Tag Archives: Hall & Hall

Half A Car – Lotus Ford T 87 #87/R2 & #87/R4

For the 1981 World Championship Lotus had developed the twin chassis Lotus 86 which I looked at last week, no sooner had testing of that car been finished than the ruling body of the sport outlawed the skirts on which the car depended to seal the airflow beneath the body of the car and mandated a minimum ride height.

Lotus Ford 87, British Grand Prix, Silverstone

This led to the development of the Lotus 88 which had twin chassis as did the 86 but no skirts and a 6cm minimum ride height as mandated by the new rules. Unfortunately while the governing the body of the sport accepted the Lotus 88 as legal most of the other teams did not declaring that the second outer aerodynamic chassis was a banned movable aerodynamic aid and not a fully suspended chassis.

Lotus Ford 87, British Grand Prix, Silverstone

Set against a back ground to these semantic arguments between the grandee teams of Ferrari, Renault and Alfa Romeo going up against the garagistes of Brabham, Lotus, McLaren, Williams et al made of high drama and in this instance almost every body building cars turned against Lotus in denouncing the Lotus 88 which meant that it only ever took part in a couple of practice sessions.

Lotus 87, Hall & Hall, Bourne, Lincs

For the first half of the 1981 season Lotus were therefore forced into running the Lotus 81 from the 1980 season. By the time the Formula one circus arrived in Great Britain Lotus made one final attempt to run the Lotus 88 in practice but were again refused by their fellow competitors and so Lotus ran the 88 sans second aeroydynamic chassis and with more conventional aerodynamic side pods and wings as #87/R2 is seen being driven by Nigel Mansell during practice for the British Grand Prix at Silverstone in 1981 and #87/R4 is seen with the later front wings at Hall & Hall and in the Paddock at Silverstone during the classic meeting earlier this year.

Lotus 87, Silverstone Classic

The single chassis version of the Lotus 88 is known as the Lotus Type 87. The highlight of the Lotus 87’s half a seasons competition career was a couple of 4th place finishes, for Elio de Angeles in Italy and Nigel Mansell at Ceasers Palace.

Lotus 87, Hall & Hall, Bourne, Lincs

Chassis R2 was used by Elio de Angeles in Monaco, Spain and France scoring a best 5th place finish in Spain, Mansell took the car over for the British Grand Prix and failed to qualify. There after this car was used as a spare for the remainder of the 1981 season and the first race of the 1982 season in South Africa.

Lotus 87, Hall & Hall, Bourne, Lincs

So far as I have been able to determine chassis #87/R4 seen in the more recent photo’s was driven by Nigel Mansell in at least four Grand Prix during the second half of the 1981 season. Note that the use of space age Carbon Fiber and Kevlar was becoming widespread by 1981 the following season the majority of Formula One monocoques were made from the material with the exception of Ferrari.

Lotus 87, Hall & Hall, Bourne, Lincs

The absence of any bodywork around the rear suspension and exhaust shows what a rush job it was to get the Lotus 87’s to the grid most of the contemporary cars of the period had the rear axle covered in body panels by 1981 including the 1981 British Grand Prix winning McLaren MP4/1 of John Watson.

My thanks to Rick Hall if Hall & Hall for generously allowing me to take the photos of #87/R4, which is for sale, on his premises.

Thanks for joining me on this “Half A Car” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be relating a Scandinavian Tale about an unusual fire engine. Don’t forget to come back now !


Fury’s Experiment – Ferrari 312 B3 #009 Spazzaneve

In the autumn of 1972 I was sitting in my dorm at school thumbing through a copy of Autocar when I came across a 4″ x 2″ photograph of today’s featured car the, there was only ever one, Ferrari 312 B3 nick named the Spazzaneve or snow plough. I reached for a pair of scissors and cut the photo out and stuck it to my bedside table where I could see it from my bed and would day dream of driving this compact vehicle to to dozens of Grand Prix victories.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

Being only 13 at the time and some months away from becoming fully mentally engaged with Formula One, I had no idea that it would be 40 years before I got to see this car in the flesh, partly because it was an experimental model and never raced in anger, partly because it’s designer Mauro ‘Fury’ Forghieri was to be moved to another job soon after #009 was built and tested and partly because Enzo Ferrari was ill which allowed FIAT management at helm of the good ship Ferrari and they wanted Franco Rocchi and Giacomo Caliri under the direction of FIAT’s Stefano Colombo to design Ferrari’s 1973 Grand Prix challenger.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

The 312 B3 Spazzaneve was a significant departure from Foghieri’s previous model the not entirely unsuccessful Ferrari 312 B2.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

Like many designers of the time, including Tyrrells designer Derek Gardner, Mauro was concerned with improving the handling of his cars by packaging all the heavy items, radiators, fuel, oil and water tanks and so forth as close to the centre of the cars gravity as possible.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

Interestingly this experimental vehicle did not feature inboard front brakes, as did both contemporary Lotus and Tyrrell designs which would have reduced the unsprung weight of the car to the benefit of the handling and brought these items closer to the cars centre of gravity further reducing the chassis ‘polar moment of inertia’ which has the benefit of reducing chassis stresses and improving handling.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

To improve front end grip radiators were mounted behind the front wheels and are fed fresh air by the large NACA ducts in the nose.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

The hot radiator air was then expelled through the ducts behind the mirror.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

