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Rennmax - and their creator, Bob Britton


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#101 Ray Bell

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Posted 25 March 2017 - 11:33

See from post 61 on, Terry...

Though I do have some further information. Bob Rawsthorne suggested a new chassis to be built by Pat Crowe. This had been commenced for the Hough Cooper Maserati but Rawsthorne was involved with both cars.

The chassis was built, the engine and box installed but it was not finished. Rawsthorne then went to South Australia, both the Hough and Hall families picked up their respective possessions and eventually Graham Wood bought the Cooper parts which had been used in the Rennmax.

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#102 TerryS

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Posted 25 March 2017 - 21:00

What happened to the Hall's original Cooper chassis?

#103 Ray Bell

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Posted 25 March 2017 - 22:09

If I recall, it was left at Britto's...

#104 TerryS

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Posted 25 March 2017 - 22:35

See from post 61 on, Terry...Though I do have some further information. Bob Rawsthorne suggested a new chassis to be built by Pat Crowe. This had been commenced for the Hough Cooper Maserati but Rawsthorne was involved with both cars.The chassis was built, the engine and box installed but it was not finished. Rawsthorne then went to South Australia, both the Hough and Hall families picked up their respective possessions and eventually Graham Wood bought the Cooper parts which had been used in the Rennmax.


So what did Graham Wood want with the Cooper parts?

#105 Ray Bell

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Posted 26 March 2017 - 01:26

He raced a Cooper Climax, many of the parts came from the Hall car...

#106 TerryS

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Posted 26 March 2017 - 23:28

Since leaving Bob's place last week I've put some effort into learning more about the first Rennmax...

I phoned Richard Bendell, the current owner. He has Mike Borland working on the rebuild and sent through a couple of interesting photos:

0217fr_RBrennmaxnose.jpg


I presume that to make an authentic restoration they would have to gather up all the Cooper bits?

Maybe hard if being used on other cars.....

#107 Ray Bell

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Posted 27 March 2017 - 00:15

The owner of the car, Richard Bendell, told me he enquired about a Coventry-Climax engine for the car...

"Do you want it for show or do you want to use it?" he was asked. Replying that he wanted it to use, he was advised to get a modern-day build of the engine, a totally new item. He did this, and I think he obtained a freshly-made transmission as was carried across from the Cooper.

These items cost him a lot of money, but it enables him to take it onto the track with some confidence that it will drive back to the pits under its own steam. No, hang on, without any steam, but under its own power.

I believe this is in keeping with the 'as it was, so it shall be' standard as used in Australian Historic Racing.

#108 TerryS

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Posted 27 March 2017 - 00:46

The owner of the car, Richard Bendell, told me he enquired about a Coventry-Climax engine for the car...

"Do you want it for show or do you want to use it?" he was asked. Replying that he wanted it to use, he was advised to get a modern-day build of the engine, a totally new item. He did this, and I think he obtained a freshly-made transmission as was carried across from the Cooper.

These items cost him a lot of money, but it enables him to take it onto the track with some confidence that it will drive back to the pits under its own steam. No, hang on, without any steam, but under its own power.

I believe this is in keeping with the 'as it was, so it shall be' standard as used in Australian Historic Racing.


Ray this doesn't answer my point about did they gather all the Cooper bits, suspension, wheels etc

#109 Ray Bell

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Posted 27 March 2017 - 00:53

From the first to the last...

The last of the real racing Rennmax models, what I would call the BN7A, racing last weekend at Phillip Island:

0317fr_LHBN7_APhillip_Island2017.jpg

Thanks to Lynton Hemer for the photo. This particular car was built by John Sicardi from Bob's jigs and molds. When he finished the job he told Bob, "It's a lot of work!" and he didn't have to do any of the designing!

Rebuilt at huge expense by Barry Naylor, with a lot of input from (Gosford) John Wright, it uses wheels Wright had made using a part of the pattern Bob did originally for the wheels on this model. But he reduced the outer ring so regular alloy spun sections could bolt to each side of them.

