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Clark wins at Aintree

1962 British Grand Prix.A big thankyou to AP and their superb new archive for this short colour Movietone film of the 1962 British GP at Aintree.  The race resulted in a resounding win for Jim Clark and the Lotus 25-Climax but until now our feel for the occasion – well, mine, at least – has been limited to classic photographs – particularly those of Jim shaving the grass through Melling Crossing and of those famous shots taken from behind the grid as the flag dropped.  Now the last British GP to be staged at the Liverpool circuit comes to life as never before. Image above: LAT Photographic

Jim walks away…

1964 Aintree 200.

Milliseconds after being forced off-line, Jim spins to avoid Andre Pilette’s Scirocco-Climax at Melling Crossing

The Aintree 200 meeting 50 years ago was significant not only because it was the last major motor racing international staged at the racecourse owned by Mrs Mirabel Topham; it was also the scene of one of Jim Clark’s rare F1 accidents. Racing Jack Brabham hard for the lead, Jim was forced off-line by a back marker and spun heavily into the straw bails at Melling Crossing. His new Lotus 33 was destroyed, obliging Team Lotus to revert to the 25B for the opening rounds of the 1964 Championship. Earlier in the day, as we recount below, Jim finished second in the new Ian Walker-run Lotus 30 and won his class with the Ford Lotus Cortina.

1964 Aintree 200.

The brand new Lotus 33, featuring larger driveshafts and new ZF gearbox, was badly damaged

1964 Aintree 200.

“I was lucky to walk away from the wreck,” said Jim later. “The accident highlighted the dangers when lapping slower cars.”

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Jim debuted the new Lotus 30 at Aintree and finished second after starting from the back of the grid, setting fastest lap on the way. In terms of handling, though, the 30 was a long way from Bruce McLaren’s winning Zerex (now re-named “Cooper-Climax”)

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Jim won his class in the Aintree round of the British Touring Car Championship with the Ford Lotus Cortina. He pushed Sir Gawaine Baillie’s Galaxy hard but the big car always had the legs. Jim headed the other Cortinas driven by Peter Arundell, Frank Gardner and Jackie Stewart

 

Clark brilliant at Aintree

18303.tifJim Clark’s 1963 racing schedule now begins to gather real pace.  The back-to-back early-season European non-championship F1 races behind him, Jim returns to the farm for a couple of days before driving the 225 miles down to Liverpool for his third non-title F1 race of the season, the Aintree 200. (Jim will drive approximately 40,000 road miles in 1963.)  At Edington Mains there is always farm work with which to keep abreast but in addition there is plenty of racing-related admin, the relevant papers of which he files in his red leather desk folder.  A good example of Jim’s meticulous attention to detail can be seen in his correspondence with the Indianapolis Motor Speedway. Although the Team Lotus entries and surrounding paperwork are handled by Andrew Ferguson and – for Indy, 1963, also by David Phipps, the tall photo-journalist who had become a close friend of Colin Chapman – Jim receives a personal letter from the Speedway’s Henry Banks, inviting him to take part in an upcoming race at Indianapolis Raceway Park. Bearing in mind that the FIA inter-change between drivers licenced to different sanctioning bodies was a brand new thing in America, Henry’s letter to Jim, detailing an “all-comers’” race on April 28, in retrospect seems logical.  The exact description of the event – “a 300-mile race for American-manufactured cars in the improved touring category (or what would later be known as NASCAR’s Yankee 300!)” – obviously catches Jim’s attention because his written reply is as follows: “Unfortunately, like Dan Gurney and Jack Brabham, I am flying back and forth between Europe and America at the moment and on that particular date we are scheduled to race at Aintree here in Britain…”

As he sits at his desk, Jim also takes stock of his upcoming schedule.  Hectic travel is of course not new to him:  early in 1961 he competed in three New Zealand internationals before embarking on his European season – and he had finished that year, and begun 1962, with four South African races, an outing at Daytona in a Lotus Elite and then a one-off race in a Lotus 21 in Sandown Park, Australia.  What now lay ahead, however, takes him into new territory.  Following Saturday’s Aintree 200, Jim and Colin will fly immediately back to Indy via Chicago (Jim’s third trip to the States since January).  There they will continue to run the Lotus 29s at the Speedway before returning on May 7, with Dan Gurney now joining the group, to race at Silverstone in the Daily Express Trophy meeting.   Then it will be back to Indy again, this time for qualifying, before flying back for the Monaco and European GP on May 26.  (Assuming Jim qualifies on the first weekend, that is:  if rain intervenes, or they run into problems, Jim would then have to miss Monaco in order to qualify at Indy on the second weekend.)  Following Monaco, he, Dan and Colin will then fly back to Indy for the race the following Thursday (Memorial Day).  Jim will then drive to Mosport to race in the Players 200 two days later, catch a Toronto flight to London that night and race at Crystal Palace, in the Normand Lotus 23B, on June 3 (Whitmonday).  Nor will there be a break after that, for the Belgian GP at Spa is scheduled for the weekend of June 7-8-9.

