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Bruce McLaren’s Cooper-Oldsmobile


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#1 dc-65x

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Posted 18 April 2011 - 09:23 PM

Rodney and I are conducting a challenge of sorts. We want to see how fast we can get the old Pittman 703 through 706 series motors to go. The rules are simple, no neo magnets, no rewound or non-Pittman armatures.

We’re just doing this for fun of course. Both of us have had REALLY bad luck getting these things to perform so we’re pulling out all the stops in this challenge.

But first I need a body to build the car around. I looked through what I had and found a Lancer Cooper Olds... what’s that? I Googled Cooper Olds and...

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HOLY SMOKES! Look at them pipes!!!! What is this thing? Whatever it was I had to build it. Here are some more picture of it:

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... and a later "pipe-less" version:

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Turns out this is the old Penske Zerex Special that Bruce McLaren extensively modified:

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Here's what his website had to say about the car:

This was Bruce's first race car for the American series. The chassis was rebuilt in the UK and was based on rebuilding from just behind the front suspension to just ahead of the rear suspension with a new McLaren-designed tube frame that was welded in. This chassis was far stiffer that the willowy Zerex original and it had the sophistication of having the water and oil flowing through the chassis tubes. There was no time to fabricate the new exhaust system and the car was flown to Mosport with eight stub exhausts poking up through the tail. First time out it won at Mosport that year and at Brands hatch at the end of August 1963.

The car had three names, one "The Jolly Green Giant" (because due to a lack of time to finish the car, a handyman's store was visited and a can of garden gate green was obtained), the second name was the "Zerex Special" (re-framed and re-engineered, which the car was more commonly known as) and for various reasons Bruce decreed that the car should be known as the "Cooper Oldsmobile". Officially the car was a Cooper Oldsmobile when Bruce won with it at Mosport in June, 1964. The car won another race in the Guards Trophy at Brands Hatch at the end of August that year

"The Jolly Green Giant", eh? I guess that explains these pictures of scale models finished in green:

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I rather favor the darker version:

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Anywho, time to build a "race motor" from one of these old turds :) :

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Which one shall it be... or will it be a little bit of both? ;)

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#2 JohnnySlotcar

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Posted 18 April 2011 - 09:54 PM

706 fer sure! Re-gear it so it winds out real fast.

John
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#3 MG Brown

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Posted 18 April 2011 - 10:01 PM

Is there a Porsche-Cooper body available in 1/24? It might be more suitable for your project....

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#4 Hworth08

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Posted 18 April 2011 - 11:21 PM

The race cars are faster now, safer, and better engineered. But the cars haven't improved near as much as the TRAILERS!! :)

The 706, such a well-built motor for it's time!
Don Hollingsworth

#5 dc-65x

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Posted 18 April 2011 - 11:22 PM

Hey John,

A 706 will be "part" of the build for sure ;) .

I'll let some other "Bloger" go with the Porsche-Cooper. The Cooper Olds has me hooked with "them pipes". :D

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#6 Hworth08

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Posted 19 April 2011 - 12:03 AM

Don't those motor mount the same way? Two holes in the bottom and the one long screw in the front??
Don Hollingsworth

#7 don.siegel

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Posted 19 April 2011 - 03:50 AM

Yep, or usually just the two screws on a bottom plate... the long screw was sometimes used in the Kemtron type chassis.

A 706 is already going to be kind of a tight fit in the Cooper Olds, but would be well nigh impossible in the "Pooper"! That's a great car, though, and would love to see a model of it, but it was tiny! A friend sent me two books on sports car racing in the Pacific Northwest, where Pete Lovely drove the Pooper, and it was quite a car - very effective too!

Rick, what are you going to be able to do without rewinding or changing the magnet? Braverman had an article or two on these types of motors (probably the 705), but it was his usual: add ball bearings and drill some lightening holes! I picked up an old one with ball bearings installed at the time, and it's got a little more kick than usual, don't know if the builder did anything else to it; it doesn't look rewound. Remember that these need a long run-in, too: at least a good hour, more like two to get the brushes really seated.

I'll be looking forward to this one!

