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From Wikipedia, the free encyclopedia

BRM P48/57
BRM 57
BRM P57.jpg
CategoryFormula One
ConstructorBritish Racing Motors
Designer(s)Tony Rudd
PredecessorP48
SuccessorP61/P261
Technical specifications
Chassisspaceframe
Suspension (front)1961: double wishbones, coil springs over dampers, anti-roll bar.
1962: IFS Double wishbone, outboard spring/damper.
Suspension (rear)1961: double wishbones, coil springs over dampers, anti-roll bar.
1962: IRS with double wishbones, coil springs over dampers, anti-roll bar.
Engine1961: Coventry Climax FPF 1496cc S4 naturally aspirated Mid-engined, longitudinally mounted.
1962: BRM P56 1498cc V8 naturally aspirated Mid-engined, longitudinally mounted.
Transmission1961: 5-speed manual ZF differential.
1962: Colotti, later BRM 6 speed Colotti, 5 speed BRM manual ZF differential
TyresDunlop
Competition history
Notable entrantsOwen Racing Organization
Notable driversUnited Kingdom Graham Hill
United Kingdom Tony Brooks
United States Richie Ginther
Debut1961 Monaco Grand Prix
RacesWinsPolesF.Laps
40633
Constructors' Championships1
Drivers' Championships1

The BRM P57, (originally referred in 1961 as the BRM P48/57 and in 1962 as the BRM P578), was a Formula One racing car built to race in Formula One from 1962 to 1965.

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Transcription

Hello and welcome to F1 Livery Histories the channel will we take a look back at the different paint jobs, racing trims and sponsor decals adopted by respective Formula One teams throughout the eras. Today we'll be taking a look back at a team which was established with the intention of restoring Grand Prix racing prestige to Great Britain, wrestling supremacy over the sport from the continental European superpowers. An industry backed paint which proudly represented its home nation during the earliest World Championship seasons. British Racing Motors. Founded in 1945 by racing entrepreneur Raymond Mays and chief engineer Peter Berthen, operating out of Bourne, Lincolnshire, BRM produced their very first Grand Prix racing engine in 1947, the 1.5 litre supercharged V16. The engine was built in conjunction with a vast number of British engineering and automotive companies including, British Steel, Standard Motors and Rolls-Royce. Over the course of time British Racing Motors would enlist the support of over 300 British companies, as the team worked towards entering the Formula One World Championship. The team's supporters included the Owen engineering firm which manufactured the team's first Formula One chassis, the Type 15, which was dressed in none other than British green, and featured a design derived from pre-war Formula One cars, such as the Mercedes-Benz W165 and Auto Union Type D. BRM would also receive the support of donations made to he team by the British public. The P15 was a powerful, yet unreliable, car which failed to deliver on the team's lofty aims. The team encountered an inauspicious debut at the 1950 International Trophy, held at Silverstone, as their car failed to even make it off the grid, doing little to please the patriotic crowd in attendance. Despite its shortcomings, the P15 secured the team its first Grand Prix win at the 1950 Goodwood Trophy, with Reg Parnell behind the wheel, and was entered into the World Championship for the first time in 1951 debuting its British Grand Prix. However, any further World Championship appearances for the Type 15 were lost, as the FIA decided to run the world championship in accordance with Formula Two regulations during 1952 and 1953. During this time Raymond Mays sold control to the team to Sir Alfred Owen, of the Owen engineering firm. The team returned to the World Championship in 1954 operating under the auspices of the Owen Racing Organization, which had secured a contract to race with Maserati 250F chassis throughout the 1954 and 1955 seasons. From 1956 until 1960 the team competed with the P25, now outfitted with a 2.5 litre flat-4 engine. The car once again adopted the national racing colour of Great Britain, and secured the team its first Championship victory when Jo Bonnier prevailed at the 1959 Dutch Grand Prix. In 1960 the team produced the P48, BRM's first rear-engined car, which also employed the innovative use of a singular brake disc mounted at the rear of the car. 1961 oversaw the team debuting the P57 chassis, which was at first outfitted with Coventry-Climax engines, as the team put work into developing the V8 engine. The following season would see Graham Hill collect his first Drivers' crown, piloting the BRM-powered P57 to four wins throughout season. Hill, and his teammate Richie Ginther, would also secure the World Constructors' title for BRM in season 1962. 1963 saw the team competing for the first time with an orange band around the cars nose; the company colour of the Owen engineering firm, as the team fielded both the P57 and P61 chassis. In 1964 the team produced the P261, which in the hands of Graham Hill and Jackie Stewart, collected six wins between 1964 and 1966. BRM also experimented with four-wheel drive technology, building the P67 chassis. However, the car went unraced. In 1966 the team first entered the P83, powered by the radical and complex BRM H16 engine. In 1967 the team introduced the P115 chassis, followed by the V12 powered, P126, P133 and P138 chassis, which were all first seen during season 1968. Midway through the 1969 season the team introduced the P139, the final car produced in association with longtime BRM designer, Tony Rudd. 1969 also would also prove to be the final season wherein BRM would race with their recognized green and orange combination, as the following year BRM broke away from their national racing colours amidst the onset of commercial sponsorship. So begins our retrospective on the sponsorship liveries adopted by the prestigious BRM racing team. Introduced for the 1970 season, the P153, designed by Tony Southgate, was the first BRM Grand Prix car to race painted in the colours of their team sponsor; the white, black, brown and gold of Yardley cosmetics. Yardley's colours came together in a 'Y' formation, both on the front and sides of the car's monocoque, making for a rather modern visual identity for the team, as Formula One was dramatically changing in appearance in a multitude of ways. The P152 ran with Shell fuels and Dunlop rubber, however, the team would switch to Firestone tyres for 1971, with the introduction of the P160, as Yardley once again returned to sponsor the team for one final season. Sadly, 1971 would also see Jo Siffert perishing in a crash behind the wheel of a BRM at a Non-championship round. held at Brands Hatch. Following 1971, BRM's sponsorship was set to change, paving the way for the introduction of one of Formula One's most closely associated tobacco sponsors. The 1972 season oversaw BRM competing officially as Marlboro BRM, and with this newly instigated deal came the appearance of the very first Marlboro team livery in Formula One. The BRMs of 1972 came painted in Marlboro's patented colours of red and white and adopted Marlboro's now famous chevron motif. Marlboro itself was recognized with the same bold black font synonymous with their cigarette brand. Jean-Pierre Beltoise secured the team its final Grand Prix victory at the 1972 Monaco Grand Prix, piloting the P160B. 1972 was also the season team switched to the BP fuels, and competed with four different cars throughout the season. Heading into 1973 the team raced with the P163 and signed aboard STP as a technical partner. Following the 1973 season, Philip Morris Tobacco would move on from BRM, continuing to sponsor other teams in Formula One with its Marlboro brand. In the absence of Marlboro, BRM returned in 1974 once again sporting British racing green BRM had also signed on the new title sponsor in oil and lubricants company, Motul, which saw the French brand appearing and bodywork of the P160E, as well as the newly produced P201. The cars' livery also featured a metallic silver engine case which displayed the team's emblem. However, 1974 would prove to be the final season of the Owen organisation's involvement in Formula One, as Alfred Owen directoed control of the team onto Louis Stanley. Henceforth the team would operate as Stanley-BRM. The Louis Stanley entered BRMs continued the team's tradition of proudly embracing their British identity at Grand Pix level. This fact was most evident with the team's 1975 livery, which incorporated the colours of the British flag into its design. Stanley-BRM branding was also seen prominently on the car's wings and engine case. However, the team's capacity to compete with the top of the field had evaporated by this point, as BRM competed as a single car entrant for season 1975, and in 1976 would compete at the season opener in Brazil only. In 1977 the team switched to a light blue and white liver, and would secure a deal with Rotary Watches, which saw gold racing lines appearing alongside the Swiss watchmakers' branding. 1977 would be the season the team produced its final Grand Prix chassis, the P207, which was outfitted the BRM's trademark V12 engine. As it transpired, the name British Racing Motors would disappear from Formula One following 1977, as Louis Stanley folded the team. And so Formula One said goodbye to one of its major teams that competed during the halcyon years of the World Championship, which has etched out a legacy with in the annals of Grand Prix history.

