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Doesn’t this photograph have a lovely Australian feel to it, and would it be right to think it might be in Queensland? Must be the trees or the style of  hats maybe?*

What is known for certain it that this is Australia’s first competing ‘500’, the Low-Lane Special built by Bill Low and Bob Lane in Melbourne in 1947 with an Ariel Red Hunter engine. Other 500s had been promised or had even unsuccessfully appeared for practice, but the Low-Lane was the first to make it to the finishing line at Rob Roy hill-climb on 21 September of that year in a vaguely stated time of 40s.

The chassis, was a slightly modified ABC, which Australian Motor Sports (October 15, 1947, see below) says was an American-made Austin Seven which was married to a Ford 8/ 10 front axle with a Ford wishbone and transverse leaf spring. The upsweep at the rear of the chassis served to provide a top anchor for coil springs and the drive is by chain to a sprocket in a new banjo housing which is open at the front. The differential was discarded of course. Brakes were ‘modern’ Girling all round and the steering was by a Model T box.

Lowe Lane 500 1

Lowe Lane 500 2

Bill Low ran his MG TC at the September meeting and was tenth fastest in 38.40s so the round 40 seconds quoted by AMS seems not too bad. On November 2 that same year at the Australian Hillclimb Championship he was recorded more precisely in the Low-Lane at a ‘smart’ 42.18s so maybe that 40s was on the hopeful side? The champion for that year was Arthur Wylie in his special at 29.18s.

There doesn’t seem to have been another 500 at Rob Roy until the 1949 championship meeting on 1 November which was won by John Barraclough in the ex-Bira MG K3 in 29.69s. Reg Hunt’s 500 did 31.40s and L Day in the Day 500 was at 38.51s.

Our information is that the Low-Lane was bought by Queenslander Clem Warburton and taken to Queensland in late 1947 and was later run in hillclimbs there by Connie Jordan and Doug Wiles. That’s about all we know for the moment but what is news is that ‘things still turn up’ and Jeff Hodges in Bomaderry, just north of Nowra NSW, has the car for sale at a nominal price of $1000.



Post a message below and we will put you in touch or email direct to

Terry Wright

* In fact, it must be Queensland because the car didn’t have a body when it ran in Victoria.



Long-time Melbourne Cooper aficionado Garth Rhodes has been having a tidy-up and has kindly given us a Cooper Yearbook which we haven’t seen before at Loose Fillings. There are some interesting advertisements and photographs of air-cooled cars which we are happy to reproduce here. Many thanks Garth, but sorry the image quality isn’t better here.


Cooper 3

Cooper 4Cooper 5

Cooper 7

Cooper 8

Cooper 9

Cooper 10

Then follow some pages of photographs which are not new to us but we think these are:

Cooper 16

Cooper 17

Cooper 18

Cooper 19

The following though is not the Mk8 as we know it but maybe the early ones had the body style of the  Mk7 –  seems more likely that there just wasn’t a Mk8 twin when the yearbook was put together.

Cooper 20

Cooper 21To finish here is a cutaway drawing of the Cooper Bristol; the rest of the handbook is a list of Cooper successes from 1946 to 1953.

Cooper 22

Hope you like it!




‘Look what’s turned up’ is a constant story on Loose Fillings  and thanks to some very nice photography we are pleased to bring you no less than three ‘barn-find’ Coopers recently for sale in the United States.

Daniel Rapley said he had two lots of  cars for sale. First there was a Mk7 AND a Mk9, recently pulled out of a barn in Massachusetts. The Mk9 engine was apart. There was a quantity of spares, both mechanical and bodywork. Price was $US22,500 for the pair

The other lot was a Cooper Mk4 which came out of the same Massachusetts barn that the Mk7 and Mk9 came out of. It was owned from 1959 to 1972 by Milo Kibbe in the USA. Photos of it racing in 1960 show it looking in this exact layout. She’s a lovely old thing. Price was $US19,500.

We’ll let you work out which car is which. For more call Daniel Rapley +1-203-470-5298 or email:










While on my annual migration from Australia to the English summer of 2018, I was recalling my first such trip way back in 1978. I had decided to settle in Australia and was returning to sell our little house in Stony Stratford which was just within earshot (with the right wind) of Silverstone circuit.

Apart from my day job, I had started to write and sometimes photograph freelance for Australia’s Revs Motorcycle News and the Australian, and New Zealand contingent at the Silverstone British GP that year was one of my targets. I interviewed and photographed Greg Hansford, Jack Findlay, Mike Hailwood, and Dennis Ireland. It was, I think, the year of Mike Hailwood’s return to the Isle of Man and he, for a while then an antipodean, was also in the frame.

It’s mainly distant memories now. However, I have no trouble remembering the day that Alexander, Lord Hesketh, (properly Alexander Fernor-Hesketh, Baron Hesketh) who lived even closer to Silverstone, turned up at my front door to try and shut me up about the new motorcycle he was planning to make.

I had heard on the grapevine that Ron Valentine, technical head of the Weslake concern, was developing a V-twin version of their very successful speedway 500cc single. Such an idea interested me and to find out more I rang Ron, and after speaking some vintage JAP, soon had an invitation to visit his works in Rye on the south coast.

Ron was most hospitable; we spoke a lot more JAP; he took me to lunch and then I had a tour of the works. They did everything there – cast crankcases and cylinders even – and my freely-taken photos show piles of these in various stages of machining (below).

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In the foundry, attention that day was focused on the first casting of the left side crankcase of the new V twin which Ron told me was to power a motorcycle that Lord Hesketh was planning.

HeskethCasting (2) (2018_05_25 11_38_49 UTC)

HeskethCasting (4) (2018_09_06 11_38_40 UTC)

HeskethCasting (1) (2018_05_25 11_38_49 UTC)

The other crankcase half had already been cast and heat-treated and was being milled in the machine shop (below), so that scene was added to the pictures I had taken in the foundry.

HeskethMachining (2) (2018_09_06 11_38_40 UTC)

This wasn’t the race engine I had expected to see. It was much more interesting than that. As far as my nascent freelance journalism was concerned, I had a motorcycle ‘scoop’. Hesketh had become world famous with James Hunt driving the F1 cars built in his stable block – maybe he could revive the almost dead British motorcycle industry? This was pretty exciting stuff in those days, I can tell you, with British manufacturing on its knees and Margaret Thatcher yet to give the country some tough economic medicine.

Back in Stony Stratford, I rang the nearby Nicholas Hawksmoor designed Hesketh stately home of Easton Neston near Towcester and soon found myself asking his lordship for details of his motorcycle manufacturing plans. I told him about the photographs I had and after a few seconds of seemingly stunned silence he said

‘Where are you?’

‘Just down the road in Stony Stratford’, I replied.

‘Can I come round – I can be there in 20 minutes’, he said.

So Hesketh turned up in his Rolls-Royce, drank tea in the kitchen and laid out the deal he had in mind. If I held off publishing my photographs he would give me exclusive access to all the Hesketh material well before the official announcement was made. Revs would have the full story before any other motorcycle magazine worldwide.

