Brabham
Full name | Motor Racing Developments, Ltd. |
---|---|
Base | Chessington (1962–1989) and Milton Keynes (1990–1992), United Kingdom |
Founder(s) | Jack Brabham Ron Tauranac |
Noted staff | Bernie Ecclestone Gordon Murray Ron Dennis Charlie Whiting John Judd Herbie Blash |
Noted drivers | Jack Brabham Dan Gurney Denny Hulme Jochen Rindt Jacky Ickx Silvio Moser Graham Hill Carlos Reutemann Niki Lauda Nelson Piquet Riccardo Patrese Elio de Angelis Derek Warwick Stefano Modena Martin Brundle David Brabham Damon Hill Héctor Rebaque John Watson Carlos Pace |
Formula One World Championship career | |
First entry | 1962 German Grand Prix |
Races entered | 403 entries (394 starts) |
Engines | Climax, Repco, Ford, Alfa Romeo, BMW, Judd, Yamaha |
Constructors' Championships | 2 (1966, 1967) |
Drivers' Championships | 4 (1966, 1967, 1981, 1983) |
Race victories | 35 |
Podiums | 120 |
Points | 832 |
Pole positions | 40 |
Fastest laps | 41[a] |
Final entry | 1992 Hungarian Grand Prix |
Motor Racing Developments Ltd., commonly known as Brabham (
In the 1960s, Brabham was the world's largest manufacturer of
The team won two more Formula One Drivers' Championships in the 1980s with Brazilian
British businessman
Origins
The Brabham team was founded by
Despite their innovation of putting the engine behind the driver, the Coopers and their chief designer, Owen Maddock, were generally resistant to developing their cars. Brabham pushed for further advances, and played a significant role in developing Cooper's highly successful 1960 T53 "lowline" car, with input from his friend Tauranac.[2] Brabham was confident he could do better than Cooper, and in late 1959 he asked Tauranac to come to the UK and work with him, initially producing upgrade kits for Sunbeam Rapier and Triumph Herald road cars at his car dealership, Jack Brabham Motors, but with the long-term aim of designing racing cars.[3] Brabham describes Tauranac as "absolutely the only bloke I'd have gone into partnership with".[4] Later, Brabham offered a Coventry-Climax FWE-engined version of the Herald, with 83 hp (62 kW) and uprated suspension to match the extra power.[5]
To meet that aim, Brabham and Tauranac set up Motor Racing Developments Ltd. (MRD), deliberately avoiding the use of either man's name. The new company would compete with Cooper in the market for customer racing cars. As Brabham was still employed by Cooper, Tauranac produced the first MRD car, for the entry level Formula Junior class, in secrecy. Unveiled in the summer of 1961, the "MRD" was soon renamed. Motoring journalist Jabby Crombac pointed out that "[the] way a Frenchman pronounces those initials—written phonetically, 'em air day'—sounded perilously like the French word... merde."[6] Gavin Youl achieved a second-place finish at Goodwood and another at Mallory Park in the MRD-Ford.[7] The cars were subsequently known as Brabhams, with type numbers starting with BT for "Brabham Tauranac".[8]
By the 1961 Formula One season, the Lotus and Ferrari teams had developed the mid-engined approach further than Cooper. Brabham had a poor season, scoring only four points, and—having run his own private Coopers in non-championship events during 1961—left the company in 1962 to drive for his own team: the Brabham Racing Organisation, using cars built by Motor Racing Developments.[9][10] The team was based at Chessington, England[11] and held the British licence.[12]
Racing history—Formula One
Jack Brabham and Ron Tauranac (1961–1970)
Motor Racing Developments initially concentrated on making money by building cars for sale to customers in lower formulae, so the new car for the Formula One team was not ready until partway through the 1962 Formula One season. The Brabham Racing Organisation (BRO) started the year fielding a customer Lotus chassis, which was delivered at 3am to keep it a secret.[7] Brabham took two points finishes in Lotuses, before the turquoise-liveried Brabham BT3 car made its debut at the 1962 German Grand Prix. It retired with a throttle problem after 9 of the 15 laps, but went on to take a pair of fourth places at the end of the season.[13]
From the
The FIA doubled the Formula One engine capacity limit to 3 litres for the
For 1968, Austrian Jochen Rindt replaced Hulme, who had left to join McLaren. Repco produced a more powerful version of their V8 to maintain competitiveness against Ford's new Cosworth DFV, but it proved very unreliable. Slow communications between the UK and Australia had always made identifying and correcting problems very difficult. The car was fast—Rindt set pole position twice during the season—but Brabham and Rindt finished only three races between them, and ended the year with only ten points.[22]
