Brabham

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For people with the surname, see Brabham (surname). For the place in Australia,
see Brabham, Western Australia.

Brabham

Full name Motor Racing Developments, Ltd.

Base Milton Keynes, United Kingdom

Founder(s) Jack Brabham

Ron Tauranac

Noted staf 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

Hctor Rebaque

John Watson

Carlos Pace

Formula One World Championship career

First entry 1962 German Grand Prix

Races entered 403 entries (394 starts)

Constructors' 2 (1966, 1967)

Championships

Drivers' 4 (1966, 1967, 1981, 1983)

Championships

Race victories 35

Podiums 120

Points 832

Pole positions 40

Fastest laps 42
 Final entry 1992 Hungarian Grand Prix

Motor Racing Developments Ltd., commonly known as Brabham /brbm/, was a

British racing car manufacturer and Formula One racing team. Founded in 1960 by two
Australians, driver Jack Brabham and designer Ron Tauranac, the team won four Drivers' and
two Constructors' World Championships in its 30-year Formula One history. Jack Brabham's
1966 Drivers' Championship remains the only such achievement using a car bearing the
driver's own name.

In the 1960s, Brabham was the world's largest manufacturer of open-wheel racing cars for sale
to customer teams, and had built more than 500 cars by 1970. During this period, teams using
Brabham cars won championships in Formula Two and Formula Three. Brabham cars also
competed in the Indianapolis 500 and in Formula 5000 racing. In the 1970s and 1980s,
Brabham introduced innovations such as the Gordon Murray designed "fan car"which won its
only race before being withdrawnin-race refuelling, carbon brakes, and hydropneumatic
suspension.

The team won two more Formula One Drivers' Championships in the 1980s with
Brazilian Nelson Piquet. He won his first championship in 1981 in the Ground effects BT49-
Ford, and became the first to win a Drivers' Championship with a turbocharged car, in 1983. In
1983 the Brabham BT52, driven by Piquet and Italian Riccardo Patrese, was powered by
the BMW M12 straight-4 engine, and powered Brabham to four of the team's 35 Grand Prix
victories.

British businessman Bernie Ecclestone owned Brabham during most of the 1970s and 1980s,
and later became responsible for administering the commercial aspects of Formula One.
Ecclestone sold the team in 1988. Its last owner was the Middlebridge Group, a Japanese
engineering firm. Midway through the 1992 season, the team collapsed financially as
Middlebridge was unable to make repayments against loans provided by Landhurst Leasing.
The case was investigated by the United Kingdom Serious Fraud Office. In 2009, an
unsuccessful attempt was made by a German organisation to enter the 2010 Formula One
season using the Brabham name.

Contents

[hide]

1Origins

2Racing historyFormula One

o 2.1Jack Brabham and Ron Tauranac (19611970)

o 2.2Ron Tauranac (1971)

o 2.3Bernie Ecclestone (19721987)

 o 2.4Joachim Luhti (1989)

o 2.5Middlebridge Racing (19891992)

o 2.6Potential F1 revival (2010)

o 2.7Brabham Racing (2014)

3Motor Racing Developments

4Racing historyother categories

o 4.1Indycar

o 4.2Formula Two

o 4.3Formula Three

o 4.4Formula 5000

o 4.5Sports cars

5Technical innovation

6Controversy

7Championship results

8Popular culture

9See also

10Notes

11References

12External links

Origins[edit]
Jack Brabham was 40 when he won the F1 drivers' title in a Brabham car

The Brabham team was founded by Jack Brabham and Ron Tauranac, who met in 1951 while
both were successfully building and racing cars in their native Australia. Brabham was the
more successful driver and went to the United Kingdom in 1955 to further his racing career.
There he started driving for the Cooper Car Company works team and by 1958 had
progressed with them to Formula One, the highest category of open-wheel racing defined by
the Fdration Internationale de l'Automobile (FIA), motor sport's world governing body.
[1]
In 1959 and 1960, Brabham won the Formula One World Drivers' Championship in Cooper's
revolutionary mid-engined cars.[2]

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.[3] 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.
[4]
Brabham describes Tauranac as "absolutely the only bloke I'd have gone into partnership
with".[5] 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.[6]

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 initialswritten
phonetically, 'em air day'sounded perilously like the French word... merde."[7] Gavin Youl
achieved a second-place finish at Goodwood and another at Mallory Park in the MRD-Ford.
[8]
The cars were subsequently known as Brabhams, with type numbers starting with BT for
"Brabham Tauranac".[9]

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,
andhaving run his own private Coopers in non-championship events during 1961left the
company in 1962 to drive for his own team: the Brabham Racing Organisation, using cars built
by Motor Racing Developments.[10][11]

Racing historyFormula One[edit]

Jack Brabham and Ron Tauranac (19611970)[edit]

The Brabham Racing Organisation entered the "works" cars until 1968.