I ran all this past Revs editor Mike Esdaile. Hesketh’s offer seemed genuine enough. It seemed a pity to put a damper on his plans by prematurely releasing the story for the sake of being first with it. His lordship had been very friendly and persuasive and so we agreed to his proposal. Eventually I found out that Hesketh was no gentleman as far as his word was concerned. Neither Revs nor I heard a word from him again and my photos of the prototype Hesketh engine haven’t seen the light of day until now.

The Weslake engine which I had seen in its early stages was ready to ride in 1980 and offered all sorts of novel – for British breeds – technology such as four valves per cylinder and chain driven twin overhead camshafts. Hesketh’s success with his Formula 1 team gave everyone hopes that his motorcycle project would succeed at a time when there was little public confidence in Britain’s manufacturing competence.

Designer and cartoonist John Mockett has written about the project’s development, ‘I was working for Yamaha Europe, making prototypes and concept models … Yamaha encouraged me to get involved … and paid for some of my time there because they thought there should be another British motorcycle. The first prototype I saw didn’t need a side-stand because the exhaust pipes held it up, so you just lent it on the pipe! That was the stage they’d got to – they didn’t have anyone in a senior role who knew anything about motorcycles.’

MotoGP journalist Michael Scott was at the champagne and caviar launch in 1981 (below, Alexander Hesketh with Mike Hailwood aboard) and he wrote, ‘We all had a test ride, and the bike was lovely, a bit big and heavy, but it had this terrible gear change….the Hesketh people would ask us what the bike was like and we’d say it’s really nice but, er, the gearbox is a bit clunky …. I do remember my coverline …: To The Spanner Born.’

HeskethHailwood (2018_05_25 11_38_49 UTC)

Hesketh Mototcycles plc was formed and a factory was set up in nearby Daventry to assemble outsourced components. It was, says Alan Cathcart, conceived as a ‘two-wheel Aston Martin –  a classy, expensive, gentleman’s express’.  But the bike soon demonstrated a multitude of faults.  It was heavy, unreliable and the rear cylinder overheated. With unfavourable press reports and the motorcycle market then falling, only 139 bikes were produced before the company went into receivership in 1982.

Cagiva and the Triumph cooperative looked at buying the rights and then Lord Hesketh formed a new company in 1983 to manufacture a full-faired version called the Vampire. However, the old faults were still there and this venture only made 40 bikes before closing in 1984.

Mick Broom, one of Hesketh’s team on his estate, then took on development and support and resolved the V1000s overheating problem with improved oil flow.  He made a few bikes a year until the marque was sold in 2010 to a new company headed by Paul Sleeman, which announced it was going to make just 24 bikes in total with a 1917cc S&S engine made in Wisconsin – the very same one they put in the recreated Morgan threewheelers.

The price when it was launched in 2014 was a whopping £35,000. Motorcycle News said it had ‘style, character, quality and exclusivity’ and they all sold.  Last year the Hesketh Sonnet was put on the market with a more affordable (for some) price of about GBP25,000. For that you got an even bigger 2163cc, triple camshaft S&S engine producing 145bhp at 6000rpm. ‘It delivers a completely unique blend of Anglo-American performance that nobody else offers on two wheels right now’, writes Cathcart. And now for 2018 there is the supercharged Valiant SC with 200bhp for GBP50,000.

It’s all amazing, really. Forty years ago the British motorcycle business was going out backwards. Now there are new Triumphs, Nortons, Ariels (definitely not a Pixie revival) and even a questionable recreation of the Brough Superior made in France. It seems to me that if you want a classic experience you should get a classic bike but good luck to them.

I’m sticking with my big-twin JAPs.

Photos August 1978 by Terry Wright show machining of the prototype engine’s first crankcase half and the casting of the other side along with piles of 500cc speedway engines.


New Motor Heritage Foundation

New Motor Heritage Foundation

At Loose Fillings we have been interested to hear that the following has been announced this week:

‘The Australian Motor Heritage Foundation is in the final stages of negotiations with the Australian Racing Drivers Club for long-term occupancy of secure premises at Sydney Motor Sport Park, initially being the whole of the separate building that comprised the original offices of the ARDC, then transferring to a tenancy within the intended new development in the Brabham Drive complex.

‘Also, we have been informed that the ARDC is in negotiation with a number of Australian universities and tertiary institutions, about four in all, which are combining to propose the construction and operation of a campus at SMSP where automotive and aeronautical engineering will be taught. We understand that the AMHF will be encouraged to co-operate with the institutions at that campus to enhance the special educational resources available at SMSP’.

The AMHF has recently been constituted as a not-for-profit company with six directors to provide a permanent home for Sydney enthusiast Hugh King’s remarkable collection of motoring books. We understand ‘Motor’ includes two and three-wheeled vehicles which is as it should be, of course.

The foundation’s directors say ‘…it is not a ‘library’, nor is it a ‘museum’ …instead, this Foundation is to serve the community … with a needed educational resource of national significance, situated at the demographic centre of our largest city, just like is set up successfully in the USA, in parts of Europe and in Japan.’

It was news to Loose Fillings that there was to be a major redevelopment at what we still prefer to call ‘Eastern Creek’. It seems only yesterday, but it’s nearly thirty years, since the editor was watching Bob Barnard and a back-hoe marking out the circuit on the ground around the rather misnamed ‘corporate hill’.

A Google search shows us that in March 2017 Glenn Matthews, ARDC’s CEO, wrote to the Greater Sydney Commission in connection with its West Central Draft District Plan as follows:

‘A new and broader vision is being shaped for the Sydney Motorsport Park precinct that we believe will be of high interest to the Greater Sydney Commission and its strategy to attract smart jobs to Western Sydney and agglomerate industry expertise with research and education opportunities.

‘… We are convinced this broader vision will bring significant social and economic impact through developing talented students in the region, growing smart jobs in innovative globally relevant industry in and around the motorsport precinct, and being an even more significant player in regions visitor economy.’

It was almost exactly in these terms that Greiner government officials were talking when the Eastern Creek circuit was first mooted; hopefully this time it will happen.

The ARDC is proposing a motorsport institute for research and development, a ‘race academy’, circuit lighting, dual pit lanes and an ‘innovation and research hub’, with most of the development being at the end of Brabham Drive around where the grandstand now is (see below).

2018-06-28 AMHF Prospectus for SMSP 15

The relevance of all this to Loose Fillings is that this new venture might well provide a permanent home for the also remarkable Graham Howard Collection of maybe 100,000 papers and photographs which is owned by Loose Fillings’ Garry Simkin and Terry Wright.

We look forward to hearing more, no doubt sometime before next year’s New South Wales election, and we’ll keep you posted on any developments relevant to the Graham Howard Collection.






Just 80 years ago – on 23 April 1938 – 33 year old Eric Crudgington Fernihough was flung off his wildly tank-slapping Brough-Superior motorcycle into the ditch on the side of the new road to Istanbul south of Budapest.