Jim takes all of this merely as part of his job.  Comets and Boeing 707s make flying more fun than it had been in the turbo-prop days – and economy seats are relatively wide and relatively long.  You can actually sleep on a trans-Atlantic flight – and the immediate necessity to have to drive a racing car does away with jet lag.  Beyond that, Jim’s parents had never wanted him to race.  Now, with this sort of schedule, and with reasonable chances ahead of him for some good results, he can at least justify racing as a profession from which he can earn a living.

Aintree is bathed in sunshine on Friday, April 26 – and Jim, running the Lucas fuel-injected Lotus 25, feels as good in the car as he had at Pau and Imola.  Compared with the carburettored 25 of 1962, the fuel-injected 25 provides a more useable power band, particularly at low revs. The new short-stroke Climax engine can also be revved higher, additionally enhancing torque and power. The biggest talking-point in the Team Lotus truck is actually of the ZF gearbox and the ongoing problem of the thing jumping out of gear (a subject Colin Chapman prefers his drivers not to mention to the press!).  The root cause of the issue is that the ZF was basically a four-speed gearbox adapted to take an extra cog. The welds, reduced to a minimum, habitually came away from the spline.Trevor Taylor’s car occasionally runs a strong, heavier Colotti five-speed gearbox but Chapman does not want to compromise weight on the number one Clark car. He continues to work away with pencil drawings whenever he has a spare moment but an ultimate fix will not achieved until new ZF gearboxes, with the selector mechanism on the side of the gearbox, are fitted for 1964.  For now, Jim spends so much time wondering if the 25 is going to jump out of top that he begins to develop a one-handed driving style, steering with the left hand and holding the car in gear with his right. Jim also has reservations about the new Dunlop R6s. He hadn’t liked them at Snetterton, where the 25 had felt more skittish than at any time in its life – and he had used last year’s R5s (based on the older D9 and D12 tyres) at Pau and Imola.  He would do so again at Aintree but Dunlop are keen to try a new version of the R6 at Silverstone in two weeks’ time.   (Talking about Snetterton, Jim is a little surprised to see Denis “Jenks” Jenkinson write in the latest edition of Motor Sport that Graham Hill had won in the wet there because “Jim Clark was out of practice, Hill having raced in Australia and New Zealand over the winter.”  So Jim’s endless testing of the Lotus 29 hadn’t counted?

Jim is easily fastest on Aintree Friday, loving the circuit on which he had won the British GP in 1962 – and the 1962 Aintree 200 (in the Lotus 24:  he had also been quick in the wet at Aintree in 1961, before the Lotus 21 blew an oil pipe.). Strangely, though, he looks unfamiliar in the Lotus 25 on Friday, wearing, as he is, the older, 1961-spec, smaller-eyepiece, goggles he’d last worn at Zandvoort in 1962.  For race day, Jim switches to his customary wide-lens Panoramas (with black tape across the top-third of the lens).  Still he wears his trusty, stone-nicked dark blue, peakless Everoak.1963 BARC 200.

Despite the unchanged R5s, Jim’s pole time had been 1.2 sec faster than his fastest practice lap at the British GP the previous July. Jack Brabham is second, 0.8 sec slower in his 1962 BT3, but non-starts when his Climax engine throws a piston late on Friday. (This failure has the knock-on effect of delaying the completion of Dan Gurney’s new Brabham for the Daily Express Trophy, ensuring that Dan will remain a frustrated spectator after the long flight over from Indy. It is probably because of some of these dramas, and because Dan had initiated the Lotus Indy programme in the first place, that Colin Chapman will have no compunction about lending Jack Brabham a Lotus 25 for the Monaco GP a few weeks later.)