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 3:00 am in order to
keep it a secret.[8] 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.[12]

The Brabham BT3, the first Brabham Formula One design

From the 1963 season, Brabham was partnered by American driver Dan Gurney, the pair now
running in Australia's racing colours of green and gold.[13] Brabham took the team's first win at
the non-championship Solitude Grand Prix in 1963.[14] Gurney took the marque's first two wins
in the world championship, at the 1964 French and Mexican Grands Prix. Brabham works and
customer cars took another three non-championship wins during the 1964 season.[15] The 1965
season was less successful, with no championship wins. Brabham finished third or fourth in the
Constructors' Championship for three years running, but poor reliability marred promising
performances on several occasions. Motor sport authors Mike Lawrence and David Hodges
have said that a lack of resources may have cost the team results, a view echoed by Tauranac.
[16]
The FIA doubled the Formula One engine capacity limit to 3 litres for the 1966 season and
suitable engines were scarce. Brabham used engines from Australian engineering firm Repco,
which had never produced a Formula One engine before, based on aluminium V8 engine
blocks from the defunct American Oldsmobile F85 road car project, and other off-the-shelf
parts.[17] Consulting and design engineer Phil Irving (of Vincent Motorcycle fame) was the
project engineer responsible for producing the initial version of the engine. Few expected the
Brabham-Repcos to be competitive,[18] but the light and reliable cars ran at the front from the
start of the season. At the French Grand Prix at Reims-Gueux, Brabham became the first man
to win a Formula One world championship race in a car bearing his own name. Only his former
teammate, Bruce McLaren, has since matched the achievement. It was the first in a run of four
straight wins for the Australian veteran. Brabham won his third title in 1966, becoming the only
driver to win the Formula One World Championship in a car carrying his own name
(cf Surtees, Hill and Fittipaldi Automotive). In 1967, the title went to Brabham's teammate, New
Zealander Denny Hulme. Hulme had better reliability through the year, possibly due to
Brabham's desire to try new parts first.[19] The Brabham team took the Constructors' World
Championship in both years.[20]

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 seasonbut Brabham and Rindt finished only three
races between them, and ended the year with only ten points.[21]

Brabham BT33. Technically conservative, Brabham did not produce a monocoque car until 1970.

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. [22] 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.[23]

Brabham intended to retire at the end of the 1969 season and sold his share in the team to
Tauranac. However, Rindt's late decision to remain with Lotus meant that Brabham drove for
another year.[24] He 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] Aided
by number-two driver Rolf Stommelen, the team came fourth in the Constructors'
Championship.

Ron Tauranac (1971)[edit]

Brabham BT34. Graham Hill took his final Formula One win in the non-championship BRDC International
Trophy at Silverstone.

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,[26] the team scored only
seven championship points.

Tauranac, an engineer at heart, started to feel his Formula One budget of around 100,000
was a gamble he could not afford to take on his own and began to look around for an
experienced business partner.[27] He sold the company for 100,000 at the end of 1971 to
British businessman Bernie Ecclestone, Rindt's former manager and erstwhile owner of
the Connaught team. Tauranac stayed on to design the cars and run the factory.[28]

Bernie Ecclestone (19721987)[edit]

The Brabham BT44 on display in 2003. The car was used in the 1974 and 1975 seasons.
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'".[29] 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 1974 season, Reutemann took the first three victories of his Formula One career, and
Brabham's first since 1970. The team finished a close fifth in the Constructors' Championship,
fielding the much more competitive BT44s. After a strong finish to the 1974 season, many
observers felt the team were favourites to win the 1975 title. The year started well, with a first
win for Brazilian driver Carlos Pace at the Interlagos circuit in his native So Paulo. However,
as the season progressed, tyre wear frequently slowed the cars in races. [30] Pace took another
two podiums and finished sixth in the championship; while Reutemann had five podium
finishes, including a dominant win in the 1975 German Grand Prix, and finished third in the
Drivers' Championship. The team likewise ranked third in the Constructors' Championship at
the end of the year.

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 Alfa Romeo to use their large and powerful flat-12 engine from the 1976
season. The engines were free, but they rendered the new BT45s, now in red Martini
Racing livery, unreliable and overweight.[31] The 1976 and 1977 seasons saw Brabham fall
toward the back of the field again. Reutemann negotiated a release from his contract before
the end of the 1976 season and signed with Ferrari. Ulsterman John Watson replaced him at
Brabham for 1977. Watson lost near certain victory in the French Grand Prix (Dijon) of that
year when his car ran low on fuel on the last lap and was passed by Mario Andretti's Lotus,
with Watson's second place being the team's best result of the season. The car often showed
at the head of races, but the unreliability of the Alfa Romeo engine was a major problem. The
team lost Pace early in the 1977 season when he died in a light aircraft accident.[32]

For the 1978 season, Murray's BT46 featured several new technologies to overcome the
weight and packaging difficulties caused by the Alfa engines. Ecclestone signed then two-time
Formula One world champion Niki Lauda from Ferrari through a deal with Italian dairy products
company Parmalat which met the cost of Lauda ending his Ferrari contract and made up his
salary to the 200,000 Ferrari was offering. Nineteen seventy-eight was the year of the
dominant Lotus 79 "wing car", which used aerodynamic ground effect to stick to the track when
cornering, but Lauda won two races in the BT46, one with the controversial "B" or "fan car"
version.[33]