There, one of Britain’s greatest motorcycle racers died, and with him his hopes of regaining for his country the absolute world motorcycle speed record, which had been taken from him by the mighty BMW’s Ernst Jakob Henne.

Eric did not have a good start to life either. Family legend, and some evidence, suggests that his father and mother were initially well-to-do.

But not long after he was born in Birkenhead in 1905 as the ninth child of Jane and John Fernihough, Eric’s mother was recorded working as a lowly stewardess for the Cunard steamship line. It appears that all but Jane’s grown-up children were in care. Of the father there is no trace at the time and Jane was to die giving birth to a daughter in December 1908.

It is believed that Eric was chosen for adoption by Mrs Emily McCalmont at a Merseyside children’s home some time before 1910.  Eric retained the Fernihough surname and lived at 5 Stourwood Avenue, Southbourne, with his new mother, who had been widowed in 1903.

We know Eric spent two years from 1920 boarding at Clayesmore School then near Winchester and three years at Cambridge University studying chemistry, engineering and economics. He graduated BA in June 1926 and later acquired an MA.

Quite a lot is known about his Morgan three-wheeler and motorcycle activities of the time, some of it from the diary of the remarkable Miss Butler. She recorded she became engaged to Eric in November 1924 to give some apparently necessary (in the eyes of her parents) respectability to her spending a lot of time in Eric’s Cambridge shed and at various speed events all over southern England.

Whether the relationship was purely platonic and competition-focussed we will never know because Kathleen’s will required that her diaries be destroyed; fortunately for this story she wrote and dictated several sets of extracts about her time with Eric.

After various adventures including world records at Brooklands driving Eric’s Morgan, and a bad crash in 1926,  her father banned further racing, Mrs McCalmont put her foot down too and, Kathleen noted, ‘the engagement fizzled out’.

After Cambridge Eric took up motorcycle racing and was a frequent competitor and record breaker at the Brooklands track. He still lived in Southbourne and it is understood that he worked for ‘Hendys’, Britain’s first Ford dealer, which had a branch in Bournemouth and also dealt in motorcycles.

From 1926 he had an extraordinarily successful motor cycle racing career on a variety of makes but mainly Excelsiors with JAP engines, initially at Brooklands and in Ireland but eventually on the Continent.


As a motorcycle racer, Eric mixed it with the best. From his photo album at Brooklands Museum.

Late in 1931 he married Dorothy Penrose from Shirley in Hampshire, and took over the Tower Garage next to Brooklands track where he developed a tuning and motor engineering business.

As well as winning many major races at Brooklands, he had numerous class wins and places in international races in Belgium, Switzerland, France, Sweden, Ireland, Holland and Spain. In 1932 ‘Ferni’recorded 18 firsts and 13 lap records. In 1933 he had 14 firsts and 17 records. In 1934 he had 16 firsts with 18 in 1935 and 10 in 1936.    (440)

In July 1935, with a JAP V-twin engine Brough-Superior motorcycle he had developed himself, he set a new Brooklands lap record for motorcycles at 123.58mph. It was a phenomenal speed that was only to be slightly bettered by Noel Pope before the track closed for racing in 1939.


In 1936 Ferni made his first move towards taking the absolute world motorcycle speed record with a visit in October to record sessions being held on one of the new German autobahns between Frankfurt and Darmstadt. The flying start records eluded him with Ernst Henne’s factory 750cc BMW taking the absolute record over a kilometre to 159.1mph but Eric was able to claim a standing start kilometre record of 103.56mph.

Travelling to Gyon south of Budapest in early 1937, now with two bikes, one supercharged and one with a sidecar, he narrowly took the absolute record from Henne at 169.79mph on 19 April along with a second prize in the form of the outright sidecar record.

A racing injury in Sweden put Ferni out of action during the latter part of the year. Meanwhile Piero Taruffi (Gilera) and Ernst Henne, each with a mere 500cc (but superchargedwith full streamlining), attacked the record. At the beginning of 1937 it stood to Henne at 173.68mph.

Once again motoring the long road to Hungary, Fernihough returned to Gyon in the spring of 1938 to try to cap Henne’s new record. It was a tall order even though the road was modern and part of it had been designed level and dead-straight specifically for record breaking.

But runs had to be completed in both directions with only a limited time for adjustments between them. The timed km section was in the middle of the 5km straight and every bit of road available was needed to accelerate and brake. This meant that the approach curves had to be taken at considerable speed.

The flying mile started with one of the kilometre timing points so it was effectively even nearer to the southern end and the approach speed here was critical. Eric made it his practice to do a fast single timed run away from Budapest which was the reverse of normal use of the course. He would then do pairs of runs starting from the south away from the sun, maybe so that he would have the longest approach to the mile on the return run.

Mainly slightly elevated above the surrounding plain, there were only a few trees and buildings roadside apart from a roadhouse (which is still there) in the middle of the timed section.

The Royal Hungarian Automobile Club, for a daily fee of £75 (doesn’t sound a lot, but it was then) provided all the necessary facilities. The road was swept during the night. There were gendarmes with rifles to keep order.

First he cruised up and down in an open car checking for wind shadows and any other hazards. Then the bike was warmed-up and ‘hotter’ plugs fitted. Finally by way of preparation there was a fast run north to south and a last action photograph was taken with him flat on the tank and his arms fully extended.


On the fateful day: Eric warms up the Brough

All seemed well and his first record run started back towards Budapest. What followed was only sketchily reported in Britain and ever since there have been arguments about the cause. Only one eye-witness seems to have put pen to paper in English and The Motor Cycle quoted him in its issue of 28 April 1938:

As he entered the measured distance a slight wobble was to be seen. The very severe wobble developed. Poor Ferni tried to correct it but …. it made the front fork go from one lock to the other. It was impossible to straighten. He lost control, flew about thirty yards, landed on the wall of the ditch and fractured the base of his skull.

The Hungarian press agency put out a release with the news of the accident at 12.00 noon and the story was in the British newspapers that afternoon. Eric’s companion, John Rowland, then had the dreadful job of driving their station wagon home to England with Eric’s remains following a few days later.

There is evidence that Eric knew what he was up against in trying to regain the record but that he bravely went on. A surviving letter from a friend to another, written on the day of his death, says “[the] sad truth compels me to admit somehow it was not unexpected. I spoke to him on the matter the last time I saw him …”.

Eric was not the first, and not the last, to experience the sometimes fatal interactions between aerodynamics and vehicle design which even today are not always understood or predictable. Things can still go wrong even after much simulation and testing, the trigger often being difficult to nail down.

It is notable that Eric’s fatal run was the first time he went to record speed with a near full enclosure of the body of the bike. He had earlier run it with little or no streamlining – not even enough to keep the wind off his goggles which were distorted so much he sometimes couldn’t see the road properly. He had last run it for his absolute record runs the previous year with a crankcase/gearbox fairing and a new tail fairing and with this he seems to have frightened himself badly.

