Engine lineages – interesting history

[Road_Warrior]

Originally Posted by Nikked

The VS HSV GTS, senator and GTS-R came with 355ci (sill called a 5.7) strokers.

The GTS-R had the option of engine blueprinting.

I'm being pedantic here, but the VR GTS and later HSV cars that used the Harrop-developed 5.7 litre stroker were actually 347 cubes - the 355 stroker was developed by COME Racing back in the mid 1990's as I recall as a crank, rods and pistons only kit (or they build one for you). The 355 was 5.9 or 6.0 litres I think.

And yeah, the big yellow taxi had the option of blueprinting by HRT and pushed power output to 235kw (apparently).

[Sprint XR8]

Originally Posted by charlie200

Honda designed the Crossflow head for the Falcons in the 70s.Holden also tried a Crossflow head but failed in the attempt

Ford designed the iron crossflow head. Honda developed the alloy castings of Fords design. Honda were contracted to cast the first of the alloy heads in 80-81 until Fords aluminium casting plant was completed.

[last fairlane]

Charlie says Holdens tried crossflow heads but didnt work but it did work Holdens have had "crossflow" heads since 1969 they were called 253 and 308 just a bit of fun but technically correct as a V8 has the inlet on one side of the head and the exhaust on the other IE "crossflow"

[Bossxr8]

Originally Posted by jphanna

how far back does the yank 6 version go, and i wonder what the yanks would think of australia still using a streched and massage version of it after so long?

I'd think they would be embarrassed that an engine which is a revolution of a design from the 50's makes mince meat out of their cleansheet modern V6. It may make slightly more power higher in the rev range but the I6 kills it for torque, smoothness and NVH. From what i've seen so far the journos don't rate the V6 in the new Lincolns at all. The turbo I6 takes it to a whole new level. Their twin turbo direct injection Ecoboost V6 engine can just match the FG 270 engine in terms of power, is well behind on torque, and has no answer for the F6 310 version.

[123Cat]

Originally Posted by Bill M

Ahh! That would be Miss Shilling and her "fix" for the SU carb on the Merlin was a diaphragm with a calibrated hole in the float chamber. It was known as Miss shillings orifice
:
cheers
Bill.

Well done Bill
My understanding is that it was just a restrictor that limited the max fuel flow so the engine would'nt go overly rich and it was a different size for engines with 12 pounds boost or 15 pounds boost , and she raced motorcycles too , and a professional engineer, and head of the carb section at Farnborough

[eb2fairmont]

Originally Posted by outback_ute

Very interesting thread!


That doesn't make sense, I thought the Hemi was developed in Adelaide. Chrysler Aust certainly weren't using the 225 slant six for two decades, only one. I remember an article in Street Machine years ago, they were also going to do a 215ci Hemi, looked at a bigger version for US pickup use and also 5cyl and 4cyl versions. Before deciding on the Hemi configuration they also considered V6 and OHC.

eb2fairmont - did the sill spacing stay the same with the FG?

500SEC - I think that was inter-company rivalry, the same reason the Jag XJ40 was designed so a vee engine would not fit (they were worried the Rover V8 would replace the AJ16 they were working on), and that ended up causing a lot of hassle when they got around to making a V12 version!

Yes, the sill spacing is largely the same. For the ea the front part was modified to fit the new wishbone front end. Those pressings "largely" carry through to the FG. For the BA the back suspension/structure was redesigned

You're right on the Jag XJ40 too.

[stevepet]

Getting back to the XE XH alloy heads these were actually cast by Honda.

[xbgs351]

I have seen drop toilets with less faeces in them than this thread.

[ebxr8240]

Originally Posted by xbgs351

I have seen drop toilets with less faeces in them than this thread.

Didn't help !!!

[Nikked]

Originally Posted by xbgs351

I have seen drop toilets with less faeces in them than this thread.

That post contains a whole heap of good info :

If you think that some things are wrong, wouldn't it be smarter to actually provide people with correct info rather then childish toilet humor?

[schnoods]

Originally Posted by melbzetec

One of the Zetec engines, the Zetec SE, was developed in colaboration with Yamaha. It came in a 1.3 (Fiesta) and 1.7 (Puma) and was under the Sigma codename

Alot of 1JZ soarers have yamaha on their cylinderheads.

