Posts Tagged ‘Stan Jones’

(B Thomas)

Lex Davison’s HWM Jaguar won the Sunday 7 November 1954 Australian Grand Prix at Southport on Queensland’s Gold Coast…

Here, (above) just after the start, Lex is behind Kiwi Fred Zambucka’s Maserati 8CM, with Dick Cobden’s Ferrari 125 behind the HWM and then Jack Brabham’s partially obscured Cooper T23 Bristol ‘Redex Special’.

Race favourite Stan Jones, in the Repco Research built Maybach 2 is already out of shot and some distance up the road ahead of this next group. Stan led until lap 14 when some welds on the chassis of the new car failed causing a very high speed excursion backwards through the Queensland countryside, writing off the car but fortunately without causing injury to the plucky Melbourne motor-trader.

Sydney’s Curley Brydon’s MG TC Spl s/c was second in the Formula Libre, scratch, 150 mile event from Ken Mitchell’s Brisbane built Ford Spl in third place. Davison’s time was 1 hour, 50 minutes and 18 seconds.

After heavy rain in the days before the meeting the race was run ‘on one of the hottest days of the season and drivers had a trying time with the heat and dust’. It was Davo’s fifth attempt at the AGP- a race he was to win four times- in 1954, 1957, 1958 and 1961.

Australia after the initial ‘Phillip Island AGP era’ (1927 Goulburn AGP duly noted) for decades had a wonderful tradition of each of the states hosting the AGP in turn- in that sense ‘everybody got a fair crack of the whip’. The disadvantage was that there was not until the sixties investment in a permanent facility to stage motor-racing let alone events on longer courses of the sort appropriate for events of Grand Prix length. Warwick Farm and Sandown are examples of fine venues and circuits but even then were built within pre-existing horse racing facilities.

The #15 John McKinney MG TC Spl 1.3 DNF lap 11 and Curley Brydon’s MG TC Spl 1.3 s/c, 2nd in a fast reliable run (B Thomas)

Queensland’s first GP was held in September 1949 when 30,000-40,000 people converged on Leyburn, a quiet little hamlet on the Darling Downs- the race was held on a disused wartime airstrip and won by John Crouch in a Delahaye 135S imported by John Snow pre-War.

The venue for the 1954 event was similarly distant from major population centres, an hours drive from Brisbane on a good day, being a road circuit using roads in the Ashmore/Benowa/Bundall areas a mile or so from Southport. International readers are probably aware of the Surfers Paradise location from television coverage of the annual Indycar race, Southport is close by.

These days the Gold Coast City has a population of 560,000, back then before the tourist boom of the sixties the area was a quiet farming and agricultural hamlet adjoining the Pacific Ocean. The organisers, led by the Queensland Motor Sporting Car Club laid out a 5.7 mile course on public roads- the event was contested over 27 laps of the undulating, narrow bitumen surface in sparsely settled, scrubby coastal bush. The local population of 40 swelled to somewhere near 60,000 on raceday!

(Brisbane Courier Mail)

The organisers said the road, much of which had not been sealed before, had a minimum usable width of 22 feet made up of 14 feet of bitumen and at least 4 feet of smooth gravel shoulder on each side. There were two no-passing sections at the causeway leading into the main straight at Boston’s Bend and another about 40 yards long on a narrow bridge at the start of the tight section beside the Nerang River, past Dunlop Bend at the start of the second long straight.

The intersecting two straights as you can see above formed one corner of the triangular course , the section beside the Nerang up to the Courier Mail hairpin was continuously jinking. There were some very quick curves on the return section with a total rise and fall of 60 feet- including several jumps where faster cars became airborne and blind corners with the road overall very bumpy- and surrounded by barbed-wire fences for most of the distance.  The organisers forecast a 90 mph lap average by the faster cars which proved to be quite accurate

The Maybach main men- Stan Jones and Charlie Dean. With the marvellous but shortlived Maybach 2, perhaps at Fishermans Bend in early 1954- cars technical specs as per article linked at the end of this piece. Dean a remarkable fella- engineer, businessman, racer inclusive of several AGP’s and public company Director. No book about him sadly! (unattributed)

The bulk of the racers in the smallish Australian racing scene were based in Sydney and Melbourne so it was a long tow up north for many, but the competitors nevertheless journeyed north to contest the event, the biggest such social occasion ever held in South Queensland to that point.

From Victoria their were six entries including the fast-boys Jones and Davison. The New South Wales contingent of 11 included Stan Coffey in a Cooper Bristol and similarly mounted ‘Pre-race favourite ex-speedway champion Jack Brabham driving a 1971cc Cooper Bristol’, as one of the Brisbane papers saw it. No way did Jack’s 2 litre machine have the mumbo to win this event though.

Redex Round Australia Trial personality/winner Jack Murray added to the gate, he raced an Allard Cadillac V8. Dick Cobdens Ferrari 125 V12 s/c was acquired from Peter Whitehead after the ’54 NZ GP with the wealthy Cobden very quickly getting to grips with the tricky handling of the rear swing-axle suspension car. His dices with Brabham at NSW meetings in the months before Southport were a spectacle all enthusiasts looked forward to at the time with Brabham the better racer but there was little difference in lap times between the two cars.

This paddock shot does not show the muddy conditions competitors endured. #4 is Charlie Whatmore, Jaguar Spl 3.4 7th and #9, the 3rd placed Ken Richardson Ford V8 Spl (D Willis)

The Queenslanders came out in numbers, sixteen in all. The group included Charlie Whatmore’s Jaguar Spl built around a Standard 14 chassis with Jag Mk7 power and Rex Taylor who had bought Doug Whiteford’s dual AGP winning Talbot-Lago T26C. With the replacement Lago a long way off Doug raced ‘Black Bess’, his famous Ford V8 Spl and winner of the 1950 AGP. Arthur Griffiths had just bought the Wylie Javelin.

Much was expected of Kiwi Fred Zambucka’s Maserati 2.9 litre s/c but the very stiffly sprung pre-war machine was all at sea on the very bumpy country roads.

Stan Jones’s new Maybach 2 was a classic single seater built around the same engine and gearbox as Maybach 1 but was shorter, narrower and lighter and was the real favourite for the race. The Melburnian had his tail up as a consequence of his NZ GP win at Ardmore aboard Maybach 1 in January and the speed of Maybach 2 built by Charlie Dean and the rest of the Repco Research team in Bruswick after they returned from NZ. Its pace had been proved from its first appearance in winning the Victorian Trophy at Fishermans Bend in March and was reinforced at Bathurst over the Easter weekend.

The car was without doubt the quickest in Australia at the time, remember too by this stage the AGP was a scratch event (the 1951 Narrogin AGP was started in handicap order but the AGP winner was the car/driver which completed the distance in the fastest time- Warwick Pratley in the Ford V8 powered George Reed Spl) so a machine capable of winning the event on speed and reliability was required. This change had immense impacts on the content of our grids. Very quickly, older or lower powered machines which were half a chance in the handicap days were rendered uncompetitive at AGP level overnight. The time was right for the change mandated by the Australian Automobile Association but that view was hardly one universally held at the time.

Lex Davison, HWM Jag, Southport. Circuit safety aspects clear- crowd close to the action! (Davison)

Lex Davison’s HWM Jaguar had been continuously developed by Ern Seeliger and his artisans over the previous 12 months since it’s unsuccessful debut during the 1953 AGP weekend at Albert Park.

There the ex-Moss/Gaze (then Alta powered) car ran its bearings in practice and did so again shortly after the start of the race. The car was modified terms of its lubrication, oil and water cooling and other areas almost on a race by race basis becoming fast and reliable. The ‘C Type’ spec 3.4 litre engine gave 187bhp on the Repco dyno in early 1954 but the clever car was not as quick as Stan, Jack or Dick’s- it had gained reliability though, a quality which was to be rather a valuable one come raceday.

Despite the new Southport circuit being unfamiliar to the drivers, practice was available for only two one hour sessions on the Saturday, the time was allocated after the longer sessions planned were diminished by clearing up the debris of the Mrs Geordie Anderson driven Jaguar XK120 Coupe which left the track on the fast swerves of the return section of the course and hit a telegraph post. She was not badly injured but the car was substantially damaged.

After a rainstorm cleared,  faster times were recorded in the afternoon session with Cobden a little quicker than Jones. There had been fifteen consecutive consecutive weekends of rain before the meeting, and plenty in between, so the course road shoulders were soft and the paddock areas boggy which made for rather grim conditions for crews and spectators alike.

Only Stan and Dick got under 4 minutes with Cobden the quicker at 3:55, an average of 88mph. Whilst the times were indicative of performance they did not count for grid positions which had been allocated by the organisers at their discretion.

Jack had engine problems running in a fresh Bristol motor which would also play out on raceday whilst Maybach needed repairs that evening to repair a split fuel tank and reportedly to raise the ride height. Davison’s HWM also needed repairs to the underbody and to straighten some suspension parts after an off by Lex, his best time was 4:14.

Whatmore’s Jaguar Spl, Standard 14 modified chassis and fitted with a Jag 3.4 Mk7 engine for this race. Car descended from a Studebaker powered ex-speedway machine he raced in the 1949 Leyburn AGP (HAGP)

Spectators near Skyline Bend, 4.5 miles from the start reported the faster cars were leaping two feet into the air as they crested the top of the hill. Over 5,000 people attended practice causing plenty of chaos to surrounding access roads indicating the challenges of race day access!

The quick guys were worried about the driving standard of some of the locals with Brabham not confident his Cooper would last the race without some sort of chassis breakage.

In an interesting sequence of events which played out during the race the Maybach’s aluminium fuel tank was split during practice, as was Davison’s.

Whilst Brian Burnett had built much of the Maybach body, chassis and other parts he attended Southport as part of Davo’s crew not Jones team so prioritised Lex’s repair over Stan’s. In the end he did not have time to complete the Maybach repair due to an incident whilst working on the HWM’s tank ‘…when Burnett prepared to weld up the crack by following his customary method of clearing fuel vapour out of the drained tank- by waving a lit welding torch inside- the tank exploded. He gathered up the scattered pieces, worked out where they belonged, hammered them back into shape and then, finally, was ready to start welding the tank back together again.’

Between 50,000-60,000 attended on raceday, the early birds camped overnight with day-trippers arriving from 4am. The day dawned bright and sunny in contrast to recent weather patterns… 

‘People dressed in gay holiday clothes, some in swimming costumes, went in transport ranging from a family in a horse-drawn buggy to the latest model sedans’ the Brisbane Courier Mail reported.

‘Farmers let down their fences to allow thousands of vehicles to park…at the township of Benowa people watched the roaring motors from the shade of a church. Others watched from houses, some from the rooftop whilst men and boys perched in the trees. Dairy calves not far away ran into the bush as the quiet bitumen road running through tall green turned into a snorting carrier for Australia’s fastest cars…’

Sounds fantastic to me!

