Posts Tagged ‘Stan Jones’

stan 2

Stan Jones wins the 1954 Victoria Trophy at Fishermans Bend in his shortlived, brand new Maybach 2, 21 March 1954…

Regular readers may recall the feature on Stan, Alan’s dad and a champion in his own right a while back. There are not many photos of Maybach 2 as it was only raced briefly before Stanley comprehensively destroyed it after a chassis weld failure, at the ’54 AGP at Southport on Queensland’s Gold Coast.

https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/

Jones raced Maybach 2 at Easter Bathurst, then Altona, Victoria on May 2 and at Fishermans Bend in October before that fateful November weekend. Still, he was lucky not to lose his life in the high speed trip backwards through the Southport scrub and trees.

The beauty of these online blogs is that you can continually update them as you find new shots, this set are so good I thought it worth a fresh post.

davo HWM Jag

Davison in his new HWM Jag (VHRR Archive)

Maybach wasn’t ready for the Victoria Trophy preliminary on Saturday, but contested the 64 mile feature event on the airfield circuit in Melbourne’s inner west.

He took the lead from Lex Davison’s HWM Jaguar before the first corner. Davos’ original intention was to fit the HWM with the engine from his Alfa Romeo P3, the complexities of that undertaking with the straight-eight, supercharged engines central power take-off were immense! He therefore fitted the HWM with a Jaguar engine topped by a C-Type head, the car was victorious at Southport in November winning the first of Davison’s four AGPs.

It was Jones’ Victorian Trophy though, he lapped the field, leading Jack Brabham’s Cooper T23 Bristol over the line by three miles.

jack brabham

Davison #3 HWM Jag, Ted Gray #8 Alta Ford V8 and Brabham’s obscured Cooper T23 Bristol. Fishermans Bend 1954 (VHRR Archive)

jb and art wylie

Arthur Wylie in the Wylie Javelin ahead of Brabham’s Cooper Bristol. Victorian Trophy 1954 (VHRR Archive)

sil massola HRG

Silvio Massola’s HRG, Fishermans Bend 1954 (unattributed)

Etcetera…

(The Age)

Stan won in 1953 too.

Here he is, two happy chaps Ern Seeliger at left, again at Fishos, on this occasion Ern had prepared Maybach. But he was also a racer as well as an engineer, famously adapting Maybach 3 to accept a Chev V8 creating, you guessed it, Maybach 4.

A very talented man, little has been written about him and the products of his Richmond workshop, a great future topic.

Photo Credits…

Victorian Historic Racing Register archive

Finito…

(G Wiseman Collection)

Stan Jones’ Maserati 250F chasing Len Lukey’s Cooper T45 Climax 2-litre FPF through Tannery Corner during the March 1959 Australian Grand Prix at Longford.

Geoff Wiseman uploaded onto social-media this wonderful colour shot from a spot not often used by the pro-snappers. It is a decent walk from Longford village to Tannery. Isn’t it a beauty?

That’s the race for the lead folks – a battle of old vs new technology, thankfully for we Stan-Fans, the tough-nugget from Warrandyte prevailed- Jones it was from Lukey.

Check it out in this piece here; https://primotipo.com/2016/01/08/stan-jones-agp-longford-gold-star-series-1959/

The short straight leads to the quick left-hander onto Long Bridge.

(G Wiseman Collection)

This time I’ve cropped the shot a bit. I love the way the photographer has framed the action between the spectators, makes you feel kinda-like you were there.

Etcetera…

If I had known the Lukey/Jones shot was going to be posted when I was at Longford in January and March I would have taken a one from exactly the same locale, but I didn’t!

What I can offer are three shots of a planned, but not yet written, modern ‘drivers eye lap of Longford’.

The first above is about halfway along Tannery Straight – towards the corner above, our feature shots. That’s the old Tannery building on the left, these days a lovely home or accommodation.

Jones would have whistled through this flat-biccie right-kink – yes, there is a kink none of the published maps show – at about 160mph.

By this point he has been in top-gear for a long while, Pub Corner is way, way back behind us. Amongst its many tests, Longford had two, long, top-revs throttle openings. The Flying Mile on Pateena Road is the other.

The next one is very deep into the Tannery braking area.

The corner (right) would have been taken in second gear (of five), I’m guessing a corner speed of 50-60mph. He isn’t quite turning in yet, but would be finishing his final shift and having a glance in the mirror, perhaps, before initiating the turn.

The final one is immediately after exiting Tannery – the straight leads to the now non-existent Long Bridge .

The location of the farmers gate is about where Len Lukey is in our first shot. There is a stile to the right so you can easily enter the property and walk up 400-500 metres to the River Esk waters edge.

I don’t think Jones would approach the following left hander before Long Bridge in top, but mighty quick in fourth.

Credits…

Geoff Wiseman, Mark Bisset

Finito…

Towards Hell Corner for the first time. Jones’ Maserati 250F, Gray’s blue Tornado 2 Chev with Davison’s Ferrari 500/625 at left. Mildren’s green Cooper T43 Climax FPF 2.0 then Tom Clark’s Ferrari 555 Super Squalo 3.4 and Merv Neil’s Cooper T45 Climax FPF 1.7 (M Reid)

The October 6, 1958 Australian Grand Prix was regarded as one of the great AGPs- a battle between the big red Italian cars of Stan Jones and Lex Davison and the booming blue homegrown Australian special raced by Ted Gray.

In the end Davo’s evergreen ex-Ascari/Gaze Ferrari 500/625 prevailed over the 100 miles, while the attacks of Stan’s Maserati 250F and Tiger Ted’s Tornado 2 Chev fell short.

The event took on greater significance over time as it showed the front-engined Italians at the height of their power in Australia before the full force of the Cooper onslaught bit.

Lex Davison dips his fuel level before the off, Ferrari 500/625 (R Reid)

 

Ted Gray during his glorious run in front for two thirds of the race. Tornado exiting Murrays (R Reid)

Lou Abrahams and his team had developed, arguably, the fastest car in the country during 1958. In addition they had improved Tornado’s reliability as they addressed, step by step, shortcomings in the machines drivetrain exposed by the prodigious power and torque of it’s fuel-injected Chev Corvette 283cid V8 fitted later in 1957.

Stan Jones found the consistency he needed to win the Gold Star in 1058 but Tornado was quicker. Lex Davison, the defending champion, wasn’t seen during the Gold Star as the AF Hollins & Co crew took a long time rebuilding the Ferrari’s 3-litre DOHC four-cylinder engine which blew after piston failure during the New Zealand Grand Prix at Ardmore in January.

Gray’s promise was proved with a win in the heat which contained the quicker cars. Not only was the car speedy over a lap, he was also considerably quicker than the opposition down Conrod – 152.54mph from Davison’s 146.74 and Jones’ 139.5

Tension mounts before the start of the second heat. #22 Clark and Davison, then Gray and Jones. The dark car on the outside of row 3 is perhaps Len Lukey’s Lukey Bristol with Ray Walmsley’s Alfa Romeo P3 Chev on his inside. The red car with the white nose-roundel is Tom Hawkes modified Cooper T23 Holden-Repco Hi-Power (R Reid)

 

Tail of the field thru Hell on lap 1- Alf Harvey’s light blue Maserati 4CLT OSCA 4.5 V12 with what looks like, perhaps, John Schroder’s Nota Consul. Harvey’s just rebuilt Maserati won it’s heat but ‘blew a spark plug right through the bonnet’ on lap 16. The Nota was out on lap 10 (ABC)

Early in the race the lead changed between the big three, who cleared away from the rest of the field to lead by nearly a minute at the conclusion of the first 10 of 30 laps- at this point Gray was 8 seconds up on the Jones/Davison battle.

By lap 22 Ted was ahead by a steady’ish 10 seconds but pitted to report erratic handling. A messy, unplanned pitstop ensued during which fuel was topped up and slopped all over the place. A post-race examination showed cracked rear suspension mounts were the cause of the handling misdemeanors. Ted returned to the fray determined to make up the gap but in his haste, and still with his problem, Tornado glanced off the fence on the mountain, then did a couple of slow laps before retiring on lap 24.

Stan Jones then appeared set take a race he deserved to win (he did at Longford in 1959) but he had been shifting gears sans clutch for 7 laps- during his 26th lap the 250F dropped a valve and he was out. Davo completed the remaining four laps to win from Ern Seeliger in Maybach 4 Chev and Tom Hawkes’ Cooper T23 Holden-Repco Hi-Power. It was a happy day for Ern as he prepared both cars, and Tom’s was out of oil with a split sump!

Stan The Man in one of his muscle-shirts while in the lead early on. Maserati 250F exiting Murrays (I think) into Pit Straight (R Reid)

Etcetera…

(R Reid)

Credits…

‘Bathurst: Cradle of Australian Motor Racing’ John Medley, ‘History of The Australian Grand Prix’ Graham Howard and Ors, Ron Reid Collection, Australian Broadcasting Corporation

Tailpiece…

(R Reid)

A slightly fuzzy Jones, Davison and Gray through Reid Park in the early laps before Ted cleared out- Maserati, Ferrari, Tornado.