[Burnout]

Originally Posted by jphanna

magic stuff this,

our beloved falcon 6, (which i have had 2 incarnations of), dates back to 1960 in australia, but was it a direct copy of a yank 6? how far back does the yank 6 version go, and i wonder what the yanks would think of australia still using a streched and massage version of it after so long?

I read somewhere (in a car Mag) many years ago that the '6' was used for circle track racing in 62 by Ford Teams. They spin them to 13,000 RPM after a simple blueprint.

[burnz]

The Holden Heritage


ENGINES OF WAR

General Motors-Holdens was the
first company in Australia to mass-
produce internal combustion engines.
In 1940, with the outbreak of
World War II and subsequent isolation
from US and European supply
sources, plans for a foundry and
engine shop at the GMH port Melbourne
site were accelerated to
support the war effort.

The new foundry produced a wide
range of cast components, among
them cylinder heads and engine
blocks for the GM-designed 165hp
Gray Marine diesel unit, the same
engine that later powered Normandy
landing craft on D-day. More
than 1300 Gypsy Major aero engines
and spares and four-cylinder
radial engines for naval torpedoes
were also built at Fishermans Bend.

At war’s end, GMH had acquired
many of the skills and capabilities
required to turn its attention to
automotive engine manufacture,
and funds were injected into upgrading
plant facilities in prepara


tion.

Gypsy Major aero engine


THE GREY ENGINE

Full-scale manufacture of the first
Holden engine commenced at Port
Melbourne in the second half of
1948. The six-cylinder, 2.15 litre,
45kW ‘grey’ engine, so named for
the colour of its painted block, powered
Australia’s first mass-produced
car, the Holden 48-215.

Noted for its torquey performance,
high cruising speed, exceptional
fuel economy and durability, the
overhead-valve grey engine continued,
with minor engineering
changes, to power successive
Holden models through the 1950s
and early ‘60s.


RETURN TO CONTENTS

The Holden Heritage


THE RED ENGINE

In June 1963, a newly completed
£11,000,000 engine plant began operations
at Port Melbourne, producing
two new and more powerful six
cylinder ‘red’ engines. They were
the 2.45 litre ‘149’ and the 2.95 litre
six cylinder ‘179’, introduced with
the EH model range.

With a shorter stroke and larger
bore, they operated with a higher
compression ratio and featured such
advancements as seven bearing
crankshafts, hydraulic valve lifters,
external oil pump and filter.

Over their long life, the red engines benefited from numerous re-engineering
programs and the application of new technologies to improve performance
and fuel efficiency.

Production of Holden’s red engines ceased in 1980.

THE FIRST AUSTRALIAN V8

In 1964, GMH instituted a $20 million V8 engine design and development
project in response to a strong national push for a locally produced ‘bent
eight’. Five years later, a new engine facility at Fishermans Bend began
producing two versions of the new Aussie V8 – the ‘253’ and ‘308’. The
engines made their debut with the 1969 HT Holden series, after the 308 was

exhibited in the mid-engined Holden
Hurricane concept car.

More than 541,000 Holden V8s
were built over a 30-year period, a
record of longevity comparable to
that of the venerable Chevrolet V8.

The Holden V8 powered every
mainstream model from the HT to
the VT Commodore, not to mention
70s model Toranas. It was successively
re-engineered to embrace
such advances as unleaded fuel
and multi-point fuel injection and
constantly refined to produce escalating
levels of power and torque.
The ‘unleaded’ version was introduced
in 1986 and the fuel-injected

5.0 litre V8, at 165kW the most
powerful mass-produced Australian
engine to date, went into pro308
engine.


RETURN TO CONTENTS

The Holden Heritage

duction in 1989.

In addition, the plant had the capacity to produce specialised units like the
‘Group A’ for racing homologation. Over the years, Holden V8s also found
their way into open-wheeler racers, trucks, boats and 4WD vehicles, among
other applications.

The last locally-built Holden V8 came off line in June, 1999. It was replaced
by the Gen III 5.7 litre alloy V8, developed by General Motors Powertrain.

THE FAMILY II FOUR CYLINDER ENGINE

In 1979, GMH invested $300 million in a high volume four-cylinder engine
plant and foundry at Fishermans Bend. It began producing GM’s compact,
lightweight and fuel efficient ‘Family II’ Camtech engine in 1981, with two
thirds of the projected peak annual production of 300,000 units destined for
export.