Edited by Ray Bell, 26 April 2018 - 21:44.


#110 Ray Bell

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Posted 27 March 2017 - 00:57

Originally posted by TerryS
Ray this doesn't answer my point about did they gather all the Cooper bits, suspension, wheels etc


The Cooper bits used were the wheels, gearbox and brakes. Bob made all-new uprights and suspension pieces for the car.

As I understand it, all the original Cooper pieces went to Graham Wood for his car (there's a picture of it on the 'Personal photos' thread at Catalina) and I doubt that any of the original Cooper pieces made it to Richard Bendell's hands.

I do hope that answers your question as it's the best I can do...

#111 Ray Bell

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Posted 30 March 2017 - 07:00

From Sports Car World in 1964, when Bob was just beginning to become recognised:

0317fr_SCW464_P1.jpg

0317fr_SCW464_P2.jpg

He had quite a bit going on at the time.

Edited by Ray Bell, 26 April 2018 - 21:45.


#112 Ray Bell

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Posted 31 March 2017 - 09:28

The story above was written by Chris Beck, a journalist who spent a couple of years with motoring magazines...

One 'project' mentioned at the end of the story never happened, of course. Bob would never have had the money to build a twin-cam head for the Ford engines. Though I would never doubt his ability to make it if he decided to do so.

And the monocoque chassis for FJr and F2 (strictly speaking, ANF2 and ANF1½ which formed the second and third-string formulae alongside the ANF1 2½-litre formula introduced at the beginning of 1964) was a long time coming. The specific thoughts Bob had at that time probably never eventuated, but after following the Brabham lead for the next decade he did devise a unique monocoque ANF2 car in the BN7.



.

Edited by Ray Bell, 31 March 2017 - 10:23.


#113 brucemoxon

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Posted 01 April 2017 - 03:16

The story above was written by Chris Beck, a journalist who spent a couple of years with motoring magazines...





.

Also Damon Beck's (a Rennmax Formula Vee driver, both Mk1 and 2) brother. Chris was at the Financial Review for a time, too, and later at one of the TV magazines.

 

 

 

BM



#114 Ray Bell

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Posted 01 April 2017 - 22:30

Seeking improvements to his winning Vees, Bob introduced the Mk 2 Vee (BN8 these days) towards the end of 1975...

The originals, which most will recall sold at first as 'Cee Bee' Vees, were still winning a lot of races. But very serious competitors in other makes, Mako, Revell and Elfin particularly, could mix it with them and take some of the spoils.

Bob's thought processes led to a number of improvements, though the overall package might not have been any quicker, at least initially. Here's the thumbnail to show how the page-and-a-half story in RCN looked, followed by readable pages:

0317fr_RCN1275_Veestory.jpg

The first page, this being from the December, 1975 issue:

0317fr_RCN1275_Veestory_P1.jpg

And this half-page told a lot of the story in pictures...

0317fr_RCN1275_Veestory_P2.jpg

I would think that this was the last period magazine article written about Bob and his creations. It was the last car he designed for competitive racing and it sold in the biggest numbers of any of his cars.

Mind you, the price wasn't too bad if you look at the ad in the bottom corner.



.

Edited by Ray Bell, 26 April 2018 - 21:46.


#115 Ruggles

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Posted 02 April 2017 - 00:51

1977 , My employer at the time John O'Callaghan bought the BN3 which was converted to Formula Ford. He bought it from Bob at his garage in Croydon and this is where I met him.  This car had been used by Russell Nordern as a spare car and had been converted I believe back from F2 where it was used by Big Max in the Singapore GP.

 

John raced it unsuccessfully and decided to hand it over to a sixteen year old ..me. It was raced in various FF D to E championship rounds during 79, 80, 81, 82. Interestingly the chassis was square tube which suffered regular cracking and way too much twist to the point where the roll hoop stays would crack in half on occasions. I'm not sure of the detail but at some point it had received a new chassis made of square tube, there was some conjecture as to whether it was the original Heasman car or the Stewart car. During this time it was sold to Bob Holden as Bob was my employer and I convinced him to buy it , I drove it during this time along with the Lola. when it was badly damaged in 83 and rebuilt by the new owner Trevor Shuemack a complete new chassis was required and become known as the TS01.  

