Posts Tagged ‘Stirling Moss’

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(Bert Hardy)

Stirling Moss sets off on his first test laps of an ‘orrible looking Mercedes Benz W196, Hockenheim 4 December 1954…

Stirling Moss started the 1954 Grand Prix season, the first year of the 2.5 litre formula with a customer Maserati 250F acquired with family resources and some trade support. By seasons end he was Officine Maserati’s ‘team leader’ albeit unsigned by them for 1955 which rather created an opportunity for others.

Mercedes re-entered Grand Prix racing from the ’54 French Grand Prix and quickly, again, became the dominant force. The idea for this article was finding some Bert Hardy ‘Picture Post’ images of Stirling Moss’ first test of the W196 at Hockenheim on 4 December 1954, the precursor to him joining the great marque for 1955.

Some quick research uncovered an article written by Mattijs Diepraam and Felix Muelas on 8w.forix.com, a great website if you haven’t tripped over it by the way.

It’s a ripper article the contents of which they sourced from Ken Gregory’s and Stirling Moss’ books. Rather than re-invent the wheel I have truncated their article a smidge without taking away their interesting, nitty-gritty of circumstances around Stirling and Alfred Moss, and Moss’ Manager, Ken Gregory’s deliberations and negotiations about ‘the boy’s 1955 contractual commitments.

‘The Hockenheimring, was still raced anti-clockwise like they do at Indianapolis when Stirling Moss flew in to test the car that was the class of the field from the word go at the 1954 French GP.

After a few laps he knew. And then there was that handsome offer made to Ken Gregory. Mercedes simply wanted Moss and the effort to get him was meticulously planned. It left Gregory gaping at the negotation table – as he readily admits in his highly entertaining 1960 book ‘Behind the scenes of Motor Racing.’

‘And still it almost went wrong – although knowing Neubauer cum suis a plan B and even plan C would have been rushed out of the Untertürkheim premises forthwith. The first thing Moss and Gregory noticed of Mercedes-Benz interest was a brief and factual telegram by Daimler-Benz AG enquiring about the availability of Stirling Moss for 1955.’

“CABLE WHETHER STIRLING MOSS BOUND FOR 1955 STOP. OUR INQUIRY WITHOUT COMMITMENT – DAIMLER-BENZ.”

‘Stirling’s gut reaction was no. He had a signed contract with Shell-Mex and BP for 1954 and 1955 and was sure of a sponsorship clash with Mercedes suppliers, Castrol. Beside that, the contract was a done deal and he would not think of dissolving it so shortly after he had given his word – of which, in Stirling’s view, the contract was merely a written confirmation. He didn’t have time to think about it anyway, as he was due to leave for the US, to race in the so-called Mountain Rally.’

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Moss relays to Rudy Uhlenhaut left and Karl Kling what its like out there, car far less forgiving than the 250F Moss raced in 1954. Stirling has done plenty of laps by the look of his face (Bert Hardy)

‘Gregory thought otherwise, and after consulting Alfred Moss, decided to go Stuttgart himself. On the advice of Stirling’s dad, Ken armed himself with monstrous demands, to act like a tough British cookie and see what happens. It was a total shock to Gregory to find that Herr Neubauer, the long-time Mercedes boss, was infinitely better prepared for the meeting. Not only did the overbearing team manager come up with the most remarkable details of Stirling’s career – he also came up with a figure that would amount to Moss’ salary, a number that froze Gregory to the ground and left him gasping for air until he got on the flight back to England.’

‘Before leaving he convinced Alfred Neubauer to pair Moss with Fangio in the new 300 SLR sportscar, and of giving Stirling a test before anything was signed. The rest of the deal was ironed out on the spot. The Shell and BP matter was conveniently postponed until after Stirling’s arrival.’

‘On his return Gregory phoned Stirling in the States, having tracked him down in the Rootes building in New York. Initially an irritated Stirling reiterated his view on the contract with Shell and BP but then Ken told him about the contract terms – the sportscar pairing with Fangio, the permission to race his 250F in non-championship events – and, of course, the money involved. An honourable human being he may be, Stirling is only human as well. This was too good to be true.’

‘According to Gregory his stance immediately made an about-turn. And this is where Stirling’s own account of things takes off in his 1957 book In Track of Speed… “I was to receive the sensational and most encouraging news that the German Mercedes firm was ready and anxious to sign me as one of their official Grand Prix team for 1955. It is not easy, now, properly to analyse my feelings when the news reached America. I had gone over there to compete in the Mountain Rally, and had driven a Sunbeam in a trio of cars which won the team prize. When I heard of the Mercedes offer, I was a little awed, a little bewildered, and very pleased. With all my experience, I had not done a lot of real racing in the Grand Prix series on cars which stood a real chance. True, I had led the Maserati team for the latter half of the year, but to have a place in that all-conquering team – and I felt in my bones that it would all-conquering – was to give me a unique personal opportunity.”

And this is the November 22 entry for Stirling’s diary: “Up early, called on Jaguars, then to Rootes, where Ken called and told me of the fantastic Merc offer. Wow!”

Enough said.

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Neubauer projects and Moss listens and talks to Uhlenhaut (Bert Hardy)

Hockenheim Test and Build-up…

‘Between November 22 and December 3 lay a couple of weeks that became a string of field days for the press. The latter date would be the day of Moss’ return flight to London where he would meet up with his father and manager, the three of them flying straight through to Frankfurt for the planned test on December 4. In the meantime, Jerry Ames of Downtons, the British publicity agent for Mercedes-Benz did everything to alert his Fleet Street colleagues on the arrival of the important test, and this caused a flurry of reports on the Moss-Mercedes case. Did he have a verbal agreement with Maserati? What about the Shell/BP deal? How much would Neubauer be willing to fork out? And where were the principles of a man that had stated that he wanted to win the World Championship in a British car?’

‘All of it was fairly benign, though. From the US, Stirling had already released a carefully worded statement about his ambition to win the Championship in a British car but that there was very little hope in doing so the following year, and that as a professional racer he really had no other option than to accept the offer. These words were generally accepted as sincere. On the day of the test, however, the press were dealt a red herring by a wicked Neubauer. Although the news of the test was carefully leaked by Ames, leading to Picture Post magazine sending their feature writer Trevor Philpots and star photographer Bert Hardy on a plane to Frankfurt the very same day, the two Brits were picked up by a Mercedes-Benz driver pretending to have no knowledge of English and driven off in the wrong direction. It left Neubauer in the safe knowledge that Moss would say yes to them first before the British press could get hold of a possible no. The Picture Post duo were only allowed onto the Hockenheim grounds by the time the serious business was long underway.’

‘And so Stirling arrived at Hockenheim undisturbed to find everything thoroughly prepared for his test. And that’s understating things- to Moss and his party thoroughness was redefined. Mercedes chief engineer Rudolf Uhlenhaut had seen to it that the car had every aspect modified to Stirling’s build and style. So that was one excuse out of the way. Then there was Mercedes regular Karl Kling to set a yardstick – one that was set at 200kph just days before by the same Kling. But there had been a recent rainstorm, so that when Stirling did his reconnaissance laps on a 220A saloon, then switching to the 300SL gullwing sportscar, the track was still wet. These first laps soon created a dry-ish line on which Moss got his first hand on the W196.’

