Posts Tagged ‘Tornado 1 Ford’

Ian Mountain and his mates with his self-built, very clever IKM Peugeot Special on the AGP grid at Southport on Queensland’s Gold Coast, November 7, 1954.

Ian gives the photographer a big grin, it’s none other than champion racer Reg Hunt, who is sharing his previously unpublished shots with us via his friend and confidant, Melbourne enthusiast/historian David Zeunert.

The young Montclair Avenue, Gardenvale (now Brighton) engineer first came to prominence racing the MYF (Mountain Young Ford) Special he built together with fellow Royal Melbourne Institute of Technology civil engineering student, Bruce Young.

In the finest traditions of the day, this Ford 4.2 litre V8 two-seater provided day to day transport and a multi-purpose racer including a mount for the 1952 AGP at Mount Panorama. Up front Doug Whiteford won in his Talbot-Lago T26C, while Ian retired after 24 of the 38 laps.

Ian awaits the off in the MYF Ford Spl at Rob Roy circa 1952 (L Hatch)

 

IKM Spl. Chassis, engine and suspension detail as per text (AMS)

Despite his training, Ian was up to his armpits in all things automotive. He was employed as a Peugeot salesman by Canada Cycle and Motor Co in Latrobe Street, Melbourne. It was to them he turned for components for his next car, the IKM (Ian Keith Mountain) Peugeot Special.

The machine’s chassis was of typical ladder frame type, longerons were of 16 gauge 2 3/4 inches diameter steel tube with four cross members – one at the front, one behind the engine then two at the back, in front of and behind the final drive unit.

Front suspension used Peugeot 203 transverse front springs and stub axles with fabricated top wishbones and telescopic shocks. Steering was 203 rack and pinion, as was the steering wheel.

Rear suspension was de Dion. The bowed tube picked up the hub-carriers and a 1946 Ford V8 diff housing mounted on the frame. This had specially cast side-plates with Dodge pot-type universal joints at each end of the driveshafts. Semi-elliptic springs, radius rods and telescopic shocks completed the package.

The hydraulic brakes use MG TC backplates and shoes with Alfin drums. The wheels were Holden FJ ‘laced’ onto ‘TC hubs- 5 inches x15 in front and 5.5 x 15 at the back, whilst the heart of the matter was a modified 203 crossflow engine.

IKM engine and front suspension. Peugeot suspension and steering components with fabricated top wishbones, MG TC/Alfin brakes. Peugeot engine 1490cc- 80.5mm bore and 73mm stroke, big Wade blower and SU carb (AMS)

 

IKM ally fuel tank and rear suspension detail- de Dion tube, radius rod and shock mount (AMS)

The standard Peugeot four-cylinder OHV 1290cc unit was bored to 1490cc using custom made Rolloy pistons and sleeves. A big Wade R020 blower fed by a 55mm SU carb giving about 6 pounds of boost was mounted on a frame ahead of the front suspension and chain-driven from the front of the crank. Extractors were fabricated, a Scintilla Vertex magneto gave the sparks, Peugeot provided a competition fuel pump and exhaust valves. Inlets and valve springs were standard but the valve gear was lightened and polished as were the rods and crankshaft before balancing. The compression ratio was 6:1.

The engine was mounted to the left in the frame to allow a driveline left of centre and therefore a nice, low seating position. An MG TC gearbox mated to the bellhousing easily, 22 gallons of fuel were carried in a rear mounted tank.

Neil Coleman’s ‘shop in North Melbourne built the light aluminium body with the light, low purposeful car beautifully built and finished. IKM weighed 9cwt, had a wheelbase of 7′ 6″, front track of 4′ 2″ and a rear track of 4’, ‘so the car is not really a small one, belying its looks’ AMS reported.

After testing in the quiet(!) of the Geelong Road Ian ran the machine at the Beveridge and Templestowe Hillclimbs in chassis form, and then at Fisherman’s Bend with its body fitted. He finished two races despite fuel feed problems caused by shortcomings in the manifold design.

Ian married Laurel Duguid in the Scotch College Chapel at Hawthorn on November 2, 1954 then the couple set off for Southport and the 1954 AGP, what a honeymoon! Lex Davison won in his HWM Jaguar with the IKM retiring after 11 laps. Ian’s radiator drain tap was opened slightly by vibration of the body panels which allowed the water to escape, the travails of new cars.

Peugeot 203 and IKM Spl ready for the long Melbourne-Gold Coast November 1954 AGP trip, Gardenvale to Southport is 1,725km each way (L Hatch)

 

Ian looking around for his crew at Gnoo Blas, long, low lines of the innovative IKM Pug clear (K Devine)

After a relaxing Port Phillip Bay Christmas/New Year the newlyweds set off from Melbourne for the South Pacific Trophy at Gnoo Blas, Orange, New South Wales over the January 31, 1955 weekend.

Australia’s first FIA listed international meeting featured the Ferrari 500/625s of Peter Whitehead and Tony Gaze, Jack Brabham’s Cooper T23 Bristol, Dick Cobden’s Ferrari 125 and Bira’s Maserati 250F and Osca V12 amongst others.

Two cars in Connaghan’s Corner after the right-hand Mrs Mutton’s Corner and then the downhill The Dip. Ian has lost adhesion and left the circuit on the outside, his crashed car is visible with officials well away on the left as, perhaps, the South Pacific Trophy takes place. Superb, rare angle of this section of this road circuit whilst noting the sad scene Reg Hunt reveals

 

Sadly, oil which spewed from Bira’s Osca V12 probably led to the awful accident which cost 25 year old Ian and a young spectator in a prohibited area their lives on the fast, downhill run out of Connaghan’s Corner, see here for a feature on this meeting; https://primotipo.com/2020/04/09/1955-south-pacific-championship-gnoo-blas/

Reg Hunt’s Maserati A6GCM 2.5 litre was entered for the meeting but necessary spares were late arriving from Italy so he prowled the circuit with his camera instead.

Laurel remarried in 1960, the IKM remains passed to Ian’s brother Ken who later sold them to Harry Firth. Ian Tate, who admired the car in the day, later acquired it and is in the gradual process of restoration.

Path of the car clear through the fence from the previous shot from up the hill towards Connaghan’s Corner.

Whilst components off the crashed machine have been placed on the wreck and in the cockpit the barbed wire fence, wrapped around IKM Spl, which provided some of Ian’s fatal wounds is clear. When the worst happened on those tracks in those days, lady luck either was, or was not present. Unseen by Ian that day sadly

Stunning, most significant photographs, many thanks Reg, David.

Credits…

Australian Motor Sports, December 1954, ‘Ian Mountain: Potential Unfulfilled’ Paul Watson, Reg Hunt photographs via David Zeunert Archive, Ken Devine Collection, Gnoo Blas Classic Car Club

Finito…