  



#116 TerryS

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Posted 02 April 2017 - 02:07

If I recall, it was left at Britto's...


It seems it was loved after all......

It was reported in 2010 that after 18 years in Australia it had found its way back to the UK.

It was advertised at a Monaco auction in 2005 as a Cooper Maserati. In the detail it was described as a Cooper T51 sans engine. There was a 4 cylinder Maserati engine available if required.

As it never ran as a Cooper Maserati it is doubtful how it would be allowed to run as such.

The last report on it was in 2010 by the late David McKinney that it was owned in the UK by a Peter Ratcliffe.

#117 cooper997

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Posted 02 April 2017 - 08:16

1964_SCW_Rennmax.jpg

Peter Williamson's supercharged Rennmax

 

Stephen



#118 bradbury west

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Posted 02 April 2017 - 08:52

What size Ford engine was in that, please?
Roger Lund

#119 Ray Bell

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Posted 02 April 2017 - 11:18

1498cc, Roger...

From the Warwick Farm December 1963 programme.

That car, by the way, is clothed in the Rennmax bodywork Bob designed and had made for the BN1s. Kingsley Hibbard's (photo on the first page of the thread) is the same while Barrie Garner's car wore a Lotus 20 body.

Edited by Ray Bell, 02 April 2017 - 11:19.


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#120 cooper997

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Posted 02 April 2017 - 11:19

Part of one caption describes it "...a Cosworth prepared Ford 116E motor suitably modified for supercharging by Waggott." 

 

Stephen



#121 Dick Willis

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Posted 02 April 2017 - 11:20

And still racing in Historics by Harry Hickling



#122 TerryS

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Posted 03 April 2017 - 00:12

And still racing in Historics by Harry Hickling


In a 2008 post on another forum Harry Hickling described the engine:

" we have it on the original 2 inch SU Alcohol Carb. The engine was new from Cosworth as a pushrod set up for the blower, and the blower new from Shorrick - all set up with tooth belt drive in 1963 / 64"

#123 Gordon Graham

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Posted 03 April 2017 - 01:09

I believe this is the car in question. Apologies for the poor quality of these old scans.

 

Scan10262.jpgimages hosting

 

Scan10263.jpgupload a picture

 

Scan10264.jpgphoto uploading

 



#124 Paul Hamilton

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Posted 03 April 2017 - 06:23

I believe this is the car in question. Apologies for the poor quality of these old scans.

 

Scan10262.jpgimages hosting

 

Scan10263.jpgupload a picture

 

Scan10264.jpgphoto uploading

 

Can anyone explain the exhaust system on Harry's car?  There seem to be too many primary pipes for a 4 cylinder engine!



#125 Ray Bell

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Posted 03 April 2017 - 07:19

The left megaphone is fed by Nos 1 & 4, though it looks like the early part of No 4's pipe comes into the collector as well in one of the pics.

The right megaphone is fed by 2 & 3.

#126 DanTra2858

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Posted 12 April 2017 - 06:04

Just wondering how many stories are out there about Stan Smith?

#127 timbo

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Posted 15 April 2017 - 07:10

From the first to the last...

The last of the real racing Rennmax models, what I would call the BN7A, racing last weekend at Phillip Island:

0317fr_LHBN7_APhillip_Island2017.jpg

Thanks to Lynton Hemer for the photo. This particular car was built by John Sicardi from Bob's jigs and molds. When he finished the job he told Bob, "It's a lot of work!" and he didn't have to do any of the designing!

Rebuilt at huge expense by Barry Naylor, with a lot of input from (Gosford) John Wright, it uses wheels Wright had made using a part of the pattern Bob did originally for the wheels on this model. But he reduced the outer ring so regular alloy spun sections could bolt to each side of them.


