Posts Tagged ‘Spencer Martin’

(R Kaleda)

Kevin Bartlett awaits the start of the Country Club GT Trophy at Warwick Farm on 18 September 1966…

Magic shot from the collection of the late racer Ray Kaleda- that’s Glenn Abbey with the hand on the roof and Bob Jane’s Jaguar E Type Lightweight to the left, with Spencer Martin at the wheel- thanks to Glenn Moulds for identifying the meeting date and the race itself. I wrote an article a while back about the development of the Alfa TZ1/2; https://primotipo.com/2014/11/04/alfa-romeo-tz2-sebring-12-hour-1966/

Niel Allen’s Lotus Elan 26R entering the Farm’s Pit Straight but its a different meeting- Fred Gibson is at the wheel

 

(G Moulds)

 

(R Kaleda)

The front row- Niel Allen, on pole from Martin and Bartlett, the splash of red behind is Andy Buchanan’s Ferrari 250LM. That’s John Sawyer, Bob Jane Racing Team Manager in the blue trousers and shirt keeping an eye on Spencer. Click here for a piece on the Jag Lwt and Elan 26R; https://primotipo.com/2018/04/15/perk-and-pert/

(B Caldersmith)

First time down Hume Straight it’s Martin, Allen, Bartlett and Buchanan almost side by side, the Fred Gibson Lotus Elan and Brian Foley in the first of the Cooper S’.

Andy Buchanan in the Ferrari 250LM vacated by Spencer Martin at the end of 1965 and looking pretty as a picture as always. Car #3 is Ron Thorp’s AC Cobra. Piece on the Scuderia Veloce/David McKay LM here; https://primotipo.com/2014/07/03/pete-geoghegan-ferrari-250lm-6321-bathurst-easter-68/

(B Caldersmith)

Martin with a touch of the opposites out of Creek Corner ahead of Allen, the pair finished first and second followed by Kevin Bartlett’s TZ2, Andy Buchanan, 250LM Brian Foley’s Cooper S Lwt and Ron Thorp in his wonderful AC Cobra.

 

(B Caldersmith)

All concentration, Spencer was busy that weekend, he also raced the Jane Lotus Cortina but the Tasman Brabham BT11A Climax was left back in Brunswick.

Here he is on the exit of Polo sandwiched between Shepparton’s finest- Bryan Thompson in his ex-Beechey Mustang and Bob Beasley’s Cooper S. This Touring Car feature was won by Pete Geoghegan’s Mustang from Brian Foley’s Cooper S, Thompson, Beasley and Martin.

(unattributed)

 

(B Caldersmith)

Martin and Allen continue their race-long dice whilst lapping Noel Riley’s Honda S600- Noel Riley was a race and rally driver of some note as well as a handy race and rally engineer inclusive of a stint with Frank Matich during the F5000 years in his CV- not to forget the business he had with Colin Bond for a bit.

Etcetera…

Peter Manton’s Neptune Racing Morris Cooper S is not in this race but in the same batch of shots- too good a shot to waste in any event. Story about him here; https://primotipo.com/2017/11/29/mini-king-peter-manton/

Credits…

Ray Kaleda Collection, Peter Windsor, Glenn Moulds Collection, Rob Bartholomaeus

Tailpiece…

(P Windsor)

Kevin Bartlett chews the fat circa with Glen Abbey? 1966 in Alec Mildren’s Warwick Farm compound- TZ2 and the Brabham BT11A Climax whilst a grinning Fred Gibson in jeans and polo shirt wanders past. Magic.

Finito…

(W Byers)

Bob Jane, Elfin 400 Repco ‘620’ 4.4 V8 entering KLG Corner, racer Ross Burbidge tells us, 12 February 1967…

It’s a very early race for Bob in his brand new Elfin, this car notable in several ways not least for the fact that it was the first to be fitted with a customer Repco Brabham engine V8- I’ve written a feature on it so let’s not repeat ourselves;

https://primotipo.com/2018/04/06/belle-of-the-ball/

What struck me about William Byers’s photo and the unusual angle and locale in which it is taken is the degree of difficulty in sighting these big Group 7 sportscars through the corners. Admittedly Bob was a ‘short-arse’- mind you there was plenty of bounce in every ounce- but I bet the problem was the same for tall fellas like Dan Gurney.

Who won the sportscar races that day- had Matich debuted the SR3 at this point?, it certainly raced at the Farm and Sandown Tasman rounds that summer- Frank would certainly have given Bob a run for his money if present.

(W Byers)

The top-guns of the meeting were the Tasman 2.5’s of course.

We have photos of second placed Jack Brabham, Brabham BT23A Repco ‘640’, (above and below) Denny Hulme’s similarly engined fourth placed Brabham BT22, sixth placed John Harvey in the 1.65 litre Ford twin-cam powered ex-Stillwell Brabham BT14, and Spencer Martin’s Bob Jane owned Brabham BT11A Climax but not Jim Clark’s victorious Lotus 33 Climax FWMV 2 litre V8- he won five of the eight Tasman rounds that year. A pity, but hey, let’s be thankful for some marvellous photos.

(W Byers)

 

(B Thomas)

1967 was the Tasman Series Repco had a red-hot go to win, two cars, one each for Denny and Jack with both drivers contesting all eight rounds- but the might of the F1 World Championship winning team did not triumph over Jim Clark and the very reliable, fast, special 2 litre FWMV Coventry Climax engined Lotus 33 of the Scottish ace.

In 1966, 1968 and 1969 Repco had limited Tasman campaigns, 1967 was the one they should have won, you might say, I’ve covered this series before, so no point repeating the many problems which cost the Maidstone outfit dearly.

Arguably the most important aspect of the Tasman for Repco was to blood their new for 1967 F1 engine- the 740 Series V8- in advance of the GP season, than win the series itself. In the event Repco’s Norm Wilson designed 700 Series block was not quite ready so Jack and Denny raced with ‘640 Series’ motors- the new 40 Series exhaust between the Vee two-valve heads and 600 Series (Oldsmobile F85 modified) blocks.

(W Byers)

Denny had a rather successful 1967 season didn’t he!, taking the F1 drivers title and finishing second to Bruce in the Can-Am Championship aboard one of McLaren’s M6A Chev papaya coloured machines.

The car above, a BT22, is essentially a BT11 frame fitted with BT19 suspension- Allen Brown writes that ‘F1-1-64’ was used by BRO until Denny’s F1 car for 1966 BT20 was ready. Fitted with a Repco-Brabham V8, it was raced by Denny in the Tasman and then sold to Rorstan Racing, who fitted a Coventry Climax FPF 2.5 and ran Aussie Paul Bolton in it, it’s present whereabouts is unknown.

Jack’s BT23A was built on the redoubtable BT23 F2 jig/frame.

BT23A has never left Australia thank goodness, and been very much in the news in the last twelve months with its acquisition by the National Motor Museum from Peter Simms who restored and then raced the car for decades.

It’s post Brabham race record was with Scuderia Veloce, the car driven by Greg Cusack and Phil West before being sold to Brian Page.

(W Byers)

John Harvey (above) drove the wheels off this ex-Bib Stillwell car, the first BT14 raced ‘FL-1-65’, then owned by Sydney car dealer Ron Phillips in 1966.

Prepared by Peter Molloy, the Brabham BT14’s Lotus-Ford twin-cam engine progressively got bigger and not too long after this shot the car was given ‘a birthday’, it was the recipient of a Repco-Brabham 640 Series 2.5 litre V8 fitted with the assistance of Rennmax’s Bob Britton, allowing Harves to run with the ‘big boys’.

In fact the combination is sorta related to Spencer Martin’s Brabham BT11A shown below.

(W Byers)

The very gifted Sydneysider won both the 1966 and 1967 Gold Stars aboard this Bob Jane owned Brabham BT11A ‘IC-4-64’ Coventry Climax FPF- his dices with the similarly mounted Kevin Bartlett in Alec Mildren’s car were highlights of racing for enthusiasts of the period.

When Spencer decided to retire at the end of the 1967 Gold Star campaign Jane offered Harves the ride, and acquired the Brabham BT14 from Phillips. It’s 640 engine was fitted into the BT11A- like the BT14 it was not designed for a V8 motor, and raced by John in the 1968 Australian Tasman rounds.

Harvey in the Bob Jane Racing Brabham BT11A Repco during the 1968 Warwick Farm 100 Tasman round (unattributed)

 

Nice overhead shot from the Longford pits of the Repco 640 or 740 Series V8 installation in the BT11A

Jane then bought Jack’s 1968 Tasman mount, the BT23E at the series end for John to race in ’68 with Harvey very lucky to survive a huge shunt at Easter Bathurst in that car after a rear upright failure.