Graham Hill, who at Aintree is still in his 1962-spec BRM, is 0.8 sec quicker than he’d been the previous July – but slower than Innes Ireland, who is very fast in the Goodwood-winning BRP Lotus 24-BRM. Ireland qualifies third, Hill fourth and Ritchie Ginther fifth, equaling his team-leader’s time in the second BRM. Trevor, again in gearbox trouble, will start from the inside of the third row in the carburettored Lotus 25.

What should have been a Clark walkover under leaden skies on Saturday turns out to be one of the best races of the 1963 season. The record crowd at the famous Grand National venue can hardly believe it when Jim Clark’s hand goes up at the start and the field swarms around him.  With the 25’s battery completely flat, Jim is totally helpless. Ted Woodley and the boys push the car over to the pits, fit a new battery – and the car starts perfectly.  Jim leaves the pits even as the field is well into its second lap.

Clark drives brilliantly in these early stages but clearly the car still isn’t right.  A fuel-injection-related mis-fire comes and goes.  Trevor, meanwhile, is running fifth and looking good.18316.tif

On lap 16 Colin Chapman thus makes the sort of decision that even the most hardened of Team Principals always dread:  he pulls in both of his drivers and instructs them to swap cars. (I spoke only a couple of days ago to Anita Taylor, Trevor’s sister, about this. “Trevor was only too ready to oblige,” she said. “Of course he wanted to win. He was also a friend of Jimmy’s, a colleague, a huge admirer. If Chapman thought it was best for the team, Trevor went along with it. He was that sort of man.”)

It is a beautifully-orchestrated manoeuvre.  Jim comes in first and is ready, waiting, as Trevor screams to a halt. Out jumps Trevor and quickly Ted Woodley swaps seats. In slides Jim. He has the rear Dunlops alight before Ted is even clear of the car.

So Jim Clark is now in Lotus 25 Number 4 and Trevor in Lotus 25 Number 3. Out in front, Ritchie Ginther gives best to Graham after taking an early lead; Innes is third, followed by Bruce McLaren in the new 1963 Cooper 66-Climax.

Jim Clark then produces a supreme display of class driving, perfectly-balancing the carburettored 25 through Aintree’s medium-speed corners, blipping the throttle on the slow ones to keep the revs in the useable band. He works his way back to an eventual third place.  His lap times are consistent to within tenths; his fastest lap – a staggering 1min 51.8sec – is 0.6 quicker than his pole time and a full 1.8sec quicker than his pole lap at the British GP in ’62.  This in a car with the 1962-spec, 175bhp engine.

Afterwards, Jim says simply this:  “I really enjoyed this race – even though I didn’t win it;  I enjoyed it more than a number of the Grand Prix events I was to drive during the season.”

Graham Hill wins Aintree (from Innes Ireland, Jim/Trevor, Ritchie, Bruce, Chris Amon in the Reg Parnell Lola and Trevor/Jim) – wins his second F1 race since clinching the championship only four months before; and Graham wins the Saloon Car race, too, again heading the Jaguar 3.8 battle featuring Roy Salvadori and Mike Salmon.  Jack Sears wins his class in a Ford Cortina GT;  Sir John Whitmore wins the Mini division;  Roy Salvadori leads home Innes Ireland in the big sports car event (Cooper Monaco, Lotus 19); our friend Mike Beckwith wins his class with the 1600 Normand Lotus 23B;  Pete Arundell and Paul Hawkins head the 1100 Lotus 23 class; and Denny Hulme, a new rising star from New Zealand, brilliantly wins a wet Formula Junior race in the new Brabham (from Frank Gardner, Pete Arundell and Mike Spence).

With no vested interest other than as a guy who loves motor racing, Bruce McLaren has this to say about Denny’s win:  “For a driver who professes not to be particularly good in the wet, I thought fellow-New Zealander, Denny Hulme’s win in the works Brabham FJ was very good.  For a couple of years he ran his own FJ Cooper as a privateer with very little outside assistance, and he did much better than anyone expected.  18297.tifHe is now being trained in the Brabham tradition by building, working on, and developing his own car.  He works in the Brabham racing shop under Jack’s watchful eye and his fine drive in the rain at Aintree was the result – his first really big win for some time, and a most convincing one at that.”   No surprise, really, that Bruce would sign Denny to his McLaren F1 team some five years later.