And there is Rod Brincat's BN7, as seen this time at Oran Park's June 2008 meeting.

d502f361-fc99-4776-b529-b7293f3801ec_zps

#128 SJ Lambert

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Posted 25 April 2017 - 04:32

Noel Bryen was very quick in this BN1 at Mallala on the weekend.

 

SJL8197_1.jpg


Edited by SJ Lambert, 25 April 2017 - 04:32.


#129 TerryS

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Posted 25 April 2017 - 06:45

For interest

https://racecarsdire...--rennmax-bn1-2

#130 SJ Lambert

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Posted 26 April 2017 - 00:02

SJL8194_1.jpg



#131 SJ Lambert

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Posted 26 April 2017 - 00:03

SJL8199_1.jpg



#132 SJ Lambert

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Posted 26 April 2017 - 00:06

SJL7903_1.jpg



#133 Ray Bell

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Posted 30 April 2017 - 11:06

Sweet lines on that BN1...

Here's a photo of Clive Millis in the original BN2, it's in practice for the '69 Tasman Cup event at Warwick Farm...

0417fr_MBrsimmoclivemillistailsleo_WF.jp

That was definitely 'wings day' and Leo Geoghegan has his biggest wing on board, but Clive has none. Photo thanks to Richard Simpson.

Edited by Ray Bell, 27 April 2018 - 03:10.


#134 Ray Bell

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Posted 26 May 2017 - 12:03

A very nice photo has turned up on the Roaring Season forum...

0517fr_KHRSKen_Goodwin_BN3.jpg

Posted by Ken Hyndman, it carried a description carried over from Allen Brown's site. The car is the BN3 of (obviously) Ken Goodwin and was taken at Oran Park in June, 1970 with Ken working on his (as always) immaculate car.

Though Allen Brown lists the car as possibly having an FVA, it never did have. Ken built up his own twin-cam Lotus engine for the car after starting out with a 997cc downdraught screamer.

A very nice car, I'm sure all will agree. And it was Ken's second Rennmax, he having been a Vee racer with a great record in the car he sold to Bernie Haehnle.

Edited by Ray Bell, 27 April 2018 - 03:11.


#135 SJ Lambert

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Posted 21 July 2017 - 09:11

image.jpg

#136 SJ Lambert

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Posted 21 July 2017 - 09:17

image.jpg

#137 Ray Bell

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Posted 21 July 2017 - 11:03

Thank you James...

Welcome additions to this thread.

Bob is now progressively getting closer to finishing his Corolla-powered car. And he's already making parts and doing drawings for his next car, an open-wheeler this time.

#138 Ray Bell

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Posted 25 July 2017 - 13:19

Latest report from Bob:

The Corolla-powered car is awaiting electrical assistance, someone is coming to set things up so it can be fired up and driven.

Meanwhile, the front-engined open-wheeler is starting to take shape, or at least the frame is. For Bob this is a body exercise mainly, trying to capture the shape of the Vanwalls in a slightly scaled down size.

Power is to come from a 2-litre BMW, as will the transmission components.

#139 Ray Bell

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Posted 29 July 2017 - 22:35

I'm waiting for Kerry to send me photos of Bob's latest progress...

When I phoned a couple of days ago the open-wheeler build was well in progress, though Bob is a bit concerned at the difficulty of getting decent nickel-bronze rods.

It seems the stuff from Taiwan isn't as good as it could be and he needs to find a source for the good stuff.

Anyone have any ideas?

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#140 SJ Lambert

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Posted 30 July 2017 - 06:36

Blackwoods??

I got some magnesium rods in Melbourne recently

#141 Fred.R

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Posted 30 July 2017 - 08:35

I'm waiting for Kerry to send me photos of Bob's latest progress...

When I phoned a couple of days ago the open-wheeler build was well in progress, though Bob is a bit concerned at the difficulty of getting decent nickel-bronze rods.

It seems the stuff from Taiwan isn't as good as it could be and he needs to find a source for the good stuff.