Harvey and Molloy had largely sorted the BT14 Repco by the end of the ’67 Gold Star, he had won a feature race in it at Oran Park. It does make you wonder why Bob didn’t race that car as it was rather than do the engine swap they did and develop the BT11A afresh- no doubt it all made sense at the time?!

The Jane Estate owns BT11A, the BT14, re-engined with a Ford/Lotus twin-cam is i think still in Peter Harburg’s hands in Australia.

William’s camera also captured some other interesting cars during that meeting.

(W Byers)

Bill Gates superb Lotus Elan 26R, Ross Burbidge tells us Gates raced both this car and an Elan Series 1, both of which are still alive and well in Australia. Ex-Geoghegan car originally?

Queenslanders will know the story better than I but its said that race promoter Bill Goode had the Bee Gees, the Gibbs brothers, performing between events at his Redcliffe Speedway and introduced them to Bill who promoted them on his radio show on 4BH Brisbane thereby assisting them in their climb to global success.

(W Byers)

Ross Burbidge says this is the last time Pete Geoghegan ran his first Mustang at Lakeside.

He won the 1967 one-race Australian Touring Car Championship in the Australian, John Sheppard built, Mustang ‘GTA’ back at Lakeside on 30 July 1967 from the Brian Foley and Peter Manton Cooper S’s after various of the other V8’s fell by the wayside with mechanical dramas. The shot above is on the entry to ‘Hungry’ or then KLG corner.

Great Scots: Lakeside 1967, winner Clark Lotus 33 Climax chases Stewart BRM P261 (Tasman Book)

Hulme, Clark and Stewart, Tasman 1967…

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

Photo Credits…

William Byers, oldracephotos.com.au, ‘Tasman Cup’ Tony Loxley and Others, Brier Thomas

References…

Ross Burbidge, oldracingcars.com.au

Tailpiece: Bob Holden, Improved Touring Morris Cooper S…

(W Byers)

Bob Holden won the 1966 Bathurst 500 in a Series Production Cooper S, co-driving the works BMC Australia car with rally-ace Rauno Aaltonen.

In a year of dominance the Cooper S took the first nine placings in the race! This car, not the same machine, is built to Improved Touring rules, the category to which the Australian Touring Car Championship was held at the time- mind you Bob didn’t return that July to contest the title race. He is still racing…

In the background Denny’s Brabham BT22 is being pushed past with perhaps the light coloured car Frank Gardner’s Mildren Racing Brabham BT16 Climax?

Finito…

Kevin Bartlett from Spencer Martin and Greg Cusack on the plunge down the mountain, Bathurst March 1967…

David Atkinson’s depiction of Kevin Bartlett’s dice and achievement of the first over 100 mph lap of Mount Panorama shows the Brabham BT11A Climaxes of  KB and Spencer from Greg’s Brabham BT23A Repco V8.

Bartlett first raced a Morris Minor at Bathurst in the late fifties, he knew the place as well as anyone- the sense of achievement was great. ‘Bathurst: Cradle of Australian Motor Racing’ is the title John Medley gave his wonderful ‘biography of Bathurst’ and goes a long way to making clear the significance of this wonderful place and it’s importance in the continuing pantheon of Australian motor racing.

Only Lobethal and Longford match it for its majesty and Warwick Farm, Phillip Island and Albert Park it’s importance.

During a couple of torrid dices in a preliminary race and in the NSW Road Racing Championship round Bartlett and Martin both broke the lap record and 100mph mark repeatedly but Kevin was the first to do so.

Frank Gardner casts a paternal eye over his younger teammate and his old BT11A in the Longford paddock in 1968. It’s not wet so it’s not raceday! (oldracephotos)

In many ways I see Kevin and Spencer as the Australian ‘Bobsy Twins’ of the time…

Both Sydney boys, both born in 1940, both motor mechanics by profession, both drove for one of the best teams of the day in Alec Mildren Racing and Bob Jane Racing- both raced Brabham BT11A’s powered by 2.5 litre Coventry Climax four cylinder ‘thumpers’ and both were sublime practitioners of the single-seater driving art. Driver’s-Drivers if you will.

Spencer had greater experience of these powerful single-seaters than Kevin but the Curl-Curl Kid was learning fast, a classicist with god-given intuitive feel and car control that thrilled the crowds and record books for decades.

Oopsie. Spencer post WF Tasman contretemps with The Causeway, 1967- late in the race won by Jackie Stewart’s BRM P261 from Jim Clark’s Lotus 33 Climax (B Wells)

 

Bartlett from Martin during the WF 100 race, Tasman Series 1967. KB was 6th, Spencer’s shown in the shot above. Both cars Brabham BT11A Climax (B Wells)

Bartlett declared his intent in practice with an over 100 mph lap of  2:18.6 with KB setting a time of 2:17.7 in a 6 Lapper for Racing and Sports Cars in a fierce battle with Spencer- in the process Martin matched KB’s 2:18.4 he had set on lap 3, only for Bartlett to do a 2:17.7 late in the race.

In an amazing weekend for Bartlett he contested four races winning three- two single-seater events in the Brabham and a touring car race in Alec Mildren’s Alfa Romeo GTA- he was second to Bob Jane ‘s Mustang in the other race. But the thriller of the four was the feature race.

Peter Wherrett, then racer and later immensely gifted automotive TV broadcaster covered the meeting for Max Stahl’s monthly Australian motor racing bible ‘Racing Car News’, his account brings the thrilling weekends racing to life.

‘The feature event in the nine race program was the 1967 NSW Championship for Racing Cars…it was a thriller but disappointing as well…Geoghegan and Harvey were installing new engines and were indisposed…Then right there on the grid…poor Greg Cusack and his team pushed and shoved the Brabham all over the place, but the big Repco V8 refused to start’.

‘Bartlett had pole after his fabulous practice time, but there was determination written clearly all over Spencer Martin’s face. When the flag dropped they raced neck and neck for Hell Corner. Since Bartlett had the inside running he also had the advantage and was first out but accelerating away up Mountain Straight Martin again drew alongside. Up and over the mountain they raced with Bartlett leading Martin by the depth of his tread.’

‘Down Conrod and into the braking area it was still Bartlett, now by a car’s length , as they crossed the line after a standing lap of 2:21.3, already 4.4 seconds inside the lap record. Martin again caught up going up the hill but once more it was Bartlett who led down Conrod.’

‘Those who saw them said none have ever gone down the Esses like this pair. Bartlett, particularly was breathtaking!’

‘It seemed he simply twitched the car from one corner to the next, setting the booming Brabham up in the middle of one corner so that it was as near as possible to be spot on line for the one following, and then upsetting the whole thing in the middle of the corner so that he would be right for the next one and so on.’

‘Already way back in the field Max Stewart led the 1500’s…F2 Rennmax…Phil West 1100 Brabham running in close company with Alton Boddenberg in the Lotus 32’.

Start of the championship race- not quite because Greg Cusack’s red Brabham BT23A Repco is on row 2 and he didn’t start so its a preliminary. KB on pole, Spencer alongside- Brabham BT11A’s times 2, Niel Allen, Elfin 400 Chev at left, behind him is Bob Jane, Elfin 400 Repco, then Cusack alongside and the Rennmax Ford with the driver well into the airstream is Big Max- Stewart, and the rest (unattributed)

 

(P Maslen)

 

Brian Caldersmith’s wonderful painting of the battle

‘But it was the Bartlett-Martin duel which was drawing the attention of the masses. Bartlett’s second lap put him 30 yards in front and this was not surprising when it was announced that the lap record was now  2:17.4. Too much!’.

‘Spencer was right in there though, and on the third he picked up a bit. Into the fourth they went and again Spencer seemed to catch Kevin going up the hill and Kevin seemed to gain it all back again on the straight.

On the fifth of thirteen, people began to doubt they could both withstand the pace. Again Bartlett was in the 17’s but this time Martin joined him with a personal best of 2:17.8 and then…it was just too good to last.

We crazy money-paying enthusiasts are just not deserving of such joy. Going up to XL Bend for the sixth time Spencer slowed and with oil pressure failing withdrew the ailing Brabham. Bartlett slowed (?) to the low 20’s and could not be beaten. Stewart took second place, mad with glee, and Phil West gained a creditable third from Boddenberg, Barry Lake and Peter Cohen, who was in and out of the pits and only completed three laps’.

‘All but one of Bartlett’s laps were under the old lap record, and six of them were under the magic 100 mph lap (2:19.5)’.