Finito…

(unattributed)

Stan Jones pressing on aboard his HRG 1.5 s/c ‘Bathurst’ during the January 2, 1950 Australian Grand Prix weekend at Nuriootpa, South Australia.

Stanley had a rush of blood during a preliminary event. He was engaged in a torrid dice for the lead with fellow Melbourne purveyor of fine automobiles, Bill Patterson, as a consequence both ‘cooked’ their machines. Stan didn’t take the AGP start and Patto retired his MG TC Spl from the feature with head gasket failure.

Click here for an article on this AGP including the HRG; https://primotipo.com/2015/07/10/1950-australian-grand-prix-nuriootpa-south-australia/ and here on Patto; https://primotipo.com/2017/02/02/patto-and-his-coopers/

More Jones, I know. This photo came from a mate of a mate who snapped the print of the HRG on the wall of a most discerning Murray Bridge, South Australia bakery!

Credits…

Love to know who the snapper is, Geoff Harris and Stuart Bowes, State Library of South Australia

Stan’s HRG in the Nuriootpa paddock. Note the hacking of the bodywork necessary to accommodate the blower and associated plumbing (SLSA)

Finito…

Stan Jones and his mechanic, Charlie Dean, pose for a Mobil photograph out front of one of Stan’s ‘Superior Motors’ dealerships in inner-Melbourne during 1956. Note the babes in the slips-cordon. Look at that aluminium work, love the neat fillets or scoops to allow some air into the rear tail section, surface cooling of the oil-tank.

Jones acquired his Maserati 250F, chassis ‘2520’ that year. The machine succeeded the Dean designed and built Maybach’s 1, 2 and 3. To be more precise, Maybachs 2 and 3 were built by Charlie and his merry band of artisans at Repco Research (RR), Sydney Road, Brunswick.

Charlie was appointed Repco’s chief automotive experimental engineer in 1954, general manager of Repco Research in 1957 and joined the board as a director of Repco Ltd in 1960, a position he held until his retirement.

I’ve done these two blokes to death, here; https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/ and here; https://primotipo.com/2016/01/08/stan-jones-agp-longford-gold-star-series-1959/

Jones in Maybach 1 from Ken Wharton’s BRM P15 Mk1 V16, Ardmore 1954. Interesting to see the way Repco used Maybach to plug its other products

The Repco/Maybach/Dean/Jones partnership ended when Maybach 3 went kaboomba at Gnoo Blas in the summer of ’56- the last of Repco’s stock of the German straight-sixes was carved in half after a major internal haemorrhage.

Of course they could have acquired another motor, but Stan said ‘Fuggit! I’m gunna buy a 250F’. So he did. And a 3-litre 300S engine as a spare, as you do.

The Maserati was initially prepared at RR. When Reg Hunt retired in 1956 Bib Stillwell bought his 250F and Stanley bagged Otto Stone, who had prepared Hunt’s A6GCM and 250F.

Stone was both a very capable racer and engineer. Stan’s most successful years followed. Notable wins included the 1958 Gold Star and 1959 Longford AGP. Jones’ mechanical sympathy was not rated ‘in period’. Stone prepared a robust car well. In addition, my theory is that Otto gave Stan a few ‘chill-pills’. That is, calmed him down a bit. ‘You have to finish races Cocko, just learn to read the play better. Play the percentages rather than win or bust’. I suspect he also called a few of those plays.

Jones and Stone shake after Stan’s 1959 Longford win. He finally bagged the win he deserved. John Sawyer in cap, Alan Jones sez ‘cheese’ (unattributed)

I am hopelessly biased in relation to Kevin Bartlett, Alec Mildren and anything and anyone related thereto (Rennmax, Merv Waggott etc, etc), Frank Matich, Elfin and Garrie Cooper, Repco, Stan Jones and Charlie Dean. So you should read what follows with due caution.

It’s hard to think of a more significant, resident, figure in Australian motor-racing from 1950 to 1976 than Charlie Dean.

His fingerprints were on Maybachs One to Four. Lex Davison’s 1953 Monte Carlo Rally Holden 48-215 was prepped by Chuck. He aided, abetted and developed Jones. Jones and Maybach 1’s 1954 AGP win was the first international GP won by an Oz car. Stan’s job behind the wheel was matched by Dean’s with the tools the night and day before.

Dean hired Phil Irving at RR, together, the Holden-Grey Repco Hi-Power head was theirs. Think of how many race and sportscars they powered. Many of the Holden (48-215, FC, FE etc) race developments were made by RR and then sold to all and sundry. In that sense Repco was in on the ground floor and assisted the explosion of touring-car racing from the mid-fifties.

The Maybach and Repco Hi-Power programs were critical incremental steps which led to Repco’s F1 world championships in 1966-1967. Frank Hallam’s early-sixties Coventry Climax FPF maintenance program was another.

Charlie Dean was not the Director in charge of Repco-Brabham Engines Pty. Ltd. Managing Director, Dave McGrath appointed Bob Brown. Charlie did provide Board level support throughout though. Critically, he was asked by McGrath who should design the first V8 engine which became known as ‘RBE620′- he recommended Phil Irving, the 1966 title was the result. Dean was made responsible for RBE Pty. Ltd. after Frank Hallam was shunted sideways in late 1968 as the F1 program was wound down.

Charlie saw F5000 as a cost-effective ANF1 and the means for Repco to remain in racing. When CAMS dithered about 2-litre/F5000 as Oz’ next F1 Dean invited CAMS President, Donald Thomson, to Repco’s St Kilda Road HQ for a long-lunch in the wood-panelled boardroom during which CAMS’ finest was re-programmed. I’m not suggesting the Repco heavies were the only lobbyists to ping CAMS around that particular pin-ball machine.

The Repco-Holden F5000 program followed. Dean and Malcolm Preston brought Phil Irving back from the Gulag to knock that engine together with the assistance of Brian Heard. Several AGP’s, an NZ GP or two, Gold Stars and plenty of individual race wins resulted.

Most of the Repco-Holden’s internals formed the basis of the Holden Torana L34 and A9X donks. There were several Bathurst taxi-race wins there I guess. And an Australian Touring Car Championship or three.

Dean was a man of many parts. Trained as an electrician, he started and sold his business to Repco, raced at elite level including the 1948 AGP, was VERY adept as a hands on engineer and rose through the corporate ranks to become a long-time director of one of Australia’s biggest public companies. And the rest.

Sure, he had Repco’s cheque book in a ‘golden era’ for the industry. The point is that he used it parlaying his influence to the benefit of Repco- and the sport.

Happy to hear other views to my biased one. It will have to be a good argument to knock him over in the period defined however!

David McKay, yeah-yeah, but nup.

Jones and Dean with Maybach 2 in 1954 (unattributed)

Credits…

Many thanks to David Zeunert for another great shot from his archive.

Tailpiece…

(unattributed)

Jones and 250F at Albert Park circa 1956.

Finito…

(Brabham Family)

Brabham’s Cooper T23 Bristol was billed as the fastest car of its type in the world as a Jack’s ongoing development of it with Frank Ashby’s advice and mentoring off to the side.

These images from the Brabham Family Collection were taken at Mount Panorama during the Easter 1954 meeting, the start of the A-Grade scratch race.

Jack’s T23 being tended by Keith Holland in the white overalls and Arthur Gray of Belshaw Foundry in the blazer (Brabham Family)

I’ve done Cooper Bristols and Jack’s T23 chassis ‘CB/1/53’ to death, here; https://primotipo.com/2017/02/24/the-cooper-t23-its-bristolbmw-engine-and-spaceframe-chassis/ and here; https://primotipo.com/2016/06/24/jacks-altona-grand-prix-and-cooper-t23-bristol/

The other two photos are at Mount Druitt, Stephen Dalton reckons June 27 1954 or 8 August 1954, thanks to Stephen and John Medley for photo IDs.

Credits…

Brabham Family Collection, ‘The Jack Brabham Story’ Jack Brabham with Doug Nye, Stephen Dalton, John Medley

Tailpiece…

(Brabham Family)

Finito…

(S5000)

Stan Jones in typical press-on style aboard his Maserati 250F #2520 during the 1958 Melbourne Grand Prix at Albert Park on 30 November- Stan The Man often wore these super short shirts when he raced, his tensed muscles were always a good indication that the cars of this era had a physicality about them the nimble mid-engined cars which followed did not quite so much.
A couple of those nimble machines were up front of this race- the Stirling Moss and Jack Brabham 2 litre Cooper T45 Climaxes finished first and second, Stan was a DNF after loss of oil pressure having completed 19 of the 32 laps- 100 miles in total.
The ‘John Comber Collection’ piece aroused plenty of interest- in particular from enthusiasts who remembered it racing at Sandown that November 1963 sans bonnet.
A volley of emails followed including this one from David Zeunert, a Melbourne Maserati enthusiast and historian- here ’tis for all to enjoy- shortly thereafter Stephen Dalton, Rob Bailey and Bob King chipped in with comments/and/or photographs- it was all great stuff which should be shared as there is some gold amongst the silver and bronze- where ‘the bronze’ is defined as stuff which is pretty well known amongst older Australian enthusiasts at least.
‘I was very fortunate to buy the Stan Jones Maserati cylinder head in a Jeff Dutton auction many many years ago, from memory he had owned it for a long time, he held an auction in a large factory in Cremorne Street, Richmond- not his famous car store in Chapel Street, South Yarra, at the time he was closing this and moving to a new outlet in Cromwell Street, South Yarra, and was raising capital for that venture.’
‘There was spirited bidding and it got close to $1,000 but hey the money is forgotten later and it is a Very Special Maserati Memory of “Stan The Man”- I have seen other original 250F pieces around, once again I think when Stan sold out there were spares that Colin Crabbe, who bought the car, did not get hold of. When Bill Leech sold his Cisitalia and Maserati 300S to Steve Forristall (Texas Wheeler racing car dealer) in the late 1980s I am pretty sure he got a spare Maserati 3 litre engine as part of the deal. Forristall only had the Maserati 300S – chassis #3055/Behra’s car back in the USA a short time before he flogged it.