Although Brabham bought Cosworth DFV engines for the 1969 season, Rindt left to join Lotus. His replacement, Jacky Ickx, had a strong second half to the season, winning in Germany and Canada, after Brabham was sidelined by a testing accident.[23] Ickx finished second in the Drivers' Championship, with 37 points to Jackie Stewart's 63. Brabham himself took a couple of pole positions and two top-3 finishes, but did not finish half the races. The team were second in the Constructors' Championship, aided by second places at Monaco and Watkins Glen scored by Piers Courage, driving a Brabham for the Frank Williams Racing Cars privateer squad.[24]
Brabham took his last win in the opening race of the 1970 season and was competitive throughout the year, although mechanical failures blunted his challenge.[25] After losing secured victories in the last corner at both Monaco and England, Jack decided he had had enough, and sold his part in the company to former Jochen Rindt manager, a businessman named Bernie Ecclestone, at the end of the year. Aided by number-two driver Rolf Stommelen, the team came fourth in the Constructors' Championship.[26]
Ron Tauranac (1971)
Tauranac signed double world champion Graham Hill and young Australian Tim Schenken to drive for the 1971 season. Tauranac designed the unusual 'lobster claw' BT34, featuring twin radiators mounted ahead of the front wheels, a single example of which was built for Hill. Although Hill, no longer a front-runner since his 1969 accident, took his final Formula One win in the non-championship BRDC International Trophy at Silverstone,[27] the team scored only seven championship points.[26]
Bernie Ecclestone (1972–1987)
Tauranac left Brabham early in the 1972 season after Ecclestone changed the way the company was organised without consulting him. Ecclestone has since said "In retrospect, the relationship was never going to work", noting that "[Tauranac and I] both take the view: 'Please be reasonable, do it my way'".[28] The highlights of an aimless year, during which the team ran three different models, were pole position for Argentinian driver Carlos Reutemann at his home race at Buenos Aires and a victory in the non-championship Interlagos Grand Prix. For the 1973 season, Ecclestone promoted the young South African engineer Gordon Murray to chief designer and moved Herbie Blash from the Formula Two programme to become the Formula One team manager. Both would remain with the team for the next 15 years. For 1973, Murray produced the triangular cross-section BT42, with which Reutemann scored two podium finishes and finished seventh in the Drivers' Championship.
In the
While rival teams Lotus and McLaren relied on the Cosworth DFV engine from the late 1960s to the early 1980s, Ecclestone sought a competitive advantage by investigating other options. Despite the success of Murray's Cosworth-powered cars, Ecclestone signed a deal with Italian motor manufacturer
For the
The partnership with Alfa Romeo ended during the 1979 season, the team's first with young Brazilian driver Nelson Piquet. Murray designed the full-ground effect BT48 around a rapidly developed new Alfa Romeo V12 engine and incorporated an effective "carbon-carbon braking" system—a technology Brabham pioneered in 1976. However, unexpected movement of the car's aerodynamic centre of pressure made its handling unpredictable and the new engine was unreliable. The team dropped to eighth in the Constructors' Championship by the end of the season.[34] Alfa Romeo started testing their own Formula One car during the season, prompting Ecclestone to revert to Cosworth DFV engines, a move Murray described as being "like having a holiday".[35] The new, lighter, Cosworth-powered BT49 was introduced before the end of the year at the Canadian Grand Prix; where after practice Lauda announced his immediate retirement from driving, later saying that he "was no longer getting any pleasure from driving round and round in circles".[36]
The team used the BT49 over four seasons. In the
Piquet took the team's last wins: two in 1984 by winning the seventh and eighth races of that season, the Canadian Grand Prix and the Detroit Grand Prix, and one in 1985 by winning the French Grand Prix. He finished fifth in 1984 and a mere eighth in 1985 in the respective Drivers' Championships.[37] After seven years and two world championships, Piquet felt he was worth more than Ecclestone's salary offer for 1986, and reluctantly left for the Williams team at the end of the season.