Warwick Farm 100 1968, The Causeway, KB Brabham BT11A Climax DNF halfshaft in the race won by Jim Clark’s Lotus 49 Ford (oldracephotos)

Its interesting to look at the speeds recorded through the flying 1/8th of a mile that Easter long weekend. Cusack’s Repco V8 powered Brabham was the quickest open-wheeler at 162.45 mph, a time he recorded in practice with Bartlett and Martin doing identical times in their identical cars during the NSW Championship race- 159.57 mph. The quickest car over the weekend in a straight line was Bob Jane aboard his 4.4 litre Repco RB620 V8 engined Elfin 400 sporty, with 163.63 mph.

‘Ron Hodgson, who probably thought he was on a good thing with his offer, had to part with 100 bottles of bubbly for the first 100 mph lap, and these were added to Kevin’s 25 bottles scored on Sunday for fastest practice lap’ Wherrett wrote.

Martin inside Bartlett at Murray’s Corner

 

Bartlett from Martin across the top of the Mountain (L Walker)

Bartlett’s recollections are recorded in Alec Mildren’s biography-

‘…We were at it hammer and tongs. We were both pretty gung-ho. I was probably a bit more aggressive…Alec was really on the ball…I wouldn’t have attempted what I did otherwise. I came in after first practice and he said “Where do you reckon you can get the laptime” He knew the circuit, look, he knew it…”What if you short shift here, leave it that gear there, what revs are you using? He was at me’.

‘I was the train (engine) and Spencer was the guards van. He broke the 100 mph mark, too don’t forget. Always remember that. But because I was leading and crossed the line first, I got the credit. And when it came to the run of the race. I out braked him by outbraving him- it was one of those do or die things. I said to Alec later “Spencer and I got pretty close, Alec”. “We nearly lost the lot”. He said “Yeah, but you outbraved him didn’t you?” That was the way he talked’.

Later ‘When  Alec asked me what I was going to do with the champers, I said I don’t want it, you have it, and he said “Good, I’m going to throw a party”. Anyone and everyone in motor racing was invited to the splash-out at the Mildren Newport (Sydney North Shore ocean beach suburb) residence…Alec was never a boozer- he was an orange juice man. But I’m sure he had a champers or two that night’ Bartlett recalled.

Bartlett amongst the Repcos in 1967: Leo G Lotus 39, KB Brabham BT11A and John Harvey Brabham BT14, ‘Angus & Coote Trophy’ Oran Park (Rod MacKenzie)

Whilst Bartlett was the hero of the day at Bathurst, Martin again won the 1967 Gold Star, as he did in 1966 with two wins (Surfers Paradise, Mallala) to Cusack and Bartlett’s one apiece (Symmons Plains and Lakeside).

The two BT11A’s would have been the most highly developed cars of their type in the world with Martin and Bartlett both having, just, the legs of the Repco V8 engined cars of Cusack, Leo Geoghegan and John Harvey- Brabham BT23A, Lotus 39 and Brabham BT14 respectively. Spencer’s Bob Jane Brabham was more reliable than KB’s however, Spencer took the title with a points haul of 30 from Cusack 23, and Bartlett 16.

Formative KB single-seater years, 17 December 1961 Warwick Farm in the Lynx BMC FJ. Race won by Leo Geoghegan’s Lotus 20 (J Ellacott)

Another Big Bathurst Moment…

Bartlett and John Goss in the Bell cap (Greg Bartlett is the kiddo with his back to us) on the Bathurst 1000 victory dais in 1974.

What a sweet win for them both- especially KB who had a bad accident at Pukekohe at the seasons outset during the Tasman Series, he became a ‘Lola Limper’, breaking a leg when his T330 Chev came to grief, a lengthy recovery period followed.

That’s a walking stick in the young veteran’s left hand, quite a few of his fans shed a tear watching his gritty performance that day and this presentation on the telly, me included.

(autopics)

Etcetera: Spencer Martin HDT Holden Monaro GTS 350 alongside Allan Moffat’s works Ford Falcon GTHO Phase 1, warm up lap, Sandown 3 H0ur, September 1969…

There are plenty of Fords behind- Moffat/John French won from Tom Roddy/Murray Carter and Fred Gibson/Bo Seton all in HO’s.

Spencer had been retired for a year or so when he took a call from new Holden Dealer Team team manager Harry Firth to share a Monaro with KB during the HDT’s first event, the 1969 Sandown Datsun 3 Hour.

Ex-Ford racer/engineer/team manager, now Holden new boy Harry Firth was prevailed upon to hire a couple of single-seater drivers to race his new toy, Firth more of a believer in taxi drivers racing taxis, so to speak.

In a story for another time Martin had a massive brake failure at about the 45 minute mark of the endurance classic at the end of Sandown’s main straight, he skilfully backed the car into the Shell Corner armco minimising the damage to his good self but the car caught fire. The accident is variously attributed to boiled fluid, ‘brake booster system’ or standard brake pads being mistakenly fitted to the car prior to the race.

The Monaro was repaired after the race and sold by tender, it still exists. Spencer retired from a meeting he only entered after agreement with his new wife that a race in a touring car was relatively safe! His comeback to racing in the historic scene was a couple of decades hence.

In 1969 Bartlett had many successes in front of him including the second of his two Gold Stars aboard the Mildren Alfa/Waggott, in Asia and the US with much Formula 5000 and plenty of touring car wins including a Bathurst crown…

Slightly singed but not fatally damaged Monaro in the slip road on the outside of the Sandown track on pit straight, scene of Spencer’s high speed handbrake turn into the fence. KB did not get a drive during the race (unattributed)

Photo & Other Credits…

Racing Car News May 1967, Rod MacKenzie, autopics.com.au, Brian Caldersmith, oldracephotos.com.au, Bruce Wells, John Ellacott, Bob Jane Collection, ‘Driven To Succeed: The Alec Mildren Story’ Barry Green, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley, Peter Maslen Collection, Lionel Walker

Tailpiece: Bartlett at the wheel of the McLeod Ford / John Goss Ford Falcon GT during the Bathurst 1000 in 1973- they won in the same car in 1974 but I like the look of the big yella beastie the year before…

Finito…

 

 

What a couple of pert, perky, taut little tooches!? I do like a finely formed little rump, the Lotus Elan and Jag E Lwt, two of the tightest…

Its Leo Geoghegan chasing Bob Jane through Hell Corner for the blast up Bathurst’s Mountain Straight, I’ve my money on the punch of the Jag’s mid-range torque not to forget its beefy top end over the delicate little Elan. Timeless, twin-cam designs both.

I’ve written about these blokes often enough for international readers to know they were both prominent Australian champions- Bob best known for exploits in touring cars and Leo in open-wheelers. Here they are on ‘neutral ground’, sportscars, during the Easter meeting in April 1965.

(unattributed)

Jane got the better of Leo in both the 5 lap preliminary and 13 lap NSW Production Sportscar Championship, winning both races from the Sydneysider, top speeds of the cars were 147.05 and 142.85 mph (Elan) on Conrod Straight.

I notice Bob’s Jag has a Victorian number plate. The successful businessman lived just off Kew Boulevard in Melbourne’s leafy inner east, no doubt the racer was exercised on that marvellous stretch of road from time to time.

I’ll get around to a comprehensive article on Jano’s Lwt E Type one day, for now enjoy these snippets and shots great sixties sporties.

Etcetera: Jano and his E Types…

(D Lupton)

The Jane Jag E Lwt and Mk2, plus Fiat 2300 at Calder 1964- the E Types first race was here on 8 December 1963.

Its said that the car was a gift from Sir William Lyons via Australian Jaguar importer Jack Bryson. Bob was a Jaguar sub-dealer and had done amazing things to promote the marque in Australia via his race exploits in his Mk 2, an Australian developed car.

Bob and his brother Bill Jane later raced the car in the UK- Jane retained it until 1980 when it was reportedly sold at auction for $A80,000- his ex-works Maserati 300S was sold for a similar figure. He said ‘it was the biggest business mistake i ever made’…

 

Jane at Bathurst looking fairly hot and dry, Easter 1966 perhaps (T Smith)

 

(B Caldersmith)

Cracker of a shot above appears to be a lap one horde at Warwick Farm’s Homestead Corner.

Spencer Martin is aboard the Lwt from Leo Geoghegan, Lotus Elan 26R, Kevin Bartlett in Alec Mildren’s Alfa Romeo TZ2 and Andy Buchanan or Greg Cusack in David McKay’s Ferrari 250LM- then the dark top of Fred Gibson’s Elan and a gaggle of ‘Sports Racing Closed’ Minis.