The huge crowd blocked the track between races and strolled across the circuit whilst races were running, the chaos was not helped by the lack of an effective public address system throughout much of the course area.

Brightways and Farren Price Trophy sportscar race- A Mills Jag XK120, leads David Griffiths Triumph TR2 and G Greig’s Austin Healey (E Steet)

The program commenced at 11.15 am with the ‘Brightways and Farren Price Trophy’ 5 lapper won by won by Adelaide’s Eldred Norman in a G.M. 2-71 supercharged Triumph TR2.

Norman was an extraordinary character as a businessman, racer, engineer and specials builder- the twin Ford V8 engined ‘Double Eight’  and Zephyr Special s/c are at the more extreme end of his creativity and speed. Somewhat ironic is that his most conventional AGP mount, the TR2 gave him his best AGP result- he was 4th in the car later in the day.

The TR2 was still hot when he contested the ‘Cords Piston Ring Trophy’ First Division event which he also won, the Trophy was won by Les Cosh in an Aston Martin DB2 who did the fastest time in the Second Division event for closed cars.

At the conclusion of the meeting Eldred loaded up the TR2, the first delivered in South Australia, re-attached a lightweight trailer containing two empty 44 gallon drums of methanol racing fuel, some basic spares, tools, odds and sods to the sportscar and then drove back to his base in Halifax Street, Adelaide. The trip is 2050Km one way, so lets say he did around 6,000 Km in all inclusive of the return trip, a bit of tootling around the Gold Coast, race practice, two race wins…and fourth in the AGP. I’d call that a pretty successful trip up North!

The Grand Prix was due to commence at 2.45 pm, but by that time the program was an hour late for the reasons mentioned earlier. This was then exacerbated by speeches of the Southport Mayor to welcome Queensland’s Deputy Premier- who made a speech formally opening the GP and finally another by the local State MP who gave a vote of thanks to the Deputy Premier. Still, to their credit, the Queensland politicians allowed the race to take place on public roads, a situation which existed only in WA and NSW at the time.

Lex hustling the victorious HWM Jag thru Olympic Corner, preceding the start/finish straight (B Thomas)

The drivers waited patiently and nervously with the start, not based on lap times remember, and a road not nearly wide enough for the 2-1-2-1 grid. Their difficulties now also included the sun which was lower in the sky than would have been the case had the program been running to time.

The two front slots were allocated to the fast Stan Jones/Maybach and the slow Rex Taylor in the fast Lago. Then came Fred Zambucka’s very stiffly sprung pre-War Maser which was said to be almost uncontrollable on the bumpy Queensland country back-roads.

The sprint to the first corner with the quicks Cobden, Davison and then Brabham promised to be interesting whilst Stan, up front was not to be impacted if he got away cleanly.

AMS reported that ‘The two minute board went up, engines were started, then their was a minute to go, then ten seconds, then they were off in a mad frenzy of wheelspin, smoke, haze and dust.’

When the flag dropped Jones and Maybach disappeared, he had a lead of 10 seconds at the end of the first lap. All the front runners survived the first corner unscathed but there was a tangle of mid-fielders which was cleared by the time the leaders emerged 4 minutes later.

Stan led Lex by 10 seconds from Jack 6 seconds back who had already passed Dick Cobden’s Ferrari.

‘The order and intervals reflected the various drivers success at passing Taylor and Zambucka; Brabham and Zambucka’s cars had actually touched’ wrote Graham Howard.

Almost immediately Jack’s Cooper cried enough with re-occurrence of the Bristol engines practice dramas where a camshaft bearing shell rotated in the block, cutting off the oil supply and seizing the camshaft, shearing the timing-gear key, bending valves and pushrods. Jack would take a Bristol engined AGP win at Port Wakefield in his self constructed mid-engined Cooper T40 at Port Wakefield, South Australia in 1955.

John McKinney putting out an Xpag engine fire in his MG TC Spl. He needed assistance to restart so retired (HAGP)

Taylor has just spun the Lago and Jack Murray joins the fun in his Allard- the latter restarting, the former DNF after receiving outside  help, Ferodo Corner (HAGP)

Jack Murray provided early excitement and entertainment in the pits as he arrived very quickly in his Allard soaked with fuel from a failed jerry-rigged auxiliary fuel-tank system.

Murray unzipped his fuel soaked britches to reveal that the fuel had dissolved his nylon jocks- all he was wearing was the elastic waistband of said garment! He got the Allard going, having borrowed a set of overalls, only to retire on lap 8 but not before a half lose spinning and just kissing Taylor’s Lago which had arrived shortly before Murray, see the photo above.

Jones and Maybach 2, on the hop, as ever, Olympic Corner (E Steet)

Meanwhile up front the gaps between the top three cars widened by the end of lap 5 with the Maybach 20 seconds up the road from the HWM and then 40 seconds further back to the Cobden Ferrari.

‘Nonetheless there was a touch of desperation about Stan’s erratic lap times, and reports that the Maybach was again leaking fuel suggested he might have to make a pitstop.’ To be fair the cause of his erratic laptimes was passing back- markers- he was lapping them from lap 3.

Cobden started to speed up from lap 6 with times of around 4:04 sec- shown a ‘faster’ sign by the crew he dropped his times to 3:55 by lap 9 and closed the gap to Davo to 7 secs and Jones to 30.6 seconds. On that circuit, in that car that drive would have been great to see- he barged past the HWM on that lap taking 4 more seconds from Stan’s lead. And did the fastest lap of the race at 3:51.0 seconds.

The speed that thrills…On the next lap passing the Sefton Ford Spl after the no-passing bridge Dick was gone, Cobden was baulked, both cars spun away from the direction of the river with Cobden motoring the 2 litre, supercharged Ferrari into retirement. Sefton was illegally push-started but was not black-flagged until late in the race.

Stan Coffey’s Cooper Bristol ahead of Downing’s Rilry Imp Spl with Lex Davison bearing down on the pair, Olympic Corner (HAGP)

Dick Cobden’s Ferrari 125 #49 passes Rex Taylor’s Talbot-Lago T26C just after the pits at the start of lap 2, Taylor completed only 6 laps and Cobden’s wonderful charge was ruined when a back-marker took Dick’s line on lap 10 (HAGP)

Howard writes that Stan’s press-on style had not abated despite the easing of the threat ‘Stan Coffey had a chip taken out of his Cooper Bristol’s front wheel when Jones slashed past; one magazine reported Jones was black flagged for passing in a no-passing area, but did not stop, and the flag was withdrawn…Jones…in the fast curves of the return section…came through lap after lap, airborne and sideways over a crest at about 115mph.’ Oh to have seen the bellowing six-cylinder Maybach do that too!

AMS reported that Maybach was still leaking fuel and that therefore Stanley was building up sufficient a lead to do a ‘splash and dash’ to get him through the 157 miles. His margin over Davison at half distance was more than 40 seconds.

Howard, on ‘The next lap Jones too was gone. Through the fast sweeps and crests of the return section the Maybach had a major chassis failure, the car became unsteerable, and at well over 100 mph it slithered off the road and disappeared into thick scrub. Spectators rushed to rescue Jones- who was miraculously unhurt- and others manhandled the detached front suspension and wheels off the road.’

The very ill Maybach 2 in the Southport countryside, devoid of ‘front suspension section’ which detached, causing the accident. Its said Stan mowed down 4 trees, some of the more substantial ones in this shot would not have readily yielded to the car and its fearless pilot (HAGP)

The car had chopped down four trees, jumped a six foot deep culvert and finished in a gully under the tangle of uprooted casuarina trees with Stan still strapped in the driving seat, unhurt other than a cut on his face.

Lex drove past the mess- skid marks, dust, debris, scurrying officials and spectators and then did his fastest lap of the race, and then slowed right down at the scene to ensure his friend and Monte-Carlo Motors business partner was ok- and then raced on to victory.

He reduced his pace by about 2 seconds a lap, and other than muffing an upshift passing the pits had a comfortable run to the line having taken 1 hour, 50 minutes and 18 seconds to finish the 157 miles, an average of 83.7 mph. At the time of Jones accident his lead over Curley Brydon’s MG TC Monoposto was 1.5 laps.

#16 Snow Sefton Ford V8 Spl 4.2, being passed by Ken Richardson’s Ford V8 Spl with Owen Bailey’s smoke obscured MG Holden on the inside behind and then Gordon Greig’s Austin Healey. Meanwhile Taylor’s Lago is stranded at left. Ferodo Corner lap 2 (HAGP)

Courier Mail Corner action- #29 Frank Tobin in the Rizzo Riley Spl 1.5, 6th, leads the 10th placed Charlie Swinburne Cooper Mk4 Norton 500 and 5th placed David Griffiths Triumph TR2 (HAGP)

Doug Whiteford’s Black Bess was out mid-race with Ford V8 maladies, Bill Pitt’s Jaguar Spl had a tyre go flat with Whatmore’s Jag engined machine out with head gasket failure.

Survival was the whole story of this race.

On his victory lap Davison stopped at the crash scene and picked up Stan who rode back to the pits astride the tail of the HWM. Stan was a force in all of the AGP’s he contested, he finally took one, most deservedly, aboard his Maser 250F at Longford in 1959 whilst Lex took four as recorded earlier. Both were very fast drivers, both drove very well prepared cars, perhaps Lex was the more mechanically sympathetic of the two. For sure Lex had more AGP luck than Stan.

The remains of Maybach 2 on its trailer ready for the long trip back to Sydney Road, Brunswick in Melbourne. ‘…this photo shows how hard the car hit the trees- parts of the cast alloy cam-cover and upper cylinder head have been broken. Other evidence of the impact is the pile of broken SU pieces (bottom left) near the flattened right-side main tube frame. Closer inspection reveals some telling details: front wheels and nose section have just been dumped as a unit and the spare wheels have been almost thrown onboard, as has the hand operated pump which would have been used to fill a re-fuelling churn’- G Howard (HAGP)

For years Jones ‘carried the can’ for the 1954 Maybach crash until Graham Howard carefully researched the matter in preparing the ’54 Southport chapter of ‘The Bible’- ‘The History of The Australian Grand Prix’.

It seems that in the day it was chosen not to report in accurate fashion Repco’s engineering failure as the accident cause with Stan holding his tongue rather than ‘bite the hand which fed him’ in terms of Repco’s ongoing support.

Howard addresses all of this at length in the 1954 chapter he wrote. Note that this wonderful book was written by a number of writers- Howard, John Medley, Ray Bell….

I’ve included this section of the chapter in full as Stan still seems to get the blame from older enthusiasts for the accident to this day and for international readers who will probably not be aware of the situation, somewhat arcane as it is.