‘He thought it (the W196) was uncompromising, as any Mercedes driver would reveal. He admitted as such to a watchful Ken Gregory. “Stirling was not immediately at home with the Merc, and while Kling was circulating he told me he thought it was a very difficult car to drive; it was ‘fighty’, inclined to oversteer, and much more sensitive to handle than the Maserati, though the power, he said, was ‘fantastic’.” Despite being confused by the peculiar transmission at first he felt confident that he could master the car. He got down to a 2.15 – comparing to an average of 201kph – a time that was later equalled by Kling on a track still drier. A previously nervous Uhlenhaut was by now beaming with pleasure. A short discussion followed with Alfred Moss and Gregory, after which Stirling concluded that he should take Mercedes up on their offer, assuming that the sponsorship clash between the oil companies could be solved – and indeed it was solved in a most gracious way, with Bryan Turdle, competitions manager of Shell-Mex and BP, not hesitating to release Stirling from his 1955 Shell commitments.’

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Neubauer and a thoughtful Moss, the most recent of so many stars the German worked with (Bert Hardy)

Maserati Intervention…

Then came another thing to be solved. During the test a telegram arrived for Neubauer. It came from Commendatore Orsi of Maserati, claiming he had a contract with Moss and that Mercedes should back off. The claim was understandable as Moss had quickly become the lead Maserati driver since his display at the 1954 Italian GP and Orsi wasn’t particularly keen to see the second best driver of the world go off and team up with Fangio, doubling Maserati’s task. But Moss Sr and Gregory were able to convince the Germans that Stirling had in fact not agreed to anything, not even verbally. And so Stirling Moss was announced as the number two Mercedes-Benz driver for 1955 shortly after.’

‘For Moss the choice of Mercedes was obvious…The British manufacturers were a long way from threatening the establishment, and the new Climax engine was still not ready. Mercedes-Benz by all means were. And they showed it at that December 4 test. It had been a test with a thoroughness previously unseen by British drivers. But also one with immaculate attention for the human being inside the driver. That was Mercedes-Benz too. This is Stirling’s own recollection of the comfort he was supplied with as soon as he got back to the pits: “What really impressed me was that as I clambered out of the car, rummaging in my pockets for a handkerchief or rag to wipe my face, a mechanic suddenly appeared, bearing hot water, soap, a flannel and a towel! Out there in the middle of the desolate Hockenheimring this was forethought I could hardly credit. I thought then that to be associated with such an organization could not be bad…”

 Checkout my article on the Mercedes W196…

https://primotipo.com/2015/10/09/mercedes-benz-w196-french-gp-1954/

Photo Credits…

Bert Hardy

Bibliography…

8w.forix.com article ‘How Stirling Got His Mercedes Breakthrough’ by Mattijs Diepraam and Felix Muelas

Tailpiece…

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Neubauer, Alfred and Stirling Moss toast 1955 success, a year of bitter sweet for the great marque, Le Mans not in their wildest, worst dreams (Bert Hardy)

 

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Juan Manuel Fangio eases his Maserati 250F through Tatts Corner,  Aintree, Liverpool during the 1957 British Grand Prix on 20 July…

Fangio qualified 4th but retired on lap 49 with engine problems, its an amazing shot ‘the maestro’ looks so relaxed at the wheel. Its the cover shot of a book i have, much of my library is in storage, a real pain in the arse in terms of access to research material, maybe one of you have the same book and can recall the title?

The race itself was a Vanwall benefit; Moss lead then took over Brooks car when his own engine went off song, Stewart Lewis-Evans Vanwall also lead briefly before being passed by Moss, he and Brooks shared the win from the Lancia Ferrari 801’s (LF801) of Luigi Musso and Mike Hawthorn.

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Stirling Moss in Tony Brooks Vanwall VW57, Aintree 1957 (Michael Turner)

This article is pieced together around a swag of photos of Fangio aboard Maserati 250F’s in 1957, in many ways the combination defines the 1950’s for me. The greatest driver of the decade in its quintessential car, it may not have been the fastest of the era but for sure it provided a platform for so many drivers from journeymen (and women) to gods, to strut their stuff.

Monaco, 19 May 1957…

Between Moss who left Masers to join Vanwall and Fangio who left Ferrari to join Maserati the seven 1957 championship rounds, ignoring Indianapolis, were mopped up by those two drivers- Juan with 4 wins and Stirling 3.

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Fangio’s Maser 250F being unloaded from its transporter in Monaco

Fangio made the 250F sing, the car was towards the end of its long competitive life with the great Argentinian extracting all it had to offer. He was at the height of his powers, I don’t doubt he retired at the right time, he was 46 years of age by the end of the season after all.

Having said that it would have been fascinating to see if he could adapt to mid-engined cars, I don’t doubt he would have had he raced on for a few more years. But best to retire at the top, and alive. So many elite sportsmen and women do that one season too many, Michael Schumacher for one, Fangio did not.

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# Carlos Menditeguy DNF spin and #34 Giorgio Scarlatti DNF oil leak in the Officine Maserati garage, Monaco 1957. 250F x 2

Fangio popped his 250F on pole in the Principality but Moss led into the first corner with Fangio behind him. Sterling went off and crashed at the chicane on lap 4 with Collins, LF801, taking exasive action and hitting a stone wall as a result! Fangio managed to get through without a problem and Brooks Vanwall braked hard only to be rammed up the chuff by Hawthorn’s Fazz.

Only Brooks was able to keep going- but he was 5 seconds behind Fangio by the time he was up to speed again. Jack Brabham was up to 3rd late in the race in his little Cooper T43 Climax. It was a portent of the 1958 breakthrough win for a mid-engined car by Moss in Argentina, but had to push the car home as result of fuel pump failure, Jack was classified 6th, with Fangio ahead of Brooks, Masten Gregory in a Maserati, Lewis-Evans Vanwall and Trintignant LF801.

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Fangio during Monaco practice in Giulio Alfieri’s 250F V12. The 60 degree, DOHC, 2 valve, 24 plug, Weber fed 2.5 litre engine developed circa 300-320bhp at a dizzy 10500rpm, about 50bhp more than the venerable inline 6 but the power was all at the top of the band. The engine had conrod and valve spring troubles early in its development too. Behra raced one in the Italian GP, he chomped thru tyres, such was the engines power and then retired with a lubrication problem. The engines time would come, but not for a decade!

Whilst the 250F was in the Autumn of its life Maserati were still developing the thing, not least with a 2.5 litre, quad-cam, 2 valve, Weber carbed 300 odd bhp V12. Fangio is putting some development laps into the thing at Monaco above.