Thanks to Regazzoni at The Nostalgia Forum I have been told that Mauro Fogheri’s dedication on the side of the car translates as “With this one [the car] I could understand many more things. With sympathy and a bit of envy Mauro Forghieri”

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

Thanks to GD66 and domenico also at The Nostalgia Forum these signatures have been identified as those of Jacky Ickx, top, and Chief Mechanic Giulio Borsari bottom.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

I have not seen any photos of Ickx’s team mate Art Mezario driving the car in period, but there is no reason to suppose he didn’t, Art has demonstrated #009 since.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

The cockpit for anyone taller than an average horse jockey is incredibly cramped.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

Note the front support has three different anchor points, linked here is a photo of Jacky Ickx driving #009 with the wing mounted all the way forward on square shouldered Firestone tyres, and another of #009 with the rear wing mounted further back on round shouldered Goodyear tyres linked here. Jacky and Art can be seen chatting in the back ground in the latter.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

Like Derek Gardner’s Tyrrell 006 design the Spazzanave was found to be very nervous to drive, unlike Tyrrell Ferrari ditched the low polar momentum concept and built 3 freshly designed cars which resulted in Ferrari’s worst season to date, while Jackie Stewart drove the Tyrrell OO6 to his third World Drivers Championship in 1973.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

Soon after returning to work in 1973 Enzo Ferrari withdrew his team from the 1973 World Championship for a short sabbatical and recalled Mauro Fogierhi to his former position to rework the 1973 cars with his low polar momentum idea’s. The following season the 1974 version of the Ferrari 312 B3 was developed into a championship contender.

Ferrari 312 B3 Spazzaneve, Hall & Hall, Bourne, Lincs

Thanks to a touch of galvanic corrosion twixt wheel nut and wheel my school boy day dreams were partly realised while visiting Hall & Hall in Bourne when I was asked to apply the brake pedal in an effort to help free the wheel nuts of the car. Christmas certainly came a couple of weeks early this year.

I understand #009 is for sale, unfortunately I do not have the readies to relieve Hall & Hall of the responsibility of looking after Spazzaneve, if you do contact details can be found on this link.

My thanks to Ted Walker of Ferret Fotographics for taking me to visit Hall & Hall and to Rick Hall for permission to take these photographs.

Thanks for joining me on this “Fury’s Experiment” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !


Christmas Window Shopping – Hall & Hall

Last week I got a phone call from Ted “Ferret Fotographics” Walker asking if I’d like to accompany him on a 300 mile round trip to Bourne, Lincs and back to visit Hall & Hall where he had some cars to inspect. I accepted on the basis that this might be an interesting window shopping trip, and as you shall see below it was close to the ultimate Christmas window shopping trip for petrol heads and race fans.

Mercedes 300SL, Hall & Hall, Bourne, Lincs

Among the cars I was kindly allowed to photograph was the Donington Collection’s 1952 Gullwing Mercedes 300 SL complete with experimental roof mounted wing that was around 15 years ahead of it’s time, this car was tried in practice, but not raced, for the 1952 Le Mans 24 Hours.

Delhaye 235 Chapron Coupé, Hall & Hall, Bourne, Lincs

Moving chronologically on this 1953 Delahaye 235 Coupé with a standardised Chapron body at a price when new of FF3,800,000 cost twice as much as the much faster contemporary Jaguar XK120.

Ferrari 250 GT SWB, Hall & Hall, Bourne, Lincs

Pierre Dumay and Jo Schlesser drove this Ferrari 250 GT SWB, chassis #2127, to a second place finish overall in the 1960 Tour de France, it’s last known in period race was in the 1964 6h Dakar race in which “Cicoira” drove it to a 3rd place finish.

Lotus 48, Hall & Hall, Bourne, Lincs

Unknown to all but a select few at Ford, Cosworth and Lotus the Lotus 48 was powered by a sign of things to come. The 48 was campaigned successfully in Formula Two and Jackie Oliver drove one to a fifth place finish in the 1967 German Grand Prix against cars with engines nearly twice the size and around a third more horsepower. The Cosworth FVA motor, which dominated Formula 2 from 1966 to 1972, has a four valve head, that was developed as part of Ford’s contract with Cosworth that would give birth to the Ford Cosworth DFV. The DFV in turn dominated the top tier of motor sport from 1969 until 1983 during which time the DFV motors powered 11 Drivers championship winners interrupted on three occasions only by Ferrari. This is one of several cars currently for sale on the Hall & Hall website linked here.

Alfa Romeo T33, Hall & Hall, Bourne, Lincs

The 1967 270 hp V8 powered Alfa Romeo T33 ‘Periscope’ was first used in competition by Belgian Teodro Zeccolini in his home country for a hill climb event at Fleron which he promptly won. By 1975 a flat 12 version of the T33 had been developed that won the Sports Car World Championships in 1975 and 1977.

Porsche 911T, Hall & Hall, Bourne, Lincs

German born Kenyan Edgar Hermann bought this Porsche 911T early in 1967 in preparation for an attempt on the 1968 East African Safari rally but when the 1968 London to Sydney Marathon was announced he returned it to the factory to be prepared for the longer event in which he finished 15th. Hermann sold the car to Australian Porsche importer Alan Hamilton who converted it to RHD and drove in Australian Rally events until 1970. In 1987 this 911 had a second wind and was driven to a Class C championship win in the Australian Porsche Cup.