Graham Howard wrote ‘…It is difficult to find the full story of Stan Jones’ Maybach accident, partly because it happened well away from any of the crowded areas, but also- quite obviously – because most writers chose to conceal the truth.

The deservedly respected ‘Australian Motor Sports’- whose report of the race was written by by Bob Pritchett, one of Dick Cobden’s Ferrari pitcrew- offered a number of possible causes, none of them the real one, and a month later recounted what was termed “the correct story told to us by Stan Jones and Charlie Dean” which blamed chassis/axle contact which in turn put the car off line.

Brisbane’s daily ‘Courier Mail’ merely reported that Jones had crashed, and did not offer any possible reasons. General-motoring monthly ‘Wheels’ quoted “the official explanation” and “other probables” while obliquely making the point that “the car was in two pieces”. ‘Modern Motor’ came closest to an outright declaration. “Officials said a broken chassis had caused the accident…” its race report said, observing “the car appeared to split in two.”

Yet if this had happened it was remarkably quickly forgotten, and has never been referred to since in histories of the Maybachs. Without the ‘Modern Motor’ story there would have been no published clue to the real cause of the accident.

Only a remark by Len Allen sparked this book’s enquiry. He remembered how he and a mate had walked around the inside of the course, and had found a great spot to watch Jones, who was so spectacular they chose to wait for several laps purely to watch the Maybach aviate into view. On the critical lap, Allen remembers watching the Maybach touch down and immediately asking himself, “What’s happened to his ground clearance?” Allen and his mate joined the people running after the crashed car, which ended up hidden from the road down a trail of flattened scrub and trees. Allen was adamant something had broken on the car, and – while AMS, the Courier Mail and Wheels gave him no support- Modern Motor’s hearsay evidence suddenly became very credible.

In following up this issue, chapter and verse was willingly provided by Brian Burnett, the man who actually built the chassis at Repco. He explained that the two main chassis rails, of 4 inch 16g chrome molybdenum alloy steel, passed through holes in the diaphragm-type front cross-member and were completely electrically-welded in position. These welds crystallised and cracked, and in the course of the Grand Prix one chassis tube eventually broke away and touched the ground. It was as simple- and as enormous- as unfamiliarity with new materials and techniques.

The Maybach was not rebuilt in its Southport form, but emerged- after another incredibly fast revision- as the inclined-engine, offset driveline Maybach 3 which made its debut at Bathurst at Easter 1955. This car used locally-developed continuous- flow fuel injection, partly because at least two of its three 2 3/16-inch SU carburettors had been broken in the Southport crash. The amazing part was how little else had been damaged- not least the car’s remarkable driver.

Yet it was Stan Jones who became burdened with the responsibility for the accident. It was a situation which, 30 years later, (the AGP book was first published in the mid-eighties) says a lot about the rarity of mechanical failure at the time, and about the veneration which both then and today surrounds those wonderful Maybachs.’ Graham Howard wrote.

From top to bottom- Davison HWM Jag, Cobden Ferrari 125 and Brabham Cooper T23 Bristol (G Edney)

The question which flows from the collective non-reporting or misrepresenting the truth as to the cause of Maybach’s demise is why those choices were made by those who knew the facts?…

 Lets explore that, my ‘educated surmises’ are as follows.

 As Graham Howard wrote, the accident itself happened ‘out in the boonies’ away from the sight of large sections of the crowd or where the pro-photographers situated themselves. In the rush to rescue Jones the focus was rightly on him not so much the car. Not everybody had a camera then as they were expensive and iPhones were in short supply, so there is little in the manner of photographic evidence taken amongst the casuarina trees where Maybach came to rest.

 The racing scene in Australian then was very small with ‘everyone knowing everyone’ and Jones, Dean and all of the Repco crew were part of that scene, liked and respected. It is not the case that, unlike today, that ‘blame’ be sheeted home in a public way. Best we ‘keep it in the family’.

 Repco were the only corporate to provide significant support to motor racing in Australia at the time. Whilst Maybach 1 was built by Dean, the balance of the cars were built by Dean and his team with the tacit corporate support of Repco in the Repco Research premises in Sydney Road Brunswick. In fact this factory was where Maybach 1 was built before ‘Replex’, Dean’s electric transformer business was acquired and absorbed within the Repco conglomerate.

Jones certainly bought Maybach 1 from Dean but the commercial arrangements between Stan and Repco after that have always been opaque, but there is no doubt it was to their mutual advantage. When I say opaque I mean unknown not dodgy. Repco’s press advertisements of the day, on occasion used Maybach in its ads. Dean, a racer, engineer and arch enthusiast- and a Repco senior employee (and a decade or so later a Director of Repco Ltd) would have been intent on that Repco support continuing and therefore keeping quiet the accident. Jones equally wanted the support to race so the form of words given by he and Dean to AMS was a narrative which did not accurately portray what happened but were words unlikely to cause corporate offence or embarrassment to Repco- and at the same time making clear ‘chassis/axle contact put the car off line’ and in so doing sought to get Jones ‘off the hook’, unsuccessfully it seems, as the accidents cause.

 Repco were a major advertiser in the press of the day, that is the daily newspapers, general motoring magazines such as Wheels and Modern Motor and Australian Motor Sports, the racing specialist monthly. It would not have been in those publications commercial interests to put at risk valuable ad revenues by publishing the truth of the accidents cause in the event said ads were pulled as ‘retaliation’ for negative Repco press.

 Motor racing was still very much a fringe sport in Australia in 1954. The authorities (including the police) were downright antagonistic about motor racing generally and specifically about using public roads for that purpose, particularly in New South Wales. Negative racing publicity of any kind at the time was not needed by the sport as it sought to become more prominent, recognised and respected.

 Whilst negative press about motor racing was probably of no issue or concern to daily papers the general motor magazines and especially AMS would have been keen to avoid coverage detrimental to the growth of the sport, and therefore a circumspect approach by them makes sense. For the general press the day after the race they had moved on to the latest bit of death and destruction locally or globally.

 Its easy to take pot shots of course in retrospect. Hindsight is one of my strengths my sons tell me. But what would I have done, what would I have written in publishing the November 1954 issue if I were Arthur Wylie, racer, editor and owner of Australian Motor Sports- knowing the facts of the accident?

 Exactly what he did and wrote my friends in all the circumstances outlined above…

 For Davison the post race celebrations started when he saw the chequered flag, his wife, a noted racer herself was given the flag to greet Lex as he completed his final lap.

After the formalities trackside the HWM was driven on public roads from celebratory gig to gig by the very popular Davo who became increasingly pickled as the evening progressed. Different times, wonderful times.

Things were more serious in the Maybach camp of necessity, their debrief took place at the Chevron Hotel in Surfers. During these discussions Brian Burnett was stupid enough to tell Jones he had driven ‘too fast and recklessly’ only to have Stanley floor him with one punch. In the circumstances he is lucky the pugnacious, tough little nugget from Warrandyte didn’t launch him into the next decade.

Maybach would be back of course, Maybach 3 had more than a nod to the contemporary 1954 Mercedes Benz W196 but alas Maybach never bagged the AGP win one of the cars surely deserved?…

The Maybachs…

The feature I wrote about Stan Jones is as much an article about Charlie Dean’s Maybachs, click on the link below to read about this amazing series of three cars- albeit the cars were under constant evolution! as befits any ‘works’ racers, the cars effectively Repco factory entries.

In my analysis and assessment of Repco’s racing history there were a series of distinct steps which led to Repco-Brabham Engines P/L World Championship success in the mid-sixties. The first is the  ‘Maybach Phase’, the second the shorter ‘Coventry Climax FPF/Repco Phase’ and the next RBE itself. The final bit is the Redco Engine Developments P/L ‘F5000 Phase’ of 1969-1974. So, the Maybach piece is a long, critical foundation component to put its importance into the correct historical context.





Various newspapers via Trove, ‘Australian Motor Sports’ November 1954, ‘The History of The AGP’ Graham Howard and others, ‘Larger Than Life: Lex Davison’ Graham Howard, ‘From Maybach to Holden’ Malcolm Preston, Graham Edney Collection, ‘Wheels’

Photo Credits…

Eddie Steet, Brier Thomas, ‘Larger Than Life: Lex Davison’, ‘The History of The Australian Grand Prix’ (HAGP), ‘From Maybach to Holden’, Dick Willis, The Nostalgia Forum

Tailpiece: If only- Stan Jones, Maybach 2, Southport ’54, pressing on as usual, maybe he was a bit more of a ‘percentage driver’ towards the end of his career, maybe…



Train commuters watch an unidentified MG TC, then Les Wheeler, MG TC chasing A Griffiths, MG TC Spl s/c at the June 1952 Parramatta Park meeting  (CRPP)

‘A two mile motor racing circuit with ground accommodation for 100,000 people is being built at Parramatta Park’ Parramatta, Sydney The Sunday Heralds headlines proclaimed on 21 October 1951…

 Parramatta is a large city within greater Sydney, 25 Km from the CBD, the huge park occupies an area of 245 acres and straddles the Parramatta River on the western edge of the town.

The 8,000 pound investment in the park facility was funded by ten local businessmen and used to clear and widen existing roads to a minimum of 28 to 30 feet. The projected average circuit speed of the circuit, designed and to be run by the Australian Sporting Car Club Ltd (ASSC), was 55 mph.

Barrie Garner, Frazer Nash in June 1955. Later an ace hillclimber in a Bowin P3 Holden. Track surface needs a sweep! Carnival atmosphere, big picnic crowd so close to the centre of Sydney (CRPP)

Motor racing in Parramatta Park had been mused about for decades. An article about the 1929 Monaco Grand Prix in the ‘Sydney Morning Herald’ mentioned the possibility of events in either Centennial Park, Sydney or Parramatta Park with the writer just as rapidly despatching the idea as one which would be scuttled by the authorities. Indeed, officialdom caused plenty of grief in relation to racing at Parramatta when it was finally becoming a reality.

The proposed event on 28 January 1952 was not the first planned at the venue, a meeting was scheduled to be held on 5 November 1938- the star Peter Whitehead.

The wealthy wool merchant/racer was to compete in his 1938 Australian Grand Prix winning ERA R10B. Officialdom intervened in the form of the New South Wales Chief Commissioner of Police who decided to ban the race on Friday, the day before the meeting, due to concerns about competitor and spectator safety. Click here for my article on the 1938 AGP including details and pictures of the ’38 abortive, aborted Parramatta Grand Prix.

In a reprise of the 1938 dramas the Chief Commissioner of Police again stepped in and refused permission for the January 1952 race. The ASCC appealed his decision before the Parramatta Court of Petty Sessions with the Magistrate upholding the appeal. The event was allowed to take place on the basis that spectators were permitted no closer than 40 feet from the circuits edge.