Production of 1.6 litre Family II engines to power Holden’s new front-wheel
drive ‘J car’, the Camira, began in 1982 and by 1983, the Fishermans Bend
four-cylinder plant had produced its 250,000th engine.

Engine and component exports helped to elevate General Motors-Holdens
to the position of Australia’s major exporter of manufactured goods in 1983,
when almost 150,000 Family II engines were shipped out of the country.

A further $67 million investment in plant upgrades and re-tooling preceded
the start of production of the second generation Family II engine in 1985,
when unit exports topped 193,000.

1986 saw the reorganisation of General Motors-Holden’s into two GM
subsidiary companies – Holden’s Motor Company (HMC) and Holden’s
Engine Components Company (HEC).

Holden employees with the three-millionth four-cylinder engine, September 1997.


RETURN TO CONTENTS

The Holden Heritage


The following year, HEC passed the one million Family II engine production
milestone and exports to Korea commenced, assisting the achievement of
the one millionth export engine milestone in 1988.

HEC produced its two millionth export engine in 1994. By that stage the
company was generating more than $1 million in export revenue every
working day and servicing a global customer base. Component sales in raw
and machined iron castings accounted for $30 million annually, and HEC
plant and foundry had the capacity to produce 335,000 four cylinder, 110,000
V6 and 26,000 V8 engines per annum.

In 1995, HEC announced a $200 million investment boost over a two-year
period to support the introduction of four valve, double overhead camshaft
(DOHC) technology, foundry modernisation and capacity expansion.

Later that year, HEC became today’s HEO (Holden Engine Operations)
following its re-integration into Holden manufacturing operations, poised to
make a key contribution as GM moved to develop its operations in the Asia
Pacific region.

The three millionth Family II four cylinder engine was produced in 1997,
when HEO shipped out more than 260,000 engines and earned export
revenue of $450 million. The three millionth export milestone was reached
in 1999.

In 2000 – when the foundry poured a record 50,000 tonnes of metal – HEO
shipped 264,942 engines, earning total export revenue of $447 million. In
2002, HEO engines and components earned $150.5 million dollars in export
revenue.

In 2004 and 2005, Holden Family II four-cylinder engines were exported to
South Korea, China, Thailand, South Africa and South America.

In 2006, engine export destinations included Italy, Germany, Sweden,
South Korea and Thailand (Global V6); South Korea, China, Thailand and
South Africa (Family II).

133
RETURN TO CONTENTS

The Holden Heritage

THE BLUE ENGINE

With the launch of the VC Holden Commodore in 1980 came a new range of
six and eight cylinder engines painted GM blue. Upgraded to XT5 specifications,
they were up to 25 per cent more powerful and 15 per cent more fuel
efficient than their predecessors.

Six-cylinder features (2.85 and 3.3 litre) included a new 12-port head, new
manifolding, a two barrel carburettor and electronic ignition. The 4.2 litre and

5.0 litre V8s benefited from new heads, inlet manifold, electronic ignition and
a four-barrel carburettor for the 4.2 litre V8.
In 1984, a new 3.3 litre EFI engine was introduced with VK Commodore and
the 4.2 litre V8 ceased production. Also available was a 3.3 litre six with
electronic spark timing and air injection.

Production of blue six cylinder Holden engines ceased in 1986 with the
introduction of the VL Commodore, powered by a Nissan-sourced 3.0 litre
unit.

ommited the V6 and its variant's: burnz

[geckoGT]

Good stuff there burnz.

Two things that I can see though.

The hurricane did not have a 308, it was a mid mounted 253.

The EFI 3.3 in the VK was known as the black, which was killed off because they could not get it to run well on ULP, enter the nissan 3L (some would say holdens best motor ever).

[xbgs351]

Originally Posted by Nikked

That post contains a whole heap of good info :

If you think that some things are wrong, wouldn't it be smarter to actually provide people with correct info rather then childish toilet humor?

It would take a month of Sundays to fix all the crap in this thread, but how about I start with the Kent to DFV nonsence. The Kent motor was used as the basis for the Cosworth FVA. There was nothing Kent about the FVA head. The DFV used a similar head to the FVA.

[xbgs351]

[QUOTE=ebxr8240]
The Toyota 1600 4AGE is a direct copy off the Lotus Ford twin cam engine ...
QUOTE]

Really?