Don

#8 dc-65x

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Posted 19 April 2011 - 09:41 AM

Hey Don H, the motors are meant to be mounted with 2 screws on the bottom…….or top depending on your point of view :blink: . That’s too easy so, “We don’t need no stinking screws” :laugh2: .

Don S, the Cooper Olds body is a tight squeeze around the mighty Pittman but it fits. That’s why I choose a body first. But now to the motor.

I looked into the latest, greatest of the 700 series first…the 706. What caught my eye were the pole pieces. They are massive and fit tightly around the armature for a tight and precise air gap:

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That might make them a real torque monster. But the last time I ran one it was a real dog. It was new out of the package and not broken in so maybe it would have perked up with some running. The earlier 703-4-5 motors use Pittman’s time honored pole pieces of a heavy sheet metal stamped to form a looser and less controlled air gap. Maybe less torque and more RPM than a 706?

One thing for sure, those big thick pole pieces on the 706 make that motor HEAVY at a full 3 ounces (85 grams):

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The 705 weighs in a 2.55 ounces (72 grams):

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The magnets seemed the same between the 704-5 and the 706. Both had about the same gauss reading after 40+ years:

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A big difference is in the armature windings. Both arms appear the same down to the comm timing except for the color of the windings. The 704-5 wire is brown and I get an OHM reading of about 2.3. The 706 windings are red and the OHM reading is 1.3. So the 706 should be a hotter (faster) arm.

Another difference is the 704-5’s are held together by crimping the pole pieces to the brass end plates. Any alignment was probably done in a jig at the factory when they crimped the motor together during assembly. The 706 on the other hand is made up of precision pieces that self align and it’s held together with machine screws.

So, what to do…..

705: Lighter, potentially higher revving air gap, slower armature but it really looks COOL!

706: Heavier, tight and precise air gap and alignment potential, hotter armature but it’s UGLY!

The motor I chose was…………………BOTH! :)

I’m building the cool looking, light weight, hopefully high revving 705 motor with a hot 706 armature. Here’s the old stock toad in all its glory before the build started:

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Time to start hacking it up!

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#9 don.siegel

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Posted 19 April 2011 - 10:04 AM

Sounds pretty wishy-washy to me Rick - want to get the best of both worlds, eh? Not very Kosher is all I can say!

More seriously, should be an interesting experiment. Like I said above, these motors really do need a very long run-in time - I remember first putting them on the track and going "Is that all there is, my friends? Keep right on dancing..." No, what I said was unprintable, but after quite a bit of track time, they become ... decent! The Ram XL-500 may be the fastest of these, since it has a 3-pole arm and much heavier windings - but again, pretty heavy (I'll weigh one to find out) and the magnet is limited. It was close to an average 36D, or the K&B Hellcat...

Don

#10 Prof. Fate

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Posted 19 April 2011 - 10:40 AM

Hi

Don't forget the copies Strombecker did!

Anyway, as a side story, the Cooper's motor was originally the same 2.7 climax as the Indy Cooper. The motor was acquired from that car and used by Penske and finally blew up in '64 at Continental Divide in Colorado. Philippe decades later found the motor and had Quinn Epperly rebuild it so that it could go back to its original home. You can see it in the other thread P did about his trip to england.

From the era of the 704/6, I have a survivor in a Maserati 300s and several others. Periodically, WE have a simple race for the cars at one of the local tracks. These motors usually only do about 18 to 20K. Back in '63, a lot of clubs used these motors for home tracks with short straights. The big commercial tracks didn't work.

Ecurie Martini/Alan Schwartz also on this board also has several survivors in 1/24 with these motors.

Fate
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#11 don.siegel

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Posted 19 April 2011 - 10:48 AM

For what it's worth, one of most enjoyable races we held was a "Pittman Challenge", after I found a lot of old DC706 motors and matching Rannalli chassis. I put together 5 different cars with period vac-form bodies, and everybody got to run a qualifying time and then we had a final. They were all well matched and very enjoyable to drive on the American Black. You just have to get used to the idea that you're going to "drive" them, and not "punch" them between the corners... Not to mention that with all that weight in the back they really like to hang out their tails on the turns!

When the guys in NorCal were organizing some vintage races, I seem to remember that the DC65 was the hottest Pittman motor to have on a Blue King type track - clearly faster than these or the other types. On a short track, they don't seem to be much of an advantage, and the brakes aren't as good. (again, this is all anecdotal evidence, without a lot of development work).