Stan Jones, 250F at Sandown, St Vincents Hospital charity historic meeting during practice- look carefully and you can see the bonnet does not appear to be seated properly on its leading edge- on Sunday raceday he ran sans bonnet as shown below where Melbourne’s cooler weather kicked in- note the natty v-neck jumper (J Comber)

(R Bell Collection)

‘The Maserati Team brought a heap of spares with them for the 1956 Australian Grand Prix and Tourist Trophy races “Down Under”. Being short of money, Team Manager Nello Ugolini sold the two 300S Maserati’s soon after the race. Chassis #3059 went to Reg Smith- the father of Gary and Warren Smith – Melbourne car traders and much later a Maserati Bi-Turbo agent’s in Oakleigh (I am still to confirm this). Chassis #3055 was sold to Doug Whiteford and then in the late 1950’s early 1960’s to Bill Leech.’
‘I still have fond memories of Bill Leech driving the road registered 300S- with Victorian Rego WL333 down at Pearcedale, Bill at this stage lived in Humphreys Road, Mt Eliza, I had the pleasure of visiting Bill and viewing his Bugatti, Cisitalia and Maserati 300S all together in his garage.’
‘Another piece of Maserati trivia- for years I believed the visiting Maserati Team (two mechanics – team manager – head mechanic plus Stirling Moss and Jean Behra) has stayed at the Esplanade Hotel in St Kilda but around three months ago I found out this in incorrect. I speak regularly with Adolfo Orsi in Modena, Adolfo is the grandson of the owner of Maserati from 1939 – 1968, I exchanged some rare photographs with Adolfo of the team when they were in Melbourne and surprise-surprise, he told me he has receipts of their stay in Melbourne- at The Brighton Club Hotel, then owned by the Sierakowski family, now Dan Murphys in Brighton just 300 metres down from Reg Hunt’s garage where all the team’s racing cars- plus Hunt’s and Ken Wharton’s were fettled prior to be raced at Albert Park.’
Bob King, ‘Maserati Chief Mechanic and Test Driver, was, needless to say, Guerino Bertocchi, i think another was Ermanno Lotti, who later returned to Australia to look after Reg’s 300S and then worked for my mate Ron McCallum as a machinist- very good he was too. Ron, 96 today, re-metalled one big-end bearing on the Moss 250F, which involved pulling the engine down overnight.’
Zeunert, ‘As is well known Bertocchi and the mechanics drove the cars along Brighton Road and the Nepean Highway from Reg’s workshop to Albert Park, exactly as they often did in Europe. I believe BP UK stumped up the money to enable the Maserati team- six people, five cars and a whole heap of spares, to come to Australia, BP’s local subsidiary was the Commonwealth Oil Refinery.’
‘Ken Wharton was a close friend of Reg Hunt and was the driver who suggested to Reg that he approach Maserati to buy a racing car- he ended up buying two from the Orsis in the 1950s (2.5 litre A6GCM and 250F) and the rest is history…Ken was killed in early 1957 in New Zealand’ racing a Ferrari Monza in a support sportscar event immediately prior to the NZ GP at Ardmore.

Albert Hunt admires his son’s new 250F, chassis #2516  prior to rolling it off the trailer in Elsternwick (B King Collection)

Leech 300S at Pearcedale on a Maserati Owners Club run circa 1988/9 (D Zeunert/B King Collection)

Maseratis as far as the eye can see! Reg Hunt’s Elsternwick garage- from left, a box of spares, Moss’ 300S #3059, Behra’s 300S #3055, team spare short nose 250F, Behra 250F long-nose #2521, Moss long nose 250F #?, Hunt’s short nose 250F #2516 with Hunt’s Cooper T23 Bristol at far right. DZ ‘Probably a BP PR shot, there was a cocktail party @ Hunts to welcome the team to Melbourne and one @ ‘Killara’ the Davison family farm near Lilydale- a traditional Aussie BBQ’ (R Hunt via D Zeunert Collection)

Adolfo also has the 1956 Australian Grand Prix cup awarded to Stirling Moss for his win in the 250F, I have asked Adolfo to email me pics, the Maserati 250F head is as light as a feather, the Italians were masters of the dark art of light weight foundry production, this goes right back to 1926 when Isotta Fraschini did all the special casting for the Maserati brothers for their emerging racing cars.’

‘Reg Hunt and his wife and son Graeme arrived in Australia circa 1948, Reg’s grandparents had been involved in the motor industry around Manchester in the 1890’s- I believe his grandmother raced motor bikes even back then, Reg was introduced to the family business, a motorcycle shop in Salford Road, Manchester, almost from birth running errands for pocket money before the 1930s, his parents taught him very early the good habits of thrift and saving for a rainy day.’

‘Reg was also involved in racing motor bikes however the second world war put an end to that, Reg told me he worked on tanks in England during this time of war, afterwards Reg was married with a son and was looking for a better place than the danky cold Manchester where he grew up. He  considered going to Canada but saw some motoring magazines from Australia and decided to bring the three of them ‘Down Under, no he was not a “Ten Pound Pom” to the best of my knowledge.’

‘He brought with him the bare bones of a special in suitcases to form the Hunt Special or “Flying Bedstead”, he then honed his skills and basically went on from there, I believe his parents came out after Reg settled here in Melbourne- Bert and Edna, his brother also made the journey and became an employee of Reg Hunt Motors.’
‘Reg  then bought some better race cars and eventually the two Maserati racing cars in 1954 and 1955 to race the following seasons here and in NZ, there are a million stories with Reg and I am gradually working thru his photographs and digitising them for all to see.’

‘In terms of his business, Reg started selling used cars from his first home in Noble Park, then a friend advised him to move closer to the city so he bought in Elsternwick and again did very well, he then thought he needed more exposure to the moving traffic so he rented the car park of the Church of England on the corner of the Nepean Highway and Glenhuntly Road, Elsternwick- it’s now a Zagame used car outlet.’
‘Reg being Reg, he decided, as time moved on to move further down the road and gradually bought up space to create the “Golden Mile of New and Used Cars” in the 1950s, Reg once told me he knocked down over 300 houses to create his various dealerships there.’

‘He is an amazing man and still with us, my wife and i have dinner with he and his long term partner, Julia Hunt as often as we can- 97 years old this May just gone’ David concluded.

Who is the pretty boy then!? Reg Hunt looking very cool and dapper with sports jacket, flat-hat and Raybans, near the old army drill hall where the swim/basketball stadium is today, Albert Park. DZ suspects this is a pre-event AGP PR shot by ‘The Argus’ newspaper (D Zeunert Collection)

Moss’ works Maserati 250F, 1956 AGP weekend at Albert Park with Guerino Bertocchi tending. Bob King thinks it may be Sil Massola by the car’s tail (B King)

 

Whiteford trailer after restoration by Kerry Manolas (R Bailey)

Stephen Dalton chips in, ‘Reg Smith was indeed Garry and Warren’s father. He originally had Smith’s Radios in Smith Street Fitzroy, but branched into the car trade as ‘Reno Auto Sales’, his race entries can be found with either of those business names as the entrant.’
‘Before the 300S he had a pair of air cooled Coopers and Jack Brabham’s 1955 AGP-winning Cooper Bristol T40 – the rear engine ‘Bobtail’ type car. He only had the 300S for about six months before trying to move it on. I’m (currently) aware of adverts in the July 1957 AMS and the June 1957 Rob Roy programme.  There was obviously no takers, until Bob Jane came along in late September/early October 1958. The sale is recorded in the 15 October 1958 Australian Motor News – a fortnightly late 1950s Auto Action type publication.’
‘Bob got the 300S after Reg had purchased a new Ford Thunderbird, then at the following weekend Jane ran the 300S at Fishermen’s Bend. Reg Smith was one of many to lose his life on Conrod Straight at Bathurst, driving a Porsche 356 during the October 1960 meeting. Graham Hoinville once stated to me that at Reg’s funeral there was talk of his generosity to the needy around his business area.’
‘My understanding is that the Leech brothers took over ownership of the Doug Whiteford 300S in or around August 1961- the car was run at the 27/8/61 Geelong Speed Trials by old and new owners. It’s recorded in the Nov 1961 AMS within the 10/9/61 Rob Roy report that Doug was having his second run in the 300S after the change of ownership.’
Now Rob Bailey, note that we all terribly biased Stan Jones fans here…
‘A long term family friend Don McDonald (Black Mac) who raced in the 1953 AGP at Albert Park always told me that Jones was the best racer of the period and would have made it overseas, Peter Brock even mentioned that Jones was one of the period drivers that “Straight lined” or “line drove”.
Regarding Rice trailers, Glenn Coad had in storage, up to a few years ago the Whiteford one all restored  sitting in a factory behind Izy Hertzog’s business in Port Melbourne, whilst the sister trailer was owned till his passing by that very fine gent John Best who would park it  around the corner from Barkers road Hawthorn East- his son Roy had it for sale several years ago.’
Derek Rice owned Rice trailers (no relation to the UK Rice trailers ) was a man of taste who acquired  from Bernard Down the Rolls Royce Phantom #lll 3AZ158 the Gurney Nutting 3 position sedanca. For many the most magnificent  Rolls-Royce or Bentley to have ever reached these shores. Rice hit hard times in the 1960s, as a child I can remember being with my father going to his home in the Murrumbeena area when he purchased the Phantom…’
‘Its interesting how Walter Baumer’s Maserati 300S book notes that the Moss/Jane car #3059 was raced in the 1956 Mille Miglia by Taruffi for second place and the same years Targa Florio (Taruffi) and also won the 1956 1,000 km Nurburgring- such a wonderful reference book…’