Matra Ford MS80, Hall & Hall, Bourne, Lincs

From 1969 was one of Jackie Stewarts World Drivers and World Constructors Championship winning Matra MS 80s, powered by a Ford Cosworth DFV as heralded by the Cosworth FVA. Team owner Ken Tyrrell managed to do deals with Matra to use their chassis, and at Stewarts insistence Ford to use the Ford Cosworth DFV for the 1968 and 1969 seasons. These deals were remarkable because Matra were trying to develop their own V12 for Formula One at the time.

BRM P153, Hall & Hall, Bourne, Lincs

While I was window shopping two V12 powered cars from 1970 took my fancy the first was this BRM P153 chassis #3 according to the Hall & Hall website, these cars were the first of three race winning designs by Tony Southgate, Pedro Rodriguez drove a car like this to victory at the 1970 Belgian Grand Prix at Spa at an average speed of 149.9 mph. Chassis #03 was driven by George Eaton in 1970 who’s best performance was a 9th place finish in the Canadian Grand Prix, Howden Ganley drove the car in 1971, his seasons best result 4th in the non Championship Spring Trophy at Oulton Park . Sweden’s Reine Wisell and Spains Alex Soler-Roig both qualified the car for a race each in 1972 but neither finished which left Austria’s Dr Helmut Marko to drive for the last time in the 1972 Monaco Grand Prix where he finished 8th.

Matra MS650, Hall & Hall, Bourne, Lincs

According to the best sources I have the 1970 V12 Matra MS650 chassis #02 above has been used in just 6 events, unsurprisingly most of those who drove the car are French the three exceptions being Dan Gurney, who shared the it with Francois Cevert to record a 12th place finish in the 1970 Sebring 12 hours, Jack Brabham who shared the car with Cevert and retired from the 1970 Le Mans 24 hours and Algerian Bernard Fiorentino who shared the car with Maurice Grélin when it failed to finish the 1971 Tour de France. Chassis #02 was shared by Henri Pescarolo, Jean-Pierre Jabouille and Johnny Rives for the cars career best 2nd place finish, behind the sister car driven by Jean-Pierre Beltoise, Patrick Depailler and Jean Todt, on the 1970 Tour de France carrying the registration 197WS75 as seen above.

Ligier JS17, Hall & Hall, Bourne, Lincs

Finally there were two 1981 cars which grabbed my attention, first this Ligier JS17, powered by a fabulous sounding Matra V12, not sure which of the 5 JS 17’s built this is but Jacques Laffite drove the type to victory in the 1981 Austrian and Canadian Grand Prix which gave Laffite an outside chance of wining the title going into the final race of the season held in the car park at Caesers Palace. A 6th place finish meant Jacques secured his third consecutive career best 4th place in the championship.

Lotus Ford 81, Hall & Hall, Bourne, Lincs

I’ll be publishing a full blog about the Cosworth DFV powered Lotus 87 on 29th of December, the car seen here is chassis #87/R4, also currently offered for sale, was driven in 1981 by Nigel Mansell. Like many cars of this era it is probably more reliable now than it was in period .

I’ll save the best car in the building as a surprise, it was a prototype Friday car and it was a dream come true to see it in person. Don’t forget to tune in this Friday to find out what it was.

My thanks to Ted Walker for inviting me to join him on his trip to Hall & Hall and to Rick Hall for letting me take photographs of some of the vehicles in his care.

Wishing Abba Kogan, whom I believe owns some of the vehicles seen in these photographs, a swift recovery from his injuries, sustained in the Baku City Challenge, Azerbaijan recently.

Thanks for joining me on this “Christmas Window Shopping” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !


TdF – Ferrari 250 GT SWB Berlinetta Competizione #2127GT

The Tour de France Automobile (TdF), sponsored by the Le Martin Newspaper and organised by the Automobile Club de France, was first held in 1899 and won by René de Knyff driving a Panhard et Levassor. The event continued until 1986 when François Chatriot and Michel Périn won the last competition in a Renault Maxi Turbo. The event was revived in 1992 under the Tour Auto name for pre 1966 cars.

Ferrari 250 GT SWB Berlinetta Competizione, Hall & Hall, Bourne

Today’s Ferrari 250 GT SWB Berlinetta Competizione chassis #2127GT , seen in Hall & Halls care, was the 40th 250 GT SWB to be built and was supplied new to Pierre Dumay who raced it under his ‘Loustel’ team banner on at least three occasions the first of which was the 1960 Tour de France.

Ferrari 250 GT SWB Berlinetta Competizione, Hall & Hall, Bourne

Pierre shared the driving with Jo Schlesser and they finished the event 2nd behind Belgians Willy Mairesse and Georges Berger driving the Ecurie Francorchamps Ferrari 250 GT SWB Competizone chassis #2129GT which coincidentally was the 41st 250GT SWB to be built.

Ferrari 250 GT SWB Berlinetta Competizione, Hall & Hall, Bourne

Pierre Dumay is known to have entered the car in at least five further events up until the end of 1961 before the cae was sold to the Senegalese driver entrant Cicoira who is known to have raced the #2127 on three events between 1962 and 1964.

Ferrari 250 GT SWB Berlinetta Competizione, Hall & Hall, Bourne

Cicoira recorded a 6th place finish in 1962 Angola GP, a 4th in the 1962 Prix of Luanda and a 3rd in the 1964 Dakar 6 Hour race in which he was improbably listed as the sole driver of the car.

