1966 RAC Rally

[Jono]

I'm sure this will have been posted before but it's always worth a second look!

https://www.youtube.com/watch?v=Mvv1hJdCAKY

..the young Damon..awww, so cute!

[Jono]

...sorry about the double post

[AndyPen]

I'm sure this will have been posted before but it's always worth a second look!

https://www.youtube.com/watch?v=Mvv1hJdCAKY

..the young Damon..awww, so cute!

Thanks for sharing, Jim Clarke looked good in the Cortina!!

[LMM76C]

Jim Clark was even better.
Let's not let this become yet another claim that JC stuffed it to all the regular rally drivers though.
He was in what was briefly the dominant forest rally car. He drove such a car on the road (which none of the others did all the time). He drove the model on the track (familiarity with the controls etc. helped albeit the 66 race car was Group 5 and well removed from a road car or rally car). He was essentially a rally driver who then went racing. He grew up on what were effectively loose surface stages around local farms. The two fastest Ford works drivers, Clark and Elford, were out early on. Soderstrom was Ford's steady hand and, although he won, Makinen in a Cooper S (no longer the dominant car) was ahead by a massive margin when the idler gear bearing failed. The other works Cooper S had too mild a cam for the conditions, Turner etc. having assumed more snow. They still got 2nd, 4th and 5th.
So, a good Mini rally, but not the best.

[LMM76C]

By a sad coincidence, Damon Hill has just announced that his mother has passed away.

[agricola]

Clark was not a rally driver he had never competed on rough surfaces until the RAC. It is true as a teenager in the 50s he did local road rallies sometimes as driver sometimes as co driver often these were organised by Young Farmers Clubs.
There is a full and proper account of Jims RAC in Hilton & Blunsdens book "Champions" by Brian Meilia Ford works co-driver who was Jims co driver. It describes his tuition by Roger Clark and Meilia and there attempts with Graham Hill. What shines through is the natural compared to the absolutely determined and much to be admired made man.

Jim knew the Cortina as a race car and a road car though he normally drove an Elan on the road red, one 997NUR. Personally as a stage car I think the works Ss were a match for the cortina although no where near the Escort. Did he match the top rally drivers (some also in cortinas), well they thought so, but most importantly look at the stage times where they speak with absolute clarity for themselves:-
he was fastest on 3
second fastest on 7
third fastest on 4
forth fastest on 5,
Meilia was confident that if there luck held -it didnt -they could win.
None of this detracts from Graham Hill a great driver and personality after Hockenheim Lotus would have fallen apart with out him and undoubtedly a F1 great and greatest ambassador, god rest him and Betty.

[LMM76C]

You need to talk to Clark's friend and biographer Graham Gauld. (and also to my former next door neighbour, who was JC's next door neighbour before relocating 400 miles). His local "road" rallies were loose surface marathons using mostly farm tracks.

As has already been mentioned, the 66 RAC lost Ford's two fastest rally drivers early on. One was leading until his "development" diff got the better of him. The other (in his last rally for Ford) was telling journalists (overheard in a gents toilet!): "He (JC) would be out if he was getting the help I'm getting and if I was getting the help he's getting I'd be leading".

The works Mk1 Lotus had the beating of the works Cooper S by early 1966. (It might have done 2 years earlier if it hadn't had Chapman's abortion of rear suspension until mid 65). Only Makinen had the 544 cam on the 66 RAC. All the other works Ss had the (by then standard) 510 in anticipation of snow. When Makinen went out (leading by a margin we would look at with disbelief today), Soderstrom drove to finish (and win) so was not attempting to set fastest times. There was by then little opposition. Much the same happened in 68, when the two works Saabs cruised to the finish with no remaining works opposition and were being beaten by Bob Bean's old Cortina GT on all the later forest stages.

Interestingly, Graham Robson recently commented that in testing for the cancelled 67 RAC, Graham hill was trying very hard in the MK2 Lotus Cortina, in contrast to his lack lustre performance in 66 in testing and in GRX309D on the event.

[agricola]

I have taken your advice and contacted Graham Gauld and this is his reply
Dear *****



I do not mind you contacting me.



Now to Jim Clark and rallies. I think the chap on the forum is jumping to conclusions. The situation was that Jim was a member of Berwick and District Motor Club and MG Car Club back then before there was any thought of racing.



