 Repco 740. Leo frightened the internationals in his ‘old bus’ more than once that summer- Clark’s ’66 Tasman mount Coventry Climax FPF engined. Non starter on Monday tho (R MacKenzie)

 

Chris Amon, Ferrari 246T. Chris learned a lot from his ’68 tour, and applied those learnings well in 1969 winning the title in an updated, four valve, winged  Dino (oldracephotos

 

Pedro Rodriguez, BRM P126. The V12 engine in this car failed during the race so Pedro raced the ‘backup’ P261 V8 in the championship event- cars which had become wonderful Tasman machines from 1966-8. Winner in ’66 in Stewart’s hands (oldracephotos/Keep)

 

Graham Hill, Lotus 49 Ford DFW. Perhaps not the best of Tasmans- 2nd at Surfers and Warwick Farm his best results (R MacKenzie)

 

Pedro Rodriguez, BRM P261 V8 during practice (oldracephotos/Keep)

 

Pedro Rodriguez, BRM P126, The Viaduct (oldracephotos/Keep)

 

Richard Attwood, BRM P126. Drove the Oz rounds in the car vacated by McLaren- 4th at Longford deserved, DNF’s @ Surfers and Sandown, overall the P126’s were not blessed with great reliability in the ’68 Tasman (R MacKenzie)

Photo and Other Credits…

Roderick MacKenzie Collection;  http://www.racephotoaustralia.com/

oldracephotos.com;  http://www.oldracephotos.com/content/home/

The Nostalgia Forum/Ellis French/Rod MacKenzie and Kevin Bartlett.  Sergent.com race report. Geoff Smedley. ‘Canberra Times’ 6 March 1968

Ellis French Collection/Archive

Scuderia Veloce Ferrari P4/Can Am 350…

https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

Tailpiece: Practice- Rodriguez BRM P261 from Courage McLaren M4A Ford FVA and Kevin Bartlett Brabham BT11A Climax FPF. Variety is the spice, braking into The Viaduct…

(oldracephotos/DKeep)

Finito…

pedro spa

Rodriguez victorious at Spa in the 1970 Belgian Grand Prix in his BRM P153, the narrowest of wins from Chris Amons’ March 701 Ford on a circuit made for the Mexican’s skill and bravery…

pedro & ricardo 1962

(Unattributed)

Pedro and brother Ricardo Rodriguez (right) in 1962.

Ricardo died at the wheel of a Lotus 24 Climax in the Mexican Grand Prix 1962, the Rob Walker Racing entered machine’s rear suspension failed, the resultant collision killed him instantly at 20 years old.

pedro in sebring

(Unattributed)

Pedro cruising through the Bridghampton paddock in his ‘NART’ Ferrari 250P- 1963 ‘Double 500’.

pedro cooper

(Bernard Cahier)

1967 Monaco Grand Prix, Cooper T81 Maserati- the eyes have it. Tragic race of course, Lorenzo Bandini lost his life in a Ferrari 312 in the latter stages of the race.

spa 1971 rod oli winner

(Unattributed)

Spa 1000Km 1971, victory with Jackie Oliver in a John Wyer Porsche 917K, Siffert/Bell behind and finished second, the marshal gets maximum points for stupidity.

pedro

(M Le Grand)

Lotus 33 Climax, Mexico City 1966.

Team Lotus entered an ‘old nail’ for Pedro, a 2 litre BRM V8 engined 33 in a two off drive (Watkins Glen too), he qualified the Ron Harris run car eleventh but DNF with transmission failure after 49 laps. John Surtees won in a Cooper T81.

pedro and jo spa 1970

(unattributed)

Pedro #25 and Jo Siffert #24 , Porsche 917K, lap 1 of the Spa 1000Km 1970.

Friends and rivals in the JW Automotive Team, Rodriguez was ultimately the better driver. A gaggle of 917’s and 512’s behind. Siffert/Brian Redman won the race whilst Pedro/Leo Kinnunen DNF with gearbox failure on lap 44.

Rodriguez, Monaco 1967, Coopet T81 Maserati

(M Le Grand)

Rodriguez delicately caressing the big Cooper T81 Maserati V12 around Monaco in 1967. He was fifth, four laps adrift,  in the race won by Denny Hulme’s light, nimble Brabham BT20 Repco V8.

Rodriguez , Porsche 917, Brands 1000Km 1970

(Unattributed)

Pedro put in a stunning, famous drive to win the Brands Hatch 1000Km in his ‘JW Automotive’ Porsche 917K, partnered by Leo Kinnunen in 1970.

He is #10 here ‘hunting down’ the rival ‘Porsche Salzburg’ #11 917K of Elford/Hulme/Ahrens. Oh to have been there!

pedro portrait

(Automobile Year 18)

Pedro portrait 1970. I remember first seeing this photograph in the Camberwell Grammar School copy of Automobile Year 18- the review of the 1970 season, and  thinking ‘Wow!’, as I did so often in relation to the photography of that publication in that era…

MHC0177-1024x819fit

(Mike Hayward Collection)

BRM P153 at rest, British GP, Brands Hatch 1970. Rindt won in a Lotus 72 Ford, Pedro DNF, prang on lap 58.

pedro 3

Porsche 908/3 Nürburgring 1000km 1970 (Unattributed)

Rodriguez was one of those drivers who loved racing for its own sake, he competed whenever he could and was killed in an ‘Interserie’ (European Can-Am or Group 7) race at the Norisring, Germany in July 1971.

He had started the season well, lightning fast in both his BRM P160 F1 car and Porsche 917 and was pointlessly killed in a race of no importance when a slower car edged his Ferrari 512M into the wall, the car erupted into flames and one of the ‘aces’ of the era died shortly thereafter.

Photo Credits…

Bernard Cahier, Automobile Year, Mike Hayward Collection https://www.mikehaywardcollection.com/ , Max Le Grand

Finito…