Spencer is driving for Bob so it’s 1966 or 1967.

(H Schendzielorz)

Jane in the Lwt heading up Templestowe Hillclimb in Melbourne’s outer east, circa 1964.

Bob’s Lightweight was his second E Type, as most Australian enthusiasts would be aware.

He bought his first, a series 1 red-roadie in the UK in 1961 complete with Warwickshire rego-plate ‘2152WK’- the car’s chassis number was RHD 621.

It was continually modified and as a consequence was a more successful racer than the Lightweight which competed against sportsracers rather than production sportscars. It competed in 21 race meetings in only 15 months, incuding third in the 1963 Australian GT Championship when driven by Bill Jane, Bob’s brother.

Jane at Longford circa 1963 (unattributed)

 

Lakeside 1963. Bob’s multi-Oz touring car championship winning Mk2 and E Type FHC (J Psaros)

When Bob bought the lightweight in late 1963 he sold the Fixed-Head E to Adelaide’s Clem Smith, prominent racer and Mallala circuit owner- he raced it twice more.

Soon after it was sold to a member of the RAAF and disappeared, presumed crashed in the Adelaide Hills in the 1960’s or 1970’s.

In more recent times research via Jaguar racer, Mark Trenoweth and Jaguar Magazine have tracked the car to Toowoomba, north of Brisbane where it was owned by a group of enthusiasts- still fitted with is aluminium bonnet and other goodies.

The magazine reported that the car had several owners after that and at one stage was fitted with automatic transmission- the ‘case’ has now gone cold again, do get in touch if you can shed some light on its whereabouts.

(Nantes)

The photographs above and below are unmistakenly Sandown’s old pits, some of the first shots of Bob’s FHC, which still looks in standard specification- more than likely this is the circuit’s opening meeting in March 1962- the Lotus Elite below is driven by Tony Osborne.

(autopics.com.au)

 

 

(unattributed)

Wet Lakeside meeting above and Bob is alongside Frank Matich in his Lotus 19B Climax, wet international meeting in 1963 at a guess. Elfin Streamliner on the second row plus other cars you pick yourselves. Matich might have won this race…

And below at Mallala, circa 1963, with Bob ‘half-out-the-window’ as he is in quite a few shots of this car!

(Smith Family)

Etcetera…

(unattributed)

Lightweight E Type at Mallala.

(unattributed)

The red E FHC, i suspect after Bob had sold it, but where, when and who is the driver are my questions!?

Superb shot of Jane heading for the apex of Pub Corner in Longford Village circa 1963.

 

(unattributed)

Low down shot perhaps taken at Warwick Farm.

Credits…

autopics.com.au, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley, Dennis Lupton, Heinz Schendzielorz, Jock Psaros, oldracephotos.com, Nantes Family, Clem Smith Family Collection, Terry Smith, Brian Caldersmith

Tailpiece: Geoghegan and Jane leaning into Hell Corner, April 1965…

Finito…

 

(oldracephotos/King)

Bob Jane, Elfin 400 Repco, during the Longford Tasman round in 1967. Sweet Repco V8 music @ 7000 rpm flat out in fifth gear…

Idle moments in front of the Teev provide a male multi-tasking opportunity, looking for ‘that shot’ which inspires an article. Breathing, lookin’ at the telly and searching for photographic inspiration simultaneously- three things at once, my girlfriend can scarcely believe it.

There are some cars which are more prolific in terms of the number of photos in circulation though, usually for the same reasons. That is, they are sensational to look at, were race winners and in Australia raced nationally over a number of years and therefore every ‘snapper in the country, both professional and amateur has had a crack at them- and, kindly, circulated said photos on that internet thingy for us all to enjoy!

So…

In the decade from 1960 to 1970’ish there are several cars which are prevalent as defined above- Pete Geoghegan’s second Mustang, Allan Moffat’s Mustang Trans Am, Leo Geoghegan’s Lotus 39 Repco, Frank Gardner/Kevin Bartlett’s Mildren ‘Yellow Submarine’, Frank Matich Matich SR3’s and Bob’s Elfin 400.

Delivery of the new 400 to the Bob Jane team, Elfins Conmurra Avenue, Edwardstown factory, Adelaide in late 1966. The factory was not flash but the sense of history and those who had been there before was palpable when I inspected my humble Crusader Elfin Vee mid-build in the early nineties. From a modest place did some amazing cars originate (B Mills)

I’ve already done the Elfin 400 to death really…

But there are just too many wonderful photos of Bob’s car not to do this article which I originally intended to be pictorial.

One long previous article was specifically about Frank Matich’s Elfin 400 Olds aka the Traco Olds, the first completed. That piece also covered at somewhat laborious length the design and development of the car, here ‘tis;

https://primotipo.com/2015/05/28/elfin-400traco-olds-frank-matich-niel-allen-and-garrie-cooper/

The other was another lengthy tome, mainly about Hume Weir circuit but it also included a piece within it on Bob’s car, the third 400 built, click here;

https://primotipo.com/2016/05/06/hume-weir/

Bob Jane in one of his first runs, the first race meeting?, Warwick Farm Tasman round in 1967. Top gun that weekend Niel Allen in his Elfin 400 Chev (J Ellacott)

Elfin 400 Repco ‘BB67-3’ was raced by some mighty fine drivers whilst owned by Bob, here is the man himself during the Warwick Farm Tasman round in February 1967…

Jane raced it, so too did 1966/7 Australian Gold Star Champion Spencer Martin. Lets not forget Melbourne up and comer Ian Cook had some drives in 1968, he sadly lost his life at Sandown in 1973 in an ex-Bob Jane Racing machine too. And another young charger, Bevan Gibson took the wheel in 1969, and soon lost his life in it at Bathurst during the 1969 Easter Meeting.

What changed the direction of the article was re-discovery of my copy of ‘Gentleman John Harvey’, the biography on Harves which has some great first-hand material about Bevan by both Bob Jane and John Harvey. I couldn’t find the book when I wrote the Matich Elfin 400 piece, which would have been the right place for its contents, but given the limited print run of Tony McGirr’s book I thought getting these perspectives out there and more readily accessible worthwhile.

In researching Ian Cook i made contact with Grant Twining who owns the Devione Ford, a car raced by Ian. Grant was able to provide some much needed detail to flesh out his story- many thanks to him.

This 400 is significant in Repco Brabham Engines history too as it was fitted with the first customer, as against works engines provided to Jack Brabham. It was a 4.4 litre ‘RB620 Series’ V8.

Ken Hastings aboard the rebuilt ‘BB67-3’ at Sandown on the fast left drop to Dandenong Road circa 1970. Note the change to the bodywork at front and addition of a rear wing. Unguarded horse racing fencing an ever present danger back then. It’s practice by the look, the Pat Crea VW Beetle and ‘Chocolates’ David Robertson Ford Capri V8 sports sedans in the distance (L Hemer)

After the Gibson Bathurst tragedy the car was acquired by Melbourne racer Ken Hastings who rebuilt it. The car passed through several hands over the years before being bought by Elfin enthusiast/racer Bill Hemming, well known to Australians for the Elfin Heritage Centre which houses his collection of cars including ‘BB67-3′.

http://www.elfinheritage.com.au/

The car was rebuilt around a new chassis some years back albeit the very much shagged original frame remains ‘part of the package’- that is the CAMS ‘Certificate Of Description’ recognises the existence of the second chassis precluding the possibility of a ‘B Car’ being built. A neat solution I thought- history and safety are recognised.

Bob Jane leads Spencer Martin and the Elfin 400 Repco at Hume Weir, Queens Birthday meeting in June 1967. John Sawyer in the blue shirt behind, blue car is ex-Jones/Phillips et al Cooper Jaguar  (M Leirsch)

Elfin 400 Technical Specifications…

Lets cover the cars technical specs in brief as it’s covered in detail in the first of the articles referenced above.

The 400 was the third series of sports cars Garrie Cooper and his band of merry men in Edwardstown built. The first were the front engined ‘Streamliners’, the very first Elfins, then came the Clubman and later the mid-engined small-bore Mallala.

The 400 Series sporties were the first ‘big bangers’ he had built, a trip to the UK before he progressed the design too far got him up to speed with what was happening in Europe. The Group 5 Ford GT40 and Group 7 Lola T70, McLaren Elvas and Chaparral’s were the standout cars at the time for different reasons.