For the
In August, BMW after considering running their own in-house team, announced their departure from Formula One at the end of the season. Murray, who had largely taken over the running of the team as Ecclestone became more involved with his role at the
Ecclestone held BMW to their contract for the
Joachim Lüthi (1989)
Brun soon sold the team on, this time to Swiss financier Joachim Lüthi, who brought it back into Formula One for the
Middlebridge Racing (1989–1992)
After Lüthi's arrest on tax fraud charges in mid-1989,
Jack Brabham's youngest son,
Argentine
Middlebridge Group Limited had been unable to continue making repayments against the £6 million ultimately provided by Landhurst Leasing, which went into
Motor Racing Developments
Brabham cars were also widely used by other teams, and not just in Formula One. Jack Brabham and Ron Tauranac called the company they set up in 1961 to design and build formula racing cars to customer teams Motor Racing Developments (MRD), and this company had a large portfolio of other activities. Initially, Brabham and Tauranac each held 50 per cent of the shares.[9] Tauranac was responsible for design and running the business, while Brabham was the test driver and arranged corporate deals like the Repco engine supply and the use of the MIRA wind tunnel. He also contributed ideas to the design process and often machined parts and helped build the cars.[46]
From 1963 to 1965, MRD was not directly involved in Formula One, and often ran works cars in other formulae. A separate company, Jack Brabham's Brabham Racing Organisation, ran the Formula One works entry.[47] Like other customers, BRO bought its cars from MRD, initially at £3,000 per car,[48] although it did not pay for development parts. Tauranac was unhappy with his distance from the Formula One operation and before the 1966 season suggested that he was no longer interested in producing cars for Formula One under this arrangement. Brabham investigated other chassis suppliers for BRO, however the two reached an agreement and from 1966 MRD was much more closely involved in this category.[49] After Jack Brabham sold his shares in MRD to Ron Tauranac at the end of 1969, the works Formula One team was MRD.[citation needed]
Despite only building its first car in 1961, by the mid-1960s MRD had overtaken established constructors like Cooper to become the largest manufacturer of single-seat racing cars in the world,[50] and by 1970 had built over 500 cars.[51] Of the other Formula One teams which used Brabhams, Frank Williams Racing Cars and the Rob Walker Racing Team were the most successful. The 1965 British Grand Prix saw seven Brabhams compete, only two of them from the works team, and there were usually four or five at championship Grands Prix throughout that season. The firm built scores of cars for the lower formulae each year, peaking with 89 cars in 1966.[51] Brabham had the reputation of providing customers with cars of a standard equal to those used by the works team, which worked "out of the box". The company provided a high degree of support to its customers—including Jack Brabham helping customers set up their cars. During this period the cars were usually known as "Repco Brabhams", not because of the Repco engines used in Formula One between 1966 and 1968, but because of a smaller-scale sponsorship deal through which the Australian company had been providing parts to Jack Brabham since his Cooper days.[52]
At the end of 1971 Bernie Ecclestone bought MRD. He retained the Brabham brand, as did subsequent owners. Although the production of customer cars continued briefly under Ecclestone's ownership, he believed the company needed to focus on Formula One to succeed. The last production customer Brabhams were the Formula Two BT40 and the Formula Three BT41 of 1973,[53] although Ecclestone sold ex-works Formula One BT44Bs to RAM Racing as late as 1976.[54]