The Berwick club had many farmer members and in order to give variety they were persuaded to open up a couple of gates on unmettaled paths going through the fields. Remember the phrase “Special Stage” was not even invented back then. It was part of the route and whereas on the normal roads we were restricted to a 30 mph average by going on to these farm paths you could open up the car and belt across them at any speed you wanted. However, these were not closed/timed sections, they were just part of the normal route on the plot and bash rallies of the period that were decided more on whether you could find secret controls to see you had not taken short cuts there was no timed speed element to it and so were in no way “special stages”. However, as I said in the book Jim went over those paths at speed and so had an idea of unsurfaced fast driving which helped him on the RAC Rally. I did one Berwick rally with Jim in the Sunbeam and one MG Car Club rally, the Moorfoot of 1956, which was a normal navigation rally on public roads with a 30 mph average. I can tell you, however, that when I had breakfast with Jim and Brian after the first day and overnight of the RAC Jim felt that his driving in the early stages was rubbish and that Brian would have been quicker than him for people overlook the fact that Brian Melia was a very quick rally driver. However, during the second day of the rally he got the hang of it and by the third day even drivers like Bengt Soderstrom and other Swedes were amazed at how quick he was on the stages as the rally progressed. That rock that still sticks out on the stage near Aberfoyle has caught out many people and it bashed in Jim’s drivers door. You have probably seen the photo I took of him on the special stage after the Ford mechanics had made a jury rig repair and it did not cause him to slow. Indeed Jackie Stewart and I went up to Aberfoyle to meet up with Jim at the service area and Jackie was with me when I took the photo and could not believe Jimmy was so quick in what was a bit of a wreck of a car.



So in effect, before the RAC Rally I doubt it Jimmy had done more than about five local Berwick rallies and a couple of other rallies plus sitting and simply navigating with his Cousin Billy Potts in the Austin Healey 100 on the International Scottish Rally in 1955 when he was 19



I hope this clarifies the matter.



Graham Gauld

[LMM76C]

Don't attempt to put words into others' mouths. GG has told me those facts long ago and would not have made a comment of jumping to conclusions unless the question misrepresented what had been said or was biased or confusing. Apart from that, it merely confirms to you exactly what I told you. Would you like the address of JC's former neighbour who much later became my neighbour? She can then point you to hedges that have never fully recovered from JC excursions practicing for road rallies. Incidentally, the diversions on to farm land are something that reappeared in more recent years to the same degree after the banning of Targa Timing. Anyone who thinks that MN road rallies were not being won in period by driving every bit as fast as period forest stage driving wasn't there.
History is not going to be allowed to imply that JC "showed the rally drivers how to do it" on the 66 RAC. That is a figment of tabloid journalism at the time and does not reflect the realities of the situation (which I have adequately spelt out already). If, on a Mini forum, some neither like the reality that the leaf sprung rear Lotus Cortina, rather than the Cooper S, was briefly by then the rally car to beat, they can continue to be deluded but I will not let them alter the historical record of the real situation.

[agricola]

The question verbatim I will leave it up to the board to make its own conclusion and after reading Brian Melia's account to make there own minds up
I hope you dont mind me contacting you.

I have being posting with a chap on the Mini Mk1 forum who claims that from research he had with you Jim Clark had extensive off road rally experience :-as local Border rallies " ran across all the local farms as long special stages" He maintains Clark was "A rally driver who became a racing driver"

I have read all you books and Brian Melia's very comprehensive and moving account in Hiltons book "Champions" and this does not seem to me to be the case. I am a farmer and I am sure JC knew how to drive off road but were these Border Rallies really RAC type special stages?

[SMOKE GREY]

One of the lesser known facts of the 'works' Minis on the RAC that year was that the Kallstrom car, JBL494D, while an Abingdon car was actually a BMC Sweden entry. BMC Sweden had sent two cars over in 62 for Tom Trana and Bengt Soderstrom who really set the pace, both cars retiring, Trana could have quite possibly won from Carlssons Saab had it kept going.

In 63 they sent 1071s for Carl Orrenius, Ove Anderson and Barbara Johannsson, with Orrenius getting inside the top ten. 1964 saw Kallstrom and Orrenius in Abingdon built cars, maybe Turner thought that Abingdon built cars would be stronger? Kallstroms was of course LHD , AGU780B, while Orrenius had AJB44B. Both cars retired again, Kallstrom leading the event for a time.