Over 40,000 paying punters turned up on raceday causing massive traffic jams throughout the area and its surrounds.

John Crouch Cooper MkV JAP from Curley Brydon’s MG TC Spl in a handicap event during the January 1952 meeting. One of the ultimate TC specials in Australia shaded by the new generation of cars. Check out the crowd (CRPP)

Star of the show that weekend was Sydney driver John Crouch driving a new-fangled, mid-engined Cooper JAP MkV to three wins of the seven events.

One of victories was perhaps the ‘main event’ of the day, a six lap invitation scratch race for the quickest guys of the weekend- he won it in his 1097cc Cooper. Stan Jones was second in the 4.3 litre Maybach 1 then came Reg Hunt’s mid-engined Hunt ‘500’ fitted that weekend with a Vincent 998cc engine Then was Jack Saywell’s Cooper 1000, Doug Whiteford’s 4.375 litre Ford V8 Spl ‘Black Bess’  and Alec  Mildren’s 1750cc Dixon Riley. The results are indicative of the rise of the small, efficient, mid-engine Coopers in Australia as was the case everywhere else in the world! Crouch set the lap record with a time of 1 minute 59 seconds.

In a reminder that ‘Motor Racing is Dangerous’, a wheel came off Doug Whiteford’s 1950 Australian Grand Prix winner, ‘Black Bess’ whilst travelling at circa 80 mph and landed in the backyard of a Victorian cottage adjoining the course. Fortunately the lady of the house was not hanging out the washing at the time the errant wheel landed atop her prize petunias.

Peter Lowe, Bugatti Holden from Laurie Oxenford, Alvis Mercury, January 1952 (CRPP)

Many meetings were held at the venue until 1957, regularly attracting over 10,000 spectators when the demands and difficulties of holding the races became too much. The circuits closure left the New South Wales circuits at the time as Mount Panorama at Bathurst, Gnoo Blas, Orange and Mount Druitt in Western Sydney.

I have long wanted to write an article about Parramatta Park but a paucity of photographs was the barrier. Not so now- the convenor and members of the Facebook group ‘Car Racing at Parramatta Park’ have uploaded some pearlers of shots- I’ve chosen some at random to give you a flavour of the place. For you FB folks just find and like the page in the usual way.

Stan Jones with a touch of the opposites in Maybach 1 chasing ‘Gelignite’ Jack Murray’s Allard Cadillac in the opening January 1952 meeting. Jones was so impressed by the speed of the Coopers in relation to his GP car he promptly placed an order for one, a MkIV was soon in his Balwyn, Melbourne driveway (CRPP)

Both the aces of the day and coming-men raced at the ‘Park including drivers such as Doug Whiteford, Frank Kleinig, Stan Jones, David McKay, Bib Stillwell, Dick Cobden, Bill Patterson, Lex Davison, Tom Hawkes, Alec Mildren, Tom Sulman, Ted Gray, Ron Tauranac, Jack Brabham and many others. RT ran the very first of his Australian Ralts in the opening meeting, as against the Pommie built ones, and his later partner Brabham raced his Dirt Midget!

Jones big Maybach ‘monstering’ Ron Tauranac’s Ralt Norton ES2 500, January 1952 (CRPP)

The program described Jack thus- ‘A familiar winner at the speedway, and this years Australian Hillclimb Champion, Jack should find the circuit well suited to his style. His car is very light, has four wheel hydraulic brakes and is powered by a home made engine using J.A.P bits’.

By the June meeting Jack had jumped into a Cooper Mk5 500, the wry description in the program observed; ‘Australian Hillclimb Champion of 1951, Jack, one of our best midget drivers, is a new recruit to road racing, his Cooper…was an 1100, now has an engine designed and built by the new owner, a foremost expert at getting quarts out of pint pots’ ! A sage description of Jack’s ability to conjure something out of not very much throughout his career as both constructor and driver.

Dick Cobden from Bill Patterson in Stan Jones car and Bill Shipway- Coopers galore, all MkV’s I think June 1955 meeting (CRPP)


Sydney Sunday Herald 21 October 1951, ‘Fast and Furious: The 1938 Parramatta Grand Prix’ article by Peter Arfanis

Photo Credits…

‘Car Racing at Parramatta Park’ Facebook Group (CRPP)

Tailpiece: Parramatta Park opening meeting, January 1952…




(K Drage)

Falls mainly on Warwick Farm, at least at its first open meeting it did, 18 December 1960…

Sydneysiders heap plenty of shite on Melburnians given our ‘four seasons in one day’ weather which does present its challenges to the ladies every now and again. Whilst I am a Mexican (Victorian) I am a Sydneysider by inclination having lived ‘in the guts’ of the place for nine wonderful years, in Observatory Hill/Millers Point. As a local when it does rain up there it can be sub-tropical in its intensity, it absolutely chucks it down in Cairns like fashion, as it did during the ‘Farms opening meeting- all of it.

Making like a duck in Kevin Drage’s opening shot is Derek Jolly, the wealthy Penfolds Wines heir’s equipe of Jaguar XK 140 Coupe and ex-works Lotus 15 Climax is behind him. Not sure how he fared in the Sportscar events, click hear for a feature I wrote about him and the Lotus a little while back;

(K Drage)

The photo above in the form-up area is #9 Bill Patterson’s Cooper T51 Climax FPF 2.2, #21 Doug Whiteford’s Bib Stillwell owned Cooper T51 FPF 2 litre, then Stillwell’s red Cooper T51 Climax FPF 2.5 and Austin Miller’s yellow Cooper T51 Climax FPF 2.2. Bill didn’t start the ‘Warwick Farm Trophy’ feature race so this is the lineup for the preliminary or before the Victorian Holden dealer pulled the pin.

The ‘Warwick Farm Trophy’ was watched by 12,020 soggy spectators and was won by Bib Stillwell’s T51 2.5 from John Youl’s 2.2 litre variant, then Austin Miller and Lex Davison’s big-bellowing six-cylinder Aston Martin DBR4/250 3 litre. In the following four years, when held in glorious weather, Warwick Farm attracted between 23,000 and 36,021 (1962) to its annual International Meetings- strong numbers to see the F1 stars of the day. It was most unfortunate to have such poor weather for the circuits first big meeting but it was not at all a portent of what was to come for ‘Gods Little Acre of Motor Racing’ for the next thirteen years.

Stillwell’s Rice Trailer behind Lex, the ‘Ringwood’ Rice is Patto’s (K Drage)

Lex’ Aston, chassis DBR4/250 number ‘4’ was powered by a 3 litre Aston DBR1 sportscar engine- Astons won the 1959 Le Mans and Manufacturers Championship with these wonderful cars.

Lex popped the front-engined car on pole- he came sooo close to winning the 1960 Australian Grand Prix at Lowood in it from Alec Mildren’s terribly clever Cooper T51 Maserati in June. Then Davo ‘crossed the fence to the dark side’ and raced a Cooper T51 to a somewhat lucky win in the ’61 AGP at Mallala.

Must get around to doing an article about these Aston’s in Australia, were there two or three?…

(J Ellacott)

John Ellacott’s grid shot above comprises Patterson, Davison and Whiteford (red), then Miller and Stillwell (red) . On row three is John Youl Cooper T51 FPF 2.2, Stan Jones blue Cooper T51 Climax FPF 2.3 and Jon Leighton Cooper T45 Climax FPF 2 litre (this side) A row further back Arnold Glass sits on his lonesome in a Cooper T51 Maserati 250S 2.5 then there is John Roxburgh Cooper T45 Climax FPF 2 litre, Noel Hall Cooper T51 Climax FPF 2.2 and Jack Robinson’s Jaguar Spl XK120 3.4 litre and at the rear Alwyn Rose in the Dalro Jaguar 2 XK120 3.4 litre. As I said earlier the results I have say Patterson did not start so perhaps we lost him on the warm-up lap

David McKay’s Morgan Plus 4 #71 in the Sportscar race which he wins…

(J Ellacott)

Love this anecdote sent to me by journalist Ray Bell- ‘The first race ever at Warwick Farm was for sportscars and you have that pic of the Austin Healey leading McKay in the Morgan off the grid.

McKay dogged the Healey driven by Bob Cutler, until Cutler spun. McKay won, Cutler came in second. Later in the pits McKay went up to him and said, “You were never going to win that race, boy!”. And Cutler asked why.

“See his here” McKay said, pointing to the tiny service sticker on the window of the Healey (you know the ones, oil change due at x miles, with the oil brand or the servo name on it), “That’s advertising, I would have protested!”

Some people’.

For international readers, advertising as it also was in Europe, was banned on racing cars at the time.

Photo Credits…

Kevin Drage, John Ellacott

Special Thanks…

Ray Bell

Tailpiece…I don’t wanna get my feet wet! Derek Jolly, Lotus 15 Climax and ‘plug box contemplating a day for the ducks, and a damp practice session…

(K Drage)



(L Richards)

A motorsport event in Kew, Melbourne even in 1954 is a new one on me?!…

Its a rather nice, leafy, green suburb through which the Yarra River flows 5 Km from Melbourne’s CBD- ‘stockbroker belt’ stuff with some of Melbourne’s ‘better’ private schools contained therein. There is plenty of wealth in the area, then and now. So how come the good citizens of Kew allowed a motor sport event to take place on their turf prey tell?!

Stan Jones’ Cooper Mk4 JAP and a motor-cyclist are about to ‘blast off’ along the Kew Boulevard at Studley Park by the look of it. The flag-man is Reg Robbins, long-time member of Stanley’s racing equipe.

It’s a stretch of road we have all done lap records upon before the long arm of the law toned things down somewhat. A ribbon of bitumen that commands respect as a fair proportion of it is open and high speed despite changes to slow things down.

I have it on good authority that the number of 911’s which go in backwards is not that much different now to the 1980’s when there were plenty of wallies with loads of money not reflected in commensurate levels of driving talent. Many an insurance tale of woe was born on this stretch of blacktop.

(L Richards)

In any event, what is going on here, some of you are Kew locals, we are all intrigued to know?

Stan has his ‘Maybach’ helmet on , it was a good year for him, he had just won the New Zealand Grand Prix at Ardmore in perhaps Australia’s most famous special, the Charlie Dean/Repco built and prepared Maybach on 9 January. No wonder he has a big smile upon his face.

For Jones it was an easy event logistically. He lived in Balwyn, an adjoining suburb and his ‘fettler’ Ern Seeliger’s garage was in Baker Street, Richmond, also a couple of kays from The Boulevard on the other side of the river.