Ferrari 250 GT SWB Berlinetta Competizione, Hall & Hall, Bourne

#2127 returned to France in 1965 where it remained until 1986 when it was acquired by an MG Metro Challenge driver, aspiring to the British Touring Car Championship, Laurence C Bristow. #2127 appears to have remained in the UK with at least three different owners ever since.

My thanks to Rick Hall at Hall & Hall for his kind permission to take these photographs and to Ted Walker at Ferret Fotographics for taking me there.

Thanks for joining me on this “TdF” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !


Almost Superflous – Lola Chevrolet T332/T330 #HU23

Towards the end of 1973 although the Lola T330 had not won any Formula 5000 (F5000) championships outright, though one had been used to assist Jody Scheckter win his US F5000 title alongside his Trojan, the Lola T330 was rapidly becoming the fastest car on the US and British circuits when the company sold it first improved T332 models with fashionable tall airbox and a rudimentary body extension over the motor to the rear axle.

Lola T332, Gold Cup, Oulton Park

Today’s featured car has a history complicated by the fact that the T330 #HU23 chassis plate was actually fitted to a T330 bought in July 1973 by Australian Johnnie Walker and fitted with a Repco Holden V8.

Lola T332, Neil Glover, Gold Cup, Oulton Park

After Johnnie severely damaged his T330 at Surfers Paradise in September 1974 he replaced the chassis with a new T332 type, but stuck the T330 HU23 chassis plate on it. Possibly to save himself some import taxes. The de-plated T330 chassis was subsequently repaired and is now referred to by experts as T330 HU23(A) while today’s feature chassis is referred to by experts as T330 HU23(B), for the purpose of this blog I shall continue to refer to today’s featured chassis as T330 HU23 as there will be no further reference to the de-plated chassis crashed at Surfers Paradise.

Lola T332, Gold Cup, Oulton Park

Still using the salvaged Repco Holden V8, Johnnie was a regular top four finisher in the 1975 Tasman series winning at Surfers Paradise which made him a title contender, in today’s featured car, two races before the series finale at Sandown Park.

Lola T332, Neil Glover, Gold Cup, Oulton Park

At the finale, with the title all but wrapped up, Johnnie started from pole before crashing when his car inexplicably turned left on the back straight on the opening lap. Johnnie rebuilt the HU23 and continued to race the car until February 1976.

Lola T332, Gold Cup, Oulton Park

Peter Edwards bought HU23 in 1977 and continued to race it with a Chevrolet motor, similar to the Small Block Chevrolet seen above, until 1982. Peter sold HU23 on to Bernie Van Elsen who had HU23 stripped and the parts, including the motor but excluding the chassis, fitted to the Veskanda Group C sports car being built in Adelaide by Dale Koennecke and Harry Aust of K&A Engineering with help from former ex VDS Can Am engineers John and Bob Murphy.

Lola T332, Neil Glover, Gold Cup, Oulton Park

After selling his car Jonnie drove a Lola T330 belonging to fellow competitor Max Stewart in 1977 but that only lasted until Max was killed driving his Lola T400 during a practice session at Calder Park in October 1977.

In the aftermath of the tragedy Johnnie entered into an agreement to race the Lola T332, actually plated T330 22 by former owner Kevin Bartlett, in the Magnum Wheels livery of owner Martin Sampson until they won the Australian Gold Star series, after which both agreed they would retire from the sport.

Jonnie won the Australian Grand Prix at Waneroo and the Gold Star series in 1979. At the end of the final race of the series at Sandown Park Jonnie pulled into his pit to pick up Martin so that they could both complete a lap of honour in a final farewell to the sport an event which can be seen in the second photo of this Nostalgia Forum post by Ray Bell

Note the 1979 Sandown Park race was also the same one in which Kevin ‘KB’ Bartlet crashed the Brabham BT43 I featured last week and that Jonnie Walker is seen driving Martin Sampson’s Magnum Wheels Lola T332, T330 HU22, in the background of the photo of Kevin before his crash. That Lola T332, T330 HU22, is obviously not the same one as T330 HU23 featured in today’s post, as I incorrectly believed it to be last week.

Chassis T330 #HU23 appears to have been restored by Hall & Hall in 2001 and has been raced in the white and orange Magnum Wheels livery of Martin Sampson by Neil Glover who is seen at the wheel in these photographs, all taken at Oulton Park, since 2007. Last year, 2013, Neil won the Derek Bell Trophy with the car.

My thanks to Ray Bell, author with Tony Loxley of F5000 Thunder, for his infinite patience with my infinite dumb questions, to both Ray and Lee Nicole at the Nostalgia Forum for giving me a run down of some of the differences between a Repco Holden and Small Block V8 and to facebook acquaintances,Tom Rosenthal, Peter Brennan, Phil Straver, Stephen Morici, Dave Hudson, Sam Henderson, Dave Wolin, John S Buckley, Peter Phillips, Rob McDonald, Graham Wadsworth, Tim Meehan, Derek Kneller, Steve Price, Cliff Bennett, Darren Ciantar, Rory McDonald, Danny Fondren and Bill Sherwood.