In 1988 Ecclestone sold Motor Racing Developments to Alfa Romeo. The Formula One team did not compete that year, but Alfa Romeo put the company to use designing and building a prototype "Procar"—a racing car with the silhouette of a large saloon (the Alfa Romeo 164) covering a composite racing car chassis and mid-mounted race engine. This was intended for a racing series for major manufacturers to support Formula One Grands Prix, and was designated the Brabham BT57.[55]
Racing history—other categories
IndyCar
Brabham cars competed at the
Formula Two
In the 1960s and early 1970s, drivers who had reached Formula One often continued to compete in Formula Two. In 1966 MRD produced the BT18 for the lower category, with a Honda engine acting as a stressed component. The car was extremely successful, winning 11 consecutive Formula Two races in the hands of the Formula One pairing of Brabham and Hulme. Cars were entered by MRD and not by the Brabham Racing Organisation, avoiding a direct conflict with Repco, their Formula One engine supplier.[61]
Formula Three
The first Formula Three Brabham, the BT9, won only four major races in 1964. The BT15 which followed in 1965 was a highly successful design. 58 cars were sold, which won 42 major races. Further developments of the same concept, including wings by the end of the decade, were highly competitive up until 1971. The BT38C of 1972 was Brabham's first production monocoque and the first not designed by Tauranac. Although 40 were ordered, it was less successful than its predecessors. The angular BT41 was the final Formula Three Brabham.[62]
Formula 5000
Brabham made one car for Formula 5000 racing, the Brabham BT43. Rolled out in late 1973 it was tested in early 1974 by John Watson at Silverstone before making its debut at the Rothmans F5000 Championship Round at Monza on 30 June 1974, driven by Martin Birrane. Former Australian Drivers' Champion Kevin Bartlett used the Chevrolet powered Brabham BT43 to finish 3rd in the 1978 Australian Drivers' Championship including finishing 5th in the 1978 Australian Grand Prix.[26]
Sports cars
Tauranac did not enjoy designing sports cars and could only spare a small amount of his time from MRD's very successful single-seater business. Only 14 sports car models were built between 1961 and 1972, out of a total production of almost 600 chassis.[63] The BT8A was the only one built in any numbers, and was quite successful in national level racing in the UK in 1964 and 1965.[64] The design was "stretched" in 1966 to become the one-off BT17, originally fitted with the 4.3-litre version of the Repco engine for Can-Am racing. It was quickly abandoned by MRD after engine reliability problems became evident.[65]
Technical innovation
Brabham was considered a technically conservative team in the 1960s, chiefly because it persevered with traditional
Despite the perceived conservatism, in 1963 Brabham was the first Formula One team to use a wind tunnel to hone its designs to reduce drag and stop the cars lifting off the ground at speed.[68] The practice became the norm in only the early 1980s, and is possibly the most important factor in the design of modern cars. Towards the end of the 1960s, teams began to exploit aerodynamic downforce to push the cars' tyres down harder on the track and enable them to maintain faster speeds through high-speed corners. At the 1968 Belgian Grand Prix, Brabham was the first, alongside Ferrari, to introduce full width rear wings to this effect.[69]
The team's most fertile period of technical innovation came in the 1970s and 1980s when
Although Brabham experimented with airdams and underbody skirts in the mid-1970s, the team, like the rest of the field, did not immediately understand Lotus's development of a
Although in 1979 Murray was the first to use lightweight