I am intrigued. Do tell folks!?. Maybe its a promotion and i’m getting excited about absolutely nothing…

An idea of the Kew Boulevard in 1958- not much different now, leafy green and lots of curves. This is the finish of a ‘car trial’ treasure hunt social event (L Richards)

Photo Credits…

Laurie Richards, State Library of Victoria, David Zeunert

Tailpiece: Stan and Cooper JAP, Templestowe Hillclimb circa 1952…


Templestowe Hillclimb was not too far from Kew, where the shots above are taken, so here is a snap of the man in action there. I’ve no idea of the date in the event that one of you were there to sort that point. Jones hustled a car along, he was a physical, press on kinda driver who pushed hard, not lacking finesse mind you, but you could always see him trying to get the best from his mount.

Just as he is here, using all of the available road…


(K Harris)

The Northern Territory entered Jaguar Mk7 of B Kingston and a Holden 48-215 line up for fuel at Bonds Chalet, Alice Springs during the 1953 Redex Round Australia Trial on 9/10 September…

It’s a quintessential Alice Springs scene, the red-brown parched soil and mid-green eucalypts framed in the distance by the MacDonell Ranges. Most of us of a certain age attended Primary Schools with artwork by Albert Namatjira, in these hues, hanging on the classroom walls.

Adelaide based Bonds Bus Tours provided ‘Parc Ferme’ and refuelling facilities for the rally in Alice Springs. These amazing photos were taken by a longtime employee, Kevin Harris. Rolled gold they are too, even though they are of the cars at rest, with one exception.

The post-war pent-up demand for entertainment, in those much simpler times was massive. Bouyed by an economy which was starting to boom, Australians turned out in their thousands to watch the progress of the 187 participants in the 1953 Redex Round Australia Trial.

In part it was because most roads west of Adelaide were challenging to say the least. The fact that the rules provided that cars were largely unmodified meant that the average man in the street could see how his car, or the one he aspired to own went created some interest. Cars were stock other than for underbody protection, carburettor, exhaust, lighting and instrument modifications.

Many of Australia’s better racing drivers competed, not that they were all household names by any stretch, but many were by the end of the decade in part due to their trial exploits in the years to come. The media, by the standards of the day provided massive coverage also fuelling the fire of public interest.


Stan Jones Holden 48-215 and O Yates Austin A40 Atlantic, Stan a tough nut purpose built for an endurance event like this, even if his press-on style was not (K Harris)

Fifty thousand people lined the streets of Sydney from the start at the Sydney Showgrounds at Centennial Park on 30 August and lined the route through the major cities the circus traversed. Whilst the event was styled as a reliability trial it was effectively a race as we shall see. So there were plenty of acts of derring do and accidents aplenty.

Name drivers included ‘Gelignite Jack ‘Murray, the ‘Preston Holden Team’ of Holden 48-215’s driven by Lex Davison, Stan Jones and Charlie Dean. David McKay and ‘Curley’ Brydon ran Austin A40’s and Jack Brabham a Holden 48-215. Norman (father of Alan) Hamilton, the Porsche importer entered a 356, Frank Kleinig a Morris Minor. Jack Davey ran a Ford Customline- the popular radio show host broadcast on local radio stations along the route and had a can of hairspray in the glovebox to look his best at all times. Bill McLachlan ran a Customline, Don Gorringe a Jowett Javelin, Peter Antill, a trials ace raced a Plymouth with Eddie Perkins in a Rover 75, Laurie Whitehead ran a Citroen and John Crouch a Peugeot 203, Ken Tubman another.


Norman Hamilton, Porsche 356, I wonder if this car still exists? (unattributed)

The entry included all of the above as well as an Allard, Vauxhall Velox, Mercedes 200D diesels, MG TD’s, De Soto, Humber Super Snipes and a swag of big, strong 1948 Ford V8’s. In addition were Peugeot 203, Jaguar Mk7, Chrysler Airflow, Hudson Terraplane, Ford Anglia, Zephyr and Consul, Singer 9, Simca, Vanguard, Hillman, Riley and so on!

It isn’t my plan to cover the trial in detail but rather to showcase the Kevin Harris  photographs taken during the Alice Springs stopover on September 9 and 19 1953. A summary of the trial, a heavily truncated version of a couple of other articles follows.


B Gurdon Austin A40 and Lex Davison Holden 48-215- the ever versatile Victorian racer/businessman was quick in anything or any sort of event from Trials to GP cars (K Harris)

Ted Hoy’s Chrysler Airflow, car #1 later to play a critical part in the result of the event, was the first to leave the showgrounds at 2pm, the last to travel along Driver Avenue was a Queenslander, Miss J. Hill aboard a Renault 750 at 11.33pm.

150,000 people lined the streets through Sydney’s northern suburbs to Hornsby to watch the start of this amazing 6500 mile adventure, the second longest event of this type in the world at the time. The first breakdown was a Jaguar Mk7 which died near the Hawkesbury River only 52 Km from the start!

The leaders averaged about 50 mph (80 km/h) up the Pacific Highway to Brisbane, with mechanical failure taking points from some of the novices. The first bad accident happened near Gin Gin, when Patience/Binks hospitalised themselves after rolling their Ford V8 down an embankment.

The field didn’t strike unsealed roads until after clearing Rockhampton. The challenges began with corrugations, culverts, cattlegrids, washaways, dry creek beds and everything else the vast brown land could throw at them. McLachlan, one of the favourites, lost two hours 15 minutes with water pump failure on his Customline, but still made the Mackay control on time.

In 24 hours’ rest at Townsville, the organisers counted 177 cars in control with 128 clean-sheeters.


The Antill Chrysler Plymouth, no idea where (unattributed)

At this point the trial stopped being a rally and became a road race.

Word went thru the field that the organisers had decided that if several crews reached Sydney without loss of points, their times on the TownsvilleMt. lsa and Alice SpringsAdelaide sections would decide the winner. They were given 16 hours to cover the 609 miles (980 km) from Townsville to lsa. It was ‘game on’ amongst the racers.

Peter Antill’s Plymouth was fastest with an incredible 13:22. The first car to reach Mt. Isa was Possum Kipling’s, 14 hours 12 minutes after leaving Townsville. He had to get the control officials out of bed, he was so early!

Behind him was a nightmare of crashed cars, irate police and horror stories. Half the field was spread across most of Queensland. Bill McLachlan was directed wrongly in the middle of the night and drove 136 miles (219 km) off course before getting back on the right road, only to hit a cattle grid that had been de-guttered by the field. Stan Jones hit the same grid.


Bonds Alice Springs vista ( K Harris)

Bill Murray rolled his Plymouth, Hamilton’s Porsche hit a kangaroo and deranged its front suspension, driving the rest of the way into the Isa on the undertray. The last car, Anderson in a Skoda, staggered into town after a 24 hour 44 minute trip following a trail of wreckage

The next stage over bitumen to Darwin, was 1098 miles (1760 km) the average set at 44 mph (71 km/h). Antill hit a galah (indigenous bird) which took out his windscreen, his car already had a cracked chassis.

McLachlan had broken his Customline’s diff housing, but the medium-sized cars, like the Holden of Kipling, who was second into Darwin, and the Rover of Perkins, 3rd into control, were in good shape.

‘Wheels’ magazine in its report of the trial wrote: ‘The myth that the only car suited for Australian conditions was the large American vehicle had been exploded’.


‘Parc ferme’ #114 Charlie Deans Holden 48-215, the master engineer taking time away from his Repco Research/Maybach race preparation duties but no doubt keeping some kind of eye on his driver S Jones Esq in one of the other ‘works’ Holdens. Stan very much one of the quickest guys in Australia at the time and stiff not to win the Australian Grand Prix in Maybach 1 that November with mechanical problems ( K Harris)

From Darwin 132 cars set out for an easy drive down the bitumen to Alice Springs  for servicing and repairs at Tennant Creek, then on to the Alice.

At Alice Springs the field stopped at Bonds facilities as shown in the photographs. The cars were scheduled in from 8.51am on Saturday the 9th, and out, commencing 12.01am on the 10th.

Of the 41 clean-sheeters who departed Darwin, 38 were there when the field lined up for 368 miles (592 km) of desert to Kingoonya.

This stretch was considered impossible to cover in less than 48 hours- the organisers had set a time of 15 hours 10 minutes. In addition the field were given only one hour’s rest at Kingoonya before despatch for the 424 mile (682 km) run to Adelaide, an an average of 42 mph (68 km/h).

Lex Davison arrived in Kingoonya in an unbelievable 13 hours 39 minutes. Second was Possum Kipling in another Holden in 14:10. Tom Sulman, prominent racer, was fastest in his Humber Super Snipe when he emerged from the desert and drove south to Adelaide.


Magic scene, the Cusso framed between the truck wotizzit? and old Shell bowsers. Driver is S Levy, NSW (K Harris)

By Adelaide there were 11 clean-sheeters. Crews had to be lifted from their cars after up to 60 hours at the wheel without a break!

 The road had decimated the field, who limped in with hair-raising tales of tying up rear suspensions with tyre chains, living underground at the opal mining settlement of Coober Pedy, jamming coir matting into a broken front end to keep going and crew members going crazy from the dust and heat.

The field of 11 clean-sheeters who left Adelaide faced only bitumen roads through to the finish in Sydney via Melbourne. They were Davison, Kipling and Davies in Holdens, Perkins (Rover), Tubman (Peugeot), Sulman, Ken Robinson and Jack Masling (Humber Snipe), Antill (Plymouth), Nelson (Vanguard) and David McKay (Austin A40).


HR Smith, Pug 203 from WA, no idea where the crossing is (unattributed)

The journey was easier given the sealed roads and by this stage the police were very stroppy ‘about the crazy high speeds’. As a consequence the organisers threw in a special section or stage to help break up the field.

An 11-mile (17.7 km) stock route was chosen between Marulan and Bowral in NSW, part of a 30-miles (48 km) long elimination section which included a flooded river crossing, Paddy’s River. It was a metre deep with several cars being washed downstream.

Some drivers stopped and fitted protection in front of the radiator before entering the water, but the winner of the event, Ken Tubman was one who elected to drive right through. He stalled, but the 203’s engine restarted.

The Paddy’s River crossing and the strange action of Hoy, the man who had retired his Airflow at Mount Isa, got bogged, with the whole field held up for at least 30 minutes. The drivers naturally tried anything to get around him and save points.

No-one is quite sure what happened to whom or who set up the stage. The contest was so tight it took five hours for the Australian Sporting Car Club to work out that 37 year old Ken Tubman and his navigator, John Marshall won in their Peugeot 203 by 25 seconds from the Robinson Humber Super Snipe- 25 seconds after 10,500 kilometres of murderous country!


Ken Tubman and John Marshall take the chequered flag in Sydney. Results not announced until some 5 hours later. Peugeot 203 (unattributed)

In one of those ‘Win On Sunday, Sell on Monday’ moments the victory caused a sales rush on Peugeots- every new Pug in the country was sold within a week.