It may be that the substantial extra enclosure of the main body of the bike reduced the ‘weathercock’ effect of the tail fairing while introducing a new possibility of ‘flag flutter’ due to asymmetrical airflow  as suggested by Hungarian authorities.

Of course we shall never know. In all probability an accumulation of ‘second order’ effects started to get worse as speeds rose with the fatal, and (almost) literal, tipping point being the now more complete streamlining shifting what is known as the ‘keel area’ fatally forward while maybe adding new aerodynamic problems.

Eric was buried in Boscombe cemetery, Bournemouth on 4 May 1938. He will be remembered this month by a ceremony, not there, but at a memorial (below) where he died which has been built by local people on the Gyon road in what is now the city of Dabas in Hungary.

Terry Wright

12Emléktábla avatás4

Terry Wright is working on a book about Eric Fernihough, Ernst Henne and their pursuit of the absolute world motorcycle speed record.



Well not so much ‘surface,’ as published for the first time. Quite a few years ago a roll of film, which had been found in the street, was handed in to the police in Wolverhampton. The roll was of over 700 microfilmed JAP drawings which had perhaps been dumped after Villiers took over JAPs and moved the remnants of the JAP Tottenham (London) factory to Wolverhampton.

Not being claimed or an owner found, and rather than being destroyed, the film was given to a friend of ours who allowed the Vintage Motor Cycle Club and the Morgan Three-Wheeler Club to copy them. The MTWC made digital copies and a copy was given to Loose Fillings some years ago.

The first set of three drawings published are of the 8/45 KTOR and JTOR crankcases of 1924 or thereabouts, probably with the later addition of ribs to the drive-side crankcase. There should be a timing cover for a single platform magneto but we have not found it yet. It may be that the drawing was lost when a new drawing was done for the 8/80 in 1936.

Future uploads will include the 1936 8/80 996cc JAP and the postwar Mk1 1098cc JAP used by Coopers. As well as crankcases there are cylinder barrel and head drawings of various types but no small parts –  the collection is almost exclusively of drawings for moulding and machining of castings in iron and aluminium.

As well as twin-cylinder engine drawings there are many of the speedway 500 engine which will also be published. Note that the drawing number is the same as the JAP part number

So, watch this space, and here is the first being the 1924  and onwards crankcase for the JTOR, KTOR and probably the water cooled LTOW. Later, these drawings were amended for the 8/80 and in due course the 8/80 timing cover was amended in 1949 to suit the pump used for the dry-sump engine.

If you want higher resolution files, you can download pdfs from JAP DRAWINGS in the menu across the top of the page.

Image (561) JAP7405Above: Drawing 7405


Image (560) JAP7406Above: Drawing 7406


Image (559) JAP740X

Above: Drawing 7439 for chain driven magneto


Here’s a list of the available motorcycle-type engine drawings which will eventually be published:


Jap DwgList_Page_1

Jap DwgList_Page_2

Jap DwgList_Page_3

Jap DwgList_Page_4

More Bill Harris


Here’s a bit of an experiment in presentation for us, the following being some of the pages of Bill’s 50 page photo album which starts at Bathurst in 1939 (it says so on the back of the pic below) and follows him to England as a speedway rider post-war.

Enter a caption

Born in 1915, Bill raced at Maroubra (concrete oval) and Penrith (1 mile dirt track) in New South Wales before World War 2. In 1947 he sailed to England to ride for Tamworth and when speedway lost its lustre he went to work for Ken Wharton as a race mechanic for 1953.

Page 7

Page 1

Page 37

Next he joined Sheffield steelmaker Denis Flather looking after his 1897 Benz and his 1951 Flather Vincent known as the Camel (car in front below). Bill raced the Camel during 1954 while building a new Norton-engined car to his own design with wishbone and coil suspension at the front and De Dion at the rear.


Bill entered the Flather Special in 6 meetings in 1955, 8 in 1957, 12 in 1958 and nine in 1959 often finishing in the top 5 which was pretty good when you consider how strong the competition was.

Page 10

Page 15

Then,  in 1959, he teamed up with Alex Francis to build ‘Alexis’ cars for the new Formula Junior. For 1960 a second car with independent rear suspension was produced for what was obviously turning into a professional rather than an amateur class.

Page 20

Two new rear-engined cars were built for 1961 and eventually three cars were fielded in races all over Europe and there was a successful venture into F2 as well as Formula Ford and Formula 3 ; cars continued to be built into the 1970s. Number 36 below is Australian driver Paul Hawkins and maybe somebody can say where and when it is?

Page 29

Bill and his wife Reimer and daughter returned to Australia at the end of 1965 and Bill was later active in historic racing with his Lea Francis powered Harris Special. He died in 1995 and his album was given to Loose Fillings‘ Garry Simkin who is shortly to deposit it in safe hands back in the UK where Bill was so successful.

Page 59









Short Change On Fire Extinguishers

Short Change On Fire Extinguishers

Just watch this little demonstration of fire-fighting foam in action:


Way back in 1999 Loose Fillings -see Back Issues above  – pointed out a serious shortcoming in UK competition rules about fire extinguishers in our kind of cars. It was noted that dry powder extinguishers – which universally work on alcohol fuel and which you can buy in any hardware shop – were ‘prohibited’.

All this was in the context of the (now) editor taking the Walton JAP to the UK and being told he would have to remove the compact 1 kg dry powder unit that was required in Australia. Apparently ‘prohibited’ means to the UK Motor Sports Association (MSA) that you can’t even have it in the car.

The UK requirement, you see, was for proprietary halon replacement Zero 2000 or generic AFFF – which doesn’t work on alcohol. For that you need ‘AR-AFFF’ – that is ‘alcohol resistant aqueous film-forming foam’. This important distinction simply wasn’t made.

As if to demonstrate this to all concerned, about the same time the Vintage Sports Car Club (VSCC) published a picture of a methanol-fueled Cooper Bristol burning out even though it had an MSA approved plumbed-in system. Only when marshals arrived with dry-powder extinguishers was the blaze extinguished.

Eventually, the issue was pressed home face-to-face with the secretary of the VSCC and the technical head of the UK Motor Sports Association (MSA). Neither would budge an inch from their opposition to the use of dry powder (despite it long being an FIA approved extinguishant) and their unwillingness to specify alcohol-resistant foam when the fuel required it.

Fast forward nearly 20 years to the new MSA rules for 2018, and we still find the old rule in place:

K Competitor: Safety

. Extinguishers are classified as …
…. Dry powder extinguishers are prohibited.