Don

#12 boxerdog

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Posted 19 April 2011 - 01:50 PM

I know out of the several I built, the Ram "clone" of the 705 was faster than the rest, and the 196-style motors also performed well. Pittman did make a few lots of "6-volt" 705s for Norcal tracks in the 60's that were fast, too. I think Rick has a good plan, although maybe machining the 706 pole pieces might be an option.
David Cummerow

#13 Larry LS

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Posted 19 April 2011 - 01:52 PM

Get a Pittman DC-70 6 volt arm for your 706 or whatever. They can be a big booster for the car.
I rewound 3 of mine to what I called a 4 volt version for a 52 hour enduro we had near here in Lompoc. CA..

I had three of them that could be swapped in and out in less than a minute. We could then
change motors, tires and check the brush wear every couple of hours by removing just two screws.
I still have one of those motors left that still runs fine with the original brushes still in it.

The mags can be re-zapped easy with my old Simco zapper. Which I still have
This was all done back in Dec.1965. We ran 16,759 laps in 52 hours.
We finished 2nd by 189 laps to a similar setup team but they ran DC65 motors that had been rewound also,
they were a bit faster per lap being lighter over all.

A long tiring race but fun overall. There were four team members for each team that ran and there were 6 teams.
I had three high school teenagers that ran with me. One of us ran an hour, one marshalled an hour and one took care
of the car and one slept for an hour in my VW van.
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#14 dc-65x

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Posted 19 April 2011 - 04:06 PM

Thanks for everyone’s comments and memories, fun stuff!

I looked into the DC70-6V armature but the new ones I have all have shafts that are too short. I thought about Ram and Strombecker armatures too but they are out for this project as this is a Pittman only challenge.

So, here’s the rusty old dog all torn down to its pieces-parts:

Posted Image

Next I decided to “add lightness” to the motor….didn’t Colin Chapman say that? Anywho, I drilled 7/32” holes through both pole pieces. This also eliminated the tapped motor mounting holes (there’s no going back now!). I micro-bead blasted them to get rid of every trace of rust:

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They looked pretty nice but not being able to leave well enough alone…..I polished the pee out of them:

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Add more lightness, I need to drill more holes…….

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#15 dc-65x

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Posted 19 April 2011 - 05:18 PM

More holes.........must drill more holes.....

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More lightness added:

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Now to replace that heavy brass spur gear....

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#16 TSR

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Posted 19 April 2011 - 06:41 PM

Rick,
When you are finished, I will show you a picture of what is left of the real car, as its sits in a field in South America... :D

#17 Neckcheese

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Posted 19 April 2011 - 06:50 PM

Rick,
When you are finished, I will show you a picture of what is left of the real car, as its sits in a field in South America... :D


Please don't - there are enough depressed people around :blush:

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#18 dc-65x

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Posted 19 April 2011 - 06:55 PM

I'm sure it won't be good. That's a shame.

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#19 Hworth08

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Posted 19 April 2011 - 07:15 PM

Rumor is that Philippe is about to the car and thinks it can be completely restored for under three grand.

Or maybe that's what the wheels would cost! I can't remember my self-made rumor. :)
Don Hollingsworth

#20 Prof. Fate

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Posted 20 April 2011 - 12:57 PM

Hi

Remember, P, I was hunting for the car 20 odd years ago when you were hunting for the Cooper/indy! Sad, sitting in a field hosting mice and weeds.

Do you have the photos now?

Fate
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#21 TSR

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Posted 20 April 2011 - 01:17 PM

The remains of the car are in Venezuela and very unlikely to be saved by anyone... at any price.
If Roger Penske or the McLaren people could have got to it, trust me they would have, even if the cost would have been over a million bucks for a few rusted tubes.
In fact, some of the tubing discarded by Bruce McLaren when he rebuilt and widened the car in 1964 did survive, but that does not make a car...
There are three different body configurations, all three were made as clear-plastic vacuum formed bodies in the 1/24 scale, in 1962 through 1964.