For the 1981 season the FIA introduced a 6 cm (2.4 in) minimum ride height for the cars, intended to slow them in corners by limiting the downforce created by aerodynamic ground effect. Gordon Murray devised a hydropneumatic suspension system for the BT49C, which allowed the car to settle to a much lower ride height at speed. Brabham was accused of cheating by other teams, although Murray believes that the system met the letter of the regulations. No action was taken against the team and others soon produced systems with similar effects.[74]
At the
Controversy
The fan car and hydropneumatic suspension exploited loopholes in the sporting regulations. In the early 1980s, Brabham was accused of going further and breaking the regulations. During 1981, Piquet's first championship year, rumours circulated of illegal underweight Brabham chassis. Driver
From 1978, Ecclestone was president of the
Later use of the Brabham name
Revival attempts
On 4 June 2009, Franz Hilmer confirmed that he had used the name to lodge an entry for the 2010 Formula One season as a cost-capped team under the new budget cap regulations.[80] The Brabham family was not involved and announced that it was seeking legal advice over the use of the name.[81] The team's entry was not accepted, and the Brabham family later obtained legal recognition of their exclusive rights to the Brabham brand.[82]
Brabham Racing
In September 2014, David Brabham—the son of Brabham founder Sir Jack Brabham—announced the reformation of the Brabham Racing team under the name Project Brabham, with plans to enter the 2015 FIA World Endurance Championship and 2015 24 Hours of Le Mans in the LMP2 category using a crowdsourcing business model.[83] The company also expressed interest in returning to Formula One, but did not have the financial capacity to do so.[84]
In 2019, Brabham Automotive announced its goal to enter the 2021 FIA World Endurance Championship using a BT62 in the GTE class.[85] The team competed in the 2019 GT Cup Championship.[86] It also entered the final two races of the 2019 Britcar Endurance Championship, winning on its debut.[87]
In 2021, Brabham Automotive debuted their BT63 GT2 car at the season finale of the 2021 GT2 European Series.
Championship results
Results achieved by the "works" Brabham team. Bold results indicate a championship win.
See also
Notes
- ^ Henry (1985) pp. 17–19
- ^ Lawrence (1999) pp. 18, 22. Brabham had consulted Tauranac by letter on technical matters since arriving in the UK. He used a gear cluster designed by Tauranac for several years and Tauranac also advised on the suspension geometry of the Cooper T53 "lowline" car.
- ^ Lawrence (1999) pp. 22–4. Jack had already tried to buy Cooper in association with fellow-driver Roy Salvadori
- ^ Brabham, Nye (2004) p. 140
- ^ Blunsden, John (February–March 1962). "Brabhams "lilla bomb"!: Triumph-Herald-Climax" [Branham's "little bomb"!]. Illustrerad Motor Sport (in Swedish). No. 1–2. Lerum, Sweden. pp. 12–13.
- ^ Scarlett (May 2006) p. 43. Although compare pronunciation with the related verb emmerder. This is the story as recalled by both Ron Tauranac and Brabham mechanic Michael Scarlett. The British journalist Alan Brinton has also been credited with pointing out this unfortunate fact to Brabham. See Drackett (1985) p. 21.
- ^ a b Johansson, Lars-Erik (February–March 1962). "Jack Brabham: VM-kandidat på egen hand?" [Championship candidate on his own?]. Illustrerad Motor Sport (in Swedish). No. 1–2. Lerum, Sweden. p. 11.
- ^ Drackett (1985) p. 21. The first prototype FJunior car therefore became the BT1 and its production version the BT2.
- ^ a b Lawrence (1999) p. 31
- ^ Brabham, Nye (2004) pp. 14, 145–9. Brabham's and Tauranac's (Lawrence 1999 p. 32) accounts differ on whether the BRO was formed for the purpose of F1, or was already in existence.
- ^ "Case History". Corktree.tripod.com. Retrieved 3 September 2017.
- ^ "1970 Austrian Grand Prix Entry list".
- ^ Henry (1985) pp. 21–22. Brabham bought a new spaceframe Lotus 24, but had to use a 1961-vintage Lotus 21 in the early races after a workshop fire. Team Lotus reserved the monocoque Lotus 25 for their own use that season.