But wait … there’s more … there are also new rules, for the time being optional and recommended, but soon to be mandatory, which at last adopt FIA prescriptions as follows:

3.3.2 Permitted extinguishants:
AFFF, Clean Agent, powder or any other extinguishant
homologated by the FIA.
3.2.3. Minimum quantity of extinguishant:
• AFFF 2.4 litres
• FireSense 2.4 litres
• FX GTEC 2.0 kg
• Viro3 2.0 kg
• Zero 360 2.0 kg
• Extreme 2.0 kg
• Powder 2.0 kg

Note there is still no mention of the need for alcohol-resistant foam even though ethanol blends are now being used in ‘modern’ competition as well as old fashioned methanol for historics. Read this, for example:

Alcohol resistant aqueous film forming foam
AR-AFFF is the firefighting agent of choice for fires involving all types of hydrocarbon or solvent fuels. These solvents include ethanol and ethanol blended gasoline (E-10, E-85 and E-95), acetone, methanol, ethers, esters and some acids.
AR-AFFFs provide longer residence time in vapor suppression situations, particularly when firefighters encounter unignited fuel spills. AR-AFFF is required for fires and vapor suppression of spills involving E-10, E-85 and E-95 gasoline-ethanol blends now being carried in standard over-the-road gasoline tankers for delivery to retail gas stations. (

Be that as it may, in the UK, where extinguishers are optional for hillclimbs, you can now use dry-powder for racing.

But in Australia, where extinguishers are mandatory for hillclimbs, an extinguisher is no longer required for any form of racing!

Make sense of all that if you can, and wonder if the people who make these rules know what they are doing!


PS: Both in Australia and the UK some serious questions are unanswered by Loose Fillings’ inquiries:

Except for the Australian Grand Prix, CAMS does not require that alcohol-type concentrate (ATC) or alcohol resistant (AR) foams be used trackside – it simply says they ‘are usual’. But are they?

The new MSA regulations don’t incorporate the FIA standard’s requirement that  extinguishers be labelled with the type of fuel for which they are suitable. So how would anybody know?

Does your club, be it in Australia, UK or elsewhere, ensure that alcohol type extinguishers are used at meetings it supports?


“Extreme” Tojeiro-JAP for sale

Continuing our ‘extreme air-cooled’ theme, we hear that the
extraordinary ‘Tojeiro-JAP’ is up for sale but didn’t sell at Britain’s National
Exhibition Centre on Saturday November 11.



The car was once on the Loose Fillings editor’s ‘bucket-list’. It was all-but tracked down some years ago but found its way into the hands of David Lee who did a remarkable job of a chassis-up restoration including the building of an engine.

All sorts of bright ideas were put forward for exploiting the 1096cc ‘Mk1’ all-alloy JAP V-twin when it was announced in late 1949 as a successor to the 1949 ‘dry-sump’ version of the pre-war total-loss ‘8/80’.* Coopers experimented with a transverse front-mounted engine coupled to a clutch and gearbox but that chassis is not known to have ever made it onto the road.

However, supposedly inspired by an Autocar article which had extolled the virtues of mating a Jowett Jupiter four-speed manual gearbox to the JAP Mk1 via a custom bell housing, Brian Lister took up the idea for a car to be built by John Tojeiro using a bell-housing that had been made to link the JAP to the Jowett box.

Brian was back at the family’s Cambridge engineering firm after a spell in the RAF and John had just set himself up outside Cambridge to make one-off cars. Brian’s first motorsport ventures in 1951 were with one of Cooper’s front-engined sports car but he wasn’t happy with it and commissioned a JAP-engined Tojerio, much along the lines of the Cooper prototype but with a much improved chassis.

This was John Tojeiro’s second chassis and it was the first out of his workshop in April 1952, but it carried a Lister chassis number BHL1. There was a Standard differential and Turner magnesium wheels and the whole thing is said (probably optimistically) to have weighed around 400kg, much as was claimed for the contemporary rear-engined Cooper single-seater. Whatever the weight really was, it was very light for what was technically a sports-car. Note, in the restoration photo by David Lee, below, the obvious stiffness compared with a Cooper.

TojChassisLister JAP 1 (1)(2)

Nicknamed ‘The Asteroid’ by Lister, and road-registered as KER 694, it was fearsomely quick when on-song according to the Lister story written by Robert Edwards. In its first season, 1952, Brian (above) doesn’t seem to have had a lot of success in coaxing the JAP’s performance out of it but amongst his Cambridge circle was demon lightweight (5ft tall) driver Archie Scott-Brown and tuner Don Moore.

Scott-Brown at the wheel in 1953 had no less than six first places in races (below) as well as driving his own Cooper-MG. But the Asteroid, more formally known as the Tojeiro-JAP, was really no sportscar and had to be towed to meetings rather than driven on the road which was then a serious nuisance. Archie repeated his runs of successes in 1952 but then Brian sold to the car to Peter Hughes who was living in Scotland.


John Tojeiro, Archie Scott-Brown and Brian Lister each went on to greater things in motorsport while Hughes campaigned the car in races and hillclimbs north and south of the border. In 1954 he had five circuit wins, a fourth in an international race, and two best times of day at Bo’ness and Barbon hillclimbs as well as class records at Shelsley Walsh and Prescott.

He then acquired a big-twin JAP-engined Cooper and was killed while driving back from helping Ecurie Ecosse at Le Mans in 1956. We know for certain what happened to his Cooper – it was bought by David Roscoe and then was sold to Jimmy de Villiers in Rhodesia. By then, presumably, the Tojeiro had been sold.

It is said to have passed through the hands of GMG Oliver, Alistair Dent Hutton, Northern Sports Cars Ltd, Peter Jones, W Richard Heylings, John Pacey, Richard Procter, John Baker, Jeremy Wade, Jonathan Bradburn and Frank Gourlay before being bought by David Lee in 2009.

Still road registered, this car could be a real pain in the #### today but a lot more is known now about how to keep a big-twin JAP together and in the right hands it could provide as much excitement as it is possible to have on the road or the track.

A Scottish friend, Gavin Ross, who first told me about the car, remembers it like this, “I think of all my memories from those days long ago at Bo’ness, those of that car are the most vivid; it was certainly the car that made the biggest impact on me at the time. As DSJ used to say it had PRESENCE; in spades! It was sensational to watch in action, it was just so quick compared to the other runners in its class.” The Bo’ness photo below by Graham Gauld shows Peter Hughes at the entry to the ‘courtyard’.


Loose Fillings’ founding editor Graham Howard encouraged its possible purchase saying, “You could see this car as the first move towards the emergence of totally impractical racing “sports cars” with pure-race engines and no real passenger space or luggage capacity”.

The editor is wondering if he may actually be lucky not to have bought the car, but he can’t help thinking wistfully of it as ‘one that got away’.


*There never was a ‘Mk2’ JAP even though that is what the ‘Mk1’ is widely called today. Probably the terminology arises from the 1949 engine (which JAPs labelled ‘Dry Sump 8/80’) being incorrectly described sometime in the past as the Mk1.

For more on Tojeiros, see a fine book by Graham Gauld, “Toj: John Tojeiro and his cars” available from

For auction details see


“Round-the-houses” racing is a great tradition which is still practiced here and there with historic events in West Australia. In continental Europe it was once the way most motor racing was done, with meetings usually embracing both bikes and cars. Perhaps Pau and Monaco are the only survivors running to contemporary car formulae.