Rare colour shot of the Jane 400 in the paddock, date uncertain. Suspension as per text, note the wide based upper wishbone, magnesium uprights and solid Girling brake rotors. See the shot below, car now has a more substantial, but unbraced roll bar (S Lambert)

Whilst Garrie was building his first monocoque chassis car, the single-seater F3/F2/ANF 1.5 Type 100 very successful ‘Mono’ he decided an appropriately stressed multi-tubular spaceframe chassis would do the trick for the sportscar. After all, Ferrari were still winning plenty of races so equipped and the Australian market was conservative, a spaceframe was easier to maintain and to repair ‘in the field’ than a monocoque. Such a design could accommodate different engines he knew customers would want to fit to the cars. The frame was of square, round and oval section tubes, the aluminium undertray was stressed as were subsidiary bulkhead panels

Four chassis were built- first completed was the Matich ‘BB66-2’ which used a Traco Olds V8, then came the Globe Engineering ‘BB66-1’ a pushrod and later DOHC small-block Ford powered car,  Jane’s ‘BB67-3’ received a Repco ‘RBE620’ 4.4 litre V8 and ‘BB67-4’, originally owned by Andy Buchanan a big block Chev.

Bolted to these engines were various Hewland transaxles; HD4 for the Matich car LG500 for the Globe and Buchanan cars and DG300 for Jane’s.

Superb early 1967 shot of the Jane car. Engine is the first customer Repco engine delivered. Repco ‘RB620 Series’ 4.4 litre SOHC, 2 valve, Lucas injected V8, circa 400 bhp @ 7000 rpm. ‘620’ is the Olds F85 modified block and first series crossflow heads- this design was the 1966 F1 championship winning design in 3 litres capacity. Note the tubes to the chassis, oil dry sump to the right. Fuel tank capacity 28 gallons- with the option of more. Array of Smiths and Stewart Warner instruments, see chassis plate on dash left and vestigial roll bar- soon altered to a higher and full width hoop albeit unbraced. Simply superb bit of kit (S Lambert)

Suspension was period typical. At the front by upper and lower wishbones with coil spring/Armstrong shocks. Uprights were cast magnesium, adjustable roll bars were fitted with rack and pinion steering.

At the rear, beautiful cast magnesium uprights were used, inverted lower wishbone, single top link and two radius rods, again with coil springs and Armstrong shocks. Roll bars were again adjustable.

Wheels, cast magnesium Elfin jobbies, were 15 inches diameter, 10 inches wide at the front and 12 inches at the back. Owners progressively increased the amount of rubber on the road appreciably over the coming years in accordance with the incredible advances in tyre technology at the time.

Brakes were Girling alloy ‘BR’ calipers with the rotors 12 inches  in diameter at the front and 11 inches at the rear. The bodywork was designed in house, as you will see in the various articles the ‘aero’ of the car was far from ‘fully resolved’ when completed.

Bob Jane aboard his 400 in 1968 (T Parkinson)

And they say Enzo Ferrari kept his drivers on their toes! So too it seems did RF Jane…

It was only in gathering the photos of the 400 that I realised how many fellas drove the 400 in a short period of time.

Bobs race team plans were changed suddenly when Spencer Martin decided to retire having won the second of his Gold Stars with Bob in 1967- they won two on the trot in 1966-7 using Bob’s Brabham BT11A Coventry Climax.

Spencer Martin had this to say about the 400 ‘What caused the accident (to Gibson) was an aerodynamic design fault with the car. I had driven the car in ’67. It was the quickest thing around at that stage. It had a 4.4 litre Repco V8 in it, and was very, very quick. But the aerodynamics on the car were not right. Unfortunately, Bevan paid for it with his life.’

Martin then commented about seeing the sportscars on circuit at Longford in 1967 when Bob Jane raced the 400. Spencer ran the Brabham BT11A and was therefore on hand to watch the sportscars practice.

Noel Hurd in the Globe Products owned Elfin 400 Ford became airborne at high speed during practice, mowing down a row of fence posts after spinning several times but leaving the driver unhurt. ‘It was an Elfin 400, and I saw them coming down the long straight at Longford, in Tasmania. I wasn’t at all happy with the aerodynamics of the car. Looking back I think I was very fortunate. If I hadn’t retired I would probably have been in that car’ (at Bathurst Easter 1969)

Whilst testing the Elfin at Calder early in 1967 Martin was circulating in 44.2 secs, nearly a second under Niel Allen’s lap record in his 400.

Shell boys at Warwick Farm in 1966: Jane, Kiwi Jim Palmer, Harvey and Jackie Stewart- quite an array of talent, champions all (WF)

John Harvey had shown what he was made of in the RRC Phillips owned Brabham BT14 Repco- so Bob hired Harvey, (born 1938) bought the BT14 and popped the Repco engine from it into the back of the BT11A and off they went to contest the ’68 Tasman Australian rounds.

The logic was that the F2 BT14 chassis wasn’t man enough for the Repco, whereas the older ‘Intercontinental’ BT11A was. Harvey did the Hordern Trophy late ’67 in the car, Climax engined before the Repco for Coventry Climax engine swap was performed. Harvey’s ‘compare and contrast’ of engines in that chassis would be interesting. As Australians know Harves was Bobs ‘main man’, his contracted driver from then right through until Frank Gardner returned to Australia in 1974- joining Jane for 1975.

John Harvey on Warwick Farm’s pit straight during the 1968 Warwick Farm 100 meeting. DNF gearbox in Janes BT11A ‘IC-4-64’ Repco. Clark won in a Lotus 49 DFW. The Brabham was and is a famous car- first owned by David McKay’s Scuderia Veloce and raced in the ’64 Tasman successfully by Graham Hill it was then raced by Martin to two Gold Star wins. Still owned by Jane and restored to CC engined form (autopics.com.au)

Early in his time with Bob John had a bad accident at Easter Bathurst 1968 when an upright in the near new Brabham BT23E broke hospitalizing him for some while with a recuperation period even longer. His first meeting post accident was at Warwick Farm later in 1968. It was a meeting John was glad to get behind him as his eyesight, fine early in the day, had a bit of double-vision later as the day wore on.

Naturally on Jane’s part, if not Harvey’s, there may have been a question about him racing again after an accident Jane said could have been fatal. He needed another driver until Harves was fit.

Jane in the Longford pits in 1967, nice rear view of the 400 Repco (E French)

Ignoring the touring cars/sports sedans to focus on the cars which matter, Harvey raced the BT11A, then the ex-Brabham ’68 2.5 Tasman BT23E Repco, the Rennmax built Jane Repco 2.5, Brabham BT36 Waggott 2 litre and finally the Bowin P8 Repco Holden F5000. He raced the McLaren M6B Repco sportscar from 1969, with Bob. He drove the Elfin 400 only once and had this to say about it.

Bob drives and Harves carries the booty. McLaren M6B Repco, they have just won the final round of the 1972 Australian Sportscar Championship at Symmons Plains on 12 November- Harvey won 5 of the 6 rounds that year. Sex on wheels (oldracephotos.com)

‘I drove that Elfin only once and I didn’t like it. I didn’t like it at all. It was the sort of car that probably I could have been persevered with, and make it work properly. Or, at least to suit me. Maybe other drivers, including Bevan, were quite happy with it. But I certainly wasn’t. And that was the result of only driving it one time. I didn’t like it so I never drove it again’.

So, the 400 seems to be the car which Jane, who also raced it a lot, shared around a bit.

Ian Cook, Elfin Mono Ford, Calder 1967 (autopics.com.au)

 Ian Cook was a Melbourne boy (born 1941) who made a name for himself in single-seaters winning the Victorian Lucas Davison Series in 1.5 litre Elfin Monos in 1966 and 1967…

He drove an ex-Granton Harrison Mk1 in ’66 and in Garrie Cooper’s prototype Mk2 in 1967. This chassis was the car which Alf Costanzo drove the wheels off and shot to prominence after sold to him by Cook.

Ian, in addition to his Elfin raced Melbourne car owner Tony Osborne’s Argo Chev sportscar in 1967, no doubt his skill behind the wheel of this Cooper derived sporty, a far less sophisticated machine than the 400, was instrumental in him joining the Jane organisation in late 1967.

Ian Cook, Elfin 400 Repco on the Longford dummy grid in 1968. Car now has seat belts. Notice the different injection trumpets on the engine from the earliest 1967 shots

His first drive of the Elfin 400 was at Calder in January 1968, taking 2 wins. The Jane team then took the car to the Bathurst Easter meeting in 1968, together with the BT23E crashed by Harvey in practice.