Contents

Development

1961

Like the other British teams, BRM was caught off-guard by new regulations for the 1961 Formula 1 season that limited engines to 1.5 litres. They had a new 1.5 liter V8 engine on the drawing board, but it was not likely to be ready until late in the season. (In the event, it did not race until the next year). The Coventry Climax 4-cylinder unit used by Cooper and Team Lotus was chosen as a stopgap solution. It was installed in the first BRM spaceframe chassis, based on the 1960 BRM P48 Mark II designed by Tony Rudd. The P48 Mark II had abandoned the single rear disc brake introduced by the P25 in favor of a more conventional 2 disc layout at the rear.

At 450 kg, the new BRM P57 was heavier than its British rivals, and the Climax engine was no match for the V6 in the Ferrari 156. The later V8-powered version of the P57 was originally designated the P578, but both types have since been commonly referred to as the P57.

1962

The P578's design can be traced back to the Climax-powered P57 (also called P48/P57) that was raced in 1961. The car's tubular spaceframe and suspension remained unchanged. The underpowered Coventry Climax engine was replaced with BRM's own V8, producing 190 horsepower. Also new for BRM was a Lucas fuel injection system. Although it produced about the same power as the Climax, BRM's unit could run up to 11,000 rpm, some 3,500 rpm faster. Mounted to the back of the engine was Colotti's new 6 speed gearbox. However, reliability problems forced BRM to revert to their own, older specification, 5 speed unit. The original eight exhausts were mounted vertically, but they were prone to working loose and were replaced by a more conventional horizontal layout.