The engine raced only once at championship level at Monza 1957, but suitably evolved in 3 litre, fuel injected form won a race or two mounted in the back of Cooper’s T81 and T86 in 1966/7. (Wins for Surtees ’66 Mexican GP and Rodriguez ’67 South African GP, both in T81’s)

An interesting Australian sidebar to this Maser V12 is Frank Gardner and Kevin Bartlett testing a 2.5 litre variant in the butt of a ‘cut and shut’ Tasman Brabham BT11A in February 1966. Sydney Alfa/Maserati dealer and former Australian 1960 Gold Star Champion and AGP winner Alec Mildren used his impeccable Maserati connections to score the engine which the team sussed as an alternative to the venerable Coventry Climax 2.5 litre FPF  which was the Tasman staple moteur at the time. Simply put the engine was like an on/off switch in terms of its power delivery, then blew, which rather settled the matter of a ‘Warwick Farm 100’ start. A story for another time.

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Fangio, quayside at Monaco in 1957, enroute to victory. He won in Argentina, Monaco, France and Germany. The Vanwalls won in Britain, Pescara and again in Italy at Monza; Moss/Brooks, Moss and Moss

The thing that always amazes me when looking at photos of Fangio is just how relaxed at the wheel he is. It’s key to great lap times, if you are that tense that your butt-cheeks grab the seat cover as you alight your racer you are definitely not going to feel what your steed is doing to extract the best from it! I remember Frank Gardner talking to me about this very point several decades ago.

When the laconic Aussie all-rounder returned home in 1975, in that first year he drove Bob Jane’s Holden Torana Chev Sports Sedan and fronted the Jane/Gardner Racing Drivers School at Calder. He wasn’t there much. In fact ex-Aussie F3 driver/mechanic and later Hardman F2 designer/builder Jim Hardman did most of the driver instruction aided by Andrew Newton, who also raced with some success. Both of them looked after the fleet of Elfin 620B Formula Fords driven by the bright eyed hopefuls, of whom i was one.

Anyway, on this particular frigid July day ‘ole FG was in effusive mode telling me about both the car setup advice and driver coaching he was giving to a well known fellow who had not long before jumped up from Formula Ford to F5000-105bhp to 500bhp is a big step.

His central point in talking about ‘the big car challenge’ was all about relaxing in the car- having soft hands and gentle feet and just being able to, as a consequence of not being so tense, feel what the car was doing and therefore be able to push the thing to its limits by  better sensing said limits when reached…Easy to say of course, harder to do especially when you have 500bhp of fuel injected Repco-Holden V8 shoving you ferociously towards the horizon!

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FG would have approved of Fangio’s relaxed demeanour in a car. Don’t confuse my meaning with the ferocious competititiveness and delicacy of control that went with the outer calm one can see here!

Fangio never looks anxious whether he is being closely followed at Monaco in third gear or drifting through the very high speed swoops of rural France at over 140mph in fifth.

It was magic to observe Fangio’s car control at close quarters when he was 67 years old and booting his W196 Benz sideways lap after lap in third gear through Sandown Park’s Shell Corner, only 30 metres away, during ‘The Fangio Meeting’ in 1978. The sight of this grand man of racing flicking the bellowing, powerful straight-8, silver beastie around is forever etched in my memory.

Cool, calm, collected, composed and FAST! Exactly as he was in 1957…

French GP, 7 July 1957…

The classic was held at the super fast Rouen-Les-Essarts road circuit in Grand-Couronne and Orival, northern France.

There are so many wonderful 250F shots of Fangio in 1957 drifting the sublimely forgiving chassis at well over 140 mph on public roads through wooded hillsides. I’m not suggesting, in describing the car as forgiving, it was easy my friends!

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Crusin’ in having set pole i wonder? Rouen 1957. The lines of the 250F in 1957, here it’s Fangio’s ‘regular ‘Long nosed, lightweight’ chassis ‘2529’ spec are perfect, inch by sculpted inch. The cars epitomise everything great about Italian racing machines. Alfieri’s ’57 lightweight chassis was 40% stiffer than in ’56 with greater rear weight bias-48/52% front/rear. The 250F was maybe not quite the fastest tool in the 1950’s shed but it was close to it, enduring and capable of winning the 1954 and 1956 titles in addition to ’57 with more luck or the right bloke behind the wheel all season! No-one was going to beat Fangio in a W196 Merc in 1955 i don’t think

Fangio was fastest from Behra and Musso also on the front row. Behind them were Schell 250F and Collins then back a row Salvadori, Vanwall VW57 Hawthorn and Trintignant. At the jump Behra lead but Musso soon got ahead. Fangio was 3rd then Collins and Schell giving chase and then a fast-starting McKay-Fraser, BRM P25. Fangio worked his way past Behra on lap 2 and then took Musso for the lead on lap 4.

Collins got past Behra and the order remained unchanged at the front all the way to the flag with Fangio winning from Musso and Collins. Behra slipped behind Hawthorn, giving the Lancia-Ferrari 801 a 2-3-4 finish behind Fangio.

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Hang on…Fangio indulging in one of his signature, oh so fast, oh so subtle and oh so wonderful, delicate, four wheel drifts. Poetry in motion innit!? Wonder who or what he tapped?

Germany, Nurburgring, 4 August 1957: Greatest GP of all?…

Fangio’s heroic drive at this most demanding of circuits proved to be his greatest ever drive and one of the best in the history of Grand Prix racing.

Fangio took pole with Hawthorn, LF801 Behra, 250F and Collins LF801 completing the front row. Then came Brooks, Schell and Moss on Vanwall VW57, 250F and Vanwall VW57. At the start Hawthorn and Collins battled for the lead with Fangio and Behra giving chase. On lap 3 Fangio passed Collins and soon led. Collins then passed Hawthorn and chased after Fangio with the great man edging gradually away.

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Nurburgring 1957: Hawthorn and Collins, L Ferrari 801, Fangio and Behra 250F, then Moss and Brooks Vanwall VW57, Masten Gregory’s white Maser 250F, Lewis-Evans Vanwall VW57 and the rest…

A slow mid-race pit stop, scheduled for 30 seconds, lasted 1 minute and 18 seconds. One of the mechanics dropped the wheel hub nut under the car, it couldn’t easily be found! This left Fangio a minute behind the two Ferraris but then the chase was on! He drove absolutely at the limit, at the ragged edge of the cars capabilities, chasing down the two much younger men.

Fangio famously broke the lap record 10 times and passed both Collins, and then Hawthorn on the penultimate lap. Fangio won the race and in the process, his 5th and final World Title in a drive still spoken about in reverential terms and forever remembered whenever the great GP races are considered.

Pescara GP, 16 August, The Coppa Acerbo…

The FIA included the Coppa Acerbo, Pescara GP in the World Championship for the first time given the cancellation of the Dutch and Belgian GP’s early in the season due to squabbles about money. The daunting, dangerous 16-mile road circuit on the Adriatic Coast, still used then for non-championship events was the longest ever for an F1 race.

Ferrari didn’t bother to send 801’s for Mike Hawthorn and Peter Collins as the World Championship had already been won by Fangio and partly as a protest against Italian government’s move to ban road racing following Alfonso de Portago’s, Ferrari 335S Mille Miglia accident earlier in the year. Local boy Luigi Musso convinced Ferrari to lend him a car however, which he entered as a privateer. Shades of NART entries in the 1960’s when Ferrari wanted to protest, but not too much!