Angouleme in western France was one of those towns where the annual races were an important part of the social and sporting calendar. Starting in 1939, the first main race 20170927_144622for grand prix cars was won by the great French hero Raymond Sommer in an Alfa Romeo 308. Racing recommenced in 1947 and continued until the Le Mans tragedy year of 1955. In 1978 the meeting was revived as a historic event and has continued ever since.

The old town, of Romano-Gallic origins, occupies a fortified craggy plateau high above the surrounding country, and around the plateau are the remains of over 2km of ramparts after which the race is named. A mere 1.2 kilometres long, the course runs along the ramparts, plunges downhill between packed houses, streaks along the bottom of the fortified cliffs then zig-zags back up to the plateau again. It is tight, roughly surfaced and wholly unforgiving as far as run-off is concerned.  An ‘off’ generally means contact with a stone wall or armco.

This year saw the 39th running  of the modern ‘Circuit des Remparts’. Somehow or other the pits were created in the middle of the town next to the hotel de ville, armco was erected here and there, and entries for prewar cars up to 1500cc, 500cc cars, 1965-1974 GT cars, group B rally cars, Bugattis type 35, 37, 51 and 59, post 1974 GTs, pre-war racing cars over 1500cc and pre 1965 GTs were invited to race on Sunday 17 September 2017.

The first voitourette race was led, almost from start to finish, by Morgan ace (and old mate of Loose Fillings) Chas Reynolds who has, over the years, perfected a racing engine with speedway top-end bits on the robust 1323cc DTZ rail trolley motor. As you can imagine, the big-twin exhaust note reverberated splendidly though the tight streets of Angouleme and not a beat was missed.

The second race, being for 500cc cars, was for our air-cooled  brethren and it was pleasing to see that these days the once ubiquitous curved tube Cooper is being challenged by a wide variety of other makes and models.

For a start there were no less than 6 DB (Charles Deutsch and René Bonnet) cars which were initally built around a modified Dyna Panhard flat twin engine mounted ahead of the front driven wheels. There was an Arnott, a Staride, a Martin, an Effyh, the Waye special (late of Australia), a Revis, an RJ, a Cousy and several more-modern blow-ins such as a Vixen (1966) and a Boyer (1960). All were allegedly 500cc and why the latter two were there was a moot point.

IMG_1567The flat-twin DBs are fierce looking creatures

Further inquiries on the Internet revealed that the ‘Boyer Racer 500’ was conceived about 1998 for a French formula. It had a Honda V-twin Transalp engine developing 50hp at 8000rpm, with a five-speed gearbox. Yet in the programme it is listed as 1960 which is patently not true. Whether the same may be said of the ‘1966’ Vixen VB1 I have not troubled to find out as it finished well down the field. Suffice to say it should be totally unacceptable to genuine historic 500 racers to have this sort of pretend car in the grid.

The race was to be over 23 laps, which was to be a bit much for some people fuel-wise, and they and others wanted a rolling start as they are now accustomed to. At a post-briefing conference it seemed to be agreed with the organisers that a shorter race with a rolling start would be run, but in the end it didn’t happen; indeed there were two standing starts from the grid – one for a parade lap and one for the race.

Being on holiday and not at work, Loose Fillings was not really keen enough to keep a lap chart, hadn’t done the usual homework in the paddock and found it impossible to question the blow-ins about their equipment and its dubious presence. Indeed the winning car simply wasn’t even in the paddock after the race although the driver turned up to stand on the podium.

As far as the race is concerned, some notes and results might suffice: Xavier Kingsland in his Norton engined Staride set a cracking pace and had a long dice with George Shackleton’s lovely Mark 11 Cooper which stopped on lap 12. Xavier was to finish on the same lap in second place behind the Boyer, while Oliver Rinaldi’s DB was 30 odd seconds adrift. Then followed Andy Raynor (Cooper Mk5) and Roy Hunt (Martin 500) with Martin Sheppard in the Effyn Brynfan Special. Yes, only one Cooper in the top six.

For Loose Fillings, a star attraction car-wise was the Waye JAP sold to England a few years back by Sydney’s Halliday family. It was bought last year by Simon Dedman from Essex who, over the winter, did a chassis-up rebuild including some new body panels. It looked splendid. After a few hillclimbs, this was Simon’s first race meeting as the French organisers seemed not to require a full race licence. He went well but fried his clutch after 14 laps, in which he was not alone.



IMG_1486Simon Dedman has done a terrific job with the Australian Waye JAP

It was great stuff, the 500s looking and sounding terrific in amongst the limestone walls of the old town. The atmosphere was true round-the-houses racing. It was tight on space, sociable, friendly, competitive and apparently well organised. In other words, great fun and well worth the trip if only for the sights, noises, smells, food and drink.

Highly recommended/Four and a half stars.


Raymond Sommer won the 1950 F3 race in one of Harry Schell’s Coopers and here he is  superimposed on the unchanged but now full-colour townscape of Angouleme.


DAVID cyclecars, JAP engines and HURRICANES at Brooklands

In Power Without Glory, my short history of JAP V-twin engines incorrectly said that the  picture (below) showed a Spanish David cyclecar with one of the 80 degree racing engines. In fact it would appear that it had an engine that JAP produced specifically for cyclecar use which was 90 degrees. It was in the 1914 catalogue (see below) and I have just had the privilege of seeing one of these engines courtesy of Dieter Mutschler, who has what must surely be the world’s greatest collection of JAP-engined motorcycles. The collection is accompanied by a superb archive and library which again has a strong emphasis on JAP material.



Above: the David cyclecar with JAP 90 degree engine – probably a prototype.
Below: the 1914 catalogue entry.



Above: this rare 90 degree cyclecar engine came from South Africa.

I can also advise that the photograph (below) of the  Hurricane with Lord Nuffield, in the chapter about WW2, was not at Brooklands as I had been told but was probably at the No.1 Civilian Repair Unit on the airfield adjacent to the Morris factory at Cowley.  Lord Nuffield was appointed Air Ministry Director General (Maintenance) by Air Minister Sir Kingsley Wood on 6th October 1939 and perhaps that was the occasion of the photograph?


Terry Wright


trophy & car

‘Stuff can turn up if you keep your eyes open”, Garry Simkin wrote in a recent Loose Fillings post, and the latest to do so is an amazing cache of fire-damaged Jack Brabham trophies that go right back to his earliest days on Sydney’s speedways.

trophy & carZoom

early presentationJack receives the Australian championship tray at Kilburn Speedway on 25 February 1949.

There is a cup which is clearly Jack’s first major trophy of all – the New South Wales Speedcar Championship 1948. There is a tray which records his win in the Australian 20 Lap Speedcar Championship of 1948-9 –  the presentation of that very tray, laden with cut-glass, is recorded by a photograph (above) that is on the website. There are even ‘billycart’ and other racing trophies of sons David and Gary.