LOTUS


4AGE

[Wally]

In fairness, there was a fairly strong rumour mill at the time that, although the head was a Yamaha casting, the engine concept was very similar to the Cosworth in terms of geometry.

[ebxr8240]

Look very similar to me !! BDA not the early Lotus.. Sheesh !!




If your going to compare??
Atleast compare 16 vavle against 16 valve head...
That Lotus is an 8 valve twin cam head from a Mk1 Cotina...

[jphanna]

Dont forget that Lotus has been owned or was a partner with many manufactureres in the last 30 years. Toyota was one of them in the early 80's.

The FVA which was a development of the Kent engine was used in developing the Cosworth.

those pics recently posted are great and that holden history 'essay', was great as well.

[xbgs351]

Originally Posted by ebxr8240

Look very similar to me !! BDA not the early Lotus.. Sheesh !!




If your going to compare??
Atleast compare 16 vavle against 16 valve head...
That Lotus is an 8 valve twin cam head from a Mk1 Cotina...

Get your Ford engines right. This is a Ford forum afterall.
Even so there are definate similarities between the two, but the 4AGE is not a direct copy.

4AGE




BDA

[xbgs351]

Originally Posted by last fairlane

Hi all great thread
A couple of things I read about in the 60s was the Repco Brabham 5000 was made from two Peugot 4 cylinder motors welded to gether then stroked and bored and the other thing was the Buick alloy V8 that they developed but couldnt keep coll so the sold it to the Poms at Rover who turned it into a 3.5 Litre and the Aussies turned it into a 4.4 Litre for the P76 I had one of those in the 70s it was an Executive the equivelent of a Fairmont V8 bucket seats air con and power steer also as far as I know that motor was the basis for the Truimph Stag motor you can correct me on that bit if you like
and like XB says Datsuns had a direct copy of an Austin A 40 motor which was the forerunner of the 1800/1100/ and the Mini and MGBs
thanks John

[xbgs351]

Originally Posted by Bushbasher

Didn't the Repco-Brabham spawn the holden 253 V8 which then grew into the 308?

Bushbasher

Back to front. The Holden 253 spawned the 308 which was used by Repco, not Repco-Brabham as the basis of the Repco-Holden Formula 5000 engine.

[xbgs351]

Originally Posted by jphanna

did you mean 3000cc. that was limit in 60's. i havnt come accross the Peugot story but i will dig very deep to see if it surfaces in any Jack brabham links. so far the buick block story ha appeared many times over the years describing his home made effort, but the peugot story is very interesting indeed....

There were 2.5, 3.0, 4.2, 4.4 & 5.0 litres versions of the Repco engines and that is excluding the Repco-Holden engine. They where used in F1, Indy, Lemans, hillclimbing, sports cars, boat racing, Tasman Series etc.

[xbgs351]

Originally Posted by SLWXR6

think your right there bush basher they share the same block don't they?

No the 253 and 308 are different blocks.

[xbgs351]

Originally Posted by eb2fairmont

No.

The repco brabham was derived form the BOP (Buick, Oldsmobile Pontiac) 90 degree all alloy v8. That motor wasn't a huge success, but they did drop two cylinders off it and cast it in iron to creat the 90 degree 3800 series v6 motors.

Rover brought the tooling and morphed it into the rover 3.5. Repco (under Phil Irving) brought BOP blocks for 14 pounds, resleeved the blocks and put on thier won cylinder heads to create the repco brabham motors.


The link to the 253 comes through formula 5000. Here holden 253 blocks were rebored and stroked to achive 5 litres capacity, as the wall thickness was better.

Holden launched the 253 first (as an economy minded motor) with the 308 replacing the chev 307. The Holden motor (as reported by Fred James the chief engineer) was always designed to go to 350 Cu In, but development on that aspect stopped after the first fuel crisis. Holden had also aimed to put injection on it back in the mid-70's, but ran into the recession and falling market share.

The Repco motor was a success, winning four world titles.

The Repco-Holden was based on the 308. It was underbored to 3.960" and maintained the 308's 3 1/16" stroke.