The first Redex Trial went down in the annals of Australian automotive history as one of the harshest long-distance events ever run. It had everything- characters, heroes, bravery, stupidity, crashes, ingenuity and mayhem!

Off the back of its 1953 success, 31 203’s were entered in the 1954 Redex, that year won by Jack Murray’s Ford. Ken Tubman competed in rallies well into his sixties winning a re-run of the trial from ‘Gelignite Jack’ Murray in 1974. He also took part in a 1983 anniversary re-run in a Peugeot 505. He died at his Maitland, NSW home in May 1993.

Bibliography…, Unique Cars and Parts

Photo Credits…

Kevin Harris

Tailpiece: End where we started with the Kingston Jag Mk7, here  lifting its skirts as it leaves Alice Springs…



Stan Jones struggles to keep Maybach 3 in front of Reg Hunt’s Maser A6GCM during the first lap of the 1955 Australian Grand Prix at Port Wakefield, South Australia…

The two cars were arguably Australia’s greatest special and production racing car at the time. Mind you the ‘special’ descriptor belies the ‘tool room’ quality of the Maybach series of cars in terms of both design and execution by Charlie Dean and his team at Repco Research in Melbourne. The Maserati A6GCM and 250F family are members of one the greatest series of production racing cars ever built. Not that either of them won this particular contest mind you!

Jack Brabham returned to Oz from his first season in Europe replete with a self-built Cooper T40 Bristol, winning the Port Wakefield race in the 2 litre, 150bhp, 1100lb, mid-engined car. Was it the first time a ‘modern era’ post-war mid-engined car won a national Grand Epreuve?

Brabham had luck that weekend in South Australia in a car which later became notorious for its unreliability- he won the race after the retirement of, or problems encountered by some of the races ‘heavy metal’ including Jones ‘works Repco’ 3.8 litre Maybach, Hunt’s Maser 250F engined Maserati A6GCM and another Melbourne motor-trader, Doug Whiteford’s 4.5 litre Talbot-Lago T26C.


Clem Smith’s Austin Healey 100, DNF suspension being rounded up by the first and second placed cars of Brabham and Hunt- Cooper T40 Bristol and Maser A6GCM 2.5 (unattributed)

Hunt and the Maser were the form combination at the time, Reg took the lead from Jones on lap 1 and lead the race convincingly until the failure of a finger type cam follower forced the Maser onto 5 cylinders, Brabham was soon past into a lead he held for the races duration. Jones had clutch dramas, with Whiteford 3rd, behind Hunt, in a car which raced too late after it’s initial arrival in Australia- devoid of some of the trick bits Doug paid for, shifty furriners!

The 80 lap, 104 mile event was the 20th AGP and noteworthy as the first on a bespoke purpose built circuit, Port Wakefield is 100Km north of Adelaide in flattish, coastal, saltbush country. Previous Grands Prix in Australia were on closed roads or airfields. Port Wakefield, 1.3 miles in length, was used from 1953 to 1961, when Mallala, built on a disused Royal Australian Air Force airfield became the main South Australian circuit.


State Library of Victoria, Reg Fulford Collection, G Howard and Ors ‘The 50 Year History of The Australian Grand Prix’

Tailpiece: ’55 AGP, 20 lap, third qualifying heat underway, Hunt and Jones on the front row…

As a cursory glance of the mix of competitors shows, the race is a Formula Libre event. On the second row is Brabham’s streamlined, central-single seater Cooper T40 Bristol and multiple AGP winner Doug Whiteford’s Talbot-Lago T26C. Rather a neat contrast of post, and pre-War technology? On the next row is the Austin Healey 100 of local South Australians Greg McEwin and Bill Wilcox’ Ford V8 Spl. Desolate flat, saltbush country clear.

port w


Bill Patterson getting all he can from the 1000cc JAP engine in his little, lithe, light and nimble Cooper MkV. He is on his way to Australian Hillclimb Championship glory on 19 April 1954 at Collingrove, Angaston in South Australia’s Barossa Valley…

Patterson was an immensely fast driver, look closely and you can see his left hand proud of the wheel as he gently corrects the powerful little cars slide on the testing, wonderful Collingrove Hill.

I wrote a short article about this Cooper, chassis # MkV/41/51 a while ago, that article was inspired by a photo, as is this one which covers the history of the car and of Bill Patterson, an Australian champion driver. Click here for the earlier article which provides information about air-cooled Coopers generally, and the MkV specifically.

patta brands


The car was bought by Melbourne’s Bill Patterson and Geelong’s Tom Hawkes in the UK and raced by them in 1951 before they brought it back to Australia…

The wealthy Victorians arrived in mid 1951 with the intention of having a racing holiday. Tom was to buy and prepare the car and Bill was to drive it. John Crouch, the Australian Cooper Distributor arranged for delivery of a newly released Cooper MkV to the duo but it was fitted with a JAP 500cc engine rather than the more reliable Norton ‘double knocker’ which was simply unobtainable. The car was specced with long range tanks with longer races in Australia in mind.

The 500 Club has this to say about Patto’s performances in it ‘Patterson travelled to England in 1951 and bought a Cooper MkV JAP which he raced in England and Europe. Given the competitiveness of the British scene, and the dominance of the Manx Norton engine, Patterson achieved some creditable results including a 2nd in the Commander Yorke Trophy in August…In September he took a trip to Grenzlandring, Germany, 3rd to the Ecurie Richmond cars of Brown and Brandon…he managed a 2nd and 4th in heats at Brands but failed in the final.’

He arrived razor-sharp back in Australia after the intense competition of F3 in the UK and Europe first racing in Australia at Parramatta Park, Sydney in January 1952. Stan Jones then bought the Cooper in a deal in which Tom Hawkes acquired Stan’s Allard J2. But Patterson shared the racing with Stan before eventually buying the car in 1954.


Bill Patterson’s Cooper MkV chasing the big ex-Bill Wilcox Phil Harrison Metallurgique/Dodge Special at Port Wakefield, South Australia’s opening meeting, in January 1953. Classic battle of big and small/old and modern technology, the chassis of the Metallurgique/Dodge dating back to the 1920’s. Harrison won the race, the car based on a chassis found in a wreckers yard with a body built by Bob Baker in Melbourne. Patto retired with a broken throttle cable on lap 4 (State Library of SA)

A JAP 998cc engine was fitted, the car  first raced in this form at Rob Roy Hillclimb in outer Melbourne on 28 February 1954, Patto won the 1954 AHCC in it as detailed earlier, as well as the 1955 South Australian Hillclimb Championship, also at Collingrove.

The little car contested the 1955 AGP at Port Wakefield with Patterson at the wheel with a JAP 500 fitted, he retired. In fact the mates Jones (Maybach), Hawkes (Cooper T23 Bristol) and Patterson all retired from the AGP, won by Jack Brabham’s Cooper T40 Bristol, Jack having made his F1 Championship GP debut in that car at Aintree several months before.


Stan Jones, Collingrove, Cooper MkV, Easter 1955  (State Library of SA)


Stan Jones, Cooper MkV in the Collingrove paddock, probably Easter Monday 1955. He set a new outright record of 38.02 seconds during this meeting (State Library of SA)

The car passed into Ken Wylie’s hands who raced it with both Norton 500 and JAP 1000 engines before crossing Bass Straight to Jock Walkem in Tasmania, he fitted a JAP 1000. The car came back to the mainland, Victorian John Hartnett raced it with both JAP 500 and 1000cc lumps. It then went back to Tassie, raced by both Dave Powell senior and junior powered by JAP 500, 1000 and 1100 motors as well as a BSA 500 engine. The car was then sold to Peter Dobson and passed to Brian ‘Brique’ Reed who restored it in the 1970’s. After many years of ownership it was bought by Peter Harburg.

patto race

#12 D Harvey MG TC s/c from #8 Bill Patterson or is it Stan Jones? Cooper MkV, #11 D Tillett MG TC, Port Wakefield, Easter 1955 perhaps (State Library of SA)

Bill Patterson…

Patterson, was born on 30 August 1923 into a family of considerable wealth. He was the son of Wimbledon tennis champ Gerald Patterson and a nephew of famous Australian opera singer, Dame Nellie Melba.

Gerald Patterson was the Wimbledon singles champion in 1919 and 1922. He represented Australia in the Davis Cup from 1919-1928 and in 1927 won the first Australian singles title at Kooyong until the modern era, the home of Australian tennis. Patterson fought in the Great War and was decorated for his bravery, being awarded the Military Cross as a member of the Royal Field Artillery at Messines in 1917.

By the time his tennis career was over he had embarked on a very successful business career initially with sporting goods manufacturer AG Spalding Bros, by 1935 he was its CEO and went on to become a director of some other well known companies of the time.


France’s Suzanne Lenglen and Gerald Patterson, mixed doubles champions at Wimbledon in 1920 (Bob Thomas)

Bill was born into a life of privilege, initially growing up at 15 Barry Street in Kew, the scene of many society parties and events including tennis matches on the home’s grass court. The family soon moved to nearby Toorak, Melbourne’s suburb of the ‘great and the good’.

He attended Scotch College in nearby Hawthorn, leaving in 1934 to attend Geelong Grammar, his sporting intent and prowess apparent as a member of the school’s rowing First VIII in 1938. Born into such circumstances is a double-edged sword of course, being the son of an elite sportsman-and businessman is seldom an easy thing given the expectations foisted upon the child.


Bill Patterson is his stripped MG TC, approaching The Spillway, at the 16th Rob Roy Hillclimb, 2 May 1948 (George Thomas)

I am intrigued to know what Bill did when he initially left school, he first came to motor racing prominence driving one of the first MG TC’s delivered to Melbourne post-war. His first event appears to be the 11th Rob Roy Hillclimb on 24 November 1946. This car was soon replaced by a second TC which was stripped and tuned.

He contested the 1948 Australian Grand Prix at Point Cook in outer Melbourne in this TC, which was fettled by Reg Nutt. The race is famous for the intense heat of the meeting which forced many of the top runners to retire from the impacts of the heat on either their mount or themselves. By lap 13 Patterson led the race, aided by a pretty good handicap. The car retired from the race, boiled dry on lap 24. The event was won by Frank Pratt’s BMW 328, which like Patterson, was aided and abetted by a good handicap.

Soon after the AGP Patterson and later Australian Grand Prix three times winner Doug Whiteford built a stripped, lightweight, two seater TC Special which had a curvaceous aluminium body made by Bob Baker in Melbourne. The engine was fitted with all the trick bits of the day and was supercharged, a Marshall blower was fed by a 1 3/8 inch SU carburettor at a boost of 10psi. The car was powerful, finned drum brakes were fitted as well as adjustable shock absorbers.