Another trophy had a marble base and was surmounted by a casting of what might be a Ferrari – for what success we do not know – but only the car survives. There are Indianapolis awards and others that are impossible to identify. There is a much cracked dish of the “Doghouse Club” which was founded in 1962 by a group of driver’s wives and girlfriends – including Betty Brabham –  to provide some much needed paddock social activities and facilities. In due course it raised millions for charity and is still going strong.


As is well known, Jack started his motor racing career driving a speedway ‘midget’ or ‘speedcar’ which he then famously entered in a number of hillclimbs, taking the outright Australasian hillclimb title at Rob Roy, north of Melbourne, in 1951.

When Jack retired from racing and his role in Motor Racing Developments at the end of 1970, he returned to Australia and bought a farm north of Melbourne where his first wife Betty hoped that their boys could grow up far away from motorsport. A few years later the Brabhams moved to a much bigger spread – 4300 acres apparently – at Galore, west of Wagga Wagga, New South Wales.

Jacks’ memorabilia was still stored there after the farm was sold but then it was practically all lost in a fire in one of the out-buildings. At some stage remnants were recovered from the farm by people who worked there. There may have been other ‘finds’ – nobody really knows –  but this one has been brought to Sydney in search of a safe place of keeping.

Doug Nye, who knew Jack well, and has written extensively about him, has told Loose Fillings, “Blackie was not a bloke to get emotional about the past, or things connected with the past – but he did weaken when he described to me how he had lost a mass of stuff ‘in a fire at the farm’, I think during the late 1980s or early ‘90s.”

This set us wondering where the trophies fitted into Sir Jack’s biography, and in particular just when was Jack’s very first race?

The 1960 Jack Brabham’s Motor Racing Book doesn’t say, but the context puts it after August 1947. In a recording held in the National Library of Australia Jack says ‘late 1947’. In his book with Doug Nye, The Jack Brabham Story, he says of the Johnny Schonberg/Jack Brabham joint-venture to build the now famous JAP-engined midget number 28,  ‘Johnny drove for about half our first season but in the second half –  into 1948 – his wife persuaded him to stop racing’.

Schonberg Johnny # 28Above:  Johnny Schonberg in No.28 obviously when it was new and before it was signwritten and trimmed. The engine is a 996cc 8/80 JAP probably from one of the several Skirrows which came to Australia. Below: Jack poses for the camera on his first night at Cumberland Oval. Photos courtesy Brian Darby’s


Searching newspaper records and old programmes confirms that Jack’s first night at the Sydney Showground was 28 February 1948 when he was listed as ‘H. Brabham’, as he was the next Saturday too.

But of his first night at suburban Parramatta’s Cumberland Oval (where he would have had to qualify for the Showground) there seems to be no record that searches of various collections and archives, especially that of that of speedway historian Brian Darby, have been able to find.

The slender newspaper records aren’t a lot of help either but one report in The Sun tells us that No.28 first took to the track at Parramatta on Friday 5 December 1947. However online searches for other spellings such as “Schoneberg” brings us more from a paper called The Biz of Fairfield on 11 December 1947:

“Speedcar drivers appreciated the
change of weather conditions at Parra-
matta Speedway last Friday night, and
“turned on” a great show. The track was
very fast, and Johnny Schoneberg, ace
American driver, equalled the track re-
cord established by the late Jack Skelton.
“The 10-lap scratch race went to champion
S. Payne, who just lasted long
enough to win from Vickery, with Bra-
ham (sic) and E. Groom close up in 3rd and
4th place. We were pleased to welcome
Schoneberg back to the track, driving
his new car No. 28 … “

Although he must have been racing at Cumberland Oval there are no more newspaper reports of  Braham/Brabham until he is recorded as graduating to the Sydney Showground in February next year. From then on there is no stopping him. Schoneberg/Schonberg only makes occasional appearances in 1948 – apparently in  borrowed cars  – so his wife’s pressure to give up speedway can only have been partially successful.

The Sydney Morning Herald of Monday 22 November 1948 records Jack’s win in the New South Wales speedcar championship on the previous Saturday night. The Advertiser (Adelaide) of 26 February 1949 tells us that Jack Brabham won the Australian 20-lap speedcar championship at the Kilburn speedway ‘last night’. History also tells us that he won another Australian championship in Sydney a few weeks later!

Speedway program

So there we have it – Jack Brabham’s first race was at the Cumberland Oval, Parramatta on 5 December 1947. Someone must have a programme but otherwise nothing other than the briefest local newspaper report survives to mark that night.

Taken about 5 years ago this photo shows Ron Tauranac (left), Jack Brabham (right) with No.28 and its owner Don Halliday (centre). Whenever Jack met up with No.28 he always would tell Don that it had “made his day” to see it again. He was clearly proud of the old warrior. Note the Tauranac cast wheel centres and the 1360cc engine that Jack eventually built with the only JAP bits being the rocker boxes.


Trophy photographs courtesy Andrew Halliday

See also











It’s amazing what’s still out there, says Garry Simkin

Not long after I had collected my ex-NZ Mk9 Cooper from Derry Greeneklee in September 2016, I had a phone call from Brian Simpson who drives Derry’s (other) Mk9 Cooper JAP. He had been surfing eBay for parts and had spied a pair of cast-magnesium front engine mounts to accept a long-stroke Manx Norton with the engine leaning back at 15 degrees as was a feature of the Mk9s and onward. As I intend to put this Cooper back to original with a Norton engine, and not having the appropriate mounts, I swung into action.

About a week later, and with all of $35 paid, the mounts arrived in the post. Further inquiries of the vendor in Melbourne saw me obtain spare front and rear Mk9 rims, as well as a Mk4 Cooper rear rim which is handy as I also run a Mk4 Cooper.

A little later, New Zealand friend Noel Martin-Smith, previously a Mk5 Cooper owner, was reading the usual out-of-date magazines that dentists have in the waiting room. In an old Beaded Wheels magazine was an ad for a magnesium ‘triangle’, the centre section that houses the inboard disc, rear drive -procket and axle flanges etc, to suit a Mk9 Cooper. Calls to the seller found it to be with Alan Kerr in Auckland, himself a former Cooper Mk6 owner. I have a perfectly good housing in my Mk9, but there is nothing like having spares, and with two Mk 9s in Melbourne, plus mine, it was too good an opportunity to led slide so grab it I did.

Fast forward to early March this year and yet another former Cooper owner, John Caffin from Melbourne calls me. Someone had contacted him with regard what was thought to be a combined oil-fuel tank for a Cooper – the one over the engine. I made contact with the seller and found it was something that his late brother had obtained, but the seller had no idea from whom his brother had obtained it. Photos sent showed it to be the real deal for a Mk4 Cooper, of no use to me as I had made one up many years ago in the course of restoring my Vincent – engined 10-41-50. It wasn’t the one that was originally on my car as there is no cutaway for the front Amal carb as on a Vincent twin. It’s not off John Gales Mk4, 10-42-50 as that’s on his car, always has been and was the one I used as a template for mine when it was in Dick Willis’s hands.


labelThe tank bought by Garry Simkin

Using John Blanden’s book Historic Racing Cars in Australia as a starting point, we could surmise a few cars that it may well have come from. One, 10-26-49, first raced by Jack Saywell, is now owned by Andrew Halliday and is minus the original tank. Ivan Glasby has the remains of 10-31-49, and I will call and see if he has a tank. There is 13-28-49 , brought into Australia by a Tasmanian in 1958 and residing in Adelaide; I’m unsure of the status of the tank there. There is the ex-Ken Wylie car now owned by Rod Hoffman in Sydney, numbered 10-32-49; I’m unsure of tank status there but Kerry Smith is looking into that one.