Bob Jane 300S- where/when folks? (unattributed)

Etcetera…

(S Dalton Collection)

Australian Motor Sports piece on the occasion of the arrival of Stan Jones’ 250F in Australia and spare 3 litre 300S engine.
Moss exits Jaguar Corner on the way to a most impressive demonstration of high speed car control during the AGP.
Credits…
Many thanks to David Zeunert, Stephen Dalton, Rob Bailey and Bob King
S5000 Facebook page, Rob Bailey, David Zeunert Collection, Reg Hunt, Bob King Collection, Ray Bell Collection, John Comber, Bill Leech Collection
Tailpiece…

(B Leech/COR via D Zeunert Collection)

Stunning shot of the visting Officine Maserati team to Australia for the Melbourne Olympic Albert Park race meetings, again at Reg Hunt’s Elsternwick garage.
From the left-Nello Ugolini, Team Manager, Emmore Manni, Mechanic usually associated with JM Fangio, Guerino Bertocchi, Chief Mechanic and Test Driver, Jean Behra, Beppe Console, Mechanic and Stirling Moss. Then Dennis Druitt, BP UK head, funds from BP allowed the Maserati entourage to Australia in full force, Ken Wharton and Reg Hunt on the far right. The 250F is Jean’s #2521.
Finito…

 

(J Comber)

Ern Seeliger jumps aboard the magnificent Maybach 4 Chev at Fishermans Bend in March 1958…

One of the Covid 19 phenomena, the only good one I might add, is the incredible number of enthusiasts who have been using time released from normal outdoor activities to doing stuff inside including finding and sorting old racing images, Melbourne enthusiast, John Comber is one such fella.

In addition to the shots he also wrote a piece about his work experience as a fifteen year old in Seeliger’s workshop at 52 Baker Street, Richmond, Melbourne way back in 1958- Seeliger didn’t frighten him off either, he commenced his career as a panel beater shortly thereafter.

Of course i have written about the Maybachs before, here; https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/ and here; https://primotipo.com/2018/03/01/1954-australian-grand-prix-southport-qld/

A big blow up of the one remaining Maybach six cylinder engine at Gnoo Blas littered the bitumen with expensive metallic debris in early 1956 and resulted in Stan Jones decision to acquire a Maserati 250F, the Maybach was handed over to Seeliger, long time friend and preparer of some of his cars to further develop and race, although Stan did have the occasional drive too.

Maybach 3 was styled along the lines of the Mercedes Benz W196, its chassis was built up from two 4 inch diameter steel tubes, the cars front suspension was by upper wishbones and a lower transverse leaf spring and radius rods, drum brakes were by PBR and the gearbox a four-speed manual.

Seeliger’s evolution of Maybach 3 to 4 essentially involved the insertion of a Chev Corvette 283 cid V8 into the space once occupied by the German 3.8 litre SOHC injected six, changes to accomodate it and better put its power to the road.

Maybach 3 in the Gnoo Blas, Orange paddock on the fateful early 1956 when its beautiful, fuel injected SOHC six lunched itself bigtime for the last time-who is at the wheel? (B Caldersmith)

John Comber’s time in the Seeliger shop coincided with some of these modifications, lets look at his work experience now.

‘…My second job was also with a neighbour, Mr Seeliger, who had a small automotive engineering business in Richmond…The arrangements were for me and my friend Trevor to be at the Seeliger’s house at 7.30 am Monday morning, do a days work and see how we liked it.’

‘On the Monday, with a  packed lunch and wearing our best “old clothes” we arrived at 7.30 just as Mr Seeliger was starting the engine of his utility. “Jump in boys” he said and we took off straight away, heading for Richmond (from Blackburn).’

‘I still remember quite clearly his opening comments, “Well i have the right job for you two bastards today, you can clean some car parts with kero, “That’ll keep you busy”.

‘The thought of cleaning the car parts with kerosene didn’t faze me but the language had caused me something of a jolt. To me this was school-yard  language and i wasn’t used to adults swearing, certainly not from my parents or relatives, or family friends.’

‘Well the rest of the day turned out fine, Trevor and i set-to with a can of kerosene cleaning mechanical parts and some body parts as well. This was quite an easy job and allowed us to look around and take in the surroundings. Mr Seeliger’s workshop  was converted from some old run-down stables with cobblestones between the sheds and an overhead loft used for storage. The yard was quite large with grass growing between some old cars and car trailers adding to the overall run-down appearance of the place.’

‘This must have been too much for Trevor as he didn’t come any more but i was there each day for the next fortnight, working amongst the cars was perfect for me…’

The core of Mr Seeliger’s business was tuning and maintaining racing cars, he was a qualified aircraft engineer and understood high performance engines and was also a racing driver himself. One of the racing cars he worked on had a V8 engine and was a potential race-winner. I learned later that this car was known as the “Maybach” and had a long history of success. He had spent several days working on the rear of the car making some modifications. Finally with it all finished i can still visualise him standing on the back of the car, making it bounce up and down and saying “That’ll keep me ahead of those bloody Ferraris.”

‘There were only three on staff, Mr Seeliger, a mechanic and Roy, the apprentice. Although Roy was only a year or two older than me he was quite friendly and helpful. To quote an old mechanic’s saying “he knew his way around a toolbox”, sometimes i helped with jobs on customer cars- simple jobs…’

‘Working conditions can best be described as matching the already mentioned surroundings: primitive might sum it up. There was no lunch-room, morning tea break was around the car being worked on and discussing the progress of the job while sipping tea or coffee. Lunch break was a little better though with a couple of old car seats to sit on…There was no heating of any sort, the area between the main sheds being open to the elements. The toilet was basic and the only tap available for hand washing was also used for filling radiators and washing cars etc.’

‘Despite these poor working conditions, which by twenty-first century standards would be deemed illegal, i thoroughly enjoyed myself working with cars and receiving five pounds each week. Now i was even more eager to finish school and begin an apprenticeship as a panel beater’, John Comber concluded in a wonderful personal account of what it was like ‘in the day’.

Tom Hawkes’ Cooper T23 Holden-Repco and Ron Phillips’ Cooper T38 Jaguar (J Comber)

 

Seeliger, above, with his mount at Bathurst during the 1958 Australian Grand Prix weekend- and a successful meeting too, second behind Lex Davison’s Ferrari 500/625 3 litre.

 

(J Comber)

In fact the modifications to the car John alluded to included the design and construction of a de Dion rear axle to better put the greater power and torque of the bigger, heavier cast-iron V8 to the road. The previous quarter-elliptic springs were replaced with a transverse leaf, the rear track widened by an inch, the chassis lengthened a bit and at the front an anti-roll bar was fitted which incorporated brake torque rods. A larger 30 gallon tank was made to feed the thirsty Chevy.

American hot-up parts were quickly produced for this engine (in large numbers continuously for about seventy years so far!) the first of the ‘small-blocks’- the modifications to the motor used in Maybach involved fitment of two 4-barrel Carter carbs, porting and polishing the heads, bigger valves, stronger springs, lightened flywheel, oilways modified for greater flow and dry-sumping- 274bhp @ 3500rpm and 300lb/ft at 3500rpm was the result. Seeliger designed and made the clutch and a bell-housing to adapt the American engine to German Maybach ‘box whilst the diff was the same unit used in ‘3’ but with shorter axles and stronger cv’s bolted and mated to the new de Dion.

Ern made the cars debut in this form at Fishermans Bend in March 1958, John Comber’s first shot at this articles outset and some others below were taken on that very weekend.

His bid for victory came to an end with stripped tyres, John recalls ‘We watched the races from a large furniture van…after a few laps of the main race the rear tyres showed white strips around their perimeter and those on the van became quite worried the tyres might blow- fortunately Seeliger saw the problem and retired from the race….Back in the van there were many commiserations and i distinctly remember asking him “Would he be suing Dunlop because the tyres let him down”? He laughingly said “Oh no, they were just some old tyres anyway”- and indeed if you look closely at the first photograph the rears are well worn.