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"
systema 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 Brabham BT49 competed over four seasons, winning one championship

The team used the BT49 over four seasons. In the 1980 season Piquet scored three wins and
the team took third in the Constructors' Championship with Piquet second in the Drivers'
Championship. This season saw the introduction of the blue and white livery that the cars
would wear through several changes of sponsor, until the team's demise in 1992. With a better
understanding of ground effect, the team further developed the BT49C for the 1981 season,
incorporating a hydropneumatic suspension system to avoid ride height limitations intended to
reduce downforce. Piquet, who had developed a close working relationship with Murray,[37] took
the drivers' title with three wins, albeit amid accusations of cheating. The team finished second
in the Constructors' Championship, behind the Williams team.

Renault had introduced turbocharged engines to Formula One in 1977. Brabham had tested
a BMW four-cylinder M12 turbocharged engine in the summer of 1981. For the 1982
season the team designed a new car, the BT50, around the BMW engine which, like the Repco
engine 16 years before, was based on a road car engine block, the BMW M10. Brabham
continued to run the Cosworth-powered BT49D in the early part of the season while reliability
and driveability issues with the BMW units were resolved. The relationship came close to
ending, with the German manufacturer insisting that Brabham use their engine. The turbo car
took its first win at the Canadian Grand Prix. In the Constructors' Championship, the team
finished fifth, the drivers Riccardo Patrese, who scored the last win of the Brabham-Ford
combination in the Monaco Grand Prix, 10th and World Champion Piquet a mere 11th in the
Drivers' Championship. In the 1983 season, Piquet took the championship lead
from Renault's Alain Prost at the last race of the year, the South African Grand Prix to become
the first driver to win the Formula One Drivers' World Championship with a turbo-powered car.
The team did not win the Constructors' Championship in either 1981 or 1983, despite Piquet's
success. Riccardo Patrese was the only driver other than Piquet to win a race for Brabham in
this periodthe drivers in the second car contributed only a fraction of the team's points in
each of these championship seasons. Patrese finished ninth in the Drivers' Championship with
13 points, dropping the team behind Ferrari and Renault to third in the Constructors'
Championship.

Nelson Piquet and his BT54 were hampered by Pirelli tyres in 1985

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, before reluctantly leaving for the Williams team at the end of the
season. After seven years and two world championships, he felt he was worth more than
Ecclestone's salary offer for 1986. Piquet finished fifth in 1984 and a mere eighth in 1985 in the
respective Drivers' Championships.[37] The 1986 season was a disaster for Brabham. Murray's
radical long and low BT55, with its BMW M12 engine tilted over to improve its aerodynamics
and lower its centre of gravity, scored only two points. Driver Elio de Angelis became the
Formula One team's only fatality when he died in a testing accident at the Paul
Ricard circuit. Derek Warwick, who replaced de Angelis, was close to scoring two points for
fifth in the British Grand Prix, but a problem on the last lap dropped him out of the points. 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 Formula One Constructors
Association, felt that "the way the team had operated for 15 years broke down". He left
Brabham in November to join McLaren.[38]

Ecclestone held BMW to their contract for the 1987 season, but the German company would
only supply the laydown engine. The upright units, around which Brabham had designed their
new car, were sold for use by the Arrows team. Senior figures at Brabham, including Murray,
have admitted that by this stage Ecclestone had lost interest in running the team. The 1987
season was only slightly more successful than the previous yearPatrese and de Cesaris
scoring 10 points between them, including two third places at the Belgian Grand Prix and
the Mexican Grand Prix. Unable to locate a suitable engine supplier, the team missed the FIA
deadline for entry into the 1988 world championship and Ecclestone finally announced the
team's withdrawal from Formula One at the Brazilian Grand Prix in April 1988. During the
season ending Australian Grand Prix, Ecclestone announced he had sold MRD
to EuroBrun team owner Walter Brun for an unknown price.

Joachim Luhti (1989)[edit]

Brun soon sold the team on, this time to Swiss financier Joachim Luhti, who brought it back
into Formula One for the 1989 season. The new Brabham BT58, powered by a JuddV8
engine (originally another of Jack Brabham's companies), was produced for the 1989 season.
[39]
Italian driver Stefano Modena, who had driven for the team in the 1987 Australian Grand
Prix in a one off drive for the team, drove alongside the more experienced Martin Brundle who
was returning to Formula One after spending 1988 winning the World Sportscar
Championship for Jaguar. Modena took the team's last podium: a third place at the Monaco
Grand Prix (Brundle, who had only just scraped through pre-qualifying by 0.021 seconds
before qualifying a brilliant 4th, had been running third but was forced to stop to replace a flat
battery, finally finishing sixth). The team also failed to make the grid sometimes: Brundle failed
to prequalify at the Canadian Grand Prix and the French Grand Prix. The team finished 9th in
the Constructors' Championship at the end of the season.