It’s not from 10-53-50, the ex-Stan Jones car, which has been with Earl Davey-Milne since 1955.  A possibility is 10-54-50 which had a Hillman Minx engine fitted in the mid-1950s so an overhead tank wouldn’t have been of any use. Another ‘maybe’ is the JAP 8-80 engined car used by Arthur Wylie which had an MG supercharged engine fitted in the front in 1954. (serial number unknown). The last possibility is the ex Jack Brabham Cooper, (serial number unknown) which was initially fitted with an 1100 JAP twin; however Jack fitted a Vincent in it later, and one would assume that he would have needed to modify the tank to clear the front Amal, as per my Mk4 when Tony McAlpine fitted the Vincent twin.

In all likelihood we may never know from which car the tank was fitted to originally, but it just shows how stuff can turn up if you keep your eyes open.


Brabham King Edward Park 1952Jack Brabham at King Edward Park hillclimb, Newcastle, New South Wales, presumably when he was running a 500 BSA with JAP head before he fitted a 1000 Vincent twin

10-53-50Stan Jones in 10-53-50 at Templestowe hillclimb, Victoria

Masterly Modern Interpretation


Bob Britton and his Rennmaxes are well-known. They’ve won Australian National Championships, multitudes of races and taken the fight to the top. Even the air-cooled ones – the Mk 1 and Mk 2 Formula Vees.

Long before these came into being, though, Bob Britton was a paid-up member of the 500cc club in Sydney. In there with the likes of Bob Joass, Ron Tauranac and other famous names.

Working for a welding company, Bob did time at technical college learning his trade. And doodling in notepads with details of the 500cc race car he wanted to build … and couldn’t afford to.

He was to build Formula Juniors, Formula 2, Formula 3, ANF 1, ANF 11⁄2, Sports Racers and Tasman cars during his long career in engineering. His first car was actually a Formula 1. But today things are quieter for the near-80-year-old Bob and he just builds what he wants to build. Among his nicer creations is this 500cc car.


Built in the old style with low cockpit sides, it takes advantage of modern technology with inboard suspension and Japanese mechanicals. It has sleek lines and alloy wheels, and that all-important extra – a starter motor. The Rennmax BN12’s major components are:
.  Suzuki 500cc twin engine (above)
.  VW Golf differential and driveshafts
.  Holden Gemini front uprights and brakes
.  Rennmax BN7 steering wheel
.  Koni dampers
.  Spaceframe chassis, fibreglass body

Story and pictures by Ray Bell




New home for pulse-jet Cooper

There is a nice tale by Doug Nye in his Goodwood blog about noted designer Gordon Murray’s recent purchase of the ex Ian Garmey one-time pulse-jet-engined Mk5 Cooper car. It has been for sale in the UK for some time and was on display at the Cooper birthday at Prescott (below) where it looked splendid in fine condition with what looked like period leather trim.


Doug’s blog, with some fine photos of the car when it was driven on display at Goodwood in June 1957 can be read at Doug has kindly allowed Loose Fillings the use of one of GP Library’s pics of Gordon at home with the Cooper (below).


Wikipedia tells us that  Gordon moved from South Africa to England in 1969, and was offered a job at Brabham after meeting  Ron Tauranac. When Bernie Ecclestone took over the Brabham team, he appointed Murray Chief Designer. There Murray designed many Grand Prix cars, some of which were World Championship Grand Prix winners. These designs include the extraordinary BT46B, also known as “the Brabham fan car”, as well as the World Championship winning BT49 and BT52. Murray developed a reputation for an innovative approach to design, applied not only to car concepts and details but also to race strategy.

Between 1973 and 1985 Murray’s Brabhams scored 22 Grand Prix wins, finished 2nd in the Constructors’ Championship in 1975 and 1981, and gave Nelson Piquet Drivers’ Championships in 1981 and 1983. After leaving Brabham, Murray joined McLaren as Technical Director.  Over the period 1988–91 the McLaren team won four consecutive Constructors’ and Drivers’ Championships: Alain Prost won the Drivers’ Championship in 1989, Senna won further Drivers’ Championships in 1990 and 1991.



We hear that the Sidney Rudge, comprehensively restored by one of its period drivers Bob Minogue, has been sold to Connor Ryan, son of a VHRR committee member and president of the Vintage Sports Car Club, Pat Ryan. In such hands it is guaranteed that the car will be well used and we look forward to seeing it in action soon. Bob, meanwhile,  shown above after recently starting up the car, now has a Delara F301 Dallara (the red one below) in its place. For more on the Sidney Vincent see  LooseFillings-26  TW



In LooseFillings-48  and  LooseFillings-49 we wrote about the intriguing and innovative rear suspension and drive arrangement of the first RALT racing car. Tony Caldersmith, developing unpublished research of the late Graham Howard, wrote that one of the car’s special features was the very long effective radius of its rear suspension. Until now the absence of a photograph that confirmed this was a problem, but now one has emerged courtesy of Andrew Moore writing in the HSRCA’s Oily Rag Autumn 2016. Andrew had been sent the photo amongst many others by the late Frank Bouchier. One of these is a rare rear view of the RALT, probably 1954 and at Mt Druitt near Sydney, and it seems to confirm Graham’s and Tony’s account of the very long suspension arm radii of the car. Thanks Andrew.  TW




Four air-cooled cars competed at Wakefield Park, NSW, on the weekend of 17-18 September in a race meeting organised to celebrate 40 years since the inaugural Australian all- historic meeting was  held at the now defunct Amaroo Park circuit.

Three of the original organisers of that milestone event, John Lackey, John Medley and Rob Rowe joined forces to get the 2016 event off the ground, in conjunction with Wakefield Park management.

Andrew Halliday had a good run in his Mk5 Cooper Norton, Graeme Snape brought the Cooper BMW out of mothballs, Brian Simpson came from Melbourne with the Mk9 Cooper JAP and from Queensland came Alan Morton with his Alba Triumph. Derry Greeneklee had planned on competing with his Mk6 Cooper JAP  but storm damage  in the Adelaide Hills blocked his way out.

A large number of motorcycles were welcomed to Wakefield Park. The first meeting was for cars and solo motorcycles but in 1977 sidecar outfits and three-wheelers joined the show.   It was a great weekend for air-cooled enthusiasts, so mark September 23 and 24 in your diary for a repeat in 2017.


Top: Graham Snape in the Cooper-BMW –  a very successful New South Wales developed car.
Below: Alan Morton with his Alba Triumph.