Another Fine Mess – BRM P139 #P139/2

With the benefit of hindsight it could be said that the introduction of the 3 litre era Formula One regulations was the perfect excuse for unprecedented levels of chaos to reign at BRM. When the new regulations were announced BRM forgot its past troublesome experience with the supercharged BRM V16 and elected to built an even more complicated motor a 3 litre / 183 cui H16, effectively two flat 8 motors on top of one another sharing a common crankshaft. This heavy motor required four men to lift it and although powerful was also predictably unreliable though it did power Jim Clark to victory in the 1966 US Grand Prix, sitting in the back of a Lotus 43.

Alongside the H16 program BRM also developed a 24 valve V12 which Bruce McLaren used to power his one off McLaren M5A. When it lasted the V12 was capable of finishing in the points as Denny Hulme’s 5th in the 1968 South African Grand Prix had proved, however by then Bruce had already decided that the future of his Grand Prix team lay with the Ford Cosworth DFV which was used to power the 1968 McLaren M7A.

BRM P139, BRM Day, Bourne, Lincs

For 1968 BRM decided that the simpler and lighter V12 might be the better bet and abandoned it’s H16 and free lance designer Len Terry was drafted in to design a new V12 powered BRM P126 of which second evolution P133 and third evolution P138 variants were built in the same season. The teams best results were a second place in Monaco for Attwood in the P126 and 2nd place in the following Belgian Grand Prix for Pedro Rodriguez driving the P133.

1965 World Champion John Surtees was teamed up with Jackie Oliver in the BRM team for 1969 by which time BRM had developed a 48 valve version of the V12. The first half of the 1969 season went so badly with a best 5th place finish for John Surtees in Spain and 6 retirements from the opening 8 starts in 4 races that the team missed the 1969 French Grand Prix to regroup. During the break Tony Rudd, who had been working on a ground effect design with Peter Wright, was forced to resign and the team prepared a new challenger, the P139, for John Surtees to drive at the British Grand Prix.

 BRM P139, BRM Day, Bourne, Lincs

John retired on the second lap of the 1969 British Grand Prix when the suspension of the new P139 collapsed in the remaining five races of the 1969 season John managed two finishes the best of which was third in the Italian Grand Prix. At the end of the season John left BRM to start his own Formula One team.

Today’s featured car is #P139/2 which was ready for Jackie Oliver to drive in the 1969 Italian Grand Prix. Jackie Oliver ended his rookie season with Team Lotus in 1968, in which he replaced the much missed Jim Clark, with a season high third place finish in the season finale Mexican Grand Prix where team mate Graham Hill over came the odds to win the race and his second world drivers championship.

BRM P139, BRM Day, Bourne, Lincs

After the 1968 Mexican Grand Prix Jackie was replaced at Team Lotus by Jochen Rindt and Jackie found himself with the second seat at BRM for the 1969 season which started with a seventh place finish driving the BRM P133 at the South African Grand Prix. Jackie then had a run of four retirements in the P133 up to the British Grand Prix a fifth straight retirement driving the P138 at the German Grand Prix followed by three more in Italy Canada and the USA driving #P139/2. In Mexico Jackie’s fortunes changed and he finished 6th two laps down on Denny Hulme who drove his McLaren M7A to the models final final victory.

Jackie remained with BRM in 1970, but again he retired from all but two races with the P139’s replacement the Tony Southgate designed P153 scoring a best fifth in Austria. In 1973 Jackie teamed up with Don Nichols and designer Tony Southgate, who was part of the team that replaced Tony Rudd and Peter Wright at John Surtees insistence, to form the Shadow and later Arrows teams.

BRM P139, BRM Day, Bourne, Lincs

Tony Rudd joined Lotus production car operation when he left BRM and was still there when Peter Wright joined Lotus some years later. After joining Lotus Wright became involved in the development of the Lotus 78 ground effect and Lotus 79 moving on the work Wright and Rudd had started on the never completed BRM P142 in 1969.

Last time I looked today’s featured car seen in these photographs at last years BRM Day in it’s home town of Bourne was being offered for sale by Hall & Hall.

Thanks for joining me on this “Another Fine Mess” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !


Pride In Bourne – BRM Day

A 3:30 am start on Sunday saw me head over to my friend Tim’s to the lilt of early morning Drum ‘n’ Bass on Radio One and then off to what turned out to be the hillier than expected climbs of Bourne, Lincolnshire, where BRM Day was to celebrate the 50th Anniversary of Graham Hills and BRM’s 1962 World Championship victories with a stupendous parade of motor vehicles.

Raymond Mays Centenary Memorial, Bourne, Lincolnshire

Bourne was the home of Raymand Mays, a well respected hill climber, who founded English Racing Automobiles, ERA, with Humphrey Cook, and Peter Berthon in Bourne in 1933 with the aim of “upholding British prestige in Continental European racing”. With the German Mercedes Benz and Auto Union teams given almost unlimited resources to operate in the top echelon of the sport ERA focused on the second tier Voiturette class of open wheel racing. After the ’39 / ’45 war Raymond May’s persuaded numerous parties in the automotive industry to join him in a new collaborative (ad)venture called British Racing Motors, BRM, which like ERA was based in Bourne. Above is a memorial to the 100th anniversary of the birth of Mays which was marked in 1999 with a similar event to last weekends BRM Day.

