Cooper BRM F1 – Racing

The power is now close to the levels of Ferrari and Ford Cosworth, But it pays off with increased fuel consumption forcing the team to start cars with a higher payload of gasoline, nullifying the increase in power.

Something new was needed, and it was precisely in 1967 that the T86 project came to lifeIts integral mono frame was designed by Derek White. The results, however, fall short of expectations.

T86 is thinner and lighter than T81but pays a premium over the Lotus-Ford 49 and Brabham-Repco BT 24 models, the latter being equipped with the least powerful engine in the group but light, agile and above all reliable.

Archived season 1967, 1968 re-proposed John Cooper The engine problem and not only that, because there are drivers and sponsors involved and the vision of the Surbinton sponsor is completely at odds with that of Colin Chapman, the Lotus owner. According to Cooper, established pilots have excessive economic demands and this would alienate sponsors.

In fact, he attributes this reason to the oil companies abandoning Formula 1 like Esso. For Chapman, on the other hand, drivers’ salaries are not a problem, on the contrary, he admits that European drivers earn less than their American colleagues and adds that they are not only an attraction for the public, but an excellent advertising medium.

And Chapman would be right, Since 1968, the Lotus has abandoned the English green in favor of the red, white and gold of the Gold Leaf sponsor. But let’s go back to the T86 where, beginning with the 1968 Spanish Grand Prix, the V12 BRM was fitted to replace the Maserati, which is no longer available due to the manufacturer Modenese’s withdrawal from racing. Why is BRM and not Ford-Cosworth the most competitive?

Because the contract with Maserati precluded this, moreover, it was the only contract available. And even if there were no contractual issues, Cosworth wouldn’t have the opportunity to supply other teams with engines in addition to the ones they’ve already followed. The 1968 tournament begins in Kyalami, South Africa, on New Year’s Day.

With Cooper Ludovico Scarviotti, starting from sixth grade, Joe Seifert (Rindt moved to Brabham, Rodriguez to BRM) from seventh, Jo Bonnier (T81 driver) and South African Basil von Rooyen from eighth, while fifth driver is Brian Redman who starts in the last row from third to last. The cars are still fitted with the Maserati V12, except for von Rooyen who owns the old Climax.

Of all this assortment of five coopers, Two special ones, sievert only, the seventh in three laps, will see the checkered flag. Things are not going much better in qualifying in Jarama, Spain, where Ludovico Scarviotti and Brian Redman are the last two on the grid.

Their coupes now install a V12 BRM engine, But the core in terms of competitiveness does not seem to have changed. However, upon the arrival of a race in which thirteen singles seats started, eight of them had to give up, the fact of reaching the finish line rewards Redman and Scarfeotti, respectively, for third and fourth places. Jarama is a slow circuit, almost like Monte Carlo.

Precisely for this reason, hope is repetition in the principality The result obtained in Spain by conducting a “conservative” race, which allows record holders Cooper, Lucien Bianchi and Ludovico Scarviotti, who start from the back of the grid, to complete it.

The tactic rewards them because even here, backsliding is a lot (they will see the checkered flag in five) and so at the finish line Bianchi He will climb to the third rung of the podium, while Scarfiotti will close fourth despite a hole he has delayed. In Belgium, we run at Spa-Francorchamps, a motorway circuit set up along the regular roads that run through the Ardennes. Its length is 14,100 meters, due to the lack of effective means of protection and escape routes, which makes it very treacherous.

“Nobody here can really say they’re going to max out, I challenge anyone to do that,” Jackie Stewart says of it. Speaking of circuit safety, that year, at the request of drivers to put safety nets at a certain point on the racetrack, the organizer replied that if they really wanted to, they had to pay them out of their own pockets!

In the spa there are Redman T86s, Lined up in the fourth row and Bianchi in fifth: The Belgian will sit sixth two laps behind winner Bruce McLaren, while Redman will finish the race on lap seven due to an accident that set his car on fire.

In Holland, on the dunes of Zandvoort, Another circuit that doesn’t shine for the safety and preparation of the racekeepers, Bianchi, who is the only Cooper driver present here, is posted to the penultimate row and must retire on lap 10 due to an accident. A bad day can happen and it’s not a drama, but the lack of competitiveness revealed by the T86 remains the problem to be solved. In France, the Cooper team consists of young Frenchman Johnny Servos Gavin and Britain’s Vic Ilford.

Their qualification is in line with the previous qualifications, i.e. last time for Ilford, Struggling with a thousand problems, and Servoz-Gavin’s penultimately encouraging row. But in the race, it will be Ilford’s experience, fourth under the checkered flag, to reward Cooper-BRM as the Frenchman departs on lap 15 due to an accident.