#22 mdiv

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Posted 20 April 2011 - 05:31 PM

Rick,

Where's the body? :)

Mikey

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#23 dc-65x

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Posted 20 April 2011 - 06:19 PM

Here it is Mikey. Look how wacky the wheel wells were cut out at the factory. There is a good 1/8" difference side to side:

Posted Image

I'll use my Rick's Jig to get things squared up:

Posted Image

I also epoxied and balanced the 706 armature (705 in the background):

Posted Image

I checked the shaft straightness in my lathe and it was excellent. When I put the arm into the Team Pittman balancer 2 poles swung down so fast I couldn't believe it. It took 3 deep holes drilled into each pole to get it balanced.

Drilling holes.........need to drill more holes......where's that spur gear :laugh2: .

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#24 mdiv

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Posted 21 April 2011 - 12:16 AM

Cool beans, Rick, what manufacturer for that body? It looks a lil crooked :unsure:

--Mikey

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#25 dc-65x

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Posted 21 April 2011 - 11:49 AM



Mikey,

I think, but can’t prove, it’s a Lancer body. They listed a Cooper Olds in their body list.

It’s crooked because the wheel wells were cut out incorrectly by the factory. Fortunately, using my Rick’s jig, I could re-cut them for the larger scale tires I’m using and get the body to sit “Korrectly” :) .

I want to replace the heavy brass 48P spur gear with a lightweight Weldun aluminum 64P gear. I also want to change to a lower numerical ratio for more top speed. But where do you start with a fixed rear axle setup like the Pittman has :unsure: ?

I used the internet and Googled “gear formulae” and got the scoop. You can easily determine the center to center distance of a pinion and spur gear. The stock Pittman gears are a 9T and a 31T. You add the number of teeth on the pinion and spur together (9+31=40) Then you divide that by the gears pitch, which is 48, times two (48 X 2 = 96). So the magic center distance is 40 / 96 = .417”.

Applying the magic formula with 64P Weldun gears I came up with a 13T pinion and a 41T spur for a center to center distance of .422”. That seemed close enough to try and sure enough they mesh just fine in the Pittman setup. The ratio changed from the stock 3.44 : 1 to a taller 3.15 : 1 for, hopefully, more top speed.

But first I had to drill more holes! Add lightness!

Posted Image

Hey Duffy lookie! I remembered how to drill an 8-hole bolt circle without a rotary fixture using the good old 45º-45º-90º (Isosceles Right Triangle). With that done I’m sure I’ve lightened the gear by at least a billionth of a gram :laugh2: .

Here are all the parts modified along with full ball bearings and new brushes and springs…….

Posted Image

…….compared with the stock rusty motor parts:

Posted Image

Time to align, clamp and solder this motor together :shok: .


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#26 Prof. Fate

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Posted 21 April 2011 - 12:12 PM

Hi

Makes me smile!

But no teen in the day could have done that. Back then, we all had little charts on this motor for the gear option spacing. Lost is years ago, however. It was simple, my first 36d was faster stock, and ........

Fate
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#27 dc-65x

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Posted 21 April 2011 - 12:22 PM

But no teen in the day could have done that......


Hi Rocky,

As A teen I couldn't have either.

But there were lots of older guys building back in the 60's too. Bob Braverman was a machinist by trade and built tons of cars. So, in my personal reality for these builds I am not the 14 year old kid I was in 1964. I am a 60 year old machinist having fun with his 1950's Clausing 6" X 24" mill in his garage and a good old Ungar soldering iron :) .

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#28 TSR

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Posted 21 April 2011 - 12:45 PM

We have plenty of beautiful cars at the LASCM obviously built by very knowledgeable machinists in the 1960s to prove Rick's point... :)

Here are two of the three bodies of what started as a 1961 Cooper-Climax T53 F1 car, that became the "center-seat" 1962 Zerex-Cooper sports car, modified in 1963 with a widened cockpit ( the red Lancer body shown here, that really should be metallic blue and white, the John Mecom colors) to the widened Cooper-Oldsmobile painted in the ugliest shade of puke green by Bruce McLaren. The surviving remains of car are now painted in red. The aluminum body that had been modified by the person who had purchased the car from Bruce and raced it in the USA and South America has apparently not survived.

zerex_1.jpg

The missing body here is that of the original Zerex, I did not have one handy to take a picture.