BRM P30 Mark II, BRM Day, Bourne, Lincolnshire

Before the start of the festivities I managed to wonder around the main paddock and to be honest I did not know where to look, there were so many storied cars on display. The Donington Collections 1954 BRM P30 Mark II was the second version of the 1.5 litre / 91.5 cui super charged V16 that had spectacularly failed an expectant nation in 1950. Back in those days these cars ran on strange mixtures of fuel that often included alcohol which meant the cars not only sounded great but smelt great too !

BRM P25, BRM Day, Bourne, Lincolnshire

Among the cars that did not run was the British Racing Partnership teams 1959 BRM Type 25 chassis #25/10 which Stirling Moss drove to a second place finish in the 1959 British Grand Prix while taking a two race sojourn from Rob Walkers fast if unreliable Cooper T51. At the next race, the German Grand Prix at Avus, Hans Hermann drove this car and was captured falling out of it in some of the most spectacular motor racing photographs of all time.

Rover BRM, BRM Day, Bourne, Lincolnshire

The Rover BRM Le Mans car started life as a BRM P57 Formula One car which Richie Ginther crashed at Monaco in 1962, when Rover and BRM discussed the idea of building a Rover gas turbine contender for Le Mans BRM rebuilt Ginthers wrecked car into a challenger for 1963 when it was driven to a 7th place finish by Ginther and Graham Hill. The car was subsequently rebodied for the 1965 race, as seen here when it finished in 10th place driven by Hill and Jackie Stewart. The gas turbine motor is being rebuilt and one day the car should be a runner again.

BRM P180, BRM Day, Bourne, Lincolnshire

For 1972 BRM attracted a new sponsor Marlboro that wanted to follow the brand awareness lead set by the successful partnership of John Player and Lotus Cars which had netted two championships and many victories with the Lotus 49 and Lotus 72 models. In an act of supreme folly BRM announced it would run an A team of three drivers with two more forming a B team. The cars used would be a mixture of older P153’s dating back to 1970, P160’s first seen in 1971 and a third new for ’72 P 180 design as seen above that proved to be difficult to handle. JP Beltoise drove a P 180 at Brands Hatch for the last time in a non championship race at Brands Hatch in October 1972 where a wise tyre choice led to the cars one and only victory in it’s last ever race.

Howden Ganley, BRM Day, Bourne, Lincolnshire

New Zealander Howden Ganley seen above with his step daughter Erin drove for BRM in 1971 and 1972, after his driving career came to an end in 1974 Howden joined forces with Australian Tim Schenken to form Tiga a highly successful manufacturer of racing cars for Formula Ford/Formula Ford 2000 and Sports 2000 before going on to build a successful run of Group C2 sports cars. Today Howden is President of Ancien Pilotes a group of retired drivers. Howden is allegedly trying to get his unfinished Formula One car from the 1970’s completed.

MG ZB, BRM Day, Bourne, Lincolnshire

Tim and I found a nice spot to relax at the end of Abbey Road from which to watch the proceedings, we liked it so much we stayed there for the whole parade which started in the morning with a large number of pre 1962 vehicles of all sorts which nearly came to a stand still as an assortment of private and commercial vehicles negotiated the narrow roads. Above the owner of a 1958 MG ZB Magnette carefully negotiates the narrow gap between my toes and a big bus opposite me.

Rolls Royce Silver Ghost, BRM Day, Bourne, Lincolnshire

Guest family of honor at Bourne on Sunday naturally enough were the surviving Hills. Graham Hill’s widow Bette and son Damon, who followed his fathers career path to become 1996 World Drivers Champion are seen above on the passenger side of a 1910 Rolls Royce Silver Ghost.

ERA 1B, BRM Day, Bourne, Lincolnshire

ERA 1B is the 5th ERA to be built, the first of the 2nd B series is seen above with Tim Cottam at the wheel. In 1935 the car was delivered new to Dick Seaman who impressed the ERA team so much they offered to prepare his car for him. Dick was not happy with the arrangement and eventually had the car prepared by Giulio Ramponi. Dick won races at Pescara, Italy, Berne, Switzerland and Brno, Czechoslovakia with R1B in 1935 before moving onto a Delage in 1936 and the works Mercedes Benz team in 1937.

Douglas C 47, BRM Day, Bourne, Lincolnshire

During the 1939/45 war Raymond Mays hatched his plan for BRM and ERA passed into the hands of Leslie Johnson who relocated ERA to Dunstable when the company reopened for business in 1947. Less than ten miles north of Bourne RAF Folkingham was commissioned to serve as a decoy airbase in 1940, it attracted at least three German bombing raids before being upgraded to operational status in 1943. In January 1944 the 313th Troop Carrier Group arrived with it’s Douglas C47’s which were used to land troops in Normandy as part of Operation Overlord in June 1944 and again to land paratroops in Arnhem in September 1944 as part of Operation Market Garden, which made the flyover of the C47 last Sunday particularly poingnant. BRM would use the base to test it’s vehicles in the 50’s and 60’s when it was not required as a missile base in the run up to the Cuban Missile Crisis of 1962.

BRM P30 Mark II, BRM Day, Bourne, Lincolnshire

BRM’s first car the supercharged V16 Type 15 was a little on the recalcitrant side in the early days, but it was replaced by a shorter wheel base V16 P30 Mark II model in 1954 designed to take part in shorter non championship Formula One races. Kevin Wheatcroft is seen in the car above which I believe was used by Ken Wharton to win the five lap Chichester Cup at Goodwood first time out in April 1954. The sound and fumes from the 460 hp V16 at this range were thoroughly intoxicating !