Importantly, the car was quick right out of the box though, Seeliger was a mighty fine design and development engineer.

Stan Jones was stiff not to win the 1958 AGP at Bathurst aboard his 250F- as was Ted Gray unlucky to dip out in Tornado 2 Chev, but Seeliger finished second in Maybach 4 with Lex Davison, always a lucky AGP competitor, the winner.

Be in no doubt my friends Maybach 4 Chev in Jone’s hands was a front row car had he felt so inclined in 1958 but he was busy winning the Gold Star aboard the 250F in any event. John believes he took the second #69 shot about two years later at a Fishermans Bend Sprint Meeting- it would be great to hear from anyone who can date it.

Into 1959 Maybach 4 was still competitive in Ern’s hands, and Stan took a win in the ‘South Australian Trophy’ Gold Star event at Port Wakefield in late March and third place in the Lowood Trophy race in Queensland but his performances that year were not enough to win him the Gold Star again despite his Longford 250F AGP win at the season’s outset.

The reign of the ‘Red Cars’ was quickly coming to an end In Australia but lets never forget the dark blue Tornado 2 shown in the Albert Park paddock below in late 1958, and the silver/blue Maybach 4- both Chev V8 powered locally designed and engineered devices very much as quick as the more sophisticated, twin-cam, exotic, expensive factory cars from Italy’s north.

Click here for a feature on the Tornados; https://primotipo.com/2015/11/27/the-longford-trophy-1958-the-tornados-ted-gray/

Tornado with the Derek Jolly Lotus 15 Climax in profile behind, Albert Park 1958 (J Comber)

 

(J Comber)

In fact that is a beautiful segue to Comber’s second 1958 Albert Park, Melbourne Grand Prix shot above of Stirling Moss’ Rob Walker entered Cooper T45 Climax being pushed through the paddock by Tim Wall.

Just look at the relative size and packaging of Tornado 2 Chev, together with Maybach 4, Stan Jones Maserati 250F and Lex Davison’s Ferrari 500/625 the fastest cars in Australia in 1958 and the tiny, light, nimble 2 litre Cooper.

At the season’s outset, before the Fishermans Bend meeting in March when Seeliger debuted Maybach 4, Stirling Moss won the first World Championship Formula 1 race taken by a mid-engined car by receiving the chequered flag in the Argentinian Grand Prix in a Walker T45- i am not sure if he used the same chassis to defeat Jack Brabham in another T45 that Melbourne summer afternoon- sadly the last use of Albert Park as a race venue until the modern era.

That day in Argentina reset the paradigm for Grand Prix and Sports-Racer design, the last World Championships for front engined cars were won in 1958- Vanwall took the constructors title and Mike Hawthorn the drivers award in a Ferrari Dino 246.

It was the same, in a fashion in Australia, the last front-engined Gold Star win was Jones 1958 award aboard his Maserati 250F, the first mid-engined one went to Len Lukey who raced the same Cooper T45 Brabham ran at Albert Park in late 1958 to Gold Star victory in 1959.

No wonder Comber’s camera was drawn to the little Cooper at Albert Park.

See here for Moss at ‘The Park’; https://primotipo.com/2016/12/27/moss-at-albert-park/

 

(J Comber)

Derek Jolly’s Lotus 15 Climax has been well covered, here the car is at rest with Norman Hamilton’s Porsche 550 Spyder alongside- Ern Tadgell raced the car that weekend.

Before the end of a weekend the Lotus’ good health was ruined comprehensively- a rear suspension failure pitched the car into the trees late in the Melbourne GP race and resulted in some acrimonious discussions between Colin Chapman and Jolly about the quality of its build- a Le Mans drive and new chassis was the net result- see here for a feature article on the Derek’s Deccas and Lotuses; https://primotipo.com/2017/11/09/dereks-deccas-and-lotus-15s/

 

(J Comber)

David McKay’s Jaguar Mk1 is another car which has been well covered in these pages, here at Albert Park it has not been in the country long at all. See here; https://primotipo.com/2014/08/05/gnoo-who-gnoo-blas-circuit-jaguar-xkc-type-xkc037/

The Sydneysider had a great carnival winning the Touring Car Scratch Race on both weekends with the eternal Bob Holden, and Clem Smith Holdens second and third on both occasions- Holden raced an FE and Smith a ‘Humpy’.

(J Comber)

Doug Whiteford was as close to a professional driver Australia had at the time, albeit his St Kilda and Hawthorn garages and dealerships were an inextricable part of his business mix- above is his Dodge Custom Royal and Rice Trailer contained within is his famous, long raced and much lusted over Maserati 300S- Fisherman’s Bend February or March 1958.

This piece is about the Maserati 300S; https://primotipo.com/2015/05/15/bob-jane-maserati-300s-albert-park-1958/

(J Comber)

Len Lukey made his name in Ford Customlines before adding single seaters to the mix and winning a Gold Star aboard a Cooper T45 Climax in 1959.

He famously towed his Cooper Bristol to a Caversham Gold Star round with a Customline and then contested the Touring Car races with said tow-car, note the tow-bar in this ‘Fishos shot.

All about Len here; https://primotipo.com/2019/12/26/len-lukey-australian-gold-star-champion/ and here; https://primotipo.com/2018/02/20/teds-tornado-and-lens-cooper/

(J Comber)

Another two Fishermans Bend tourer contestants are this #69 Hillman raced by Harry Firth and Esquire Motors entered Wolseley driven by 1936 Australian Grand Prix winner, Les Murphy, towards the end of a very long racing career- 22/23 February 1958 weekend. The shot below is Bob Holden’s FE Holden.

(J Comber)

Otto Stone and crewman push the great engineer, and very handy steerers MG K3 through the paddock- I think it is fair to say that Stan Jones Maserati 250F fortunes changed for the better when Otto took over the preparation of chassis ‘2520’.

(J Comber)

Other Photographs…

(J Comber)

Two of the cars featured above in period in more recent times- the late eighties during an Eastern Beach, Ritchie Boulevard, Geelong Sprint meeting.

These days Maybach 4 I think is owned by Peter Briggs’ York Motor Museum in West Australia and Tornado 2 Chev by Frank Moore in Queensland- both are such significant cars it would be great to see them out and about more often.

(J Comber)

 

(J Comber)

A series of three photographs at Sandown to finish off- the first is again Tornado 2 Chev, this time during the 1978 ‘Fangio Meeting’ with, if memory serves, one of its ‘in period’ drivers John McDonald at the wheel, perhaps someone with a  program to hand can check that.

John has framed his shot brilliantly by avoiding modern advertising hoardings, this is the run along Pit Straight, close to Peters/Torana Corner.

Stan Jones is one of my all-time faves so i’ve saved the best till last!

And what a cracker of a shot it is, a beautiful pan of Jones’ Maserati 250F on the run away from Dandy Road towards The Causeway with the tree and blurred background giving the place a feel of a time five or so years before it actually opened.

(J Comber)

John believes this is probably the ‘St Vincents’ Historic Meeting’ in November 1963. By this stage Stan’s financial fortunes are not what they were, the Maser is for sale so my guess is that this is probably his last drive of a car which was perhaps kinder to him than any other- Maybach 1 made his reputation but the Maserati ‘brought home the bacon’.

It would have been with a heavy heart he backed off the throttle alongside the grandstand to lose speed and pulled into pit lane and the dusty paddock to switch off the peachy, punchy straight-six for one last time.

The crop of the same shot below reveals Stan’s usual race attire inclusive of five year old helmet and T-Shirt- just magic, I can hear the bellowing six and snickety-snick changes executed with expert familiarity…

(J Comber)

Photos/References…

John Comber’s words and pictures, as he quipped ‘Not bad for a 15 year old equipped with a Box-Brownie!’- who can argue with that, a mighty fine, evocative job indeed.

David Zeunert Collection, Australian Motor Heritage Foundation Archives, Brian Caldersmith Collection

Stephen Dalton for vehicle identification and additional research

Tailpiece: Ern Seeliger, Stan Jones and Superior Motors salesman Doug Roberts aboard Jones’ HRG, Baker Street, Richmond, 1950…

(D Zeunert Collection)

David Zeunert observes ‘Stan’s second hand car emporium “Superior Motors” in Victoria Street was only five minutes away from Ern’s garage, very handy for both guys who used one another’s wits on many race projects.’

Stephen Dalton chips in, ‘The photo would have been taken in the first week of October 1950,  just before or after the October 1950 Bathurst meeting that Stan Jones ran as car number 34. Mr Medley has Stan spinning in his Bathurst tome for that chapter- by the following weekend the car was carrying #7 at Woodside, South Australia.’

(D Zeunert Collection)

Finito…

 

lukey

Len Lukeys’ Cooper Bristol, Mount Druitt, NSW in May 1958, having set FTD at 13.53 sec for the standing quarter (J Ellacott)

‘Now that really is a beautiful looking racing car! Wotizzit I wonder’, the young gent seems to thinking…

The smartly attired chap is surveying the lines of Len Lukey’s Cooper T23 Bristol at Mount Druitt in Sydney’s west in May 1958. Len Lukey was both a champion driver and successful businessman, founding ‘Lukey Mufflers’ in the 1950’s, a brand still respected today.