- ^ Brabham, Nye (2004) p. 147
- ^ Henry (1985) p. 28
- ^ Henry (1985) pp. 35–41
- ^ Tauranac says (Lawrence (1999) p. 48) that he feels a third mechanic would have reduced the reliability problems. Lawrence himself notes (Lawrence (1999) p. 71) that "If only Jack had been prepared to spend a little more money, the results could have been so much better." Hodges (1990) p. 32 notes "Economy was a watchword. (...) It was this attitude, perhaps, which cost [Brabham] some races."
- ^ Lawrence (1999) pp. 51–52
- ^ Unique p. 43. The team was the only one not contracted by John Frankenheimer for the shooting of the film Grand Prix at world championship races that year.
- ^ Lawrence (1999) p. 92. Hulme, Tauranac and Frank Hallam, Repco-Brabham's chief engineer, all shared this view.
- ^ Fearnley (May 2006) pp. 34–40
- ^ Fearnley (May 2006) p. 41
- ^ Henry p. 85
- ^ Henry (1985) pp. 79–80
- ^ Henry (1985) p. 93
- ^ a b c d e f g "Brabham". Motor Sport. Archived from the original on 1 July 2017. Retrieved 11 April 2021.
- ^ Henry (1985) pp. 114–17
- ^ Lawrence. pp. 116–118
- ^ Gill (ed.) (1976) p. 103
- ^ Henry (1985) pp. 159–161
- ^ "David North and Jordan?". grandprix.com. Inside F1 Inc. Archived from the original on 17 July 2020.
- ^ Henry (1985) pp. 164, 167
- ^ Details of BT46 and 1978 season: Henry (1985) p. 171, pp. 179–189
- Lauda's move and salary: Lovell (2004) p. 98
- ^ Henry (1985) p. 191
- ^ Henry (1985) pp. 213, 215
- ^ Henry (1985) p. 216
- ^ a b Roebuck (1986) p. 114
- ^ Lovell (2004) pp. 161–164
- IndyCar racing.
- ^ Slevin, Gary (2008) The Decline of Brabham Archived 14 October 2008 at the Wayback Machine. Formula One Rejects. Retrieved 10 June 2009
- ^ The Independent. London. Retrieved 26 April 2011.
- ^ Elson, James (2 January 2021). "Giovanna Amati: 'Once the helmet was on, I felt I was treated equally'". Motor Sport. London: Motor Sport Magazine Limited. Archived from the original on 8 January 2021. Retrieved 2 December 2021.
Amati, the fifth woman to ever race in Formula 1, made three attempts to pre-qualify for Brabham during the 1992 season, at South Africa, Mexico and Brazil, failing to make it through each time.
- ISSN 0027-2019. Retrieved 2 December 2021.
It returned after a year's absence under new ownership and struggled on for four largely unsuccessful campaigns before closing its doors following the 1992 Hungarian GP.
- ^ Baker (10 October 1993)
- ^ Glenn Freeman (27 November 2006). "Carlin to enter GP2 in 2007". Autosport.com. Retrieved 8 December 2006.
- ^ Tauranac referred to this as Brabham's trade; they had first met at the small machine shop Brabham ran in Sydney in the early 1950s.
- ^ To confuse the relationship between the two companies further, MRD was renamed Brabham Racing Developments between 1962 and 1964. Henry (1985) p. 24
- ^ Fearnley (May 2006) p. 39
- ^ Lawrence (1999) pp. 74–75
- ^ Unique p. 111
- ^ a b Lawrence (1999) p. 207
- ^ Henry (1985) p. 53
- ^ Hodges (1990) p. 39
- ^ Henry (1985) p. 156. Henry claims Ecclestone did this to ensure the team would focus on its troublesome new Alfa Romeo powered BT45s.
- ^ "People: Allen McDonald". grandprix.com. Retrieved 26 April 2011.