This famous little car, which still exists, first appeared at Rob Roy in January 1949, it’s first race was at Fishermans Bend in March. The car was fast from the start but Patto’s nemesis in under 1500cc events was Ken Wylie’s Austin A40 Spl. The MG first won at Nuriootpa in April 1949.

Back in the Barossa Valley, Patterson contested the 1950 AGP at Nuriootpa in South Australia and was on hand to see his friend Whiteford win in ‘Black Bess’ Doug’s Ford V8 Ute based, amazing, special. Patto’s TC blew a head gasket on lap 6 having had a torrid dice with Stan Jones HRG in a preliminary race, Stan did not start the race.


Patterson and his MG TC Spl at Hell Corner, Bathurst, Easter 1950. Pretty, fast, well driven car (George Reed)

At Bathurst in Easter 1950 he did a lap of  3:17 seconds, the fastest a 1500cc car had been around the demanding mountain circuit. John Medley observed in his ‘Bathurst Bible’ ‘The lightweight green car had an impressive collection of wins to its credit and was probably then Australias fastest MG…the driver was to become one of Australia’s fastest’.

Of great interest to Patterson was the appearance at Bathurst of the first two Coopers in Australia. The cars, MkIV’s, were raced by Keith Martin/Arthur Wylie and Jack Saywell. These ‘very light, 600lbs dry and with 82bhp 995cc JAP motors, all independently sprung MkIV Coopers, were, for their competitors, a taste of tomorrow’ said Medley.

Patterson had a very successful meeting with the TC at Balcombe on Victoria’s Mornington Peninsula in June 1950 with two wins and two seconds. Not long thereafter the car was sold to Sydney’s Curly Brydon who also did well with the car, developing it further.

For Bill Patterson though, the path was clear, he was off to the UK to race a Cooper in British 500cc F3, the toughest training ground of all at the time. Patto contested the Round Australia Trial in a Holden and a Peugeot, and other than a brief Ferrari flirtation which fell into his lap, he was pretty much a Cooper Man for the rest of his racing career.

After his 1951 season and the continuation of his career with the MkV in Australia covered above, he finally sold the little air-cooled bolide and bought his first Coventry Climax engined Cooper. This mid-fifties period coincided with the commencement of his Holden dealership, let’s spend a moment on that before picking up Patterson’s next Cooper.

The Australian economy boomed in the 1950’s buoyed by the pent up demand of wartime austerity, global demand for our products, wool, wheat and goods produced behind high tariff walls, high levels of migration from war-torn Europe and greater availability of consumer credit. The ‘great Australian dream’ of owning a home and a car were now within reach of larger numbers of people than ever before.

It was in this environment that Bill Patterson and his father (Gerald’s biographical notes make it clear he was a director of Bill Patterson Holden) chose Holden as the marque they would sell and Ringwood as the centre of their ‘Prime Market Area’ they secured from General Motors Holdens. It was an astute choice of location. No doubt Holden were well pleased to have Patterson as a dealer given his and his families profile. Fellow elite Melbourne racers Reg Hunt, Lex Davison, Stan Jones and Bib Stillwell also had, or would have Holden franchises

In 1955 (Bill Patterson Motors Ltd was incorporated on 3 October 1955) Ringwood was very much on the eastern urban fringe of Melbourne (30Km) as the city marched, for the reasons outlined above rapidly in every direction other than into Port Phillip Bay! Surrounding suburbs of Mitcham, Heathmont, Vermont and Croydon were served by better roads into Melbourne and train lines. The middle class were Holdens target market, Bill chose his location wisely. As the local populace and their incomes grew so too did Holdens range of cars, Patterson added BMW to the mix in the 1970’s, another great choice of a marque not well known in Oz, and on the rise.


Patterson’s dealership at 55 Maroondah Highway, Ringwood in 1959. Holdens are ‘FC’ models, Cooper is the T43 Climax. It might not look so special now but the architect designed showroom was schmick at the time (Wolfgang Seivers)

Patterson’s Ringwood premises were initially modest but by 1959 he had built a state of the art dealership at 55 Maroondah Highway, just at the bottom of the downhill drop below Heatherdale Road, designed by Hassell McConnell Architects, Hassells are still one of Australia’s best architectural outfits, a global one at that. I can well remember as a kid visiting my aunt in Mitcham ‘out in the sticks’ as my father described it, and the impact of Patterson’s big site whenever we were in the area.

The point here is that Patterson, did things well and thoroughly. It helped that he had access to, probably, family working capital but he invested wisely and ran a very strong operation for decades.

In a previous life I worked as a consulting accounting/financial advisor to motor dealers for 7 years or so and worked with over 20 dealers across many franchises, not Patto I hasten to add. They are complex businesses; effectively 5 enterprises under one roof-new cars, used cars, service, parts, plus finance and insurance. Add to that the property aspects.

Lots of people think dealerships are ‘money for jam’. They are not, the space is incredibly competitive and the profit margins thin. The investment in infrastructure is significant. They need to be very well run with great, ongoing vigilance around daily detail to make good money. Patterson was one of Holden’s best dealers for decades, consistently in their Top 15 nationally and the figures were distributed monthly by GM, the peer pressure relentless and ongoing! At the top of the GMH tree, by the way, was often fellow Victorian, former champion racer Reg Hunt, his huge site on the Nepean Highway in Elsternwick well known to many Australian race fans.

Back to the racing. In 1956 Patterson imported a Cooper T39 Climax, #CS/12/56 a sportscar powered by a Coventry Climax SOHC 1500cc engine. The car first raced at the Albert Park Olympic AGP Meeting in November 1956, he managed to roll it at the end of the straight during the Australian Tourist Trophy won by Moss’ works Maserati 300S! Damage was superficial. Quickly repaired the pretty little car won its class and was 3rd outright in the Argus Trophy in the second weekend of the two part meeting.

The car was pretty much unbeatable in its class, Bill took it to Caversham for the 1957 Australian Grand Prix held in WA, Caversham is 16 kilometres from Perth. He stripped a gear in the first heat and, unable to race the car, became relief driver for Lex Davison’s ex-Ascari/Gaze Ferrari 500/625  winning the race with Davo in searing heat. Bill did some laps whilst Davison was treated for the effects of heat before returning to the event.

The win was in somewhat controversial lap scoring circumstances from Stan Jones, who raced solo in his Maser 250F. Patterson was 10th in the 1957 Gold Star Championship, the first year in which this for many years prestigious championship was run. Davison won the award in his Ferrari.


Patterson in his Cooper T53 Climax, Longford 2 March 1964. The car is painted in his usual subtle but distinctive livery of white with a light blue stripe. He only completed 13 laps of the race won by Graham Hill’s Scuderia Veloce Brabham BT4 Climax (

Patterson raced a succession of Cooper single-seaters and was always regarded as one of the fastest local drivers…

The Cooper T39 sports was sold when Bill bought the ex-works Jack Brabham Cooper T43 Climax #F2/9/57 which Jack brought to Australia to race at Gnoo Blas, Orange in January 1958. Jack sold the car to Bib Stillwell, the first of many cars Jack sold to Bib! Bib sold the car shortly thereafter to fellow Melbourne motor trader Patterson after Stillwell repaired it; he rolled the car at its second meeting in his hands at Bathurst, Easter 1958.


Patterson’s Cooper T43 Climax chasing Arnold Glass’ Maserati 250F through the Longford Viaduct during the first heat of the 1959 AGP carnival. Whiteford’s Maser 300S won from Glass and Patto. Stan Jones won the GP in his 250F, Glass 3rd and Patto DNS the GP itself having lost a tooth off third gear in this heat (

Bill first raced it at Lowood, Queensland in 1958, and later in the year at Bathurst in the Australian Grand Prix, a great race won by Davison’s evergreen Ferrari 500/625. Bill qualified the 1760cc Climax engined car well, on row 4 amongst much more powerful machinery. But he was out of luck again, this time not taking the start with a blown head gasket.

He retired again at the Melbourne Grand Prix at Albert Park in November 1958 and did not take the start of the Longford 1959 Australian Grand Prix, that race won by Stan Jones’ Maser 250F. Bill was 3rd in his heat but knocked a tooth off 3rd gear preventing a start in the GP itself. Again.

Bill put the car to one side and kept it as a spare which was occasionally raced by Doug Whiteford when he bought a T51 GP Cooper, #F2/15/59, a car supplied less engine in mid-1959. The car was built up in Patterson’s Ringwood dealership by his mechanic, Trevor Hill and made its debut at Port Wakefield in October 1959.

He was 4th in the 1959 Gold Star, using the T43 and new T51 which was fitted with a 2 litre Coventry Climax FPF DOHC engine winning 2 rounds at Port Wakefield and Phillip Island, both in the T51.


Patterson leads Austin Miller’s Cooper T51 Climax during the 11 December 1960 ‘Lukey Trophy’ at Phillip Island, in his first T51 ‘F2-15-59’. Bill is diving into MG Corner during his winning run (AMS)

He went one better, 3rd in the 1960 Gold Star in the Cooper T51 Climax, the car at one stage won 9 times in a row, not at championship level mind you. The FPF’s capacity was increased to 2.4 litres by Doug Whiteford by the time of the October 1960 Bathurst International meeting. Despite greater consistency Patto won only the Lukey Trophy at Phillip Island in December. He took seconds at the Island in March, Bathurst in October and thirds at Fishermans Bend and Easter Bathurst.

The second place at Bathurst was behind Brabham’s current 2.5 litre T51, Patto was racing his earlier 2.4 litre engined, leaf sprung T51; the drive was talked about for years for its fighting brilliance on this most demanding of road circuits.

Into 1961 the car was fitted with a full, factory 2.5 litre FPF Patto acquired on a trip to the UK, in this spec he set lap records at all of his Gold Star races.

At Lakeside on 16 July 1961 Bill had a huge accident on this very fast circuit, rolling the car, having taken 4 seconds off the lap record earlier in the day and dicing with Stan Jones at the time of the crash. He was badly hurt, the car rooted, albeit the bits which were usable were retained as spares for the replacement, new, T51 Bill bought from Coopers. By then he was well and truly a long-standing ultra-loyal customer!

The replacement car, chassis #F2/5/57 (probably the plate of an old car attached to what was certainly a T51 of current specification) won the national title in 1961…


A bit less BP and a bit more Cooper would have enhanced this shot! Patto and his victorious 1961 Cooper T51 Climax at Caversham in 1961, a successful weekend with a win in the WA Road Racing Championship (unattributed)

Early in the season Patto was 3rd at Longford in March, a week later going one better with a 2nd to Jack Brabham in a T53 Cooper ‘Lowline’ at Hume Weir circuit at Albury/Wodonga on the NSW/Victorian border. At the following round at the Bathurst Easter meeting Patterson took a great win from Stan Jones, Bib Stillwell, Arnold Glass, Alec Mildren, David McKay and Noel Hall all in Cooper T51’s. The only other finisher, Queenslander Glynn Scott was 8th in a Cooper T43!