Bob and Ian were both down to drive the 400 but must have had problems with it in practice as it failed to start any of the events, certainly Cook drove it in practice. Or perhaps John’s serious accident was enough to ‘up sticks’ for the weekend. Their experiences in the 400 that weekend would have been interesting given the sad events which were to transpire 12 months hence.

(R MacKenzie)

Grant Twining reports that Ian Cook was the quickest of all the Elfin 400 drivers who raced the cars at Longford- Matich (noting the advance in tyres between 1966 and 1968) Jane and Noel Hurd. The photo above is of the front row of the ’68 Longford Tasman sportscar support race- #5 Peter Macrow in the Argo Chev vacated by Cook, Ian in the 400 and Chris Amon on pole in the Scuderia Veloce Ferrari P4/CanAm 350. Amon took the win, am keen to know the placings.

Four months later Jane won the Victorian Sportscar title at Winton in the 400 after Niel Allen retired his Elfin 400 Chev with a split gearbox housing.

After the Tasman BT23E was repaired Cook raced the car at the Lakeside, Gold Star round in July for 4th place. He doesn’t appear to have had another steer of the car, which is unfortunate.

Allan Moffat then raced the BT23E at the Sandown Gold Star round, bending it. More of that shortly.

The first race after repair of the BT23E was in John Harvey’s hands, at Warwick Farm in a support race late in 1968. His first championship steer was at the Sandown Tasman round in February 1969. John had engine dramas and failed to finish the race won by Chris Amon’s Ferrari Dino 246T. Amon also took the Tasman title that year.

Cook aboard the 400 at Hume Weir in 1968 (unattributed)

Ian Cook and Footscray Service Station proprietor, racer, ace machinist and later Brabham expert Denis Lupton were old friends.

Lupton ‘spannered’ Cook’s two Elfin Monos with great success. When the Jane drive came to an end they were keen to buy a Brabham BT23 to run in ANF2 but could not afford to do so. So the pair built the ‘Devione’, a car which took the BT23 track and wheelbase dimensions but was otherwise Lupton’s own design and build.

Ian was a skilled sheet-metal fabricator, between the two mates they had all the skills and experience to build a beautiful car. The spaceframe chassis used F2 Matra MS5 front and rear cast magnesium uprights. A Lotus/Ford twin-cam engine and Hewland 5 speed transaxle completed the cars major specifications.

The car was raced by both men, Cook doing the more ‘senior events’ inclusive of some Gold Star rounds whilst Lupton did club events. The car was built and then raced in the 1968-72 period.

Around 1970 Cook, a talented development engineer moved to Adelaide to join Chrysler, to assist Leo Geoghegan with the road and race development of the Valiant ‘VF’ Pacer, a four door sedan which was proposed to contest the showroom stock, ‘Group E Series Production’ racing which was booming at the time.

Cook was involved in establishing the Pacers road going specification, ensuring a nice balance of engine and braking performance and sorting ride heights, shock absorber settings and roll bars to get the right blend of handling, safety and performance. The first test of these cars was at Sandown in June 1969 during a 12 Hour record setting day.

Niel Allen’s Chev engine 400 ahead of Cook in Jane’s Repco engine variant during the 1968 Warwick Farm Tasman round. They are attacking The Esses. Results folks? Note the different noses on the cars (oldracephotos.com)

Into 1969 the Elfin 400 drive was Bevan Gibson’s, with John Harvey racing the Brabham BT23E and McLaren M6B, the latter with Bob.

Janes Brabham BT36 (BT30-27 was a late build BT30 to BT36 specifications) was raced only sporadically by John Harvey. 2 litre Waggott powered, it was a jewel of a machine but arrived in amongst the F5000’s and too late for the 1971 Gold Star series in which he could have given Max Stewart and Kevin Bartlett a ‘good shake’ at the title Max won.

Bob Jane Racing sold the car less engine to Lupton and Cook who owned it in partnership. They converted it to ANF2 form by the simple fitment of a Lotus/Ford 1.6 litre circa 200bhp engine. The car was to be shared by the friends as before with the Devione.

Lupton withdrew from the arrangement with Ian when he needed to raise some cash to care for one of his young children who needed hole-in-the-heart surgery.

On a cold, wet, foggy Sandown practice day Ian was being looked after by some ‘stand ins’ rather than his usual crew including Lupton- who was dealing with family matters.

Grant Twining, the owner of the Devione and a confidant of Lupton says their theory is that the Brabham’s tyre pressures were probably incorrectly set too low. During practice for the June 1973 meeting the car lost a tyre from a rim, slid into one of the Shell, over the circuit sign, concrete supports, killing him instantly.

A Melbourne driver, his is a story which deserves to be told in full. Suffice it to say, a fine engineer, competitor and man died way too young in very unfortunate circumstances.

Ian Cook accepting the plaudits of the unruly but respectful! Warwick Farm crowd, February 1968. Elfin 400 Repco (D Harney)

Most of us think of Allan Moffat (born 1939) and Janey as arch rivals which they undoubtedly were.

The droll, deadpan, Canadian ‘Marvin’ played the ‘Baddie Role’ so well, it was easy as a kid to dislike him as much as you liked his car! The Trans Am Mustang that is.

But not long after he returned from his successful sojurn of several years in the US, in 1968 he had a couple of drives for Bob- ‘Stuffing the nose of the 400 into the fence and hay-bales at The Causeway at Warwick Farm, and at the following Sandown he had a more comprehensive issue with the Brabham’ (BT23E) wrote journalist Ray Bell. The meeting Bell referred to was the September 1968 Gold Star round, the car, crashed in practice, did not start the race.

400 in the Longford paddock Tasman round, February 1968. Jim McKeown’s Lotus Cortina Mk2 alongside (D Cooper)

I’ve never seen any photos of Moffat aboard either car. Please share them if you have any Instamatic happy-snaps or better!

Moffat didn’t cover himself with glory it seems, not that it impacted his career trajectory! Factory Ford Series Production rides and the Trans Am were both happy 1969 events for both Moffat and we fans. What a ride he gave us all!?

Hume Weir front row of the sportscar feature, Queens Birthday weekend June 1967. Alan Hamilton’s white Porsche 906 Spyder, Spencer Martin in the Jane Elfin 400 Repco and nearside Bevan Gibson Lotus 15 Climax (M Leirsch)

Bevan Gibson (born 1946) I wrote about not so long ago in the article about the ex-Derek Jolly Lotus 15 which Bevan drove to within an inch of its life, bringing himself to the attention of Jane and others. Click here for a link to my article about the Lotus 15.

https://primotipo.com/2017/11/09/dereks-deccas-and-lotus-15s/

Gibson really was an interesting prospect- considerably younger than all of the other drivers. At 22 he was aboard one of the fastest cars in the country- also a tricky one. I’m not suggesting Bevan was in over his head. He had plenty of experience in the 200 plus bhp Lotus 15 and had done some laps in the BT11A Repco during 1968 ‘with a strict rev limit’ to be observed whilst driving the circa 280bhp single-seater.

Pre driving deal. The Shell contracted Bob Jane Elfin Mono Ford alongside the Shell contracted Gibson family owned Lotus 15 Climax, perhaps at Calder, date unknown (unattributed)

Whilst racing the family Lotus 15 Climax Bevan worked in the workshop of Jane’s Chrysler Valiant Dealership in Sydney Road, Brunswick. The racing department was in the same premises.

Spencer Martin had been staying with Bob at his place in Kew, just off the Kew boulevard, a well known and challenging ‘racetrack’ then. Bob suggested he move out into a place of his own- sharing with Bevan, the pair ‘shacked up’ in a unit at Princes Park (Carlton) organised by Bob, the arrangement ran from 1966-7, at which point Spencer retired from racing and returned to his Sydney hometown.

Bevan Gibson having a steer of Bob Jane’s Brabham BT11A Climax in August 1968 (unattributed)

Its interesting looking at the history, the connection to the Gibson family via Hoot Gibson, Bevan’s employment by the Jane Organisation, and ‘batching’ with Martin that Cook got the 400 drive in early 1968 rather than Bevan.

Perhaps it was simply that they (Bob and Spencer) didn’t think Bevan was quite ready for it at that time? There is no doubt that they saw plenty of each others races, photos of various of the Jane cars with the Gibson 15 in shot show them sharing the Shell facilities at race meetings. I’m not suggesting Cook wasn’t worthy of the Jane drive- most certainly he was, I am merely musing over the reasons/timing of the decision to give the drive to Ian rather than Bevan in 1968.