The Zerex/Cooper/McLaren-Olds later days, rare pictures from 1966 before it disappeared. Note the modified nose:

zerex-1.jpg

zerex-4.jpg
Find the car in Chavezland, bring it back and make a couple of millions, easy money! :D

#29 dc-65x

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Posted 21 April 2011 - 01:57 PM

Hi Philippe,

Thanks for the great pictures. I'm still looking for the " two seater" version body. If LASCM has an extra clear one I'd love to trade for it...hint...hint :D .

Here's a picture of my "single seater":

Posted Image

I've never seen the #39 version. It's really cool, thanks again for the pictures :) .

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#30 Hworth08

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Posted 21 April 2011 - 02:30 PM

Is that a Corvette nose on #39? The crossed flags look Corvetteish.
Don Hollingsworth

#31 mdiv

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Posted 21 April 2011 - 03:36 PM

Corvetteish!!! Awesome adjective!

I'm working on a chaparral 1 that looks similar to the cooper olds. Not sure what to do with it at present, but it's in on the warming rack.

Mikey

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#32 TSR

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Posted 21 April 2011 - 04:03 PM

Rick,
Thanks, that's the one! :)

Is that a Corvette nose on #39? The crossed flags look Corvetteish.

Actually, more like Mako Shark-ish! :laugh2:
The car is the same as the "Jolly Green Giant" car shown by Rick in the first posting. The nose was reconfigured by the South American owner who acquired the glorious car from Bruce McLaren after he smashed the car against some hay bales in 1966. It is a new aluminum nose section that was welded on the old body. Note the preparation of the car at the time, it looks rather good. But the car is now a bunch of rusty bits, still worth literally $MILLIONS.

#33 Hworth08

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Posted 21 April 2011 - 07:44 PM

Corvetteish!!! Awesome adjective!

I'm working on a chaparral 1 that looks similar to the cooper olds. Not sure what to do with it at present, but it's in on the warming rack.

Mikey


I'm not sure Corvetteish is the correct spelling, it's not in Webster's dictionary. :)

Is there a source for the Chaparral I bodies?
Don Hollingsworth

#34 68Caddy

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Posted 21 April 2011 - 07:53 PM

You are doing it again Rick, killing me! :wub:


Nesta
- Gabriel
Nesta Szabo

In this bright future you can't forget your past.
BMW (Bob Marley and the Wailers)

United we stand and divided we fall, the Legends are complete.
I'm racing the best here at BP but Father time is much better then all of us united.
Not a snob in this hobby, after all it will be gone, if we keep on going like we do, and I have nothing to prove so I keep on posting because I have nothing to gain.
It's our duty to remember the past so we can have a future.

Pistol Pete you will always be in my memory.

#35 TSR

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Posted 21 April 2011 - 07:55 PM

Indeed, Scuderia Scale. They show up on ePay time to time.

This is the original painting hanging in my office of the second version of the Zerex Cooper after Roger Penske had sold it to John Mecom, but still raced it. With it he finished second to Dave MacDonald at the Times Grand Prix at Riverside in 1963, making the rare experimental Indy engine a twice winner and 2nd place finisher in the same race in 3 consecutive years, after having qualified for the Indy 500, run the race and finishing, winning the 1961 Times GP in a Cooper Monaco, plus a number of races won by Roger in the Zerex car. Quite an incredible series for a single prototype engine by the Coventry-Climax company... and the very same engine is still running today!
Hard to photograph with the glass over it, but you get the idea...

zerex_mecom 001.JPG

#36 Duffy

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Posted 21 April 2011 - 08:01 PM

Is there a source for the Chaparral I bodies?

Yah. Dilworth. And it's a Bee-YOOT.



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#37 Hworth08

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Posted 21 April 2011 - 08:12 PM

Thanks. Does Noose supply all of John's bodies?

Philippe, Is the original car just an Indy or Gran Prix car that is covered with a body? Those cars were SO small. And romantic!
Don Hollingsworth

#38 TSR

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Posted 21 April 2011 - 09:20 PM

Don, the story goes like this (it's epic!)