Melbourne born, Lukey started racing relatively late, aged 32 having established and built his ‘Lukey Mufflers’ business from its Nepean Highway, Highett base. Generations of enthusiasts are aware of his name because of the original equipment and performance exhausts and mufflers he produced. No lowered, worked EH Holden with wide ‘chromies’ and twin SU’s was complete without the distinctive Lukey logo being displayed on its exhaust’s for following traffic to know its performance intent.

Lukey started competition in the Victorian hills with a side-valve Ford Mainline Ute, Australia’s ubiquitous workhorse down the decades. It was in this car at the opening Altona meeting in 1954 that he frightened the life out of Stan Jones in Maybach when he spun whilst coming through The Esses, the car looking all the while as though it had lost its way transporting a load of mufflers from Highett to Williamstown. The competition regulator, the CAMS, frowned upon the use of such a utilitarian vehicles in racing so he switched to the first of a series of Ford Customlines.

Len Lukey, Ford Customline, Rob Roy, 1957 (B King)

 

image

Equipe Lukey during the 1959 AGP weekend at Longford, Cooper T45 Climax- unknown, Neil Marsden, Helen Lukey, Claude Morton and Len Lukey (Jock Walkem)

 

Awesome shot at the start of the 1959 AGP at Longford, showing not least how narrow the track was then- the old start line was on The Flying Mile towards Mountford Corner. Winner Stan Jones has the jump in his Maserati 250F, then Len, partially obscured in his Cooper T45 Climax, then Arnold Glass, Maserati 250F, Doug Whiteford, Maserati 300S, Ron Phillips, Cooper T33 Jaguar, Alec Mildren, Cooper T45 Climax and the rest (unattributed, I’d love to know the name of the photographer)

Its interesting to review the stunning march of touring car domination of Australian motor racing and look at the role Len Lukey had in its rise. Australian Motor Sports had this to say in its January 1960 issue, ‘…there can be no doubt that by tuning these massive cars to the highest possible pitch, Len Lukey started the ball rolling towards the day when the term production car racing became such a farce that a special Gran Turismo Class had to be instituted’.

Lukey had some spectacular moments as he learned his craft, a trip through the hay bales at Albert Park and a lucky roll at Phillip Island- there was no rollover protection in those days, both were lucky escapes.

The car was timed at 106mph at Gnoo Blas, Orange in 1956 beating both Jack Myers and the Aldis Bristol. His dices against Jack Myers, the Sydney Holden driver were crowd pleasers in the way Geoghegan/Beechey battles were a little further down the track.

He soon took hillclimb class records at Rob Roy, Hepburn Springs and Templestowe, all in Victoria.

Both Myers and Lukey progressed into single seaters via Cooper Bristols. In Lukey’s case his ascent to the top was quicker than just about any Gold Star winner, and then, he almost immediately upon achieving the prestigious award in the longest ever season- twelve rounds in five states, retired as a competitor but remained in the sport as a circuit owner and sponsor.

Team Lukey during the 1957 AGP weekend at Caversham- Customline and Cooper T23 Bristol (K Devine)

Lukey commenced racing the ex Reg Hunt/Kevin Neal Cooper Bristol in 1956…

He was ninth in the ‘Olympic’ Australian Grand Prix won by Stirling Moss at Albert Park in a works Maserati 250F.

In the 100 mile Victorian Trophy Race he was fifth behind Davison’s Ferrari 500/625 3 litre, Brabham’s Cooper Climax, Doug Whiteford’s Maserati 300S and Tom Hawkes’ Cooper T23 Holden, it was an auspicious open-wheeler debut. He started a campaign to contest the Gold Star the following year- the first time the Australian Drivers Championship had been contested.

The season commenced at Caversham, 16km from Perth, held in searing heat and famously won, after much argument about lap-counting, by Davison’s Ferrari which was shared by Lex and Bill Patterson- Len was fourth in a fast reliable run in the Cooper. He was fifth at Albert Park and then late in the season scored two thirds in the New South Wales Road Racing Championships at Mount Panorama and in the Port Wakefield Trophy held at the South Australian circuit in rough bush country 100km north-west of Adelaide.

He set Australian National Speed Records in both the Cooper- 147.4mph, and the Customline at 123.3mph outside Coonabaraban in north-western NSW in 1957.

The Cusso was timed one way at 130mph, the car that weekend festooned with masking tape, shields over its headlights, an enclosed radiator and sealed doors and boot to squeeze every bit of speed from the beast. Len had to enter the car through the windows, safety again very much to the fore!

The car which ran at Coonabarabran was a new shell, but all the learnings and good bits of the earlier one were transferred across. Len raced it for a further year before being selling it to Melbourne driver Owen Bailey but it was badly damaged in an accident at Albert Park in 1958, Bailey’s first meeting in it.

On the way to winning the ‘South Australian Trophy’, Gold Star round at Port Wakefield in April 1958, Cooper T23 Bristol (unattributed)

 

Lukey at Albert Park during the Melbourne GP in November 1958, Lukey Bristol, Jaguar Corner. ‘Vanwall-esque’ nature of the body clear if not as beautiful in execution (B King)

 

lukey

Len Lukey being congratulated by Derek Jolley for his 2nd place in the October 1958 Victorian Road Racing Champinsghip at Fishernans Bend. Lukey Bristol, Ted Gray won in Tornado 2 Chev (K Drage)

Its amazing to compare and contrast the short four or five round Gold Star contests of later years with the more arduous nature of the series earlier on, particularly given the standard of Australian highways then.

The 1958 award was contested over nine rounds starting at Orange in New South Wales, from there to Fishermans Bend in Melbourne, then south across Bass Straight to Longford, to Port Wakefield north of Adelaide in South Australia, then two rounds at Lowood, Queensland in June and August- so I guess depending upon other race commitments one could leave your car up north- then to Mount Panorama, Bathurst New South Wales for the Australian Grand Prix in October and then, finally two rounds in Victoria- Albert Park in November and Phillip Island in early December.

The 1959 Gold Star was held over a staggering twelve rounds- and so it was that Len committed himself to a couple of serious tilts at the title in 1958 and 1959, the lessons learned in 1958 were applied with great success the following year when he won the title.

Len was third in the opening South Pacific Championship round at Gnoo, Blas Orange in January, Jack Brabham won that event in his Cooper T43 Climax but was ineligible for Gold Star points as a non-resident.

Back home to Victoria Len was then fourth at Fishermans Bend in February and fifth in the Longford Trophy in March. Stan Jones won at the Bend and Ted Gray at Longford in the big ‘booming Chev Corvette 283cid V8 engined Tornado 2.

He scored his first splendid Gold star win in the South Australian Trophy at Port Wakefield in April, winning from Austin Miller’s Cooper T41 Climax and Keith Rilstone in the amazing Zephyr Special s/c.

Then followed a long haul back to Melbourne to ready the car and then a 1650km tow to Lowood Queensland for the two rounds held on the disused airfield circuit.

He bagged a pair of thirds in the Queensland Road Racing Championship at Lowood in June and the Lowood Trophy in August- Alec Mildren won both of these events in his Cooper T43 Climax, with Len looking lovingly and with considerable longing for one of these mid-engined cars, an aim he would realise before the year was out.

Len had developed his own thoughts on how to improve the performance of his Cooper and built a new spaceframe, high-bodied chassis, the ‘Lukey Bristol’ into which the mechanicals of the factory car were fitted.

Ready for the AGP, the car was taken to Bathurst but finished a distant sixth, two laps in arrears of Lex Davison, Ern Seeliger and Tom Hawkes aboard 3 litre Ferrari 500/625, 4.6 litre Maybach 4 Chev and 2.3 litre Cooper T23 Holden-Repco respectively.

The last two round of the championship were back in Victoria, he was fifth in the Melbourne Grand Prix, an exciting race weekend in which Stirling Moss and Jack Brabham scrapped at the front of the field in 2.2 litre Cooper T45 Climaxes- the race was won by Moss from Brabham then Doug Whiteford’s Maserati 300S, Bib Stillwell’s ex-Hunt Maserati 250F and then Len.

Lukey was quickly in discussion with Brabham about purchase of the Cooper T45- the very latest of Surbiton’s machines at the time, and would soon have the 2 litre Coventry Climax FPF engined machine in his workshops providing him with the tool to do the job in 1959.

Len was still active on the hills, winning both a new NSW sprint record and FTD at Mt Druitt in 13.53 seconds, this articles opening photo is at that meeting. In July he spun at the end of Rob Roy when the throttle jammed open, Len was thrown from the car before it rolled to a halt, but it was a lucky escape.

The final Gold Star event was the Phillip Island Trophy on Boxing Day but Len spun the Cooper in a preliminary event damaging the cars suspension enough to non-start the championship race. The Coad brothers sportingly lent him their Vauxhall Special but the car was outclassed, with Lukey third in the Gold Star with 21 points, then Alec Mildren on 23 with Stan Jones deservedly taking the title with 31 points- Stan won two rounds at Fishermans Bend and Phillip Island and was third on three occasions- Gnoo Blas, Longford and the first of the two Lowood rounds.