400 in the Calder paddock in May 1967- I wonder if its Bevan’s Lotus 15, which was painted red for a while, alongside. No roll bar in this shot (T Thompson)

At the 1969 Sandown Tasman meeting, the race and championship won by Chris Amon’s Ferrari Dini 246T, Gibson took the fifth of five in a row wins in Jane’s Elfin 400.

Barry Catford, somewhat prophetically, wrote the following note as a reporter covering the meeting for ‘Australian Motoring News’. ‘During the sportscar race I noticed on each lap the nose of the Jane Elfin lifted markedly after hitting a bump on the main straight before the start/finish line. The bump would affect the other cars, but not as noticeably as it did the Elfin. It seemed as though the Jane car needed less ride height at the front and maybe more at the rear which then may have resulted in less air getting under the front of the Elfin as it lifted over the bumps’.

The accident at Bathurst happened that Easter, on 7 April, three months later

Bevan Gibson ahead of Niel Allen at Calder in March 1969, 400 Repco from 400 Chev (oldracephotos.com)

In ‘Gentleman John Harvey’ Peter Molloy recounts how John Harvey was completely shattered by what had happened to Bevan. ‘I really think that John wanted to give it away then and there’. But, ever the complete professional, he saddled up in the Brabham BT23E and contested the Gold Star race- won by Jack Brabham’s Brabham BT31 Repco after the Gibson accident with the remnants of the fire fighting foam still on the track and debris off to its side. On a track which bit him badly due to component failure only 12 months before.

Bob Jane had this to say about Bevan- ‘Hoot Gibson (father of Bevan)…were a family devoted to motor racing. ‘Hoot’ went back to the rallies from years before. Along with a lot of my mates like Lou Molina and all those sort of people. Young Bevan was a very promising driver. He was very aggressive. When I say aggressive I mean very brave. Unfortunately, that element of bravery brought him undone’.

‘The car he was racing, my car, was an Elfin. Obviously with the knowledge we have today about aerodynamics, things would be different. The car had a flat bottom, and Mount Panorama was a very fast track. It had two bumps and the end of the straight which brought a lot of people undone. The car took off, went upside down, and caught on fire. It was just a terrible, terrible tragedy’.

Gibson pictured with the Jane Elfin Mono, at Calder, date unknown (unattributed)

It wasn’t my intention to spend time dealing with the accident which befell Bevan at Bathurst.

As I mentioned at this articles outset, what started as a pictorial has ended up a feature. There are quite a lot of ‘I reckons’ about the accident online, my article includes these too. What is persuasive or a least informative are the views of those from within the Bob Jane Team, and Harvey details with Bevan sensitively and the accident in full, on that basis I include the following lengthy view of a friend and insider.

‘Bevan was a very bright young bloke. He had extremely good car control, and was very fast. He was a bit like a lot of us in our younger days, he was a bit wild at times. But he was able to harness that wildness, that energy, and put it into his driving. He was very good in competition and making excellent progress’.

‘Also some drivers may have a ‘devil may care’ sort of attitude. This can lead to some ‘spirited’ driving. I never felt this would bring Bevan into harm, but I did sometimes think he was a bit on the wild side. I felt that at times he threw caution to the wind. I have no hard core evidence for this…but I just remember feeling that at times’.

‘Quite apart from what I thought, he was certainly a good young driver. He had a lot of talent. Had he survived he would certainly have been good at his craft, and would have won lots of races…’

Lap 1 of the fateful Easter Bathurst Sportscar race 1969. The event was not an ASCC round- but was an important race with all the ‘top guns’ present. Niel Allen ahead in his ex-Matich Elfin 400 Chev, Frank Matich, suffering fuel feed dramas is 2nd, Matich SR4 Repco then Bevan Gibson, Elfin 400 Repco. Note the winglets on the front of the Allen car, big rear wing and front tabs on the SR4, Jane car devoid of these aero appendages (oldracephotos/Dick Simpson)

Bathurst Easter 1969…

John Harvey continues ‘On the Saturday night Bevan discussed with us the fact that the Elfin was lifting off the road coming over the last hump. I said to him”You can’t have it lifting off the road. If it lifts off the road it will go upside down”. We suggested that maybe the car was getting a bit ‘light’ going over the hump. I really didn’t know what technical things he could do to alleviate the situation’.

‘We expended the conversation to include Bob Jane and John Sawyer (Bob Jane Racing Team Manager/Chief Mechanic). Bevan suggested we may put some air ‘flippers’ on the front of the car, or some little winglets. This was late on the Saturday night, and hardly the right time to initiate things like that. The conclusuion was that we didn’t know if it would work. These are the sorts of things you have to test under controlled conditions. Raceday, particularly at Bathurst, is not the place to test.’

‘The only comment I made was “In all the years I have been coming to this place in whatever cars, if the car does not feel stable over the last hump- or even the second last hump- or if its a windy day- always lift off the throttle”. To do this may only drop your speed only a few miles per hour, but what it does is drop the nose of the car. Drop the nose of the car, and reduce the amount of air under the car. The car will therefore feel that little bit safer, and that much more stabile’.

‘So, that was that. there were a number of drivers who were aware of the problem and did just as I said. All we could do was pass this advice on to Bevan- all I can recall is that Bevan was running third. He then passed Niel Allen (ex-Matich Elfin 400) or Niel had some problem and Bevan was in second place’.

Bob Jane team and Elfin 400 at Calder, date uncertain. John Sawyer in blue suit behind the car. No roll bar fitted in this shot (unattributed)

‘Bevan then started to catch the race leader, Frank Matich  (Matich SR4 Repco ‘760 Series’ quad-cam 4 valve Repco 5 litre V8- a normally vastly faster car than the Jane Elfin 400).  Franks car had gone onto  seven cylinder for some reason, but he still had a good lead. Bevan was starting to catch Frank. Maybe Frank’s car now went onto six cylinders. I don’t know. All we knew was that Bevan started to catch Frank fairly rapidly, Bevan went across the top of the mountain behind Frank, and down through the Esses. From there it was on to Conrod Straight’.

‘It appeared to us that if he caught Frank he would bide his time and pass where it was safe to do so. At this stage no one was thinking about aerodynamics. Plus, i’m not at all sure what role that may or may not have played. It appeared that Bevan ‘drafted’ Frank down the straight. He caught right up on Frank and surely knew he had him. I think by this time there were a couple of laps left to go in the race.’

‘Naturally I have no way to know what is going on in Bevan’s mind. But I can easily imagine him thinking “I’ve caught up to Frank Matich. I can pass him and win this big race at Mount Panorama”. Which, of course would be a big win to have’.

‘So Bevan drafted Frank down the straight. He seemed to me to pull out just before the last hump. He pulled out to get the run down the inside of Murray’s Corner, and beat Frank under brakes. I suppose they were travelling at 160-170mph, and Bevan had pulled out just before the last hump. When Bevan hit the fresh air the car seemed to accelerate. The Elfin lifted, went up in the air, and came to earth upside down. The car almost instantly caught flames, and that was that’.

‘There was no doubt in my mind that Bevan died in that first upside down impact. The rest of the destruction and the fire, didn’t really matter’.

John then sensitively deals with the hours and days which follows, and points out that despite over 25,000 miles of testing, and the advance of aerodynamic understanding in the decades which followed the accidents which befell Mercedes Benz at Le Mans not so few years ago. Two flips to Mark Webber.

Bevan Gibson, Elfin 400 Repco, Bathurst Easter 1969. An outstanding young talent taken too soon. RIP Bevan Gibson (oldracephotos.com)

Bibliography…

‘Historic Racing Cars in Australia’ John Blanden, ‘Gentleman John Harvey’ Tony McGirr, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley, ‘Elfin’ Barry Catford and John Blanden

Special thanks to Grant Twining for insights and information about Ian Cook

Photo Credits…

Ellis French, Dennis Cooper Collection, Dale Harvey, J Ellacott, oldracephotos.com, Dick Simpson, M Leirsch, S Lambert, Bob Mills Collection, GTRX, Tony Parkinson Collection, Wayne Wooton Collection, T Thompson, Tim Watts

Etcetera: Niel Allen from Noel Hurd and Bob Jane, Elfin 400’s all …

 

Mixed sportscar bag in country NSW. Jane at Hume Weir in early 1968 from a Lotus 11, Meyers Manx VW beach buggy! and Geneer Outlaw VW (oldracephotos.com)

 

Bob Jane off the line at a Calder Raceway drag meeting in, I think 1968. He took out ‘Competition Eliminator’ with an 11.78 second/117.80 mph pass for the standing quarter (W Wooton)

 

Ken Hastings at Sandown circa 1971, note the changes to the 400 body and addition of the rear wing (T Parkinson)

 

Bill Hemming in his beautifully restored ex-Jane 400 Repco at Phillip Island in recent years (G Russell)

Tailpiece: Butt shot for the tailpiece seems apt. Niel Allen Elfin 400 Chev, bodywork by Frank Matich, compare and contrast with the standard rear of Bob Janes 400 Repco. They are heading over Sandown’s old Causeway and about to swing left into the approach of the very quick Dunlop Bridge in 1968…

Tailpiece 2: End where we started with Bob Jane- at Longford in 1967, alongside is Alan Hamilton’s Porsche 906. We have liftoff…

(T Watts)

Finito…

 

 

Any Brabham is an over Australian $175-200K proposition these days, except one!…

There was a time, a long time, that the Australian Motor Industry was in expansionary mode behind the high tariff walls that allowed us to live in fools paradise along with most other western countries. Said tariffs in Australia started to reduce circa 1972/3. That was a pivotal moment for our automotive sector, it was never the case that our industry would cease to manufacture cars as a result of that policy change, there are a host of factors company by company that led to that outcome, but the quite correct reduction in tariffs was the first factor in a death by a thousand cuts.

