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Fast by Ferracci
Team Manager



10527 Posts
joined 23 Sep 04

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Posted - 01 Sep 2014 :  21:24:31  Show Profile Send Fast by Ferracci a Private Message  Reply with Quote Copy this URL to Link to this Reply
quote:
Originally posted by HoldenV8

The 318i was badly damaged in the startline crash caused by Brock in the Monza at Adelaide in 1983 and wasn't seen again until used in the WEC race at Sandown in 1984 where it had been updated to a 320i. They had also replaced the turbo engine with a 2.0L 4cyl unit in a bid for reliability. It worked, Jim Richards and Tony Longhurst won the special "AC" class.



They were two different cars.

The BMW that Richards was involved in the 1983 AIR crash with was rebuilt immediatly, and was driven by Richards in the GT/Sports Sedan support races for the 1983 AGP at Calder. The Monza was rebuilt as well and Brock drove it in these same races (the races were dominated by Alan Jones in the John Fitzpatrick IMSA-spec Porsche 935).

At the end of 1983 this BMW was sold to Glenn Molloy.

The car used for the 1984 Sandown 1000 WEC race was a third car they had bought years before but never raced it.

quote:
Originally posted by PVDA


As a witness to the '89 Winton incident I don't remember an umbrella being involved (it was a long time ago) but I do remember the contents of a glass being thrown and in the scuffle that ensued the glass was broken badly cutting Gardners hand which probably needed stitches.

I was one of the people who pulled both of them away from each other



Great to get a first hand account

AA makes mention of the umbrella, From Auto Action #476 June 16, 1989

quote:
Gardner fined for Grice incident
Frank Gardner has been fined $250 by CAMS following an incident involving Allan Grice after the Winton ATCC round.

The incident between the two men who once worked together in the same team before a bitter split, saw the Benson & Hedges team boss suffer a lacerated wrist which required stitches.

....(describes the on-track clash between Grice & Longhurst as what triggered the confrontation)

According to eye witnesses Gardner approached Grice from behind immediatly after the race, poked him in the right kidney with an umbrella and shouted "you don't change do you"

Grice responded by throwing a glass of orange juice he had been holding in Gardners face. The two scuffled and it was then that the glass was accidently broken and Gardner suffered his injury


Edited by - Fast by Ferracci on 01 Sep 2014 21:32:45
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HoldenV8
Pit Crew



Australia
212 Posts
joined 04 Feb 04

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Posted - 03 Sep 2014 :  16:54:03  Show Profile  Click to see HoldenV8's MSN Messenger address  Send HoldenV8 a Yahoo! Message Send HoldenV8 a Private Message  Reply with Quote Copy this URL to Link to this Reply
I'd heard rumours that the JPS 318i and 320i were different cars, but was led to believe that the 320 was an updated 318. Makes sense that they were different cars though as I know Frank sold one or two of the 318i's to others such as Bruce Lynton (I think) and Glenn Molloy (didn't he sell one to John Briggs as well or did Briggs run a different BMW in 1984?).

IIRC the 320i was the slowest of the AC cars at Sandown, but other than a few punctures it ran well and stayed out of the way of the Porsche's to win its class. Though it was a fair bit slower than the Romano WE84 Cosworth driven by Alfie Costanzo and Bap Romano. And it was also slower than the Grice / Dick Johnson / Ron Harrop Monza (I still say that if Alfie had driven the Romano in the ASCC rather than Bap, it might have given Bowe and the Veskanda a run for their money, but that's another story for another thread).

"Aerodynamics is for those who cannot manufacture good engines" - Enzo Ferrari.
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Fast by Ferracci
Team Manager



10527 Posts
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Posted - 03 Sep 2014 :  17:34:55  Show Profile Send Fast by Ferracci a Private Message  Reply with Quote Copy this URL to Link to this Reply
quote:
Originally posted by HoldenV8

I'd heard rumours that the JPS 318i and 320i were different cars, but was led to believe that the 320 was an updated 318. Makes sense that they were different cars though as I know Frank sold one or two of the 318i's to others such as Bruce Lynton (I think) and Glenn Molloy (didn't he sell one to John Briggs as well or did Briggs run a different BMW in 1984?).