Middlebridge Racing (19891992)[edit]

After Luhti's arrest on tax fraud charges in mid-1989,[40] several parties disputed the ownership
of the team. Middlebridge Group Limited, a Japanese engineering firm owned by billionaire Koji
Nakauchi, was already involved with established Formula 3000 team Middlebridge Racing and
gained control of Brabham for the 1990 season. Herbie Blash had returned to run the team in
1989 and continued to do so in 1990. Middlebridge paid for its purchase using 1 million
loaned to them by finance company Landhurst Leasing, [41]but the team remained underfunded
and would only score a few more points finishes in its last three seasons. Jack Brabham's
youngest son, David, raced for the Formula One team for a short time in 1990 including the
season ending Australian Grand Prix (the first time a Brabham had driven a Brabham car in
an Australian Grand Prix since 1968). 1990 was a disastrous year, with Modena's fifth place in
the season opening United States Grand Prix being the only top six finish. The team finished
ninth in the Constructors' Championship. Brundle and fellow Briton Mark Blundell, scored only
three points during the 1991 season. Due to poor results in the first half of 1991, they had to
prequalify in the second half of the season, Blundell failed to do so in Japan, as did Brundle in
Australia. The team finished 10th in the Constructors' Championship, behind another struggling
British team, Lotus. In 1992, Damon Hill, the son of another former Brabham driver and World
Champion, debuted in the team after Giovanna Amati was dropped when her sponsorship
failed to materialise. Amati was the fifth woman to attempt a Formula One race, but her three
attempts were unsuccessful.

Argentine Sergio Rinland designed the team's final cars around Judd engines, except for 1991
when Yamaha powered the cars. In the 1992 season the cars (which were updated versions of
the 1991 car) rarely qualified for races. Hill gave the team its final finish, at the Hungarian
Grand Prix, where he crossed the finish line 11th and last, four laps behind the winner, Ayrton
Senna. After the end of that race the team ran out of funds and collapsed. Middlebridge Group
Limited had been unable to continue making repayments against the 6 million ultimately
provided by Landhurst Leasing, which went into administration. The Serious Fraud
Office investigated the case. Landhurst's managing directors were found guilty of corruption
and imprisoned, having accepted bribes for further loans to Middlebridge. [41] It was one of four
teams to leave Formula One that year. (cf March Engineering, Fondmetal and Andrea Moda
Formula). Although there was talk of reviving the team for the following year, its assets passed
to Landhurst Leasing and were auctioned by the company's receivers in 1993.[42] Among these
was the team's old factory in Chessington, which was acquired by Yamaha Motor Sports and
used to house Activa Technology Limited, a company manufacturing composite components
for race and road cars run by Herbie Blash. The factory was bought by the Carlin
DPR GP2 motor racing team in 2006.[43]
Potential F1 revival (2010)[edit]

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.
[44]
The Brabham family was not involved and announced that it was seeking legal advice over
the use of the name.[45] The team's entry was not accepted, and the Brabham family later
obtained legal recognition of their exclusive rights to the Brabham brand. [46]

Brabham Racing (2014)[edit]

Main article: Brabham Racing

In September 2014, David Brabhamthe 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.[47] The team was also
aiming to enter the FIA Formula E Championship and return to Formula One in the future. The
team reached their crowdsourcing goal and then fell out of existence, all appearances being
that the project was nothing more than a way for the Brabham family to keep control of the
copyrights associated with the name.

Motor Racing Developments[edit]

Several F1 teams used Brabhams (Piers Courage, FWRC, 1969).

The Repco Brabham logo from the 1960s, illustrating the joint branding of the period

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 percent of the shares.[10] 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.[48]

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.[49] Like other customers, BRO bought its cars from MRD, initially at
3,000 per car,[50] 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.[51] After Jack Brabham sold
his shares in MRD to Ron Tauranac at the end of 1969, the works Formula One team was
MRD.

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,[52] and by 1970 had built over 500 cars.[53] 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.[53] 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 customersincluding 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.[54]

The BT40 was the last Formula Two model from Brabham.

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,[55] although Ecclestone sold ex-works Formula One BT44Bs
to RAM Racing as late as 1976.[56]
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.[57]

Racing historyother categories[edit]

Brabham's last USAC race-winning carthe Brabham BT25 IndyCar of 1968

The Brabham BT18-Honda completely dominated Formula Two in 1966.