65 saw two more Abingdon cars for Jorma Lusenis and one for Kallstrom again, who again retired but Lusenis partnered by Mike Wood won the GRP3 class and got a very good 6th overall.

Back to 66 and Kallstrom stroked JBL home to 2nd overall, despite complaining about having a RHD car again, the Abingdon mechanics being amazed at the finish at how little damage the car had underneath compared to the other team cars, and JBL finishing in decent condition, so much so that when JBL was sent to Ireland the following April for Adrian Boyd to drive on the Circuit of Ireland, and buy after the event, it was Paddys JMO RAC car carrying the JBL number, presumably Abingdon kept the RAC JBL to fight another day, maybe carrying the JMO reg....???

[Pete]

One of the lesser known facts of the 'works' Minis on the RAC that year was that the Kallstrom car, JBL494D, while an Abingdon car was actually a BMC Sweden entry. BMC Sweden had sent two cars over in 62 for Tom Trana and Bengt Soderstrom who really set the pace, both cars retiring, Trana could have quite possibly won from Carlssons Saab had it kept going.

In 63 they sent 1071s for Carl Orrenius, Ove Anderson and Barbara Johannsson, with Orrenius getting inside the top ten. 1964 saw Kallstrom and Orrenius in Abingdon built cars, maybe Turner thought that Abingdon built cars would be stronger? Kallstroms was of course LHD , AGU780B, while Orrenius had AJB44B. Both cars retired again, Kallstrom leading the event for a time.

65 saw two more Abingdon cars for Jorma Lusenis and one for Kallstrom again, who again retired but Lusenis partnered by Mike Wood won the GRP3 class and got a very good 6th overall.

Back to 66 and Kallstrom stroked JBL home to 2nd overall, despite complaining about having a RHD car again, the Abingdon mechanics being amazed at the finish at how little damage the car had underneath compared to the other team cars, and JBL finishing in decent condition, so much so that when JBL was sent to Ireland the following April for Adrian Boyd to drive on the Circuit of Ireland, and buy after the event, it was Paddys JMO RAC car carrying the JBL number, presumably Abingdon kept the RAC JBL to fight another day, maybe carrying the JMO reg....???

Great post Steve!

[SMOKE GREY]

One of the lesser known facts of the 'works' Minis on the RAC that year was that the Kallstrom car, JBL494D, while an Abingdon car was actually a BMC Sweden entry. BMC Sweden had sent two cars over in 62 for Tom Trana and Bengt Soderstrom who really set the pace, both cars retiring, Trana could have quite possibly won from Carlssons Saab had it kept going.

In 63 they sent 1071s for Carl Orrenius, Ove Anderson and Barbara Johannsson, with Orrenius getting inside the top ten. 1964 saw Kallstrom and Orrenius in Abingdon built cars, maybe Turner thought that Abingdon built cars would be stronger? Kallstroms was of course LHD , AGU780B, while Orrenius had AJB44B. Both cars retired again, Kallstrom leading the event for a time.

65 saw two more Abingdon cars for Jorma Lusenis and one for Kallstrom again, who again retired but Lusenis partnered by Mike Wood won the GRP3 class and got a very good 6th overall.

Back to 66 and Kallstrom stroked JBL home to 2nd overall, despite complaining about having a RHD car again, the Abingdon mechanics being amazed at the finish at how little damage the car had underneath compared to the other team cars, and JBL finishing in decent condition, so much so that when JBL was sent to Ireland the following April for Adrian Boyd to drive on the Circuit of Ireland, and buy after the event, it was Paddys JMO RAC car carrying the JBL number, presumably Abingdon kept the RAC JBL to fight another day, maybe carrying the JMO reg....???

Great post Steve!

Sad aren't I

[Pete]

No sadder than the rest of us!

Ive got some pics somewhere of Graham Hill practicing for the rally with Paddy alongside. Pretty sure Paul Easter has Super 8 of it.

[spoon.450]

One of the lesser known facts of the 'works' Minis on the RAC that year was that the Kallstrom car, JBL494D, while an Abingdon car was actually a BMC Sweden entry. BMC Sweden had sent two cars over in 62 for Tom Trana and Bengt Soderstrom who really set the pace, both cars retiring, Trana could have quite possibly won from Carlssons Saab had it kept going.