And, about Jim Clark’s performance at Aintree, Bruce is unequivocal: “It is interesting to note the way that Jim Clark is taking over the Moss role in motor racing.  After practice at Aintree on the Friday, a certain well-known driver said to me, ‘I’m very pleased with my car – very pleased indeed.  I’m only half a second slower than Clark’.  There was a time when the proud phrase ‘only just slower than…’ just had to refer to Stirling Moss.”

Note:  driver-swapping would continue through to 1964, when Jim took over Mike Spence’s Lotus 33 at the US Grand Prix at Watkins Glen.

Images:  LAT Photographic

Captions Top: Jim Clark dances with the throttle in Trevor Taylor’s carburettored 25. Middle: Jim in the early phase of the race in his own, fuel-injected 25. Bottom:  Denny Hulme made his name by winning the wet Aintree FJ race 1963aintree200   

Geoff Sykes – Australia’s “Mr Motor Racing”

File0012Warwick Farm, the Tasman Series…and the cream of the world’s F1 drivers. It all came together in a golden age of Australian motor racing. Too quickly, though, it was over. The Farm was for the most part replaced by a housing estate; the Tasman became a championship too far. Geoff Sykes – dapper, under-stated, respected by all – rode into a motor-cycle- and aviation-oriented retirement.IMG_0002

Recently I was asked by the Australian Dictionary of Biography to write a brief profile of Geoff Sykes.  This was my attempt to do him justice:

Geoffrey Percy Frederick Sykes was born on September 6, 1908, at Beresford Manor Cottage, Plumpton, Sussex, England.  Percy Robert Sykes, Geoff’s father, was both a gifted wood-worker and the first Headmaster of the Chailey Heritage school for the disabled in Sussex, assisting disadvantaged children to forge their place in society.  The eldest of three children (his sister, Marjorie, was born in 1910, his brother, Reginald, in 1913), Sykes was educated at Brighton, Hove and Sussex Grammar School, to which he travelled each day by moped and then by train, thus ensuring that he was licensed to ride a moped from the age of 12.  Upon leaving school, he was apprenticed to British Thomas-Houston in Mill Road, Rugby – an electrical engineering industry leader. Certified as an electrical engineer in August, 1929, he then joined the Department of Works, where he was seconded to a number of public buildings, including Buckingham Palace.

Sykes married Margaret Rose White (a friend of his sister’s) on September 1, 1939.  They had three children – Robert (born April 28, 1943), who worked for the British Council abroad and is now retired;  Richard (born May 25 1945), who would study engineering and work for Ricardo, Tickford (where he was involved in the engine design of the Ford XR6) and TWR before joining Cosworth and subsequently Mahle Powertrain; and Julia (born August 15, 1948), who attended the Arts Educational School in London and taught dance for much of her career.  She was subsequently appointed Secretary of two branches of the Imperial Society for the Teachers of Dancing.

Motor racing very quickly became a passion for Sykes.  He regularly attended pre-war race meetings at Brooklands; he loved riding motor-cycles; and he competed in hill-climbs and trials with his open-topped Wolseley Hornet two-seater.  Sykes was an active member of his local motoring club, the Brighton and Hove Motor Club (BHMC), and during this period also met John Morgan, who was then Secretary of the Junior Car Club.

At the outbreak of war, Sykes applied for a transfer first to the Air Force and then to the Army (which he would have joined at the rank of Major) but The Air Ministry instead commissioned Sykes to top-secret electrical engineering work, concentrating on the guiding of damaged aeroplanes to bases throughout England using the Drem lighting system.  On one occasion, in the early dawn after the Luftwaffe’s bombing of Coventry, the aeroplane in which Sykes was flying was mistaken for the enemy.  Despite considerable shelling, Sykes and crew survived unharmed.

Sykes worked in various management positions in the immediate post-war period before joining the Electrical Drawing Office at the Ministry of Works. Simultaneously he fostered his love of cars and motor-cycles with the Junior Car Club. The JCC amalgamated with the Brooklands Automobile Racing Club in 1949 (under a new name – the British Automobile Racing Club, or BARC), thus enabling Sykes, who by now had been elected Chairman of the BHMC, to work for the man who would become his mentor – John Morgan.  A brilliant organizer and promoter, Morgan quickly established his reputation in British motor racing circles – and from 1954 did so with Sykes by his side.  As the club’s Assistant General Secretary, Sykes, charming and mild-mannered, was an obvious counterpoint to the no-nonsense Morgan, the club’s General Secretary;  and, as motor racing burgeoned in the 1950s, it did so in concert with the BARC’s growing stature.  (It should also be noted that Sykes’ second wife, Meris Chilcott Rudder, also worked for the BARC at this time, married to the aviator, Jim Broadbent.)