[XR Van]

Originally Posted by ebxr8240

Not to forget U.S most sold vehicle.. The F series trucks had these engines also....

different engine mate
f trucks had the 240 and 300 sixes
these were a canadian builkt engine not related to the small six

[xbgs351]

Originally Posted by last fairlane

Hi Thanks for that info about the dolly motors and the Stag and I can still recall reading about the Peugot link back then maybe there was more than one Brabham effort to make a racing engine:I also think from memory they were made in South Melbourne as part of GHH
OK how about the Triumph Vanguard 4 cylinder turning into the Fergie tractor power plant
thanks John

There where many Repco engines, but no "Brabham efforts".
620
630
640
730
740
750
760
860
Repco-Holden

[last fairlane]

Hi all keep this thread going
I just typed in Repco Brabham in Google and up cam pics of Jack and also an engine with Repco Brabham on the rocker cover also a Brabham Buick and who could forget the biggest piece of Crap Holdens made was a Brabham Torana of 1968 with a whole 75 HP although not really a Holden it was a HB Vauxhall Viva with the new name of Torana and had absolutely nothing in common with the "LJ" and so on Toranas that went to bathurst just the name

[jphanna]

In a way the current BA-FG v8 are typical of the way aussies think. They made an engine out of the best bits ford has to offer at the time.

Jack 'played' around with the disguarded buick block, got an aussie engineer to develop heads and whipped the AZZ of Ferrari, and everyone else in the ultimate racing formula. no one else can or will ever win a championship by building and racing their own engine and car.

[xbgs351]

Originally Posted by jphanna

4. the VN 3800 (arch enemy of the EA!). that motor was morphed from a 215CI Fireball V8 from 1961. that was an alloy engine originally and if you research Jack brabhams 1966 F1 world championship car, he used the block of one of those Fireball V8’s to base his engine on which we called the REPCO-BRABHAM. GM flogged that motor off to Rover for there use and it also ended up as the 4.4 lite engine in australia’s Leyland P76. how about that for a history?

We are sure getting into grandfather’s old axe territory here.

The VN3800 did not morph from the 215 ci V8 from 1961, it evolved from the 198 ci Buick Fireball V6. The Fireball V6 had similar architecture to the Buick 215 ci alloy V8, although it had a different bore, stroke, number of cylinders etc.

As for the F1 engines they where based on Oldsmobile blocks. The majority of the blocks used by Repco where cast at the Commonwealth Aircraft Corporation as the Oldsmobile blocks where not adequate. Also the motors weren’t Jack Brabham’s, although he was the motoring force behind the effort. The engine company was owned by Repco, the Chief Engineer was Frank Hallam and the Project Engineer Phil Irving.

GM didn’t flog off the Repco-Brabham motor, they sold the tooling for the Buick alloy V8, which is what I suspect you meant to say.

Originally Posted by jphanna

A couple more interesting developments would be the ill-fated Chrysler 4cyl Hemi (based on a 245 Hemi) and Starfire motors (which are often stripped for their conrods to put into Holden 6's), and also the Triumph V8's fitted to Stags etc. I don't really know much about these but my scrappy knowledge seems to think these all evolved from other engines, some bigger, some smaller.

I don’t know about the Chrysler Hemi, but Toyota made 4 and 8 cylinder Hemis. They bare little resemblance to the Chrysler 6 & 8 cylinder engines.

Originally Posted by jphanna

the hemi 245 was developed by the yanks (request by chrysler aust) to beat the monaro. they felt the 225 wasnt grunty enough, but the yanks had heaps of problems with the long block initially. probably why they stuck with the 225 for 2 decades....

groan

Originally Posted by last fairlane

and the other thing was the Buick alloy V8 that they developed but couldnt keep coll so the sold it to the Poms at Rover who turned it into a 3.5 Litre and the Aussies turned it into a 4.4 Litre for the P76 I had one of those in the 70s it was an Executive the equivelent of a Fairmont V8 bucket seats air con and power steer also as far as I know that motor was the basis for the Truimph Stag motor you can correct me on that bit if you like

Pretty much right except the bit about the stag motor, and that the Buick 215 was already 3.5 litres.

Originally Posted by jphanna

i only read of the slant 6/SLR design link in last 3 months or so. sometimes the back page of wheels has historical articles that i find out info from.

You are aware that the slant six and hemi six are different motors?

Originally Posted by last Fairlane

Hi Thanks for that info about the dolly motors and the Stag and I can still recall reading about the Peugot link back then maybe there was more than one Brabham effort to make a racing engine:I also think from memory they were made in South Melbourne as part of GHH

They where developed by Repco-Brabham Engines Pty Ltd at Maidstone and Richmond. There was no Peugeot link and GMH were not involved.