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Shot at left shows Fangio’s Maser having a rear wheel replaced after spinning on Musso’s engine oil and danaging it

The Pescara battle was between Maserati and Vanwall and resulted in a Maserati pole for Juan-Manuel from Moss’s Vanwall VW57 and Musso’s ‘private’ Ferrari 801.

Musso took the lead but Maserati 250F privateer Horace Gould hit a mechanic who was slow to get off the grid. Brooks retired his Vanwall VW57 early with mechanical troubles. Moss took the lead from Musso on lap 2 from Fangio in 3rd but the field thinned as the heat took its toll; Lewis-Evans, Vanwall with tyre failures, Behra 250F engine failure. Then Musso disappeared on lap 10 when his engine blew, the oil caused Fangio to spin and damage a wheel. When Fangio rejoined, Moss had an unassailable lead, he won the race ahead of Fangio, Schell in 3rd ,Gregory 4th and Lewis-Evans 5th.

Fangio won the World Championship on 40 points from Moss and Musso on 25 and 16 points respectively. Maserati 250F, Vanwall VW57 and Lancia Ferrari 801.

Credits…

All photos by Louis Klemantaski/Getty Images, Michael Turner

Tailpiece: The Maestro, Karussell, Nurburgring, Maser 250F  chassis ‘2529’ German Grand Prix 1957, history being made. Majestic shot…

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(LAT)

Stirling Moss leads the 1956 Australian Grand Prix at Albert Park in his works Maser 250F…

The dark, gloomy, wet weather shot could be in Europe. Stirling won the 80 lap, 250 mile race held on 2 December 1956 by a lap from teammate Jean Behra, Peter Whitehead’s Ferrari 555 Super Squalo, Reg Hunt’s Maser 250F and Stan Jones similar car.

The excitement of this post Melbourne Olympic Games race meeting run over two weekends I covered in an article about the Australian Tourist Trophy which Moss also won the week before, in another works Maser, this time a 300S, click here to read it;

https://primotipo.com/2016/01/29/1956-australian-tourist-trophy-albert-park/

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Moss during the 1958 Melbourne Grand Prix metting in Rob Walker’s Cooper T45 Climax. He raced sans the rear engine cover in the final, such was the heat, so this is a practice shot or heat (Fairfax)

This short article is pictorial in nature, I rather like the justaposition between his win in the conventional, state of the art 250F in 1956 and victory 2 years later in the 1958 Melbourne Grand Prix. This time  Stirling was in a paradigm shifting, mid-engined Cooper, in this case a T45 Climax. He took the first modern era, mid-engined GP win on January 19 1958 in a Cooper T43 Climax at the Buenos Aires circuit in Argentina.

Stirling won that 32 lap, 100 mile Albert Park, Melbourne GP race run in super hot conditions on 30 November 1958 from Jack Brabham’s Cooper T45 Climax 2.2 FPF.  Doug Whiteford’s Maser 300S and Bib Stillwell’s Maser 250F were 3rd and 4th. The race was an F Libre event attended by over 70000 spectators. Brabham led away at the start but Moss soon passed him and moved steadily away keeping a strong lead despite easing in the final laps given his cars water temperature, which was off the Smiths clock!

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The two Cooper T45’s were the class of the field, Moss and Jack took a heat apiece. Stirling’s car was fitted with an Alf Francis built Coventry Climax FPF, 4 cylinder DOHC, 2 valve, Weber carbed engine of 2051cc, it was a ‘screamer’ with trick cams and crank. Jack’s T45 toted a 2.2 litre FPF, revised ‘Ersa’ 5 speed ‘box and double wishbone rear suspension.

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Jack’s Cooper being fettled in the Albert Park paddock in 1958, probably a practice day shot, T45 Climax (G Rhodes via KBY191)

Brabham was still on the rise as a driver, he raced in F2 in 1958 (and in the F2 class of some GP’s) but took 4th in the Monaco classic, 6th in the French, 7th in the Portuguese and 8th in the Dutch GP at Zandvoort-all in works F1 Cooper T45’s. His time was shortly to come of course in 1959 and 1960.

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Moss takes the chequered flag in his Cooper T45, Melbourne GP, November 1958 (LAT)

Sadly, the 30 November 1958 Albert Park race was the last race meeting until the modern Albert Park era which commenced with the first of the F1 Grands Prix in 1996. Or more precisely some historic events in the years before which softened up the public to the concept. The use of the park for motor racing became enmeshed in Victorian State politics, the net result was the end of racing for nearly forty years.

Barry Green observed in his book, ‘Glory Days’; ‘In many ways that final meeting represented a changing of the guard. The two nimble, little, rear-engined cars had blitzed the field, underscoring the fact that the writing was on the wall for the big, front engined cars. So too, the days of the wealthy sporting amateur, of racing for a silver cup and the fun of it all. Professionalism had arrived-to see that, one had to look no further than the darkening sky over Albert Park; to a hovering helicopter , about to pluck Stirling Moss from the crowd and whisk him off to Essendon Airport and connections to the Bahamas for the Nassau Speed Week’.

Checkout this fantastic BP film, supporters of Moss’ attendance at the event, of the 1958 Melbourne GP meeting…

Bibliography…

‘Glory Days-Albert Park 1953-8’ Barry Green

Credits…

stirlingmoss.com, LAT, Fairfax Media, Graham Rhodes

Tailpiece: And a fine tail it is too. Moss, Maser 250F and mechanic in more recent times. ‘I won’t remember your number, text me’ is the gist of the conversation…

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(unattributed)

monaco fan moss

(Maurice Jarnoux)

The Mercedes Benz 1955 1,2; Fangio and Moss in W196, 22 May 1955…

Mercedes had three 1/2 finishes for the year; at Spa and Zandvoort when Fangio led Moss and at Aintree where Moss led Fangio. At Monaco things were looking good for another but JM’s car broke a rear axle on lap 49 and Moss had an engine failure in the closing laps of the race (lap 80 of 100).

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(Jarnoux)

Maurice Trintignant (above) took a somewhat lucky, but well deserved win in his Ferrari 625 from Eugenio Castellotti’s Lancia D50, the Italian putting in a charge in the final stages of the race trying to catch the Frenchman.

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Ascari and Castelotti in D50’s ahead of Behra’s 250F, later in the race but before lap 80 when Alberto took his afternoon swim (Jarnoux)

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Moss discussing the Mercedes teams prospects with its legendary engineer/test driver Rudy Uhlenhaut during Monaco practice. This car was comprehensively rooted later in the day when Hans Hermann had a bad accident, hurting himself as well as the W196. Andre Simon was brought into the team to race the spare (GP Library)

This was the famous race in which Alberto Ascari crashed his Lancia D50 into the harbour perhaps distracted by Moss’ engine problems in front of him late in the race. He popped to the surface unharmed but was killed several days later testing a Ferrari sportscar at Monza.

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Ascari’s D50 cruises past Lance Macklin’s Maser 250F, DNQ. Ascari 2nd on the grid (unattributed)

 

It was a pivotal time in the history of GP racing; Ascari’s death robbed Lancia of the driver around which its GP campaign was built and Gianni Lancia’s lavish race program was quickly driving his company into insolvency.