- ^ Lawrence (1999) p. 30
- ^ Brabham, Nye (2004) p. 240
- ^ Lawrence (1999) p. 114
- ^ Lawrence (1999) p. 57. Brawner repaired BT12 after a crash in 1964. As part of the deal he was allowed to make a copy of the then still unusual mid-engined design.
- ^ Lawrence (1999) p. 99
- ^ Unique p. 117
- ^ Hodges (1998) pp. 34–39
- ^ Lawrence (1999) pp. 205–207
- ^ Lawrence (1999) p. 55
- ^ Lawrence (1999) pp. 84–85
- ^ Lawrence (1999) pp. 44–45
- ^ Nye (1986) p. 60. Brabham's BT26As and Matra's experimental four wheel drive MS84 of 1969 were the last cars with spaceframe chassis cars in F1. For 1970 the FIA mandated the use of "bag tanks" for fuel, which were to be carried inside box structures. This effectively forced the team to design a monocoque structure. From 1968 Brabham's IndyCars were monocoques for the same reason.
- Jaguar D-typeLe Mans-winning car.
- ^ Lawrence (1999) p. 100
- ^ Henry (1985) p. 163
- ^ a b Howard (June 2006) p. 52. Interview with Gordon Murray and John Barnard on the early uses of Carbon Fibre in Formula One for brakes and chassis structure.
- ^ Henry (1985) pp. 186–187. It is often claimed that the car was never banned, but rather withdrawn by Ecclestone. Ecclestone did agree to withdraw it after three races, but the FIA changed the regulations to render "fan cars" in general, not the BT46B in particular, illegal before it could race again.
- ^ Hodges (1998) p. 43
- ^ Henry (1985) pp. 223–225
- ^ Hamilton (ed.) (1983) pp. 63–72 Pitstops: A split-second spectacle feature by Denis Jenkinson.
- ^ Hamilton, Maurice (3 May 2009). "Ayrton Senna would applaud formula one's 2010 rebirth". The Guardian. London: Guardian News and Media Ltd. Retrieved 1 May 2011.
- ^ Henry (1985) p. 225
- ^ Henry (1985) p. 255
- ^ Drackett (1985) p. 133. Although "protested", as used by Drackett, implies a formal protest, he does not specify this, and Henry (1985) p. 267 says "no action was ever taken".
- ^ Jonathan Noble (4 June 2009). "Brabham name owner submits F1 entry". Autosport.com. Retrieved 26 April 2011.
- ^ Edd Straw (4 June 2009). "Brabham family seeking legal advice". Autosport.com. Retrieved 26 April 2011.
- ^ "Brabham family name wins EU legal protection". crash.net. 10 January 2013. Retrieved 9 November 2014.
- ^ "Brabham team reborn, F1/sports cars targeted". Speedcafe. 25 September 2014. Retrieved 25 September 2014.
- ^ "Rebirth of a dynasty". Velocity Magazine. 3 November 2014. Archived from the original on 15 December 2014. Retrieved 3 November 2014.
- ^ "Brabham to Return to Le Mans". Project Brabham. 9 January 2019. Archived from the original on 8 July 2020. Retrieved 7 July 2020.
- ^ "Victory For Brabham BT62 On Debut at Snetterton – Brabham Automotive". Retrieved 19 November 2021.
- ^ "Brabham must "earn the right" to hypercar programme". au.motorsport.com. 11 January 2020. Retrieved 19 November 2021.
- ^ "Brabham – Series – Formula One". Motorsport Stats. Retrieved 22 June 2021.
Footnotes
- ^ This is the number of different World Championship races in which a Brabham set the fastest lap time. In the 1969 Canadian Grand Prix, two drivers each set equal fastest lap time in a Brabham.