The Lukey boys push the Cooper T23 Bristol thru the Longford paddock in March 1958, behind is the Lou Abrahams owned, mighty Tornado 2 Chev, victorious that weekend (HRCCTas)

 

Len and Stan Jones on the cover of the March 1959 issue of AMS in recognition of a marvellous AGP dice resolved in Jones’ favour 1959- Cooper T45 Climax from Maserati 250F

After Brabham contested three New Zealand internationals in early January 1959, Lukey bought the car from Jack. It was fitted with a 2 litre FPF rather than one of the 2.2’s Jack had been using- these engines were rare with the full 2.5 litre variants built around new blocks being readied back in Coventry for Cooper, Rob Walker and Lotus’ use in F1 that season- rather successfully so as events transpired.

In 1959, as mentioned above, the Gold Star was contested over twelve gruelling rounds- between 26 January and 14 June, the halfway mark of the season, those on the title chase travelled from their home base, to Orange, then Fishermans Bend, Longford, Port Wakefield, Bathurst and Lowood- Victoria, Tasmania, New South Wales and Queensland, with an arduous second half of the season still to come.

The competition was strong- Len and Alec Mildren raced Cooper T45’s, Bill Patterson a T43 with Stan Jones the other racer who had committed to most of the rounds- racing his Maserati 250F, Maybach 4 Chev and later in the season he took delivery of a Cooper T51 Climax as did Bib Stillwell, David McKay and Austin Miller but the latter trio did not race across the continent in the manner Len, Alec and Stan did.

In much the same way that the new-fangled Coopers were challenging the front-engined orthodoxy in Europe so too of course was the case in Australia albeit there was no surprise at the speed of the Coventry Climax engined cars given the giant killing nature of the air-cooled Coopers since the first appeared of one at Bathurst in the dawn of the fifties.

Only two points separated the Cooper T45 Climax duo of Lukey and Mildren at the seasons end- Len won the title with 68 points to the Canberra motor-dealers 66.

Mildren won three rounds- Fishermans Bend and the two Lowood rounds mid-season whereas Len won two- at Caversham and the last round at Phillip Island when the pressure was well and truly on. The Cooper’s differential failed during Saturday practice, Len did not have a spare, Noel Hall did but it was affixed to his car which was in Sydney. Jack Myers removed the gearbox and popped it onto a ‘plane, there the precious cargo was collected from Essendon Airport and then taken to Phillip Island where it was fitted to the car. The machine was finally ready about an hour before the off- Lukey led from the flag and on the final lap equalled the lap record- a memorable win indeed.

Alan Jones quizzing Lukey about the handling characteristics of his Cooper- Otto Stone, racer/engineer/mechanic and fettler of the Stan Jones Maserati 250F at the time is to the right of Alan and Stan is far right but one in the white helmet ready for the off, Phillip Island 1959 (unattributed)

 

Lukey and Jones scrapping through Longford Village, AGP 1959, ‘pub corner’- Cooper T45 and Maserati 250F (oldracephotos.com)

Stan Jones won two rounds as well, notably the Australian Grand Prix at Longford after a race-long dice with Len- it was a classic battle of the time between the powerful front engined 2.5 litre Maserati and the more nimble, but less powerful 2 litre Climax powered Cooper. There was a bit a karma in Stan’s race win as no-one in the field, other than Mildren, deserved an AGP win more and Alec’s time came twelve months afterwards at the conclusion of an even more thrilling dice between Lex Davison’s 3 litre Aston Martin DBR4/300 and Mildren’s 2.5 litre Cooper T51 Maserati at Lowood.

Jones also won at Port Wakefield in March in the big, booming Maybach 4 Chev, stepping back into the car he vacated two years before when he acquired his Maserati 250F. His friend and engineer, Ern Seeliger had replaced the SOHC straight-six Maybach engine with a Chevy V8, and made other changes to what had been called Maybach 3, there was something a bit poetic about a Maybach taking one last win this late in the piece given the front-running nature of this series (of three or four variants of cars depending on how yer do your count) of cars for the best part of a decade.

Bill Patterson, like Mildren and Jones had a very long race CV which he enhanced in 1959 with two wins in his Cooper T43 Climax- arguably a quicker driver than Mildren and Lukey, if not Jones- Patto was also in a run to Gold Star victory, his turn would come in 1961 aboard a Cooper T51 Climax the year after Mildren.

Single round wins that year were taken by Jack Brabham, taking his traditional win at the season opening Gnoo Blas ‘South Pacific Championship’ before heading back to the UK and by Kiwi Ross Jensen’s Maserati 250F in the prestigious Bathurst 100 at Easter but neither qualified for Gold Star points as non-residents.

Bib Stillwell was the other round winner in his new Cooper T51 Climax at Bathurst in October. Bib was perhaps the slowest of all of this generation to mature as a driver at the absolute top level but he won four Gold Stars on the trot from 1962 to 1965 with a blend of speed, consistency and the best of equipment.

What was impressive about Lukey’s win in 1959 was his relative inexperience against the fellows he beat, all of whom had fifteen years to a couple of decades on him in race experience, but it was a close run contest. That year a driver could only count their scores from nine of the twelve rounds, Len and Alec scored in ten rounds apiece, both had to drop a round- both discarded 3 points, and so it was after a long, intense year of racing criss-crossing the vast brown land that Lukey won from Mildren by only 2 points. Amazing really, but the CAMS learned the lesson and the event was never held with that many rounds again.

Lukey only raced once more, in the 1960 NZGP at Ardmore and then sold the car to concentrate on his business interests.

It was a good performance too- seventh on the grid amongst all of the 2.2 and 2.5 litre FPF’s but it all came to nothing after undisclosed dramas after finishing 36 of the events 75 laps- Brabham won from McLaren, Stillwell and Jones- two Cooper 2.5’s from two Cooper 2.2’s rather put the state of play at the time into sharp relief.

No photoshop here, Jones and Lukey during their 1959 Longford AGP dice getting some serious air as the cross the railway line on the outskirts of Longford village on Tannery Straight (C Rice)

 

Left to right, Lukey and Mildren in Cooper T45 Climaxes and Bib Stillwell in his new T51 at Caversham in October 1959- Len took the win (K Devine)

 

(B King)

Whilst Lukey retired from competition to focus on his business, he remained a friend of motor racing until his untimely death in 1978…

He provided financial support to various competitors not least Jack Brabham, the works F1 Brabhams of the sixties used Lukey exhaust systems right into the 1966 and 1967 championship winning Brabham BT19 ‘620’ and BT24 ‘740’- all of the works F1 cars were fitted with Lukey exhaust systems.

Look closely at the rear of one of the Brabham BT24 Repco ‘740’s during the 1967 GP season in the photograph below and you can see the ‘Lukey Mufflers’ made exhausts on the car- and the company name on the chrome plated exhaust endpieces.

In 1962 Len acquired a Holman Moody built Ford Galaxie ‘R Code’ 406cid four-door which was raced initially by Lex Davison, Len no doubt encouraging his purist racing car friend in the direction of the ‘dark side’. The shot below is of Norm Beechey racing the machine against Max Volkers’ Cortina at Lowood in August 1964, I wonder who got the better of this encounter in the wet? The Galaxie still exists.

(B Thomas)

 

 

Brabham BT24 Repco during the 1967 season (unattributed)

The 1962 Armstrong 500 (miles) production car race resulted in extreme circuit damage to the the Phillip Island track, the Phillip Island Auto Racing Club Club (PIARC) could not afford to repair the bitumen out of meagre club funds and as a consequence the track sat idle for two years.

During the initial track fund raising to build the place a decade before, Repco and Olympic Tyres supported bank guarantees for PIARC to a value of £17,000. Without funds to service the loan- no race meetings and therefore no income, Repco and PIARC made the regretful decision to sell ‘The Island’ property.

Shortly thereafter Lukey was chatting to racer/enthusiast George Coad at Essendon Airport whilst awaiting a plane.  Upon learning from Coad that PIARC was forced to sell the facility, Lukey immediately rang the clubs President and offered to buy it for £13,000.

As part of the deal, Len imposed a condition on the club that racing be revived. Lukey would develop the property and PIARC re-build the track and facilities and run four events a year for ten years. Lukey had a passion for the island and the circuit but also knew what it would take to revive and run the place having been a PIARC committee member some years before. PIARC paid Len $2 per year in rent.

The first public race meeting was held three years later in September 1967. The circuit was sold again after Lukey’s death and is now the wonderful facility we all know and love, without Lukey’s timely investment it would not be there today.

The Lukey brand hasn’t been in family hands for decades but lives on as a wonderful reminder of its founder, a great driver of both touring cars and single-seaters, a lifelong enthusiast and supporter of the sport.