The famous ‘handover’ of Lancia assets to Ferrari occurred later in the year, solving Enzo’s immediate need of competitive cars. The ‘sponsorship’ in the form of an annual contribution to the Scuderia’s budget from Fiat laid the foundations of a strategic partnership which, via ownership of the road-car division from 1969 and ultimate acquisition of the company upon Enzo Ferrari’s death continues today.

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Louis Chiron 6th let’s teammate Gigi Villoresi 5th Lancia D50 past whilst Jean Behra’s equal 3rd placed (with Cesare Perdisa) Maser 250F threatens (GP Library)

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Farina’s Ferrari 625 4th about to be swallowed by Ascari’s Lancia D50 (GP Library)

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That! high speed Mercedes transporter, Monaco 1955 (GP Library)

Credits…

Maurice Jarnoux, GP Library

Tailpieces…

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Moss heading up the hill from Ste Devote,  Monaco 1955, Mercedes W196 (unattributed)

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The master in the lead; Fangio led from pole until transmission dramas intervened on lap 49, Benz W196, Monaco ’55 (unattributed)

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This photo of the ‘Lady in Red’ was originally published in the UK’s ‘Picture Post’, but the caption is devoid of all the information we want; car, driver, place. The date of the pic is 20 September 1952…

It’s a C Type Jag, it looks like Stirling Moss, maybe some of you Brits can help with the meeting place and date?

Credit…

Zoltan Glass

 

 

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Cliff Allison releases his Lotus 12 Climax from the Monaco haybales in 1958, whilst teammate Graham Hill passes in the sister car…

It was a significant race for Lotus, their debut as Grand Prix competitors, Allison was classified 6th and Hill’s race ended on lap 15 with engine dramas.

Coventry Climax had still not built a 2.5 litre version of their FPF 4 cylinder engine, so Lotus, like Cooper were competing with engines of 1960cc, well below the 2.5 litre F1 capacity limit.

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Jesse Alexander’s shot captures the atmosphere of Monaco ’58, shot taken from the ‘Milk Bar’

 

Times of change in racing are of immense interest to those of us with an historic bent, 1958/9 is one of those eras with the growing influence of the ‘Green Cars’ a portent of the British dominance to come. And of course Cooper showing the mid-engined path still with us today.

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Cliff Allison at Monza in 1959 (Cahier)

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Lotus 12 in all its naked glory at Zandvoort in 1958. It was about as small as a front engined GP car could get, ignoring the fact it was designed as an F2 car! In 1958 ’twas as modern as tomorrow and as passe as yesterday simultaneously (Cahier)

Indicative of  mid-engined growing superiority was the failure of all the Maserati 250F’s entered to qualify; driven by Godia-Sales, Kavanagh, Taramazzo, Gerini, de Fillipis, Testut, Gould and the great, but aging Monegasque Louis Chiron. In 1957 Juan Manuel Fangio won the race in a factory ‘Piccolo’ 250F.

Successful British motor-cycle dealer BC Ecclestone had acquired the Connaughts but Bernie, Paul Emery and Bruce Kessler all failed to qualify the cars too.

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Bernie Ecclestone trying hard to qualify his Connaught Type B Alta, to no avail as was the case for his 2 teammates (unattributed)

Things were better for the Green Cars at the front of the grid with Brooks, Behra and Brabham in Vanwall, BRM and Cooper respectively. Salvadori and Trintignant were next up in Coopers, the quickest Ferrari, Mike Hawthorn, 6th in his Dino.

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# 18 Savadori Cooper T45 Climax, # 6 Behra BRM P25, #16 Brabham Cooper T45 Climax, # 30 Brooks Vanwall VW57, winner Trintignant partially obscured behind Brabham Cooper T45 Climax, # 32 Lewis-Evans Vanwall VW57…and the rest, turn 1, lap1 (unattributed)

In a race of changing fortunes Behra, Hawthorn and Moss all led but suffered mechanical failures. Trintignant won the race in Rob Walker’s Cooper T45 Climax from Musso and Collins in Dinos. Moss’ Argentina Cooper T43 win was no ‘flash in the pan’…

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Moss, Hawthorn, Brabham and Trintignant. Ferrari Dino 246, Vanwall VW57 with Monaco ‘snub nose’ and Coopers T45 Climax x 2 (unattributed)

Etcetera…

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Photo Credits…

Jesse Alexander, The Cahier Archive, John Ross Motor Racing Archive

Tailpiece: Allison made the Lotus 12 sing…

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As here at Monza 1958. He put the car 5th on the British GP grid, well in front of Hill in the new Lotus 16, finished 6th at Zandvoort, 4 th in the Belgian GP at Spa and 7th at Monza, such were his performances he was off to Ferrari in 1959 at Enzo’s invitation (John Ross)

 

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Stirling Moss practices his works Maserati 250F at Monaco on 13 May 1956…

Photographer Louis Klemantaski took the shot from his hotel balcony, the long shadows are early morning light. He won the race. Checkout this article on the 250F and this race i wrote a while back; https://primotipo.com/2014/08/21/stirling-moss-monaco-gp-1956-maserati-250f/

Credit…

Louis Klemantaski

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Harry Schell on the limit of adhesion in his ‘Yeoman Credit’ Cooper T51 Climax at Madgwick Corner, Goodwood…

Harry Schell was a press-on kinda driver wasn’t he? Here the Franco-American is delighting the ‘Glover Trophy’ spectators with some delicious Cooper T51 drifts…

The 1960 event was held on Easter Monday, 18 April. Harry was bang on the pace too, equal 2nd quickest in practice with Stirling Moss in a similar car. Chris Bristow demonstrated his undeniable pace though, he was on pole by a couple of tenths and finished 3rd in the race behind Moss, the winner Innes Ireland in his factory Lotus 18 Climax, the quickest of 1960’s GP grid. Harry’s engine popped on lap 20 of the 62 lap 162 Km race…

Credit…

GP Library, National Motor Museum

Tailpiece: Harry telling a naughty joke by the look of it, Crystal Place, July 1955…

Stirling Moss, Schell and Mike Hawthorn during the ‘London Trophy’ meeting which Mike won the feature race in a Maserati 250F from Harry’s Vanwall.

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(National Motor Museum)

Mike won his heat in the Moss’ family 250F chassis #2508, Harry his in Vanwall ‘VW2’ and Mike the final. Moss was contracted to Mercedes Benz that year, this non-championship 30 July event not one in which Benz entered their W196’s.

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Stirling Moss cruising back to the pits, off the racing line on the Curva Grande, deep in thought…

The gearbox in his Vanwall failed during his dice with Mike Hawthorn’s Ferrari Dino 246 and with it his hopes of the 1958 World Championship, won of course by Hawthorn in Morocco a month later.

As to the other car and driver, my guess is Cliff Allison’s Lotus 12 Climax. All other entries welcome!

Tony Brooks won the race in another Vanwall VW 57 from Hawthorn and Phil Hill’s Dino’s after a stunning drive in his second GP, his first for Ferrari.

Photo Credit…Yves Debraine

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I was lookin’ for shots of chicks and cars as I do a fortnightly post of a babe with a car. When I spotted this image ’twas the lady who initially caught my eye…

But we ‘anoraks’ are so into chassis numbers right?