The big three of the Australian industry in the sixties were General Motors Holden, Ford and Chrysler Australia. Chrysler/Mitsubishi’s Adelaide, Tonsley Park manufacturing facility is long gone, it is essentially a technology park these days whilst Holden and Ford have ceased manufacture much more recently, Holden in the last month. It was quite eery to drive past the Ford Geelong factory a week ago and see it in silence, the carparks empty of the workers who built engines there for decades.

GMH, Ford and Toyota, the other local manufacturer in more recent times are mere importers these days, a whole sector of manufacturing is gone due to the failure or desire of the local subsidiaries of global transnationals to make cars the punters want. Our cost structures are high, the global transnationals can and do decide where to make cars in a manner which maximises their profits and high cost locations hardly enhance that. Not to mention Government Policy Fuck-Wittery. It’s more complex than that, I’m getting off-point!

Back to 1963, much simpler times.

GMH, dominant in big cars, but with Ford chasing them down, looked enviously at the growth in the small car market and particularly the market share of BMC, (British Motor Corporation) Ford, VW and others.

GMH’s answer was the Vauxhall Viva, provided by GM’s UK subsidiary and first introduced in Oz in April 1964. The two door, small cars performance was ordinary, its virtues cheapness of running costs and a slick gearbox.

From small acorns do big things grow though- the late sixties to early seventies six-cylinder Torana GTR, GTR-XU1 and later the mid-seventies V8 L34 and A9X owe their parentage to the little, wheezy, Pommie Vauxhall Viva.

Its initial Australian performance credentials were bolstered by Class A (cars costing under 900 pounds) victory in the 1964 Bathurst 500, where the Spencer Martin/Bill Brown (car #46 in the ad above) driven Viva triumphed over 5 other Vauxhalls, Hillman Imps, Morris Mini 850, NSU Prinz and VW Beetles.

An updated car- the ‘HB’ Holden Torana was released in May 1967. With its conventional front engine/rear drive format, it found favour amongst traditional Oz buyers compared with some of the opposition- the new-fangled BMC cars and rear engined ‘Gunter-Wagen’ – VW Beetle. Small Fords- Anglia, Cortina always did well here. Perceived positives of the ‘HB’ were just enough power, the ‘box, rack and pinion steering and coil sprung, as against leaf sprung rear end.

By 1968 the 1159cc pushrod OHV engine gave 69bhp. It was to this base that the ‘breathed on’ Brabham Torana was released. It is not my intention to go through the timeline iterations of the Brabham Torana but in essence the package included a free flow exhaust system, twin Stromberg carbs which gave circa 79bhp, not a lot but 20% more than a base Torana ‘poverty pack’. The spec also included disc brakes up front, low profile 6 X 12 inch wheels/tyres on super wide 4 inch rims!, rally GT stripe and Brabham decals. The top speed of the base model Tommy Torana was 80mph, Jack’s did 89…with a huge tailwind I suspect.

It was pretty unimpressive though, ‘me mums Morrie 1100 with yours truly at the helm had no trouble regularly shutting one down on the trip from North Balwyn to Monash University- the fellow parked in a different corner of the Clayton car park to hide its shame.

Progress is an amazing thing though. By 1969 the little Viva had evolved into six-cylinder (as well as the four cylinder) cars, by 1970 the only car I was interested in at the Royal Melbourne Show car display was the ‘LC’ Torana GTR-XU1.

And the rest as they say, is history- a swag of Australian Touring Car Championship and Rally wins. Depending upon the model, these cars were amazingly adaptable motor sport tools.

And Jack started it all!

Not really at all.

For him it was a commercial deal, he had nothing whatsoever to do with the spec of the Brabham Torana’s- but they are the cheapest Brabhams on the planet albeit not ones built by Motor Racing Developments!

Jack aboard a Brabham Viva at Longford in 1967- Ford jacketed Denny Hulme looks on from the right

Credits…

Unique Cars and Parts, oldracephotos.com.au

Tailpiece: Jack Has His Hand On It…

Finito…

 

(Joel Wakely)

Two of my favourite drivers are Lorenzo Bandini and Australian Gold Star champion, Spencer Martin but it was quite a surprise to see them in the same shot- Lorenzo in a Cooper and Spencer a Holden…

Joel Wakely’s Boomerang Service Station at Concord, inner-western Sydney was well known amongst Australian motor-racing aficionados by February 1962 as builders of one of the fastest ‘Appendix J’ Holden 48-215/FX sedans in the land peddled very hard by up-and comer Spencer Martin.

The young Sydneysider was soon to race Tasman cars like Bandini’s Cooper for Australian racer/journalist/patron David McKay’s Scuderia Veloce, but that period was still a year or so away. Click here for Spencer’s own account of his racing career;

https://primotipo.com/2015/04/30/spencer-martin-australian-gold-star-champion-19667/

Bandini himself was also on the rise, his racing in the southern summer sun of ’62 was part of Mimmo Dei’s grand plan to give the young Italian some racing miles aboard his Scuderia Centro Sud T53 Cooper in the European ‘off-season’, to get him razor sharp for the rigours of the coming season back home. The 2.8 litre Maserati engined Cooper was very much a ‘big-car’, F1 by then was a 1.5 litre formula, so the experience was valuable for him. It was a successful strategy back then and still is- the New Zealand Toyota Racing Series every summer is a place young racers look to keep themselves race fit and help thrust their careers forward. Click here for my article about Bandini;

https://primotipo.com/2015/03/24/lorenzo-bandinicooper-t53-maserati-warwick-farm-sydney-1962/

The car in the middle of the shot is the gorgeous Clive Adams designed Prad Holden sportscar styled along the lines of a Maserati 300S. Jack Pryor built the chassis and Stan Brown it’s shapely body. Spencer Martin bought, developed and raced the car successfully after Adams sold it.

And so it came to pass that Bandini’s Cooper was operated from the Boomerang Servo at the behest of BP, who supported Centro Sud. It made good sense as the garage was only 25Km from Warwick Farm, near Liverpool on Sydney’s then western outskirts. Wakely recalls that ‘So many people heard about the car at the garage and came down to have a look we had to have crowd control!’

Centro Sud were not exactly renowned for the detail presentation of their cars but even so I thought Lorenzo’s car looked a bit tatty. Perhaps the reason is that it isn’t the car he raced!

Have a look yourself at the photo below, it isn’t the same car. The inlet and exhaust sides of the Maserati engine are on the opposite sides to the Cooper in shot, apart from the body differences. I think the car above is a spare T51 Cooper, one of two acquired by Dei from Coopers in 1959 and raced in both F1 in 1959/60 and the Intercontinental Formula in 1961. Still, that’s my theory it may not be right! So, the question for my Australian friends is which Cooper chassis is Bandini sitting aboard? A Centro Sud spare or another car based that weekend at Concord’s Temple of Speed?…

I love these mysteries, but I like the answers even more…

Lorenzo Bandini in the Centro Sud Cooper T53 Maserati during the ‘Warwick Farm 100’, 4 February 1962. Compare and contrast with the car in the opening shot (John Ellacott)

Bibliography/Photo Credits…

oldracingcars.com, sergent.com, Joel Wakely, John Ellacott

Other Reading…

My other article about Spencer Martin, and the iconic Ferrari 250LM he raced for David McKay

https://primotipo.com/2014/07/03/pete-geoghegan-ferrari-250lm-6321-bathurst-easter-68/