In 63 they sent 1071s for Carl Orrenius, Ove Anderson and Barbara Johannsson, with Orrenius getting inside the top ten. 1964 saw Kallstrom and Orrenius in Abingdon built cars, maybe Turner thought that Abingdon built cars would be stronger? Kallstroms was of course LHD , AGU780B, while Orrenius had AJB44B. Both cars retired again, Kallstrom leading the event for a time.

65 saw two more Abingdon cars for Jorma Lusenis and one for Kallstrom again, who again retired but Lusenis partnered by Mike Wood won the GRP3 class and got a very good 6th overall.

Back to 66 and Kallstrom stroked JBL home to 2nd overall, despite complaining about having a RHD car again, the Abingdon mechanics being amazed at the finish at how little damage the car had underneath compared to the other team cars, and JBL finishing in decent condition, so much so that when JBL was sent to Ireland the following April for Adrian Boyd to drive on the Circuit of Ireland, and buy after the event, it was Paddys JMO RAC car carrying the JBL number, presumably Abingdon kept the RAC JBL to fight another day, maybe carrying the JMO reg....???

Great post Steve!

That is a great post, thanks for sharing Steve. Is it JBL 494D that is now owned by Minisport ?

[SMOKE GREY]

One of the lesser known facts of the 'works' Minis on the RAC that year was that the Kallstrom car, JBL494D, while an Abingdon car was actually a BMC Sweden entry. BMC Sweden had sent two cars over in 62 for Tom Trana and Bengt Soderstrom who really set the pace, both cars retiring, Trana could have quite possibly won from Carlssons Saab had it kept going.

In 63 they sent 1071s for Carl Orrenius, Ove Anderson and Barbara Johannsson, with Orrenius getting inside the top ten. 1964 saw Kallstrom and Orrenius in Abingdon built cars, maybe Turner thought that Abingdon built cars would be stronger? Kallstroms was of course LHD , AGU780B, while Orrenius had AJB44B. Both cars retired again, Kallstrom leading the event for a time.

65 saw two more Abingdon cars for Jorma Lusenis and one for Kallstrom again, who again retired but Lusenis partnered by Mike Wood won the GRP3 class and got a very good 6th overall.

Back to 66 and Kallstrom stroked JBL home to 2nd overall, despite complaining about having a RHD car again, the Abingdon mechanics being amazed at the finish at how little damage the car had underneath compared to the other team cars, and JBL finishing in decent condition, so much so that when JBL was sent to Ireland the following April for Adrian Boyd to drive on the Circuit of Ireland, and buy after the event, it was Paddys JMO RAC car carrying the JBL number, presumably Abingdon kept the RAC JBL to fight another day, maybe carrying the JMO reg....???

Great post Steve!

That is a great post, thanks for sharing Steve. Is it JBL 494D that is now owned by Minisport ?

It is indeed, my dad owned it for many years. Interesting after the RAC , John Bolster tested JBL for Autosport magazine and commented that other than pulling to the left slightly , that it drove very well, with no real creaks or groans.

He also commented that with its 4.2 diff and 510 cam it had 'tremendous' punch low down, a Downton trade mark, pulling to a genuine 100mph very quickly.,

[rich@minispares.com]

He also commented that with its 4.2 diff and 510 cam it had 'tremendous' punch low down, a Downton trade mark, pulling to a genuine 100mph very quickly.,

I bet it did

my race car howls through the gears thanks to the 4.3

its a shame that so many people over gear minis now a days, im sure its nice to be able to hear the radio at 5000 rpm at 70 mph, but it does tend to blunt the 'traffic light gran prix' feeling of a screamer diff!

[SMOKE GREY]

He also commented that with its 4.2 diff and 510 cam it had 'tremendous' punch low down, a Downton trade mark, pulling to a genuine 100mph very quickly.,

I bet it did

my race car howls through the gears thanks to the 4.3

its a shame that so many people over gear minis now a days, im sure its nice to be able to hear the radio at 5000 rpm at 70 mph, but it does tend to blunt the 'traffic light gran prix' feeling of a screamer diff!

When I first drove 6EMO at a test day before the 2016 Rally of The Tests I thought it was overgeared for a rally car. When they pulled the engine/box out it had had the 4.1 replaced with a 3.7. I got Mini Sport to put a semi helical 4.1 in it, transformed the car, it storms up hills in top gear at a rate that surprises people