1/ 1961: the Coventry-Climax company, at the request of John Cooper, builds two special engines for competing in the Indianapolis 500. These two engines use the same basis as that of the then 2.5-liter F1 world-champion unit, but with a longer stroke and larger bore and chrome plated bores, bringing it to 2.8-liter displacement. One engine is used in a special Cooper chassis to qualify the car, the other for the race, while the qualifying engine is installed in a back-up car just in case. There will be no need. The special car goes well, at one time in 3rd position behind AJ Foyt, but due to poor stops and tire wear, finishes in 9th place after an extra stop.

2/ The back-up car with the "qualifying" engine is loaned to Hap Sharp (later of Chaparral fame) who promptly set a new lap record at Road America.

3/ In October, the two engines are sent to Riverside, are fitted to two Cooper Monaco sports cars and driven by Jack Brabham and Bruce McLaren, finish 1-2 in the Times Grand Prix.

4/ A week later at the Pacific Grand Prix, Roger Penske purchases the "qualifying" engine, then installs it in a F1 chassis purchased from Briggs Cunningham and crashed at the USGP by Walt Hansgen.

5/ Roger has a man make a wide body for the repaired F1 car, with a little side seat to qualify it as a 2-seater, and promptly uses the car to win the 1962 Times Grand Prix as well as a half-dozen other important races over the USA. Some are not too happy about this "unfair advantage".
This is indeed what it looked like, courtesy of Rick:

Posted Image

6/ Roger sells the car to John Mecom in Texas, paints it in blue and responds to the complaints by others by cutting the frame and fitting two real seats, silencing his critics. He also wins another few races and finishes in 2nd place at the 1963 Times Grand Prix.

7/ Comes 1964 and at Pensacola, Hap Sharp drives the car and misses a shift, making nice holes in the engine. The car is then sold without engine, but with a 3.5-liter Olds on a pallet to Bruce McLaren, who promptly installs... the other Climax Indy engine that was retained by Cooper. After a couple of races in the UK, he blows that engine rather comprehensively and rebuilds the car as the Cooper-Olds, painting it in that green color.

8/ The blown engine that Sharp had destroyed at Pensacola sits in one of John Mecom's warehouses for many years, until an auction where this and some Ford 427 side-oilers are sold.

9/ Through a concours of circumstances, Yours Truly purchases some of the remains of that engine in 1989 from a Texas broker, remains that are quickly identified as one of the two Indy engines. The missing block is also found still wearing its USAC tech-inspection stamps and also purchased in Colorado.

10/Through another concours of circumstances, the remains of the sole Cooper Indianapolis car are found in Tacoma, WA, and purchased by Yours Truly in mid 1990.

11/ After some really hard work, car and repaired engine are put back together and a 30-year celebration is set at the 1991 Monterey Historic Races where the car is awarded the top-notch award.

12/ 2011 is the 50-year anniversary of the car racing at Indy and we are taking it to Goodwood, England, to celebrate the event with people who truly care.

Full circle and lots of racing miles later... :)
So now I am after the Cooper-Olds but my hopes are very low at this time...
  • Jocke P likes this

#39 Duffy

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Posted 22 April 2011 - 05:02 AM

Thanks. Does Noose supply all of John's bodies?

I'm available too, but I don't have the Chappy I at present (can I interest you in a real nice Birdcage Maser, or a Lister Jag?)--Rick T and I have been keeping John busy with the vintage, "Lost Cause" stuff, and Noose deals more in the Retro. 'Least that was the loose arrangement. I'm getting ready to order a bunch more things, PM me if you need. Attaching a fairly-current list of John's stuff.

Duffy



Attached Files


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#40 Prof. Fate

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Posted 22 April 2011 - 12:22 PM

Hi

one part of the above story that may or may not be true is that when the cooper F1 chassis is acquired by Penske it is thoroughly bent. One story has it that they drew up straight jig lines on the floor for the chassis, cut out each bent tube and replaced it with straight!

Back in 89 and 90, I was chasing down this stuff out of curiosity, and Philippe heard about it which is how we met. He invited me down to the shop to drool over the Cooper/Indy parts, then restoration, then be at Monterrey for the car's introduction. Drink beer with Brabham!

As an aside, friends with Phil Hill, he thought it was hilarious to watch me try to SIT in the car. Philippe took a photo of that and my wife used it as a bookmark for the rest of her life. She was always amused my my love of these cars.