‘935’ on the engine cover stood out, a Lotus 18 number I thought. A quick google and no less an authority than DC Nye identified the car as a Lotus 21 delivered to Rob Walker, its locale Monza. Lets come back to that…

Stirling Moss raced ‘935’ in the Australasian summer ‘Tasman’ races in early ’62. Here it is below after its victorious run in the very wet, Ardmore, New Zealand Grand Prix. I love the way the gent ‘touches the greatness of Moss’ by giving the Lotus an affectionate pat! ‘Red cap’, a more technical type is sussing the rear suspension of the 21 compared with the Lotus 18’s from the year before.

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(Stephen Page)

Lotus 21: The Forgotten Chapman GP Car?…

When you think about it Colin Chapman peaked early as an F1 designer.

His 1956 Vanwall , or rather his chassis design and choice of Frank Costin as it’s body designer/aerodynamicist was a GP winner. Not too many fellas have done that with their first car.

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Press launch of the Lotus 12 Climax F2 car in 1956, note the extraordinary smallness of the car, the 12 and 16 remarkable bits of front-engined GP kit. Cliff Allison did 167mph in a Coventry Climax  2207cc FPF engined 12 on Masta Straight, Spa in 1958, with much of his small body outside the cockpit! He was 4th but famously could have won the race had it gone another lap as the first 3 cars all failed to complete the cool-down lap (John Ross)

His first Lotus GP design was the 16, he always referred to the 12, which competed in Grands’ Prix from Monaco 1958 as an F2 car, the design originally used in 1.5 litre racing before being fitted with Coventry Climax 1960cc and 2207cc engines for F1 use.

One of the things which intrigues me given his subsequent record as the designer/design inspiration for so many epochal cars is why Chapman didn’t design a mid-engined car for 1959? Cooper blazed that trail, GP winners from Argentina 1958, Moss of course taking that win in a Rob Walker Cooper T43 Climax.

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Allison, 10th in the Lotus 16 Climax, Nurburgring 1958. Brooks won in a Vanwall, Lotus 16 famously the ‘Mini-Vanwall’, both Chapman chassis designs  (Klemantaski)

Whilst the front engined 12 is understandable, it appeared in late 1956 and was quite the smallest front engined ‘F1 car’ ever, the 16 shoulda’ been mid-engined?

The 16 was quick mind you, but fragile in both chassis and it’s ‘queerbox’, Lotus’ own gearbox which was unreliable largely due to one small set of dogs trying to pick up every gear. The 16 also didn’t receive a 2.5litre Climax FPF until later in the piece. But if Chapman set trends, and he did, he was a slowish adopter of the mid-engined trend.

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Works Lotus 18 Climax, Zandvoort, Dutch GP 1960. Chapman was quick to refine the mid-engined paradigm! 2.5 litre CC FPF, 5 speed Lotus ‘box, rear suspension notable for lack of a top-link, the fixed length driveshafts performing locational duties as well as motive ones. This is Alan Stacey’s car, DNF gearbox on lap 57 from Q8. Ireland’s car was 2nd from Q3, quick cars 18’s! Brabham won in his Cooper T53 Climax (Dave Friedman)

His first such design, the 18 was an immensely successful car in FJ, F2 and F1 specification. Despite its ‘chubster, biscuit shaped’ looks it was the fastest 2.5 Litre F1 car of 1960 if not the most robust or reliable. No less than Moss himself had strong views on Chapman’s ‘marginal engineering’ of key components the failure of same caused some massive accidents.

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Ireland, works Lotus 18 Climax, Monaco 1960, 9th in the race won by Moss’ similar car. Lotus’ first GP win (Dave Friedman)

Roll on into 1961, the first year of the 1.5 litre F1, the Brits were faced without a suitable engine as their ‘racing mafia’ were convinced the CSI, in the end would not make the change to the smaller engines. They did, Ferrari the beneficiary with their 156, a car developed in F1/2 in 1960, click here for a story on that wonderful conveyance;

https://primotipo.com/2015/10/22/ferraris-first-mid-engined-car-the-1960-gp-dino-246p/

Whilst BRM and Coventry Climax worked hard to get their V8’s completed all of the British firms persevered with Mk2 versions of the 1.5 litre Coventry Climax FPF, in 2.5 litre form the championship winning engine of 1959/60.

Chapman and his team had the dimensions of the coming Coventry Climax FWMV V8 when they set to work on the 21, their 1961 contender, but they knew initially the little, underpowered FPF would be used.

So, light weight and aerodynamic efficiency were key design tenets of the new Lotus 21. These aims were achieved by lying the driver down in the cockpit, Chapman went further in ’62 with his 24/5 designs, but the trend was set by the 21. The car was notably small in size, low in frontal area, the body enveloping the chassis all the way to the casing of its ZF gearbox, specially made for the car. Have a look at a 21 beside a 156 and see just how ‘butch’ in size the Fazz is by comparison.

Chapman used a top rocker and lower wishbone for the cars front suspension, getting the spring/shocks outta the airstream and further adding to top speed. At the rear the suspension was outboard; single top link, inverted lower wishbone and coil spring/damper unit with twin radius rods for location.

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Lotus 21 Climax FPF cutaway, specifications as per text (James Allington)

Lotus Components built 11 of the 21 chassis’ during the year, which otherwise in specification were leaders of the mid-engined paradigm; multi-tubular spaceframe chassis, Chapman the high priest of chassis design. Rack and pinion steering, discs on all four wheels, magnesium alloy (Lotus ‘wobbly web’) wheels, Ferrari still used heavy Borrani wires till ’63. The CC 1495cc, DOHC, 2 valve, all alloy, Weber carbed 4 cylinder engine gave circa 155bhp. The Lotus weighed 990lb, had an 89 inch wheelbase and track of 53 inches front and rear.

The prototype was built from scratch in six weeks, just missing the Aintree 200 meeting but was tested at Silverstone two days later, the car made its debut at Monaco in May. The works cars in 1961 were steered by two Scots; Innes Ireland, the seasoned professional and up and coming Jim Clark who graduated fron the works Lotus 18 FJ he raced in 1960.

Fitted with the new Coventry Climax V8 the Lotus 21 was a winning car in Moss’ hands if not Ireland’s or Clark’s.  But as it was Chapman didn’t get his hands on an FWMV in 1961 due at least in part to the spat he was having with Climax’ MD Leonard Lee about the quality of the CC FWE engines supplied for his Elite road cars. The engines weren’t the Elites only reliability problems mind you!

In the event the 21 won only one championship GP at Watkins Glen, Innes Ireland broke through for both Team Lotus and his first win that October.

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Ireland’s winning Lotus 21 leads Gurney’s 2nd placed Porsche 718 and Graham Hill’s 5th placed BRM P48/57 Climax, US GP Watkins Glen, 8 October 1961 (unattributed)

The cars chances of more wins were missed by Chapmans decision not to sell Rob Walker his latest car, as he had with the 18 the year before. Moss’ two wins in ’61, remarkable ones, were in the Walker 18 at Monaco and 18/21 hybrid at the Nurburgring. Armed with a new 21 all year he may, praps have taken one or two wins off Ferrari despite the cars relative ‘lack of puff’.