BRM P25, BRM Day, Bourne, Lincolnshire

If the V16’s were a little on the complex side the 2.5 litre / 152 cui 4 cylinder Type 25’s were much simpler reflecting a change in management from BRM’s original Trust Committee’s to BRM’s new owner Sir Alfred Owen who purchased the Trust assets in 1953. John Pearson is seen here at the wheel of the 1958 chassis 258, which originally had 27/3 stamped on the chassis, for chassis Project 27 3rd of, which is the car that Jo Bonnier drove to victory in the 1959 Dutch Grand Prix ending 10 years of under achievement for the Bourne based operation. Spencer Flack who owned the car from 2001 was killed when driving it at Philip Island, Australia in 2003. His widow insisted the car which had split in two and caught fire be rebuilt by Hall & Hall the respected restoration experts who are based in Bourne.

As an aside BRM chassis type and project numbers do not follow any particular numerical sequence for example the first five Type 25’s were given chassis numbers #251 – #255 the remaining cars with slightly different chassis construction were given chassis numbers 27/1 to 27/6, P27 was the project number given to both chassis variations of the the Type 25 cars while project number P25 was given to the 2.5 litre / 152 cui 4 cylinder motors for the Type 25 BRM’s. To further confuse the matter the later cars with the 27/1 to 27/6 numbers stamped on the chassis were referred to as continuations of the earlier 251 – 255 numbering system hence chassis 27/3 is ALSO known as 258 @-)

Leyland Royal Tiger, BRM Day, Bourne, Lincolnshire

For 1960 BRM got a new transporter based on a Leyland Royal Tiger Worldwide bus chassis, notice the vehicle is left hand drive in anticipation of it mostly being used to transport racing cars across Europe rather than around the United Kingdom which was, still is and probably always will remain a country that drives on the left hand side of the road.

BRM P48, BRM Day, Bourne, Lincolnshire

Rick Hall was instrumental in the organisation of last Sunday’s BRM Day his son Rob is seen above driving the P48 Mk I which belongs to Bruce McCaw of Seattle. This car was originally driven by Graham Hill and Dan Gurney in 1960/61, it started life as a front engined Type 25 chassis 27/2 ALSO known as 257 and was converted to P48/2, the second rear engined BRM, for the 1960 season When Graham Hill and Dan Gurney drive it.

BRM P48, BRM Day, Bourne, Lincolnshire

As on the Type 25 the P48’s rear brake was a single disc attached to the back of the rear transaxle which acted on both rear wheels while saving on all up and unsprung weight of the car to the benefit of the handling. The P48’s were not particularly successful in 1960 recording many retirements and a best 3 rd place for Graham Hill. In the winter of 1960/61 two P48’s were sent to Australia for Hill and Gurney to drive and Gurney won his last race in a BRM at Ballarat, but only after his car had been crashed the night before the race by some hooligans !

BRM P57, BRM Day, Bourne, Lincolnshire

New Formula One regulations were introduced for 1961 requiring 1.5 litre / 91.5 cui motors. BRM started the season with proprietary Coventry Climax four cylinders before switching to their own V8’s which proved to be real gems. Initially the V8’s were fitted with stacked exhausts, but despite making a great howling noise they had a propensity to fall of and were replaced with conventional horizontal exhausts in 1962. Above the stacked exhausts on BRM P57 #57/3 are clearly visible. This car was driven by Graham Hill and Tony Brooks for the works while multiple British Hill Climb Champion Tony Marsh privately entered it into four non championship events before returning it to Bourne.

BRM P578, BRM Day, Bourne, Lincolnshire

For 1962 the BRM teams new P57’s were numbered P578’s built to accept only the BRM V8 having the digit 8 added to the P57 project number. Graham Hill drove these cars to championship race victories in the Dutch, German, Italian and South African Grand Prix and clinched his first and BRM’s only World Championship’s. Above is P578 #578/2 in early 1962 spec with stacked exhaust pipes.

BRM P578, BRM Day, Bourne, Lincolnshire

P578 #578/1 also known as ‘Old Faithful’ with the late ’62 horizontal exhausts was kindly sent over from the Collier Collection in Florida for Grahams son Damon Hill who can be seen at the wheel above.

Lotus BRM 24, BRM Day, Bourne, Lincolnshire

Such was the demand for 1.5 litre / 91.5 cui Formula One motors BRM had no trouble selling copies of their motor for privateers to use from 1962 onwards. Above Nigel Williams is at the wheel of the Parnell Team 1963 Lotus BRM 24, chassis #P1, fitted with Lola Mk 4A bodywork as raced by Peter Revson in the 1964 British Grand Prix from which he retired.

BRM P261, BRM Day, Bourne, Lincolnshire

Graham Hill went into the last race of the 1964 season as leader of the World Championship 5 points ahead of Surtees in his Ferrari and 9 points ahead of reigning champion Jim Clark in his Lotus. During the Mexican Grand Prix the final race Hill was knocked out of contention by Surtees team mate Lorenzo Bandini, Clark led the race comfortably, a win would have handed Clark the championship on a more race wins tie breaker, until the last lap when an oil leak caused his Climax V8 to seize. Going into the last lap Surtees was lying third behind Bandini and eventual winner Dan Guerney. Fortunately Surtees team mate, Bandini, let Big John pass and claim six points for his second place finish enough to claim the championship from Hill by a single point. Above Damon Hill is seen at the wheel of a 1964 BRM P261 #P2615. The 2 stems from Mark 2 of the 1961 P61 chassis to give P261 !