Anyone have any ideas?

Hi Ray whats he finding its short comings ?

 

there is this from Gas flux in the  the US

 

http://catalog.gasfl...-2016-11-07.pdf

 

and from SIF in the  the UK

 

http://www.weldabili...fo/RO101501.pdf

 

I assume he is using a Gas fluxer

 

i have not used any of the above only from local welding supply, not BOC, the issue i had was getting rods in the thinner sizes (1.6 mm) BOC at the time only had 2.4mm

 

let us know how he goes



#142 Ray Bell

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Posted 30 July 2017 - 10:59

Bob wants 1.6mm or 2mm, but he doesn't use gas flux...

He tells me that the Taiwanese stuff won't produce a nice neat fillet, it tends to bubble up.

#143 Lee Nicolle

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Posted 31 July 2017 - 03:25

Bob wants 1.6mm or 2mm, but he doesn't use gas flux...

He tells me that the Taiwanese stuff won't produce a nice neat fillet, it tends to bubble up.

From what I believe the gas flux is no better than flux coated, just a good deal cheaper in the long run.

I have used BOC flux coated ok, though I doubt my skills are on par with Bobs!



#144 DanTra2858

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Posted 31 July 2017 - 05:40

I am sure he has had more experiance in welding than you Lee.

#145 Lee Nicolle

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Posted 31 July 2017 - 22:37

I have watched Bob Strawbridge building Southern Cross Off Road frames using nickel bronze. He built a lot of cars using that method though now mig welds them as it is stronger and causes less cracking. And is a bit quicker too.

Actually I have been surprised by the number of people using Tig to do this work as it is not as strong as mig. But is prettier!



#146 GMACKIE

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Posted 31 July 2017 - 22:55

Lee, please explain why you consider TIG "not as strong as" MIG...I am keen to know the answer.



#147 Dale Harvey

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Posted 01 August 2017 - 22:44

Lee, please explain why you consider TIG "not as strong as" MIG...I am keen to know the answer.

Me too!

Dale.



#148 Lee Nicolle

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Posted 02 August 2017 - 01:00

LOOK at the weld, a tiny little 'pretty' weld with less penetration than the bulkier uglier Mig fill. Tig has its place but not on main structural items. 

I have seen several instances where TIG welded  structural components have broken. Rollcages in fairly gentle rollovers, brackets welded on diiff housings, brackets welded on chassis

TIG is great on thin metals, eg body panels,  as it gives far less distortion than any other form of welding and far less filler material to try and tidy up after. But when talking heavier material where far more strength is required MIG is both stronger and quicker. And not near as pretty! And gives far less distortion than stick.

And as most know MIG will fill small gaps as well. And fairly big ones as well.

Many experts will say there is nothing like stick and with the modern inverter machines I would tend to agree. BUT the heat distortion then is a major consideration. Though a chap I know has built steel fuel tanks with a stick welder. He will not have MIG.

For very thin material [and rusty] oxy acetylene is still the best. MIG likes clean material as does TIG as well.

I have two structural steel places near me and there is not a MIG or TIG in site, and neither is MIG or TIG gas bottles. 

 And yes while I am far from an expert welder I have built several car trailers, structural components on race cars as well as doing exhausts and welding patches on rusty cars only one of my welds have ever broken. That with oxy MIG and stick.

For the work I do and my skills MIG is the best. Though I find it very hard to actually see now!



#149 TerryS

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Posted 02 August 2017 - 10:50

In trying to get this thread back on topic, here for interest are two press clippings with photos of early Rennmax cars:

http://trove.nla.gov...its=exactPhrase|||anyWords|||notWords|||requestHandler|||dateFrom|||dateTo|||sortby

http://trove.nla.gov...its=exactPhrase|||anyWords|||notWords|||requestHandler|||dateFrom|||dateTo|||sortby

#150 DanTra2858

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Posted 02 August 2017 - 23:30

The second cutting is full of nestalgia, well done.