Racing history

With Joakim Bonnier and Dan Gurney leaving to drive for the new Porsche team, BRM ran only two cars, for Graham Hill and Tony Brooks. The cars proved able to last for the Grand Prix distance, but they were not competitive. Points were not gained until the fourth race of the season, the French Grand Prix at Reims. Brooks scored a remarkable third and Hill a fifth in the final round, the United States Grand Prix at Watkins Glen, but this result was helped by Ferrari's withdrawal after the death of Wolfgang von Trips. BRM finished with only 7 points, good for fifth and last of the regular runners in the constructor's championship.

Graham Hill was retained for the following seasons, but Tony Brooks, although only 29 (three years younger than Hill) retired from Formula One, disillusioned with the 1.5 litre cars and with a new motor dealership to run. His replacement was Richie Ginther, a 30 year old American coming off a promising year with Ferrari. The season began with Hill taking a well-deserved first victory at the 1962 Dutch Grand Prix. The championship proved to be a season-long battle between Hill and Jim Clark, driving the revolutionary monocoque Lotus 25. Clark's Lotus was the faster, but Hill's BRM was the more reliable. Clark took 6 poles and 3 victories, but only finished in the points 4 times. Hill's BRM remarkably finished every race and won 3 of the last 4 races of the season in Germany, Italy, and South Africa on the way to his first championship. Ginther's year proved disappointing, taking just two podiums and retiring 4 times. Despite Ginther's underwhelming season, BRM outscored Lotus to take their only constructor's title.
A new model was not prepared in time for the 1963 season. To keep the P57 competitive, a 6 speed gearbox was mounted to the engine, which also featured a new injection system. The first race of 1963, the Monaco Grand Prix, looked to be a repeat of the previous year. Clark led from pole before the fragile Lotus broke, handing Hill the first of his five Monaco Grand Prix victories. However, problems with the new gearbox forced Hill to retire from the next two Grands Prix while Clark achieved 4 consecutive wins. Clark won 3 of the last 5 races and stormed to the championship. Hill took another victory in the United States, but it was little consolation. In Germany and Italy, Hill drove BRM's new monocoque P61, but its problems forced BRM to revert to the P57. Hill and Ginther scored a combined 10 podiums, and were 2nd and 3rd in the driver's championship. BRM's 29 points placed them behind only Lotus.
The P261 superseded the P57 in 1964, but privateers such as Scuderia Centro Sud ran P57s until the end of 1965.

Complete Formula One World Championship results

Year Entrant Chassis Engine Tyres Drivers 1 2 3 4 5 6 7 8 9 10 Points WCC
1961 Owen Racing Organisation P48/57 Climax FPF 1.5 L4 D MON NED BEL FRA GBR GER ITA USA 7 5th
Graham Hill Ret 8 Ret 6 Ret Ret Ret 5
Tony Brooks 13 9 13 Ret 9 NC 5 3
1962 Owen Racing Organisation P57 BRM P56 2.1 V8 D NED MON BEL FRA GBR GER ITA USA RSA 42 1st
Graham Hill 1 6 2 9 4 1 1 2 1
Richie Ginther Ret 3 13 8 2 Ret 7
P48/57 Ret Ret
Tony Marsh DNA DNA DNA
Gerry Ashmore DNA
Bruce Johnstone Bruce Johnstone 9
1963 Owen Racing Organisation P57 BRM P56 2.1 V8 D MON BEL NED FRA GBR GER ITA USA MEX RSA 361 2nd1
Graham Hill 1 Ret Ret 3 Ret 1 4 3
Richie Ginther 2 4 5 Ret 4 3 2 2 3 Ret
Scuderia Centro Sud Maurice Trintignant 9
Lorenzo Bandini 10 5 Ret
Moisés Solana 11
1964 Maurice Trintignant P57 BRM P56 2.1 V8 D MON NED BEL FRA GBR GER AUT ITA USA MEX 422 2nd2
Maurice Trintignant Ret 11 DNQ 5 Ret
Scuderia Centro Sud Giancarlo Baghetti 10 8 12 Ret 7 8
Tony Maggs DNS DNS Ret 6 4
1965 Scuderia Centro Sud P57 BRM P56 2.1 V8 D RSA MON BEL FRA GBR NED GER ITA USA MEX 452 2nd2
Lucien Bianchi 12
Willy Mairesse DNS
Masten Gregory Ret 12 8 Ret
Roberto Bussinello DNQ 13
Giorgio Bassi Ret

^1 This total includes points scored by the BRM P61
^2 This total includes points scored by the BRM P261

References

  • Ménard, Pierre (2000). The Great Encyclopedia of Formula One. London, England: Constable & Robinson Ltd. p. 432. ISBN 1-84119-259-7.
  • Codling, Stuart (2010). The Art of the Formula 1 Race Car. Minneapolis, MN USA: MBI Publishing Company. p. 432. ISBN 978-0-7603-37318.
  • Nye, Doug (2003). BRM: The Saga of British Racing Motors: Rear-Engined Cars, 1960-79. Vol 2. Motor Racing Publications. ISBN 1-899870-00-8.
This page was last edited on 29 May 2019, at 19:55
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