- ^ "FIA" has been used throughout this article to refer to the motor sports governing body. Until 1978 motor sport was governed directly by the Commission Sportive Internationale (CSI) and from 1978 by the Fédération Internationale du Sport Automobile (FISA), both subsidiary bodies of the FIA. In 1992 the FIA subsumed FISA and its governing role.
References
- Books
- Bamsey, Ian; Benzing, Enrico; Staniforth, Allan; Lawrence, Mike (1988). The 1000 BHP Grand Prix cars. G T Foulis & Co Ltd. ISBN 0-85429-617-4.
- Brabham, Jack; Nye, Doug (2004), The Jack Brabham Story, Motorbooks International, ISBN 0-7603-1590-6.
- Collings, Timothy (2004). The Piranha Club. Virgin Books. ISBN 0-7535-0965-2.
- Drackett, Phil (1985). Brabham—Story of a racing team. Arthur Baker Ltd. ISBN 0-213-16915-0.
- Gill, Barrie, ed. (1976). The World Championship 1975 – ISBN 0-362-00254-1.
- Hamilton, Maurice, ed. (1983). Autocourse 1983–1984. Hazleton Publishing. ISBN 0-905138-25-2.
- Henry, Alan (1985). Brabham, the Grand Prix Cars. Osprey. ISBN 0-905138-36-8.
- Hodges, David (1998). A-Z of Formula Racing Cars 1945–1990. Bay View books. ISBN 1-901432-17-3.
- Lawrence, Mike (1999). Brabham+Ralt+Honda: The Ron Tauranac story. Motor Racing Publications. ISBN 1-899870-35-0.
- Lovell, Terry (2004). Bernie's Game. Metro Books. ISBN 1-84358-086-1.
- Nye, Doug (1986). Autocourse history of the Grand Prix car 1966–85. Hazleton publishing. ISBN 0-905138-37-6.
- Roebuck, Nigel (1986). Grand Prix Greats. Patrick Stephens Ltd. ISBN 0-85059-792-7.
- Tremayne, David; Hughes, Mark (2001) [1998]. The Concise Encyclopedia of Formula One (updated ed.). Parragon. ISBN 0-7525-6735-7.
- Unique, (Various) (January 2009). Brabham – the man and the machines. Unique Motor Books. ISBN 978-1-84155-619-2.
- Newspapers and Magazines
- Baker, Andrew (10 October 1993). "Sport Almanack: Racing cars for sale: one careful owner". The Independent. UK.
- Fearnley, Paul (May 2006). "The powerhouse that Jack built". Motor Sport Magazine. p. 41.
- Howard, Keith (June 2006). "Carbon fibre". Motor Sport Magazine. p. 52.
- Murray, Alasdair (11 November 1987). "Tycoon's drive and a formula worth millions". The Times. UK. p. 4.
- Scarlett, Michael (May 2006). "Team Building". Motor Sport Magazine. p. 43.
- Websites
- GrandPrix.com. "Brabham (Motor Racing Developments Ltd.)". grandprix.com. Archived from the original on 7 March 2006. Retrieved 7 December 2006.
- Wright, Rosalind. "Serious Fraud Office Annual Report 1997–98". sfo.gov.uk. Archived from the original on 12 August 2004. Retrieved 7 December 2006. Also available in hardcopy. Published by ISBN 0-10-551856-5
All race and championship results are taken from the Official Formula 1 Website. 1962 Season review. www.formula1.com. Retrieved 27 April 2006
External links
- www.forix.com Biography of Jack Brabham, with significant content on the early years of the Brabham team.
- www.nvo.com Picture gallery of historic Brabhams.
- www.motorracing-archive.com Summary history of Brabham 1961–1972, including significant race results and production numbers for all models. (Archived here).
- www.oldracingcars.com Complete race history of all Brabham F1 models from 1966 to 1982 and links to Brabham research projects on other models.
- www.f3history.co.uk History of Formula Three, including Brabham (under 'Manufacturers'). (Archived here)
- www.autocoursegpa.com Complete world championship Brabham team statistics