Originally Posted by RIPGMH

GM decided its facilities weren't up to the task and asked Mercury Marine to assemble its LT-5 Corvette engines. Adds to the boat anchor argument.

Makes sense given the number of Chevrolet motors that Mercury produce for inboard/outboards. I seem to recall that it was OHC and 3 valves per cyclinder. As for boat anchor, have you never seen a Mercury outboard race motor?

Originally Posted by ebxr8240

Do NOT know if this is true..
But I was told years ago .. Caterpillar consigned Ford to develop & design an integral V8 diesel block engine.. Back then most diesel blocks where made in separate pieces and bolted together.. The old Cat V8 diesel shure look like a BIG Clevo engines. Including the heads..

Originally Posted by ebxr8240

I would have thought it was back in 50's when Cat consigned Ford ??..
Hell yea much bigger than Clevo .. But similar casting on 2x's scale..

A thin wall casting diesel wouldn’t last long. The head style on the Clevo are nothing unusual. Similar heads are found on the big block chevs, 335 & 385 series Fords. The Clevo was a late 60’s development.

Originally Posted by last Fairlane

This is getting good
OK Harry and Henry joint venture I bet it wasnt called that back in the 50s it had to be then cause Harry died in 1963 I think
There was one Ford that I know of that had the FF 4WD that was Fergusons name for it was the 1969 English V6 Zephyr made for the UK police and the only other use that Ive heard of is in the Jensen Interceptor FF but that used the 6 Litre Chrysler motor

Ford would have used the Ferguson 4WD system under licence. Even F1 cars tried it, but they were a complete failure, mainly due to the extra weight.

Originally Posted by Wally

Risking an assault of righteous indignation, the story that went around when the Clevo was introduced here, was that it was developed by a bunch of expat GM guys who had followed their boss, Bunkie Knudsen, over to Ford. I don't know if there is any truth to this?

I don’t know, but the BBC and the Cleveland family both have canted valve heads.

Originally Posted by 500SEC

A bit hazy on the facts here, but the other irony of the Stag / BL saga was that BL already had the 3.5 ex-Buick V8 but this didn't stop them from developing the same displacement 3.5 for the Stag range. The Stag engine was a pile of cxxp. The Buick 3.5 was a good soldier with a lovely exhaust note.

Stag was 3 litre.

Originally Posted by jphanna

magic stuff this,

our beloved falcon 6, (which i have had 2 incarnations of), dates back to 1960 in australia, but was it a direct copy of a yank 6? how far back does the yank 6 version go, and i wonder what the yanks would think of australia still using a streched and massage version of it after so long?

The original Australian Falcon was essentially an American Falcon made here in Australia, so that is why the engines were the same.

Originally Posted by charlie200

Honda designed the Crossflow head for the Falcons in the 70s.Holden also tried a Crossflow head but failed in the attempt

Ford designed and made by Yamaha wasn’t it?
The 253, 308 are crossflow. Not sure about the newer Family II?

Originally Posted by charlie200

Getting back to the XE XH alloy heads these were actually cast by Honda.

Yamaha

Originally Posted by Road Warrior

I'm being pedantic here, but the VR GTS and later HSV cars that used the Harrop-developed 5.7 litre stroker were actually 347 cubes - the 355 stroker was developed by COME Racing back in the mid 1990's as I recall as a crank, rods and pistons only kit (or they build one for you). The 355 was 5.9 or 6.0 litres I think.

4” bore and 3.48” stroke which is gives 350 ci and is identical to a 350 Chevrolet. The 355 cubic capacity is with a 30 thou overbore.

Originally Posted by Burnedout

I read somewhere (in a car Mag) many years ago that the '6' was used for circle track racing in 62 by Ford Teams. They spin them to 13,000 RPM after a simple blueprint.

Do you really believe that? F1 engines didn’t rev that hard back then and they where full on race engines, not some long stroke, and long crank production motor.

Originally Posted by jphanna

Jack 'played' around with the disguarded buick block, got an aussie engineer to develop heads and whipped the AZZ of Ferrari, and everyone else in the ultimate racing formula. no one else can or will ever win a championship by building and racing their own engine and car.

Jack Brabham approached Repco to develop the engine. He didn’t develop the engine himself, just like he didn’t develop the cars that bore his name.