Top drivers used Brabham F3 cars in their early careers. (James Hunt, 1969)

Indycar[edit]

Brabham cars competed at the Indianapolis 500 from the mid-1960s to the early 1970s. After
an abortive project in 1962,[58] MRD was commissioned in 1964 to build an Indycar chassis
powered by an American Offenhauser engine. The resultant BT12 chassis was raced by Jack
Brabham as the "Zink-Urschel Trackburner" at the 1964 event and retired with a fuel tank
problem. The car was entered again in 1966, taking a third place for Jim McElreath. From 1968
to 1970, Brabham returned to Indianapolis, at first with a 4.2-litre version of the Repco V8 the
team used in Formula Onewith which Peter Revson finished fifth in 1969before reverting
to the Offenhauser engine for 1970.[59] The Brabham-Offenhauser combination was entered
again in 1971 by J.C. Agajanian, finishing fifth in the hands of Bill Vukovich II.[60] Although a
Brabham car never won at Indianapolis, McElreath won four United States Automobile
Club (USAC) races over 1965 and 1966 in the BT12. The "Dean Van Lines Special" in
which Mario Andretti won the 1965 USAC national championship was a direct copy of this car,
made with permission from Brabham by Andretti's crew chief Clint Brawner.[61] Revson took
Brabham's final USAC race win in a BT25 in 1969, using the Repco engine. [62]

Formula Two[edit]

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.[63]

Formula Three[edit]

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. [64]

Formula 5000[edit]

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 June 30, 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.

Sports cars[edit]

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. [65] 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.[66] 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. [67]
Technical innovation[edit]

The Brabham BT45 driven by Jos Carlos Pace

The 1978 BT46B "Fan car" won its only race before being banned.

Brabham was considered a technically conservative team in the 1960s, chiefly because it
persevered with traditional "spaceframe" cars long after Lotus introduced lighter, stiffer
"monocoque" chassis to Formula One in 1962. Chief designer Tauranac reasoned that
monocoques of the time were not usefully stiffer than well designed spaceframe chassis, and
were harder to repair and less suitable for MRD's customers.[68] His "old fashioned" cars won
the Brabham team the 1966 and 1967 championships, and were competitive in Formula One
until rule changes forced a move to monocoques in 1970.[69]

Despite the perceived conservatism, in 1963 Brabham was the first Formula One team to use
a wind tunnel to hone their designs to reduce drag and stop the cars lifting off the ground at
speed.[70] The practice only became the norm in 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 were the first, alongside Ferrari, to introduce full width rear wings to this effect. [71]

The team's most fertile period of technical innovation came in the 1970s and 1980s
when Gordon Murray became technical director. During 1976, the team introduced "carbon-
carbon brakes" to Formula One, which promised reduced "unsprung weight" and better
stopping performance due to carbon's greater coefficient of friction. The initial versions
used carbon-carbon composite brake pads and a steel disc faced with carbon "pucks". The
technology was not reliable at first; in 1976, Carlos Pace crashed at 180 mph (290 km/h) at
the sterreichring circuit after heat build-up in the brakes boiled the brake fluid, leaving him
with no way of stopping the car.[72] By 1979, Brabham had developed an effective carbon-
carbon braking system, combining structural carbon discs with carbon brake pads. [73] By the
late 1980s, carbon brakes were used by all competitors in almost all top level motor sports.

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 ground
effect car in 1977. The Brabham BT46B "Fan car" of 1978, generated enormous downforce
with a fan, which sucked air from beneath the car, although its claimed use was for engine
cooling. The car only raced once in the Formula One World ChampionshipNiki
Lauda winning the 1978 Swedish Grand Prixbefore a loophole in the regulations was closed
by the FIA.[74]

Although in 1979 Murray was the first to use lightweight "carbon fibre composite" panels to
stiffen Brabham's aluminium alloy monocoques, he echoed his predecessor Tauranac in being
the last to switch to the new fully composite monocoques. Murray was reluctant to build the
entire chassis from composite materials until he understood their behaviour in a crash, an
understanding achieved in part through an instrumented crash test of a BT49 chassis.[73] The
team did not follow McLaren's 1981 MP4/1 with their own fully composite chassis until the
"lowline" BT55 in 1986,[75] the last team to do so. This technology is now used in all top level
single seater racing cars.

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 were 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.[76]

At the 1982 British Grand Prix, Brabham reintroduced the idea of re-fuelling and changing the
car's tyres during the race, unseen since the 1957 Formula One season, to allow their drivers
to sprint away at the start of races on a light fuel load and soft tyres. After studying techniques
used at the Indianapolis 500 and in NASCAR racing in the United States, the team were able
to refuel and re-tyre the car in 14 seconds in tests ahead of the race. In 1982 Murray felt the
tactic did little more than "get our sponsors noticed at races we had no chance of winning", but
in 1983 the team made good use of the tactic.[77] Refuelling was banned for 1984, and did not
reappear until the 1994 season (until it was banned again in 2010 as a part of cost cutting
measures), but tyre changes have remained part of Formula One.[78]

Controversy[edit]
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 Jacques Laffite was among those to claim that the cars were fitted with heavily
ballasted bodywork before being weighed at scrutineering. The accusation was denied by
Brabham's management. No formal protest was made against the team and no action was
taken against them by the sporting authorities.[79]

From 1978, Ecclestone was president of the Formula One Constructors Association (FOCA), a
body formed by the teams to represent their interests. This left his team open to accusations of
having advance warning of rule changes. Ecclestone denies that the team benefited from this
and Murray has noted that, contrary to this view, at the end of 1982 the team had to abandon
their new BT51 car, built on the basis that ground effect would be permitted in 1983. Brabham
had to design and build a replacement, the BT52, in only three months. [80] At the end of the
1983 season, Renault and Ferrari, both beaten to the Drivers' Championship by Piquet,
protested that the Research Octane Number (RON) of the team's fuel was above the legal limit
of 102. The FIA declared that a figure of up to 102.9 was permitted under the rules, and that
Brabham had not exceeded this limit.[81]

Championship results[edit]
Main article: Brabham Grand Prix results

Results achieved by the "works" Brabham team. Bold results indicate a championship win.