The 21 took wins in Non-Championship 1961 events; the Solitude GP for Ireland in July, the Flugplatzrennen at Zeltweg again for Ireland in September, and the Rand, Natal and South African Grands’ Prix in Jim Clark’s ‘African Tour’ in December 1961. As written here Moss did well in Australasia in early 1962.

The Lotus 21 should be remembered as both a GP winner and the progenitor of the design maxims Chapman’s ever creative mind evolved with the 1962 Lotus 24 and it’s revolutionary monocoque sibling, the 25.

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Love the atmospherics of this 1961 Italian GP, Monza paddock shot. #10 is Brabham’s Cooper T58 CCV8, contrast it with McLaren’s #12 CC FPF powered T55 behind. #38 and 36 are the Ireland/Clark Lotus 21 CC FPF’s before the ‘jiggery pokery’ with the chassis swap between Innes and Stirling. The white painted ‘T’car is a Lotus 20 FJ or 21, not sure whose the car behind it is, its a Cooper T51 i think (Hutton Archive)

Moss’ first drive of a Lotus 21 was his steer of  Innes Ireland’s works car at Monza on 10 September, that weekend infamous for the tragic race collision between Jim Clark’s Lotus 21 and Taffy von Trips Ferrari 156 which resulted in Trips death as well as that of 15 innocent spectators.

Moss took Lotus’ first ever GP win at Monaco in May. Whilst Chapman was eternally grateful he wasn’t inclined to give Moss or Walker too much of a ‘free-kick’ by selling them his latest car, the 21, given his primary aim was works car wins. In fact its probably Esso we have to blame as they were Lotus’ fuel supplier, BP the sponsor of Rob Walker/Moss, both companies had their commercial positions to protect.

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Moss and Ireland swapping notes at Monza, Italian GP, September 1961 (GP Photo)

The Monza weekend was also significant for the first race appearance of the new 1.5 litre BRM P56 V8 and the further appearance of the Coventry Climax FWMV V8 first raced by Jack Brabham at the Nurburgring the month before. Jack qualified his new Cooper T58 on grid 2 in the Eifel Mountains but crashed on lap 1 with a sticking throttle so the engine hadn’t been race-tested.

The P56 V8’s were fitted to modified BRM P48/57 chassis, the CC V8 to Jack’s Cooper and a specially modified Lotus 18/21 built up by the Walker Team. Team Lotus were unable to secure an engine as noted earlier, so appeared in 21’s powered by the 1.5 litre 4 cylinder FPF Mk2 used by the British teams, including BRM that year.

BRM tested their new engines with no intention to race them. Brabham raced his Cooper despite problems in practice.

Moss was sportingly offered Ireland’s factory 21 FPF, chassis ‘933’. Chapman and Ireland reasoned that Moss would have a better chance of success in a 21 rather than the tired Walker 18/21. Moss was the only Lotus driver with a vague (very) chance at the championship. Ireland raced the Walker 18/21 FPF engined car. In Denis Jenkinson’s race account he writes about the ‘cloak and dagger’ stuff behind closed garages to make the necessary change of chassis and body work between Moss and Ireland. The secretive stuff was doubtless so as not to upset the trade supporters of both teams.

Which brings us back to ‘ole 935’ and the photo at this articles outset. The two works Lotus Monza chassis according to Nye’s ‘Theme Lotus’ were ‘933’ and ‘934’. If ‘935’ was at Monza there was no point making the chassis and bodywork changes between the Moss/Ireland cars both Jenkinson and Nye report took place. If ‘935’ were at Monza either as a works spare or delivered to the Walker Team Moss would have raced it and Ireland his regular works 21 rather than the inferior Walker 18/21.

So, whats the explanation of the photo then?

Either it isn’t Monza, although i am inclined to believe Nye who has been there once or twice! The probable story is that the engine cover of the new ‘935’ was ‘borrowed’ and fitted to one of the works Lotus 21’s for the weekend. The first race entry for ‘935’ i can find, looking at Non-Championship and Championship Grand’s Prix results later in 1961 seems be its races in New Zealand in early 1962. The 1962 NZ GP report by sergent.com describes ‘935’ as unraced before that event on 6 January.

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Moss and Alf Francis confer during Monza practice, by the look of it neither are ‘happy campers’, the Lotus 18/21 CC FWMV  chassis #’906′ always a handful (GP Library)

The Moss 18/21 was modified to fit the FWMV V8 with the assistance of Ferguson Research. The rear of the 18 chassis aft of the drivers seat was ‘chopped off’ and replaced with a frame to suit the width and mounting needs of the new engine. 21 rear suspension was incorporated comprising new 21 uprights which were located at the top by a link to the chassis thus relieving the half shafts of the suspension loads the solid ‘shafts of the 18 performed. The new components had Hardy Spicer splined shafts to accommodate ‘plunge and droop’.

A Colotti Type 32 gearbox was used. The rear framework was a complete assembly which attached to the main frame by large bolts screwed into the ends of the tubes, which had been plugged and tapped. The structure was made from small diameter tubing which had to be detached completely before the engine and gearbox could be removed. The car was finished in a big hurry so the old Lotus engine cover was retained with a bulge to clear the four downdraft Webers.

Whilst no-doubt well engineered it doesn’t all add up to the levels of torsional stiffness no doubt required to put all of the new engines power to the ground effectively.

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The Walker Lotus 18/21 CC V8 during 1961 Monza practice (GP Library)

 

 

 

 

 

 

 

 

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Italian GP ’61 start with a swag of 5 Ferrari’s up front, leading green car at left is probably Hill G’s BRM Climax, Clark is between Hill and a Ferrari, thats Gurney’s Porsche 718 on the right from grid 12, the carnage took place shortly thereafter (Klemantaski)

During the race the tragic accident between Clark and von Trips occurred on the first lap, the German and hapless spectators killed. The race continued whilst the carnage was attended to.

Moss retired on lap 36 with wheel bearing failure, Ireland on lap 5 with chassis problems and Brabham’s FWMV failed on lap 8 due to overheating problems, shortcomings sorted over the winter off-season.

Phil Hill’s Ferrari 156 won the race and ’61 title from Gurney’s Porsche 718 and McLaren’s Cooper T55 FPF.

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Moss in the Walker bodied works Lotus 21 CC FPF during the race, dicing with Gurney’s 2nd placed Porsche 718 (GP Library)

New Zealand…

Over that 1962 European winter Coventry Climax worked on the reliability of the FWMV and BRM their P56 V8 and the P578 chassis to carry it. Over at Cheshunt Colin Chapman was building the spaceframe 24 and its epochal monocoque sibling the Lotus 25.

Both marques were the key players in an amazing 1962 season which in the main didn’t feature Stirling Moss, whose Glover Trophy career ending accident took place on Easter Monday 23 April 1962 in the Walker Lotus 18/21 Climax V8 ‘906’ described above.

The Walker Team would make do with their 18/21 in GP’s, later in the season they raced two Lotus 24 FWMV’s but by the time they were ready Moss’ career was finito.