Again, generosity of Philippe and friendship, priceless.

Fate
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#41 Steve Deiters

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Posted 22 April 2011 - 01:02 PM

Zerex Special in VZ-4.21.11.jpg Zerex Special in VZ 2-4.21.11.jpg

Two photos I found on the net of the Zerex special racing in Venezeula.

#42 Mark H

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Posted 22 April 2011 - 06:31 PM

Posted Image
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#43 TSR

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Posted 22 April 2011 - 09:15 PM

A very famous car indeed...
Leo Barboza is the guy who bought the car from Bruce McLaren. Today it is one of the most sought-after "disappeared" cars on the planet...

#44 68Caddy

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Posted 22 April 2011 - 09:20 PM

Sorry but it sure was ugly, had to say it, got to be honest. ;)
Project is great but the car! I like the first version better the the Vette looking thingy. :blink:


Nesta
- Gabriel
Nesta Szabo

In this bright future you can't forget your past.
BMW (Bob Marley and the Wailers)

United we stand and divided we fall, the Legends are complete.
I'm racing the best here at BP but Father time is much better then all of us united.
Not a snob in this hobby, after all it will be gone, if we keep on going like we do, and I have nothing to prove so I keep on posting because I have nothing to gain.
It's our duty to remember the past so we can have a future.

Pistol Pete you will always be in my memory.

#45 Bill from NH

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Posted 22 April 2011 - 10:20 PM

With the pointed nose, it looks like a minature Chappy, especially when painted white. :)

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#46 Prof. Fate

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Posted 23 April 2011 - 12:59 PM

Hi

I suspect it means that there is something wrong with me! I spent a lot of time with P trying to hunt down the Zerex....and I have had several instances to be in Midland and NEVER even gone to look at a chappy!

P lectures me about why the 2 and 2 C are different, me not paying much atttention........and I once spent hours and hours to back convert the Charlie Fitzpatric's glas version of the FIA spec Cooper/olds to the earlier second place LA times grand prix version!

No accounting for taste!

Fate
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#47 TSR

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Posted 23 April 2011 - 03:11 PM

I like the first version better the the Vette looking thingy.

Corvettes do not look like that. The Larry Shinoda designed Mako Shark MKII from which this new aluminum nose was fashioned after, does.

Posted Image

Posted Image

#48 dc-65x

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Posted 23 April 2011 - 03:26 PM

The Pittman 705/6 motor is done, all lined up and soldered together:

Posted Image

I love that red anodized and drilled Weldun gear:

Posted Image

There is a short piece of pin tubing soldered at each joint. More on these later:

Posted Image

I reduced the weight from 2.55 oz to 2.35 oz or 5.5 grams (8%). That should increase my top speed by at least.000000001 miles per hour :laugh2: . It was fun to drill all those holes though ;) :

Posted Image

The magnet got a good zap with my "Big Dog" zapper......before:

Posted Image

.....and after zapping:

Posted Image

Onward....

Rick Thigpen
Check out Steve Okeefe's great web site at its new home here at Slotblog:
The Independent Scratchbuilder
There's much more to come...


#49 Mark H

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Posted 24 April 2011 - 02:43 AM

Sano
Mark Haas

#50 dc-65x

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Posted 24 April 2011 - 10:51 AM

Thanks Mark.

I went to setup the motor in my Rick's Jig and found a problem. The brush holder is holding the front of the motor a good 1/16" off the jig:

Posted Image

The bottom of that brush holder and insulator doesn't do anything.......

Posted Image

.........so I cut it off. Now the front of the motor sits nice and low:

Posted Image

To "add lightness" I decided to build the chassis out of .030" piano wire. I have very little experience building with such thin material. I followed a Mike Morrissey inspired design I've used before with brass pin tube:

Posted Image

The Rick's Jig once again come through with fixturing pin holes that lined up all the chassis rails, the body mounts and drop arm hinge:

Posted Image

OK. Hindsight is 20-20. Could there be a problem here :unsure: :blink: :laugh2:

Rick Thigpen
Check out Steve Okeefe's great web site at its new home here at Slotblog:
The Independent Scratchbuilder
There's much more to come...






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