Patterson won again at Lowood in June, winning the Queensland Centenary Road Race Championship from Mildren and Jones.


Aren’t these Cooper T51’s the prettiest of things. The F1 champion of 1959 is such a contrast with the champion car of 1958, the Ferrari Dino 246! Here Patterson is practising his car at Caversham in August 1959, he practised carrying his usual #9 and raced as #19 (Ken Devine)

Patterson’s boys towed the new Cooper across the continent to Caversham, Western Australia, the effort rewarded with a win in the 1961 WA Road Racing Championship on August 12. The victory also gave him the ’61 Gold Star.

Another long tow to South Australia for the October Australian Grand Prix, at the Mallala airfield circuit, 60Km from Adelaide.

Bib Stillwell had imported a T53 Lowline providing Bill with strong competition. Patterson won his heat in a good start to the weekend and started the race from pole, there was a good deal of ill-feeling amongst the drivers as to time-keeping. McKay got the jump at the start-too much so according to the officials! By the end of lap 1 Patto was in the lead from McKay, Davison, Youl and Stillwell.

Patto pulled away at a rate of 1.5 seconds per lap, McKay was penalised a minute on lap 20, 5 laps later Pattersons Cooper was misfiring. Patterson stopped twice, but returned after the problem, vapour lock, was solved. McKay led Davison on the road but was effectively 3rd with his penalty.

Patto rejoined the race a lap behind, finished 4th and set fastest lap…

Davison again took a contentious AGP win, in a Cooper T51 borrowed from Stillwell, this time the controversy over an alleged jump start by McKay, the resultant penalty cost him the race. The shame though was Bill’s retirement, it was a race which was ‘his’, by that stage Patto was also very much a master of his craft, a driver of great experience, speed, and ‘tiger’. He was a man who was ‘high born’ but boy he drove with hunger!

With his two wins at Bathurst and Lowood, Patto won the Gold Star title by 36 points from Lex Davison’s Cooper T51 and Bib Stillwell’s T51 and T53.


Patterson and his boys after winning the WA Road Racing Championship at Caversham in August 1961, Cooper T51 ‘F2-2-57’ or ‘F2-5-57′(Ken Devine)

Into 1962 he raced on but the T51’s raced by Patto and others were becoming less competitive as chassis design rapidly advanced, the Brabham BT4 probably the pick of the ‘Intercontinental’ cars at the time. 3rd was therefore a good result in the Gold Star in a season in which he raced sporadically.

He was first Australian resident in the Sandown International, the circuits opening meeting in March 1962, was 3rd in the Bathurst 100 at Easter not racing again until the Victorian Road Race Championship, at Sandown his home circuit in September where he was 3rd behind Davison and Stillwell’s later Cooper T53’s.

Patterson contested the AGP at Caversham in November, 4th a good result behind the latest equipment but the T51 was three laps behind McLaren’s winning Cooper T62, the car Bruce used to good effect in the 1963 NZ and Australian Internationals.

Patterson was 6th in the Gold Star in 1963 but only raced his ‘Lowline’ Cooper T53 Climax sporadically. He bought this car from Bib Stillwell, #F1/5/61, the car probably a chassis used by Brabham and Surtees in Intercontinental events in the UK in mid 1961. Bib raced it in 1962, a win in the Mallala Gold Star round in October his best result.

Bill’s first race in the T53 was the Sandown International in March where he was a DNF with gearbox failure. He raced it again at Sandown in September, very close to home for Bill, the circuit was only 10 km from his Ringwood Holden Dealership, and retired again from the Victorian Road Racing Championships. The speed was still there though, he was 3rd in the Hordern Trophy at Warwick Farm in December.


Patterson in the Cooper T51 Climaxes, the double rear wishbone chassis. He is in the Caversham form up area in the August 1961 WA Road racing Championship weekend, a race he won. Syd Negus Cooper Repco Holden and Plymouth Spl in the background (Ken Devine)

Patterson raced on into 1964, he was 41 and dealing with a growing business and it’s attendant pressures. There was a credit squeeze in 1961 caused by the federal governments responses to the growth of inflation at the time; it knocked the socks out of the economy and many highly geared motor traders, not least his friend Stan Jones, so perhaps that was a factor. Mind you, the Patterson family wealth meant that Bill’s access to working capital would have been greater than most.

In any event, he contested the Sandown and Longford rounds of the inaugural Tasman Series in 1964, in fact Longford was his last championship drive. For one who had raced so long, his was a relatively quiet retirement.

I well remember one drive when Bill raced/demonstrated one of his Coopers in the ‘Tribute To Fangio’ meeting at Sandown in 1978, the YouTube footage of that ‘race’ between Brabham’s Brabham BT19, his 1966 championship winning chassis and Fangio in a Benz W196 well worth a look.

Longford was the end of a long career which commenced way back in ’46 at 23 years of age.

Patterson focused on his growing business starting a long period as the sponsor or supporter of other drivers by acquiring the ex-McLaren/Mayer Cooper T70 Climax which was raced by John McDonald for a couple of seasons before its sale to Don O’Sullivan in 1967. This is the car now owned by Adam Berryman in Melbourne, it’s history chronicled not so long ago in my article about Tim Mayer.

Cooper historian Stephen Dalton observes that Bill Patterson ‘had the longest run of anyone using Cooper chassis, starting in 1951 in England/Europe through to 1966 when he was running McDonald’. Patterson’s business interests centred around his large Ringwood, outer eastern Melbourne, car and truck dealerships ‘Patterson Holden’ / ‘Patterson Cheney’ and later ‘Bill Patterson BMW’, as covered earlier in this article.


Henk Woelders in the first of two Elfin 600 Ford F2 cars he raced with Patterson’s support. This is the first, a 600B at Calder in 1969 not too long before the ban which outlawed clever wings like this. Very much a movable aerodynamic device, the wing could be feathered on the straights to minimise unwanted drag (Bob Mills Collection)

Drivers Patterson supported included Henk Woelders who won an Australian F2 Championship in an Elfin 600E Ford and Peter Brock’s Holden and BMW Le Mans Touring Car campaigns. He also sponsored Alan Jones 1977 Rothmans F5000 Series assault in Teddy Yip’s Lola T332 Chev. Patterson was a mainstay of support for the Holden Dealer Team in its various incarnations, the performance of that team in production or production based touring car races important brand positioning for The General over the years.

Many elite drivers have also been motor traders across the globe, in Australia there are quite a few who put more back into the sport than they took out, Patto was one of those. Bob Jane, Alec Mildren, David McKay and Ron Hodgson are others who spring to mind, not the only ones mind you.

Even though his businesses had been highly profitable down the decades, in his later years his fortunes changed. He sold out of his dealerships and invested in an air transport business which serviced the islands in Bass Strait between the Victorian mainland and Tasmania. Unfortunately the business was unprofitable and sustained considerable losses.

Bill lived comfortably with his wife albeit on a different level than that to which he was accustomed, he died on 10 January 2010 at Karinya Grove aged care facility, in the well to do Melbourne bayside suburb of Sandringham aged 86.


Where Does Bill Patterson Fit in The Pantheon of Australian Champion Drivers?…

‘Australian Motor Racing Annual 1964’ rated the Top 20 as Frank Matich, Bib Stilwell, John Martin and Leo Geoghegan and then in no particular order Lex Davison, Bill Patterson, Bob Jane, Ian Geoghegan, John Youl, Greg Cusack, John French, Brian Muir, Norm Beechey, Peter Manton, Brian Foley, Harry Firth, Bruce McPhee, Keith Rilstone, Jack Hunnam and Glynn Scott. Depressing is that about 70% of this lot are Taxi Drivers, that is Touring Car racers.


Bill Patterson, Cooper T39 Climax, Fishermans Bend, Victoria probably in February 1958. Car is registered and would have made a quick road car! (Bradbury West)

Of Patterson the annual said ‘Ah Patterson. Still the most spectacularly fast of all Australians, Bill Patterson races when he feels like it and always uses all the road and part of the verge. In the past he has been renowned for some fiery displays on the grid and past it; in a competitive car  he is on his day, always the man to beat’.

Lex Davison in his Australian Motorsports magazine column wrote of Patto in relation to the 1963 Hordern Trophy at Warwick Farm ‘…meanwhile our fastest driver, Bill Patterson, lacking recent activity, was rough and unpolished’.

David McKay, racer, team owner and journalist always described Bill in his columns as ‘The Hare’ to indicate his outright pace.

Patterson proved he could ‘cut it’ in his brief F3 stint in UK/Europe in 1951, in many ways it’s a pity, given his growing wealth that he didn’t acquire an outright contending car when he returned to Oz then. To have seen Patto go toe to toe in the mid-fifties in equivalent machinery to Davison, Jones, Hunt, Stillwell, Mildren, Whiteford, Gray, McKay and others would have been really something.

Whatever the considerations Patterson always got more than the best from his cars and without doubt was ‘Top 3’ in Australia for a season or three in an era, late fifties to early sixties, when there was increasing depth amongst the front rank drivers and greater equipment parity than had been the case in the decades before. And ran a very successful business whilst doing it…

Etcetera: London to Moscow tow…


(Ken Devine)

I chucled when i saw this fine shot by Ken Devine of Bill’s Cooper T51 and its ‘Rice’ Trailer in the Caversham paddock, Western Australia in August 1961.

From Patterson’s Ringwood base to Caversham trip is about 3440 Km, from Australia’s East to West Coast, London to Moscow is only 2870Km. The road then was a shocker too, the Eyre Highway was not much more than a track in the 1940’s and 1950’s, the West Australian section was sealed in 1969 but the South Aussies didn’t do their bit until 1976.

It would have been a long, painful, difficult drive for the mechanics, the driver of course flew by Vickers Viscount or some such…


Rob Saward The Nostalgia Forum,, State Library of South Australia, John Blanden ‘Historic Racing Cars in Australia’, John Medley ‘Bathurst: Cradle of Australian Motor Racing’, Graham Howard and Ors ‘History of The Australian Grand Prix’

Special thanks to ace researcher and Cooper historian Stephen Dalton for his assistance in identifying or confirming venues, dates of race meetings and which Cooper is which! Any errors are mine.

Photo Credits…

State Library of South Australia, Bob Thomas, George Thomas, Ken Devine, George Reed,, Bradbury West, Wolfgang Seivers, Bob Mills Collection, Australian Motorsports magazine

Tailpiece: Patterson’s Cooper T51 6th leads Bib Stillwell T53 3rd and Angus Hyslop T53 4th into Longford Corner during the South Pacific Championship at Longford won by John Surtees T53 in 1962…