Love this shot of the Cooper T23 Bristol during the 1956 AGP weekend at Albert Park, the machine is getting plenty of attention- finned drum brakes and top transverse leaf springs front and rear both clear (G Smedley)

Additional Lukey reading…

Do click on the links for these two short articles- their are some stunning photographs contained within. Here; https://primotipo.com/2018/02/20/teds-tornado-and-lens-cooper/ , here; https://primotipo.com/2016/01/08/stan-jones-agp-longford-gold-star-series-1959/ , and here; https://primotipo.com/2018/10/11/1958-longford-trophy/

Etcetera…

 

 

(unattributed)

These big barges occupy a lot of real estate and did no harm at all to attract the punters- touring cars were on the rise, sadly, even in 1956. Len Lukey from Norm Beechey in Ford Customlines during the 1956 AGP carnival. Is the Holden 48-215 on right front below that of Jack Myers?

(unattributed)

Cooper T23 Bristol..

(unattributed)

 

(B King)

Lukey’s Cooper T23 Bristol blasts past the Army Barrack’s at Albert Park during the 1956 AGP, and below the cockpit of the immaculately prepared Cooper at Templestowe Hillclimb in Melbourne’s east.

(B King)

Doug Nye wrote the history of the 1953 build Cooper Mk2 Bristol chassis’ on ‘The Nostalgia Forum’ in 2003.

He lists ’11 (ish) to 12 (ish)’ chassis. The ‘Lukey’ car is ostensibly numbered ‘CB/9/53’.

‘1953 ‘5’ The Tom Cole Mk2 – in effect totally destroyed in fire at Syracuse

1953 ‘5B’ The Tom Cole Mark 2 rebuilt as above around a fresh frame, driven by Swaters, Cole, Graham Whitehead- to Dick Gibson- sold to Australia probably Reg Hunt. (Reg Hunt’s Mark 2- alleged sold NEW in 1954) for Kevin Neale in Australia- to Len Lukey- Frank Coad- Eddie Clay- Ken Cox- Peter Menere- Jumbo Goddard and to Tom Wheatcroft for The Donington Collection. But this was surely in reality the ex-Tom Cole second Mark 2 of 1953…ex-Gibson’ Nye wrote.

(B King)

Gardening at Templestowe circa 1958- no harm done by the look of it.

(A Lamont)

It would have been a wild ride around Longford, mind you, the forgiving nature of the Cooper Bristol chassis would have made it slightly less challenging than some other cars of the day.

This wonderful shot is during the 1958 Gold Star meeting in March- the first ‘national’ Longford won by Ted Gary in Tornado 2 Chev.

(unattributed)

Len at Albert Park, am guessing in 1957, who and what is that behind him?

(B King)

Lukey Bristol..

(unattributed)

Lukey heads up the Mountain, Mount Panorama during the 1958 Australian Grand Prix in October- well and truly outgunned in his new Lukey Bristol which had made its race debut at the previous Lowood Gold Star round, on a circuit which rewards power and a forgiving chassis.

The Lukey Bristol was an evolution of the factory product, but lighter with a chassis designed by Lukey. It had a more enveloping body clearly influenced by Frank Costin’s Vanwall design and using castings made and machined in Melbourne. The engine from his CB was used, the new machine also had a transverse leaf rear end like the original.

It was advertised for sale in this form as were the various components and body panels which were made of fibreglass. Bob King believes three of the chassis were built- the Lukey Bristol, ‘Faux Pas’ and a third. Both the cars mentioned are in the hands of David Reid, do get in touch if you can add more to this.

(Miller Family)

The photograph above and below are of the construction of the Lukey Bristol at right, with the Cooper T23 at left denuded of its constituent parts, at the Lukey factory in the Nepean Highway.

Note the rifle on the wall to scare off late night intruders, ‘chicky-babe’ calendars on the wall and robust spaceframe chassis- who the artisans are would be great to know.

Things have progressed in the shot below with a rear suspension corner, straight off the T23 soon to be bolted on, transverse top leaf spring carried over, chassis clearly lower and wider than the original.

(Miller Family)

 

(B King)

The page above is included for the section about the ‘Lukey Mufflers Chassis’ and related components. I was going to crop and then thought let’s all read it and weep- Frank Shuter’s Maserati 8CM will do me!

The ad makes mention of both front and mid-engined chassis availability- the former were of the type used on the Lukey Bristol, the latter built off a jig created from the Cooper T45 chassis- one of the Cooper experts will be able to hazard a guess as to how many chassis were built using this jig, not the only T45/T51 jig in Australia either!

(B King)

Len Lukey, Lukey Bristol chases Bib Stillwell’s ex-Hunt Maserati 250F during the 1958 Melbourne Grand Prix- they were fourth and fifth respectively. Stirling Moss won the race in a Rob Walker Cooper T45 Climax from Brabham’s similar car- the chassis bought by Len at the end of the summer, and Doug Whiteford’s Maserati 300S.

Look at the lean of the heads into the corner and the relative roll of the Lukey Bristol compared with the Maserati.

(unattributed)

Winning at Part Wakefield in the Cooper Bristol in 1958 and contesting the 1958 AGP at Bathurst the same year, he was sixth. The #56 car behind is Bill Reynolds in the Orlando MG Spl 1.5- Murrays Corner.

(B King)

More Australian Motor Sports, this time incorporating the ad for the sale of the Lukey Bristol.

Cooper T45 Climax..

(G McNeill)

 

(unattributed)

Lukey rounds Stonyfell Corner, Port Wakefield, South Australia in the 1959 ‘Gold Star’ round- Cooper T45 Climax.

The shot below was taken during the Fishermans Bend Gold Star round in early 1959.

(unattributed)

Information about this car is a bit opaque, like so many Coopers of the period but the story goes something like this. Chassis T45 ‘F2-10-58′ was believed to be a factory machine raced by Jack Brabham until it was damaged at the 1958 Moroccan Grand Prix.

It was acquired by Jack after being rebuilt around a new frame, brought to Australia and raced to second place behind Stirling Moss’ similar Rob Walker owned car in the 1958 Melbourne Grand Prix at Albert Park, the last race meeting held at the celebrated circuit in its first iteration as a motor racing venue.

Jack then took it to New Zealand to contest the 10 January Ardmore NZ GP, again finishing second behind the Walker/Moss T45. He was second at Wigram and third at Teretonga behind Ron Flockhart, BRM P25 and Bruce McLaren’s Cooper T45 Climax and then headed back to Europe, Len acquired the car at this point.

The car was then bought by Melbourne’s Jon Leighton who raced it successfully for a couple of years albeit the competiton got pretty tough with so many 2.2 and 2.5 litre FPF engine T51 Coopers on the scene.

It passed into the hands of Melbourne Architect Richard Berryman, and then later to Len Lukey’s widow, the car was an attraction at the Phillip Island museum for many years during the long period the Lukey’s owned the track and was occasionally raced by Keith Lukey, Len’s son.

Robert Shannon, founder of the insurance business well known in Australia was the right kind of owner sensitive to the car and it’s importance- I recall speaking to him about it during Melbourne City Chamber of Commerce meetings on several occasions.

After Robert’s sudden death by heart attack, Ron Walker, ‘father’ of the Albert Park Australian GP’s of today owned it, did nothing with it and then rather blotted his local copybook by selling it via Bonhams in the UK. It would have been rather nice if the Cooper with such a significant Australian history was advertised locally and stayed here.

Do contact me if you can assist in filling the gaps.

Credits and references…

John Ellacott, Kevin Drage, Ken Devine Collection, Bob King Collection- Spencer Wills photographer, ‘History of The Australian Grand Prix’ Graham Howard and others, Doug Nye on ‘The Nostalgia Forum’, oldracingcars.com, Wikipedia, Jock Walkem, Charles Rice, Geoff Smedley, Andrew ‘Slim’ Lamont, Greg McNeill, Austin Miller Family Collection

Special thanks to Bob King for some wonderful photographs and tidbits from his AMS collection

Tailpieces: Lukey with Cooper T23 Bristol sans bodywork, Templestowe circa 1958…

(B King)

 

(B King)

Finito…

(unattributed)

Stan Jones, Maybach 1 and David McKay, MG TC Special at Parramatta Park, Sydney on 28 January 1952…

I’ve done theses fellas to death really, here; https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/ and here; https://primotipo.com/2018/01/12/bert-and-davids-lola-mk1-climax/

Ditto the track, which as the name suggests, was through a public park in Parramatta only 30 km from Sydney’s CBD- here; https://primotipo.com/2018/02/27/parramatta-park-circuit/

The track didn’t last long, which is sad, it is very much a place I would like to have attended or raced! I’ve dropped the photos into the linked PP article too but they were too good not to put front ‘n centre given my bias in favour of the track, the drivers and their mounts!

(unattributed)

Parramatta Park again folks- see the railway line in the background, the car shown is the ex-Alf Najar MG TB Spl driven by E Critchley, with #32 Ron Ward’s TC Special.

See the most impressive entry of cars and drivers of the day.

(P Tilley Collection)

 

(P Tilley Collection)

Credits…

Flickr, Greg Diprose Collection, Terry Smith, Paul Tilley Collection

Tailpiece…

(G Diprose Collection)

Sensational very rare colour photograph of Stan Janes doing his stuff in the suburban streets of Sydney, Parramatta to be precise- the access roads out front of Government House which is now a restaurant and museum.

Finito…