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Moss looking after the fans, Kiwi kiddies drawn to the great Brit, Ardmore NZGP meeting. Car is 21 ‘935’ (Stephen Page)

For Moss, in the meantime there were the annual summer internationals to contest in Australasia.

Whilst Stirling loved the speed of his Lotus’ he revelled in the forgiving ‘chuckability’ and robustness of Coopers. Robust is not an apt adjective to describe the Loti single-seaters of the period. So, hedging his bets for his 1962 Australasian Tour he had Rob Walker ship both ‘935’ as well as a Cooper T55 ‘F1-7-61’  on the long voyage south. Both cars were Coventry Climax FPF powered. Engines of both 2.5 and 2.7 litres capacity were used, our International Series then F Libre in its pre-Tasman formula days.

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Moss and 2nd placed Surtees on the Ardmore victory dais (Stephen Page)

Moss raced the Lotus to an NZ GP win at Ardmore on 6 January and at the Wigram Airfield circuit event fitted with 2.5 litre FPF’s. At Levin and Teretonga he was 2nd in the Cooper powered by a 2.7 FPF, Brabham won at Levin and McLaren at Teretonga. So Moss’ campaign had started well.

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Borgward Isabella and 21 off to the next round of the NZ Internationals at Levin. Shot shows the inboard front suspension, the top rocker actuating inboard mounted spring/shock. At the rear is a single top link, reversed lower wishbone, outboard spring/shock and twin radius rods. Extreme lowness clear as is the slippery nature of the body and reduction in driver space which advanced as a trend over the following decades!  (Stephen Page)

The NZ Internationals were contested by Moss, Surtees, McLaren and Salvadori, the latter 3 drivers in Cooper T53 Climaxes, Bandini in a Cooper T53 Maser, Brabham a Cooper T55 Climax and Ron Flockhart Lotus 18 Climax. Chris Amon made his first international appearances that summer in the ex-BRM/Brabham Maser 250F, other ‘local heroes’ Pat Hoare Ferrari 246/256 V12, Angus Hyslop Cooper T53 Climax and Aussies Bib Stillwell, Aston DBR4, David McKay Cooper T51 Climax and Arnold Glass’ BRM P48.

Moss ‘brained’ the NZGP field in an awful, wet race, he lapped the field winning from Surtees, McLaren and Salvadori.

Australia…

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Beautiful shot of Moss in the Walker Lotus 21 Climax 2.5 ‘935’ on Warwick Farm’s pit straight, he practised the car but raced the more ‘chuckable’ Cooper (Mal Simpson)

The cars were then shipped to Sydney, the first race of the Australian leg the ‘Warwick Farm 100’ on the testing, technical outer western Sydney circuit on 4 February.

Moss practised both cars electing to race the Cooper to a race win from McLaren and Stillwell.

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Moss in his Lotus 21 passes John Youl sneaking a peek over his shoulder, Cooper T51 Climax during WF practice. Youl DNF the 2.2 litre car with clutch problems in the race, the Taswegian a very quick steerer (John Ellacott)

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WF 100 front row, 4 February 1962 ; Moss, Brabham, McLaren in Coopers T53, T55, T53 (Mal Simpson)

Moss missed the Lakeside event won by Brabham’s T55 Cooper and Longford’s ‘South Pacific Championship’ race won by Surtees Cooper T53 Climax but raced ‘935’ fitted with a 2.7 litre FPF at the Australian Grand Prix, Sandown’s inaugural meeting on 12 March.

Jack Brabham won the race in his 2.7 engined Cooper from Surtees, McLaren and Chuck Daigh in the very interesting Scarab RE Buick V8, the cars only race. Read my Chuck Daigh article for that cars interesting story.

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Moss cruises the Sandown paddock in the 2.7 ‘Indy’ FPF engined Lotus ‘935’, March 1962. The man absolutely the best and fastest driver in the world at the time (Kevin Drage)

In between these Australian events, reinforcing the regularity and intensity of his racing schedule Moss raced in the Daytona 3 Hours, finishing 4th in a Ferrari 250 GT SWB on 11 February. After Sandown he returned to the US to contest the Sebring 3 Hours and Sebring 24 Hours on 23/24 March finishing 3rd in an Austin Healey Sprite and DNF in a NART Ferrari Dino 248SP respectively.

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Moss, AH Sprite, Sebring 3 Hour 1962 (Tom Bigelow)

 

 

 

 

 

 

 

 

 

 

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Moss, maidens, Sebring 1962. That he was in such great physical shape no doubt a factor in his attraction to the babes but it  also stood him in good stead in surviving the horrific Goodwood shunt, surgery and month long coma (Tom Bigelow)

 

 

 

Moss then returned to Europe for the 1 April GP of Brussels and Lombank Trophy at Snetterton on 14 April yielding 2nd and 7th in the Walker Lotus 18/21 FWMV V8 ‘906’ before that fateful day at Goodwood on 23 April.

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Moss, Goodwood, Lotus 18/21 ‘906’ not long before the prang, Easter Monday 1962 (Doug Nye)

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It took over an hour to cut Stirling free from the mortally wounded Lotus. One of the things I have learned and detest in researching various pieces is the vast number of gruesome images of racing crashes on the internet. You won’t ever see them here. I am all for ‘freedom of the press’ but believe there is a place for censorship of said images…(Victor Blackman)

Moss was an enormously popular visitor to Australia from the mid-fifties, sadly his Goodwood 1962 accident was not too far away during his early ’62 tour.

His Antipodean fans never forgot him though.

We turned out in droves to see his ‘comeback’ drive in a Holden Torana L34 V8 at Bathurst in 1976, he shared the car with Jack Brabham. The all-star combination had a shocker of a race when Jack copped a Triumph Dolomite ‘up the arse’ on the startline thanks to his Holden’s clutch failure. Jack was stranded as the rest of the field moved post-haste towards Hell Corner, the unsighted Dolly an innocent victim of Black-Jacks misfortune. The car was patched up but Jack and Stirling failed to finish, a great shame!

Moss, a great man, ’tis wonderful he remains one of our sports great ambassadors.

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Brabham/ Moss, Holden Torana L34, Bathurst 1976 (Autopics)

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Moss and Brabham at Bathurst in ’76, that’s Scuderia Veloce’s David McKay in between (autopics.com)

Bibliography…

Automobile Year, MotorSport 1961 Italian GP race report by Denis Jenkinson, Doug Nye ‘Theme Lotus’, William Taylor ‘The Lotus Book’, oldracingcars.com, GP Encyclopaedia, silhouet.com, Team Dan

Photo Credits…

GP Library, James Allington, Mal Simpson, Kevin Drage, Stephen Page, John Ellacott, Klemantaski Collection, John Ross Motor Racing Archive, Dave Friedman Collection, autopics.com, Victor Blackman, Doug Nye, Tom Bigelow

Tailpiece: The future. Jim Clark at Sandown, Lotus 21 Climax ‘933’, World Champion in the new, epochal monocoque Lotus 25 within 2 years and a GP winner within months. Here with the lower sidepanel removed due to Melbourne summer heat…

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(Kevin Drage)

Finito…