Lucien Bianchi? He’s at Watkins-Glen where he’s preparing for 6 Hours, which is a valid race for the World Makes Championship that he would win with Jackie Ickx in a Ford GT40 for Team John Wyer. At this point, the first part of the tournament is over and the first amounts are withdrawn. With 12 points in the Constructors Cup, the English team is five points behind BRM and seven points behind McLaren, who shares a joint second with Ferrari and Ken Tyrrell’s Matra-Ford behind the elusive Lotus.

The difference is that McLaren, Matra and Ferrari each won a Grand Prix They demonstrate a competitiveness that the T86 does not have. On the plus side, Cooper is ahead of Honda’s fastest, but not very reliable, team Brabham and the other Matra team, the official team powered by the French V12.

The problem comes from the drivers’ standings, as none of those under Cooper have competed consistentlyto me. Moreover, the team suffered, on June 8, the loss of Ludovico Scarviotti, who died during a hard fast race at the wheel of a Porsche. A loss that deprives the team of an important reference point. So all that’s left is to focus on places to finish the season with as many points as possible in the Constructors’ Cup.

At Brands Hatch, England, Vic Ilford and Briton Robin Widows, who replaced Servius Gavin, They are retired, but the hard road to the Nürburgring highlights the skill of Ilford who is a master here.

In fact, he qualifies in the second row, but in the race he has to give up the first lap due to an accident while Bianchi He takes the road to the pits due to a problem with the gasoline submersible. The last four races get away with racing according to the previously seen scenario.

After an Italian GP was stingy with contentment (he retired on the second lap of Ilford involved in an accident), He’s slightly better in Canada where the Briton is fifth while Bianchi, due to the many stops, does not complete the minimum number of laps needed to be ranked.

At Watkins-Glen, in the US, Bianchi recovers the same Canadian cross, while Elford retires with the engine in need of overhaul. The last Grand Prix, on November 3 in Mexico, sees Ilford finish eighth out of the 11 seed, while for Bianchi, there is another retirement. On a technical level, the T86 in 1968 followed the trend opened by Ferrari at the Belgian Grand Prix by installing ailerons, but things don’t get any better, in fact, in some races they are abandoned to save weight and make the car straight faster. .

The 1968 model certainly didn’t finish off brilliantly: The tally is fourteen points in the Constructors’ Cup, of which only two are accumulated in the second part of the championship, and it deserves sixth place (out of ten teams) on a par with Honda. In short, what about the T86? It was a valid project, punishable by the weight factor. Despite the interventions, T86 was still the heaviest of the group.

Then there was the questionable reliable BRM engine, Where, on the other hand, thanks to the many retirements then, the fact of ending the race certainly brought a few more points in the constructors’ rankings. In terms of the engine, there has been an approach with Alfa Romeo, which has recently returned to racing.

The Milan manufacturer had participated in the Marche World Cup races The Belgian Lucien Bianchi, thanks to his mediation, an agreement was reached according to which Alfa Romeo Cooper would first equip the 2.5-liter V8 and then the new 3-liter engine. The T86 project was then developed to house the BRM (T86B) and Alfa Romeo (T86C) engine, pending completion of the T91 which was to be fitted with the new Milan three-liter V8 for the 1969 season. The T86C with the Alfa Romeo 2500 cc engine was tested by Bianchi without obtaining convincing results and this also thanks to the lower offset.

However, it was entered at Monza for the Italian Grand Prix, Where Bianchi failed to pass the qualifiers. In the end it all ended there and the T91 did not take the path to retire the Scuderia Cooper at the end of the 1968 season. What failed, and was the final blow, was the economic backing of Firestone and BP that had backed it until then. The other important aspect during 1968 was the sports management of the team.

Left for other champion beaches such as John Surtees, Yoshin Rindt and Pedro Rodriguez, Scarfeotti lostAfter the South African Grand Prix, Joe Seifert left to enter the cockpit of the Lotus 49 for Rob Walker, Vic Ilford, Lucien Bianchi and Brian Redman were conditioned on their respective commitments in the other classes.

French promising Johnny Servos Gavin DAfter the French Grand Prix, Surbinton left for Ken Tyrrell’s Matra-Ford with whom he had already raced in Monte Carlo to replace the injured Stewart, while Robin Widdows’ participation in the British Grand Prix remained an isolated episode. He also should have raced at Monza, but an accident forced him to give up. All this coming and going really hampered the development of the single seat because, especially in the second part of the championship, there was no reference driver.