His life changed dramatically when Mrs Mirabel Topham, owner of the Aintree horse-racing circuit in Liverpool, contacted the BARC in 1953 to discuss the design and construction of a motor racing circuit.   After a number of meetings to discuss the project, she wrote to Morgan to say that she wished to go ahead but insisted that Geoff be the one she dealt with on a day-to-day basis.  Under Sykes’ direction, the Aintree circuit was completed in 1954 and would go on successfully to stage the British Grand Prix on five occasions – 1955, 1957, 1959, 1961 and 1962.  At many of these meetings – and at the early Grands Prix – Sykes officiated as Clerk of the Course.

In 1959 Sykes received a lawyer’s invitation to attend a meeting with the Australian Jockey Club (AJC) to discuss the design of an Australian version of Aintree.  Unbeknown to Sykes, Sam Horden of the AJC had mentioned his motor racing circuit concept to the pre-eminent British Formula One private entrant, Rob Walker; and Walker, impressed by the organization at Aintree, had had no hesitation in recommending Sykes.

Sykes travelled by BOAC Comet to Australia for a three-week fact-finding tour, beginning in December, 1959.  Staying at Tattersall’s Club in Elizabeth St, he rang Meris Rudder, who had moved to Australia following the death of her husband and had bought a small flat in Kirribilli below the north-east pylon of the Harbour Bridge. In a matter of three hours, using Meris’s living room table as a flat surface, Sykes drew what was later to become the Warwick Farm motor racing circuit.  Few changes were made to the original design (which included two Aintree-inspired crossings of the horse-racing circuit).S2290005

That first draft – described by Meris at the time as looking more like a Picasso than a motor racing circuit – is today the property of Richard Sykes.

Sykes returned to Australia permanently in June, 1960, when work promptly began on the new circuit.  Thanks mainly to Sykes’ planning and organizational expertise, the new facility was finished in an astonishing six months.  The removable Tarmac sections for the two temporary crossings were designed and built by de Havilland (Australia) Ltd;  and the design overall of the 2.25-mile circuit combined fast corners with a series of ess-bends, a double-apex, negative-camber left-hander over the lake and two tight corners – Creek Corner hairpin at the end of Hume Straight (which was parallel to the Hume Highway) and a right right-hander by the AJC Polo field.  The three grandstands on the pit straight were as used for the horse-racing (as at Aintree).   The circuit was noteworthy at the time for its large expanses of grass and for its white railing (from the horse-racing track).   It was thus so far ahead of its time in terms of safety that Sykes felt obliged to try a “no-spinning” rule in 1964, arguing that this would be the equivalent of the trackside hazards that characterized other circuits throughout the world.  Given the dangers of motor racing in the 1960s, it is remarkable that not a single driver or spectator was killed at a Warwick Farm race meeting.  (One driver lost his life in a testing accident.)

The first Warwick Farm race meeting was held on December 18, 1960, and was followed soon afterwards, on January 29, 1961, by a major international race meeting that featured a 100-mile event for F1 drivers and top locals.  In 110 deg F (41 deg C) heat, 65,000 spectators watched Dan Gurney, Graham Hill, Innes Ireland, Jack Brabham and the eventual winner, Stirling Moss, give the new circuit, and its organization, a massive vote of approval. Moss declared the circuit’s layout and organization to be the equal of any venue in the world.  Warwick Farm was an instant success.

Sykes, who habitually wore light chino trousers, suede shoes, white shirt, club tie or cravatte, sports jacket and cloth cap, was also a man of great artistic talent and attention to detail.  He personally designed the badge of the circuit’s new club, the Australian Automobile Racing Club (the AARC, instigated in July, 1961), together with the circuit’s support merchandise, including the programme covers, posters and car stickers, nominating a local artist, Peter Toohey, for much of the artwork.  The AARC was from the start a small but extremely efficient operation, featuring Sykes as the General Secretary; John Stranger, formerly of the North Shore Sporting Car Club, as Accountant and Secretary of the Meetings; and Mary Packard as general administrator.  They were later joined by a young school-leaver, Peter Windsor (Press Officer).  The AARC was originally based at 184 Sussex Street, Sydney, but moved to the site of a former Bank of NSW, on the corner of Sussex and King streets, on June 24, 1967.