BRM P261, BRM Day, Bourne, Lincolnshire

In 1965 rookie Jackie Stewart was signed up to partner Graham Hill at BRM and he did not disappoint, scoring three seconds and a win at the 1965 Italian Grand Prix to finish third in the championship behind Jim Clark and Graham Hill who finished second in the championship for the second year in a row. Sir Jackie is seen above driving #P2617 one of the cars he raced in the 1965 season.

BRM P126, BRM Day, Bourne, Lincolnshire

For 1966 the Formula One regulations changed mandating 3 litre / 183 cui motors, BRM initially ran 2 litre / 122 cui versions of the P261 cars before introducing a hideously complex 3 litre H16 which produced plenty of power and probably the best noise ever heard at any race track but was predictably unreliable. Unfortunately none of the BRM H16’s are running at the moment and a Lotus 43 fitted with one is also presently hors d’combat. So the BRM Parade skipped to 1968 when a parallel 3 litre V12 engine programme came on stream to power the one off BRM P126 seen above with Richard Attward at the wheel. Richard scored the cars best result a second place finish at Monaco in 1968.

BRM P139, BRM Day, Bourne, Lincolnshire

For 1969 John Surtees and Jackie Oliver were employed to drive for the BRM team which introduced the V12 powered P139 half way through the season. John scored the cars best result a 3rd place finish at the 1969 US Grand Prix.

BRM P153, BRM Day, Bourne, Lincolnshire

For 1970 Jackie Oliver was joined by Pedro Rodriguez at the now Yardley sponsored BRM and it was Pedro who scored the teams only win of the season with the BRM P153. For 1971 Howden Ganley, who is seen at the wheel of #153/4 here, joined the team which included a roster of a total of eight drivers.

BRM P153 & P160, BRM Day, Bourne, Lincolnshire

The P160 replaced the P153 part way through 1971 and Peter Gethin used one to win the close fought 1971 Italian Grand Prix. In 1972 Marlboro replaced Yardley as the teams sponsor and Jean Pierre Beltoise scored the BRM teams final championship victory at Monaco in 1972. Above the 1973 spec P160 chassis P160/7 of J Burt has an interesting moment as he passes S Burt in the older P153, luckily neither driver was on the racing line at the time.

Another little aside, in 1973 I attended the non championship Race of Champions at Brands Hatch, the first time I ever saw Formula One cars in action, the BRM P160’s of Beltoise, Niki Lauda and Vern Schuppan qualified 1st to 3rd on the grid. Amazingly Beltoise, Lauda and Ronnie Peterson driving a Lotus 72, were credited with fastest lap of the race at 1.23 secs dead. Of the three only Beltoise finished in a distant 6th place.

Tyrrell Ford 006, BRM Day, Bourne, Lincolnshire

In 1973 BRM old boy Jackie Stewart won his third and final World Championship driving for the Tyrrell team, it was a real treat to see Sir Jackie driving a 1973 006 model through the streets of Bourne, not quite the Monaco Grand Prix, but without the crash barriers and safety fences of the Principalities street circuit, no less exciting.

BRM 201, BRM Day, Bourne, Lincolnshire

Probably my favorite BRM of all time is the P201 designed by Mike Pilbeam, featuring the 48 valve version of the V12 launched in 1968 the car appeared with sponsorship from Motul in 1974 when the team employed Beltoise, Le Mans Winner Henri Pescarolo and former Connew refugee Francois Migault at the wheel with Chris Amon drafted in to replace Pescarolo at the last two races of the year. The P201’s best result was a second place finish on its debut in South Africa with Beltoise at the wheel. Sir Alfred Owen passed away in 1974 and former team manager and Owen’s son in law Louis Stanley took over the team renaming it Stanley BRM in 1975. With no sponsorship to speak of, an out of date car and uncompetitive motor the team spiraled into a terminal decline the P207 was introduced in 1977 but started only one race in the hands of Larry Perkins. Perkins made BRM’s last Grand Prix start in South Africa this time with a much modified and hopelessly out dated P201. He finished 15th and there after Teddy Pilette, Conny Anderson and Guy Edwards all tried their hand at qualifying the P207 with out any success. J Fenning wearing a helmet just like the won worn by Henri Pescarolo is seen at the wheel of #P201/5 here, a car that was driven in the 1975 season under the Stanley-BRM banner by Bob Evans who’s best result was a 6th place finish in the non championship Race of Champions at Brands Hatch.

BRM V12 P15 Mark I, BRM Day, Bourne, Lincolnshire

As the parade came to a conclusion the V16’s were given a second run, the sound of the very first V16 P15 driven by the National Motor Museums Doug Hill still reverberates round my head as I bring this “Pride In Bourne” edition of “Gettin’ a li’l psycho on tyres” to a close.

My thanks to everyone involved in organising and putting on this magnificent event which is without doubt the highlight of my motoring year.

On this link you will find a short film of the days activity that I have made.

Thanks for help with identifying the cars to The Nostalgia Forum in particular Tim Murray an Doug Nye. If you spot any errors please accept my apologies and chime in below with any corrections.

Thanks for joining me, I hope you will join me again tomorrow. Don’t forget to come back now !