Briggs bought the '81 JPS car and used it before he sold it at the end of 1983 to Bruce Lynton.

Glenn Molloy bought the AIR crash car at the end of 1983. In early 1985 Molloy also bought the last Group C JPS BMW which the team had converted to Group A for 1985. He ran it in the AMSCAR Series and the NSW rounds of the ATCC, before he sold it to Jim Keogh for the 1985 enduros.
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CP
Safety Car Pilot



Australia
11429 Posts
joined 22 Jan 09

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Posted - 03 Sep 2014 :  20:01:07  Show Profile  Visit CP's Homepage Send CP a Private Message  Reply with Quote Copy this URL to Link to this Reply
What happened to the 5 series that was reportedly being built for Group C?
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Fast by Ferracci
Team Manager



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Posted - 03 Sep 2014 :  21:11:31  Show Profile Send Fast by Ferracci a Private Message  Reply with Quote Copy this URL to Link to this Reply
quote:
Originally posted by CP

What happened to the 5 series that was reportedly being built for Group C?



I don't think it ever got as far as building a car.

The JPS team wanted to homologate the 535 model during 1982 but CAMS flatly turned it down. JPS argued that the 535 was a derivative of the 528i which was being campaigned in Group A in Europe, but CAMS still wouldn't budge.

BMW and WD&HO Wills threatened to withdraw from Australian motorsport over it, and they did not compete in any of the 1983 ATCC or AMSCAR rounds, but after the 635csi was given some goodies in the August 1st 1983 handouts, they returned to Group C with the 635 for the enduro's.
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HoldenV8
Pit Crew



Australia
212 Posts
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Posted - 04 Sep 2014 :  08:37:59  Show Profile  Click to see HoldenV8's MSN Messenger address  Send HoldenV8 a Yahoo! Message Send HoldenV8 a Private Message  Reply with Quote Copy this URL to Link to this Reply
The 1 August 1983 homologation of the 24 valve head for the 3.5L 6cyl BMW was probably the biggest thing they got in 4 years of CAMS handouts. That alone gave then an estimated 80 more horsepower which put them up to around 380 in total, on par with the Commodore's but with around 100kg less. Of course, its big problem was that the straight-6 hanging over the front axle line hurt the 635's front tyres and thus gave it a lot of understeer. As good as Jim Richards was, he could never seem to make the front tyres last on the Group C BMW.

The car was seriously quick in a straight line though once the engine got revving. Small fact, did you know the 635 CSi used the same BMW M88 engine as was used in the BMW M1?

With regard to CAMS and their refusal to homologate the 535.....wasn't part of Frank's argument the fact that you simply couldn't buy a 635 road car in Australia?

"Aerodynamics is for those who cannot manufacture good engines" - Enzo Ferrari.
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slugger
Transporter Driver


46 Posts
joined 19 May 04

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Posted - 12 Jun 2020 :  16:12:46  Show Profile  Visit slugger's Homepage Send slugger a Private Message  Reply with Quote Copy this URL to Link to this Reply
quote:
Originally posted by Fast by Ferracci

quote:
Originally posted by HoldenV8

I'd heard rumours that the JPS 318i and 320i were different cars, but was led to believe that the 320 was an updated 318. Makes sense that they were different cars though as I know Frank sold one or two of the 318i's to others such as Bruce Lynton (I think) and Glenn Molloy (didn't he sell one to John Briggs as well or did Briggs run a different BMW in 1984?).



Briggs bought the '81 JPS car and used it before he sold it at the end of 1983 to Bruce Lynton.





And Dale at K&A found the methanol tank Frank forgot to remove when prepping it for John.....



And the Kaditcha beating the Kanda?

Impossible. The difference in the downforce generated between the Kanda and the Kaditcha was quantum. JB was every bit a proper race car driver like Alfie anyway....

Edited by - slugger on 12 Jun 2020 16:19:29
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