As one of the few locations in Australia where you could “talk motor racing” and read the latest publications from the UK (Motoring News and Autosport), the AARC offices quickly became a Mecca for both famous racing names and rank-and-file club members.  The AARC staged four to five major race meetings at Warwick Farm per year, including the February international, three or four club meetings (on a shorter circuit that looped back to the Causeway after the first corner) and numerous members’ film nights – these providing the only opportunity for motor racing enthusiasts in Australia to see the latest images from overseas.

On February 10, 1963, Warwick Farm hosted the Australian Grand Prix for the first time.  Again run in extremely hot conditions, it was reported in Autosport by Sykes himself, who wrote, “Race week was a busy one from a social angle, and there was for the first time in Sydney an atmosphere of Grand Prix fever… On Thursday the AARC put on their second annual cocktail party with an attendance of 550, and regrettably had to turn down almost 200 would-be attenders….both Stirling Moss and Graham Hill gave brilliant dissertations rather than speeches…Graham Hill also had his Datsun Bluebird towed away from outside Geoff Sykes’ office – it costs £4 10s to get it back in Sydney!…The meeting was voted the best so far at Warwick Farm, and all the officials did a magnificent job to keep everything going like clockwork under such trying conditions – full marks to all those with the thankless jobs.”

Sykes and his New Zealand counterpart, Ron Frost, initiated a new Tasman Cup in 1964, taking the Antipodean summer international series to even greater heights.File0047  As the promoter who had the unique respect of the major F1 teams and drivers, Sykes travelled to Europe each year to negotiate their appearances (a trip usually timed to allow Sykes to indulge his love of aircraft at the mid-July Farnborough Air Show).  Sykes and Jim Hazleton helped the great Scots driver, Jim Clark, learn to fly at Bankstown airport in 1965;  and the AARC would go on to own several light aircraft for the use of its members – a Cherokee 140 (registration VH-ARC), a Cessna 172 (VH-ARA), a Cherokee 180D (VH-ARD) and latterly a Beechcraft Sundowner (VH-ARF).  Sykes also flew his own low-wing Thorp T111 Skyscooter out of Bankstown, registration VH-DES.

Due to the long time they had spent apart on different sides of the world, Geoff and Margaret divorced in September, 1966.  Four weeks later Geoff married Meris Rudder.

kb-alfa.jpgWarwick Farm staged the Australian Grand Prix on four occasions –  1963 (won by Jack Brabham); 1967 (Jackie Stewart); and 1970 and 1971 (Frank Matich).  Sykes introduced the extremely popular, and affordable, Formula Vee cars to Australian motor racing (two Vees and a Formula Ford were owned by the AARC for the use of club members); pioneered the concept of the club race meetings and practice days; and, in the 1970s, was also one of the key figures behind the choice of production-block Formula 5000 cars for Australia’s premier single-seater category. The AARC continued to promote successful and well-attended national race meetings through to July, 1973, when the AJC decided that the land used for most of the motor racing circuit should be sold for property development.   Sykes and the AARC (primarily through the work of Mary Packard) then assisted with the promotion of club race meetings on the smaller Warwick Farm circuit (through to October 28, 1973) and then at Amaroo Park (through to November 30, 1986).  Living with Meris in the original Kirribilli flat, Geoff in his retirement spent much of his time with bikes and cars:  he enjoyed restoring historic motor-cycles and riding his vintage Velocette; and, following a succession of white, automatic Triumph 2000s, drove a yellow Alfa Romeo GTV.

After several years of battling a heart condition, Geoff died on April 12, 1992, at Royal North Shore Hospital, North Sydney.S2290004

Captions from top: Jim Clark drifts the Gold Leaf Lotus 49 through the Warwick Farm Esses during practice for the 1968 International 100; Geoff takes Colin Piper’s new Suzuki for a quick spin around the Warwick Farm paddock; the Farm circuit changed not at all from Geoff’s original sketch; Jim Clark (left) and Jackie Stewart share a laugh.  The “chair” is Graham Hill’s new F2 Lotus 48, the background is the Causeway lake; Kevin Bartlett dances through Leger Corner in the Mildren Alfa; and (above), the AARC cloth badge

Photos: Paul Hobson, Colin Piper

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