Constructor
Seas Tyr s'
Entrant Car Engine Drivers
on es Championsh
ip

1962 Brabham Lotus 24 D Coventry Jack 7th (9 points)

Racing Brabham Climax Brabham
Organisation BT3 FWMV

1963 Brabham Brabham D Coventry Jack 3rd (28

Racing BT3 Climax Brabham points)
Organisation Brabham FWMV Dan
BT7 Gurney
Lotus 25

1964 Brabham Brabham D Coventry Jack 4th (33

Racing BT7 Climax Brabham points)
Organisation Brabham FWMV Dan
BT11 Gurney

1965 Brabham Brabham D Coventry Jack 3rd (27 pts)

Racing BT7 Climax Brabham
 Organisation Brabham G FWMV Dan
BT11 Gurney
Denny
Hulme
Giancarlo
Baghetti

1966 Brabham Brabham G Repco 620 Jack Champion (4

Racing BT19 Coventry Brabham 2 pts)
Organisation Brabham Climax FPF Denny
BT20 Hulme
Brabham
BT22

1967 Brabham Brabham G Repco 620 Jack Champion (3

Racing BT19 Repco 740 Brabham 7 pts)
Organisation Brabham Denny
BT20 Hulme
Brabham
BT24

1968 Brabham Brabham G Repco 740 Jack 8th (10 pts)

Racing BT24 Repco 860 Brabham
Organisation Brabham Jochen
BT26 Rindt
Dan
Gurney

1969 Motor Racing Brabham G Cosworth Jack 2nd (51 pts)

Development BT26A DFV Brabham
s Jacky Ickx

1970 Motor Racing Brabham G Cosworth Jack 4th (35 pts)

Development BT33 DFV Brabham
s Rolf
Stommele
n

1971 Motor Racing Brabham G Cosworth Graham 9th (5 pts)

Development BT33 DFV Hill
s Brabham Tim
 BT34 Schenken
Dave
Charlton

1972 Motor Racing Brabham G Cosworth Graham 9th (7 pts)

Development BT33 DFV Hill
s Brabham Carlos
BT34 Reuteman
Brabham n
BT37 Wilson
Fittipaldi

1973 Motor Racing Brabham G Cosworth Carlos 4th (49 pts)

Development BT37 DFV Reuteman
s Brabham n
Ceramica BT42 Wilson
Pagnossin Fittipaldi
Team MRD Andrea de
Adamich
Rolf
Stommele
n
John
Watson

1974 Motor Racing Brabham G Cosworth Carlos 5th (35 pts)

Development BT42 DFV Reuteman
s Brabham n
BT44 Carlos
Pace
Rikky von
Opel
Richard
Robarts
Teddy
Pilette

1975 Martini Brabham G Cosworth Carlos 2nd (54 pts)

Racing BT44B DFV Reuteman
n
Carlos
Pace
1976 Martini Brabham G Alfa Carlos 9th (9 pts)
Racing BT45 Romeo 115- Reuteman
12 n
Carlos
Pace
Rolf
Stommele
n
Larry
Perkins

1977 Martini Brabham G Alfa Carlos 5th (27 pts)

Racing BT45B Romeo 115- Pace
12 John
Watson
Hans-
Joachim
Stuck
Giorgio
Francia

1978 Parmalat Brabham G Alfa Niki Lauda 3rd (53 pts)

Racing Team BT45C Romeo 115- John
Brabham 12 Watson
BT46/B/ Nelson
C Piquet

1979 Parmalat Brabham G Alfa Niki Lauda 8th (6 pts)

Racing Team BT46 Romeo 115- Nelson
Brabham 12 Piquet
BT48 Alfa Ricardo
Brabham Romeo 1260 Zunino
BT49 Cosworth
DFV

1980 Parmalat Brabham M Cosworth Nelson 3rd (55 pts)

Racing Team BT49/B DFV Piquet
Ricardo
Zunino
Hctor
Rebaque
1981 Parmalat Brabham M Cosworth Nelson 2nd (61 pts)
Racing Team BT49/B/ G DFV Piquet
C Hctor
Rebaque
Ricardo
Zunino

1982 Parmalat Brabham G Cosworth Nelson 5th (41 pts)

Racing Team BT49D DFV Piquet
Brabham BMW Riccardo
BT50 M12/13 Patrese

1983 Fila Sport Brabham M BMW Nelson 3rd (72 pts)

BT52/B M12/13 Piquet
Riccardo
Patrese

1984 MRD Brabham M BMW Nelson 4th (38 pts)

International BT53 M12/13 Piquet
Teo Fabi
Corrado
Fabi
Manfred
Winkelhoc
k

1985 Motor Racing Brabham P BMW Nelson 5th (26 pts)

Development BT54 M12/13 Piquet
s Ltd Marc Surer
Franois
Hesnault

1986 Motor Racing Brabham P BMW Elio de 9th (2 pts)

Development BT54 M12/13/1 Angelis
s Ltd Brabham Riccardo
BT55 Patrese
Derek
Warwick

1987 Motor Racing Brabham G BMW Riccardo 8th (10 pts)

Development Patrese
 s Ltd BT56 M12/13/1 Andrea de
Cesaris
Stefano
Modena

1989 Motor Racing Brabham P Judd EV Martin 9th (8 pts)

Development BT58 Brundle
s Stefano
Modena

1990 Motor Racing Brabham P Judd EV Stefano 10th (2 pts)

Development BT58 Modena
s Brabham David
BT59 Brabham
Gregor
Foitek

1991 Motor Racing Brabham P Yamaha OX9 Martin 9th (3 pts)

Development BT59Y 9 Brundle
s Ltd Brabham Mark
BT60Y Blundell

1992 Motor Racing Brabham G Judd GV Eric van NC (0 pts)

Development BT60B de Poele
s Ltd Giovanna
Amati
Damon
Hill

Popular culture[edit]
In 1969, a Brabham-Repco F1 diecast racer was issued through MATTEL's diecast toy line
of Hot Wheels. Considered to be 1/64th scale, the diecast racer measured 73mm in length and
was made from 1969-1971. According to the Tomart's Price Guide, the diecast version was
"based on the Formula 1 racer designed by John Cooper, built by Geoff Brabham and driven
by Jack Brabham." In 1974, the model was released under the name "Rash 1." [82]

See also[edit]

Formula One portal

 List of Brabham race cars

Notes[edit]
1. Jump up^ "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 Fdration Internationale du Sport Automobile
(FISA), both subsidiary bodies of the FIA. In 1992 the FIA subsumed FISA and its governing
role.

2. Jump up^ Henry (1985) pp. 1719

3. Jump up^ 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.

4. Jump up^ Lawrence (1999) p. 224. Jack had already tried to buy Cooper in
association with fellow-driver Roy Salvadori

5. Jump up^ Brabham, Nye (2004) p. 140

6. Jump up^ Blunsden, John (FebruaryMarch 1962). "Brabhams "lilla bomb"!: Triumph-
Herald-Climax" [Branham's "little bomb"!]. Illustrerad Motor Sport (in Swedish). No. 12. Lerum,
Sweden. pp. 1213.

7. Jump up^ 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.

8. ^ Jump up to:a b Johansson, Lars-Erik (FebruaryMarch 1962). "Jack Brabham: VM-

kandidat p egen hand?" [Championship candidate on his own?]. Illustrerad Motor Sport (in
Swedish). No. 12. Lerum, Sweden. p. 11.

9. Jump up^ Drackett (1985) p. 21. The first prototype FJunior car therefore became the
BT1 and its production version the BT2.

10. ^ Jump up to:a b Lawrence (1999) p. 31

11. Jump up^ Brabham, Nye (2004) pp. 14, 1459. 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.

12. Jump up^ Henry (1985) pp. 2122. 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.

13. Jump up^ Brabham, Nye (2004) p. 147

14. Jump up^ Henry (1985) p. 28

15. Jump up^ Henry (1985) pp. 3541

16. Jump up^ 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."

17. Jump up^ Lawrence (1999) pp. 5152

18. Jump up^ 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.

19. Jump up^ Lawrence (1999) p. 92. Hulme, Tauranac and Frank Hallam, Repco-
Brabham's chief engineer, all shared this view.

20. Jump up^ Fearnley (May 2006) pp. 3440

21. Jump up^ Fearnley (May 2006) p. 41

22. Jump up^ Henry p. 85

23. Jump up^ Henry (1985) pp. 7980

24. Jump up^ Lawrence (1999) p. 109 & Brabham, Nye (2004) pp. 230231. He was
therefore technically a team employee in his final season.

25. Jump up^ Henry (1985) p. 93

26. Jump up^ Henry (1985) pp. 11417

27. Jump up^ Lawrence (1999) p. 113

28. Jump up^ Lawrence (1999) p. 116

29. Jump up^ Lawrence. pp. 116118

30. Jump up^ Gill (ed.) (1976) p. 103

31. Jump up^ Henry (1985) pp. 159161

32. Jump up^ Henry (1985) pp. 164, 167

33. Jump up^ Details of BT46 and 1978 season: Henry (1985) p. 171, pp. 179189

Lauda's move and salary: Lovell (2004) p. 98

34. Jump up^ Henry (1985) p. 191

35. Jump up^ Henry (1985) pp. 213, 215

36. Jump up^ Henry (1985) p. 216

37. ^ Jump up to:a b Roebuck (1986) p. 114

38. Jump up^ Lovell (2004) pp. 161164

39. Jump up^ Brabham, Nye (2004) p. 254. Engine Developments, the company which
builds Judd engines, was a company Jack Brabham set up in partnership with John Judd after
his retirement from driving in 1970. Judd had previously worked for Brabham on the Repco
project. John Judd had based the engine, dubbed the CV, on a Honda block and was
something the Japanese company was looking at as it looked to move into the North American
based Indycar racing.

40. Jump up^ Slevin, Gary (2008) The Decline of Brabham. Formula One Rejects.
Retrieved 10 June 2009

41. ^ Jump up to:a b John Willcock (18 October 1997). "Formula One obsession led to
pounds 50m Landhurst fraud". The Independent. London. Retrieved 26 April 2011.

42. Jump up^ Baker (10 October 1993)

43. Jump up^ Glenn Freeman (27 November 2006). "Carlin to enter GP2 in
2007". Autosport.com. Retrieved 8 December 2006.

44. Jump up^ Jonathan Noble (4 June 2009). "Brabham name owner submits F1
entry". Autosport.com. Retrieved 26 April 2011.

45. Jump up^ Edd Straw (4 June 2009). "Brabham family seeking legal
advice". Autosport.com. Retrieved 26 April 2011.

46. Jump up^ "Brabham family name wins EU legal protection". crash.net. 2013-01-10.
Retrieved 2014-11-09.

47. Jump up^ "Brabham team reborn, F1/sports cars targeted". Speedcafe. 25 September
2014. Retrieved 25 September 2014.

48. Jump up^ 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.

49. Jump up^ To confuse the relationship between the two companies further, MRD was
renamed Brabham Racing Developments between 1962 and 1964. Henry (1985) p. 24

50. Jump up^ Fearnley (May 2006) p. 39

51. Jump up^ Lawrence (1999) pp. 7475

52. Jump up^ Unique p. 111

53. ^ Jump up to:a b Lawrence (1999) p. 207

54. Jump up^ Henry (1985) p. 53

55. Jump up^ Hodges (1990) p. 39

56. Jump up^ Henry (1985) p. 156. Henry claims Ecclestone did this to ensure the team
would focus on its troublesome new Alfa Romeo powered BT45s.

57. Jump up^ "People: Allen McDonald". grandprix.com. Retrieved 26 April 2011.
58. Jump up^ Lawrence (1999) p. 30

59. Jump up^ Brabham, Nye (2004) p. 240

60. Jump up^ Lawrence (1999) p. 114

61. Jump up^ 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.

62. Jump up^ Lawrence (1999) p. 99

63. Jump up^ Unique p. 117

64. Jump up^ Hodges (1998) pp. 3439

65. Jump up^ Lawrence (1999) pp. 205207

66. Jump up^ Lawrence (1999) p. 55

67. Jump up^ Lawrence (1999) pp. 8485

68. Jump up^ Lawrence (1999) pp. 4445

69. Jump up^ 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.

70. Jump up^ Henry (1985) p. 39. The initial tests were carried out at the Motor Industry
Research Association wind tunnel under the auspices of Malcolm Sayer, who had been
responsible for the aerodynamics of the Jaguar D-type Le Mans-winning car.

71. Jump up^ Lawrence (1999) p. 100

72. Jump up^ Henry (1985) p. 163

73. ^ Jump up to: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.

74. Jump up^ Henry (1985) p. 186187. 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.

75. Jump up^ Hodges (1998) p. 43

76. Jump up^ Henry (1985) pp. 223225

77. Jump up^ Hamilton (ed.) (1983) pp. 6372 Pitstops: A split-second spectacle feature
by Denis Jenkinson.
 78. Jump up^ 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.

79. Jump up^ Henry (1985) p. 225

80. Jump up^ Henry (1985) p. 255

81. Jump up^ 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".

82. Jump up^ Strauss, Michael Thomas (2000). Tomart's Price Guide to Hot Wheels (4
ed.). pp. 20, 3637.

References[edit]
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). BrabhamStory of a racing team. Arthur Baker Ltd. ISBN 0-213-
16915-0.

Gill, Barrie (ed.) (1976). The World Championship 1975 John Player Motorsport
yearbook 1976. Queen Anne Press Ltd. ISBN 0-362-00254-1.

Hamilton, Maurice (ed.) (1983). Autocourse 19831984. 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 19451990. 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 196685. 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). Brabham the man and the machines. Unique Motor
Books. ISBN 1-84155-619-X.
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.)". www.grandprix.com.

Archived from the original on 7 March 2006. Retrieved 7 December 2006.

Wright, Rosalind. "Serious Fraud Office Annual Report 199798". www.sfo.gov.uk.

Archived from the original on 12 August 2004. Retrieved 7 December 2006. Also available
in hardcopy. Published by HMSO July 1998. 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[edit]

Wikimedia Commons
has media related
to Brabham Racing
Organisation.

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 19611972, 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

Sporting positions

Formula One Constructors'

Preceded by Succeeded by
Champion
Lotus Lotus
19661967