{"id":495397,"date":"2016-04-01T02:17:51","date_gmt":"2016-04-01T09:17:51","guid":{"rendered":"https:\/\/sportscardigest.com\/\/?p=28192"},"modified":"2024-12-27T12:50:08","modified_gmt":"2024-12-27T12:50:08","slug":"stanleys-swan-song-1974-brm-p201","status":"publish","type":"post","link":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/","title":{"rendered":"1974 BRM\u2008P201 – Stanley\u2019s Swan Song"},"content":{"rendered":"

For the past 65 years, Formula One motor racing teams have relentlessly chased the dream of perfection that concludes with them winning a World Championship. In the early years of the modern Grand Prix series it was the Italian Alfa Romeo, Maserati and Ferrari teams\u2014with occasional intrusions by the German Mercedes team\u2014that took the top honors. Spawned and led by the enigmatic Enzo Ferrari, until his death in 1988, Scuderia Ferrari has stood the test of time competing in all World Championship seasons since 1950, the inaugural year. Over those years, the much-revered Italian team has seen the very highest of successes and the nadir of abject failure, but still it strives and is adored by the zealous tifosi. In Ferrari\u2019s instance, they haven\u2019t depended upon others to produce their racing cars. For better or worse, the racing cars they\u2019ve competed with have been manufactured and produced \u201cin house,\u201d winning their first World Championship Grand Prix at Silverstone, in 1951, when Froilan Gonzalez was first across the line. Since that day, Ferrari drivers have visited the top step of the F1 World Championship podium 224 times (as of the end of 2015 season).<\/p>\n

\"\"<\/a>
The BRM responds to a light touch and its handling provides positive control in all but the tightest corners.\u00a0Photo: Pete Austin<\/figcaption><\/figure>\n

Following the cessation of hostilities in WWII, Britain had a thirst to become a major player in the world of motor racing. This ambition was driven by Raymond Mays\u2014racing driver, entrepreneur and former co-founder of English Racing Automobiles (ERA). Success would reflect favorably on the British car and engineering industries and bring prosperity to a war-torn nation. Manufacturers associated in the production of automobiles were invited to contribute to this new co-operative project, in the case of British Racing Motors (BRM), by the supply of goods and\/or hard cash. Monies were put into a trust fund to finance the venture. Organized by a committee, progress and results were both slow and poor, so disillusioned support waned, leaving a shortfall of both components and finance. One of those supporters, Alfred Owen of the Rubery Owen Group of companies, eventually threw a lifeline to the ailing enterprise under the banner of a new company, the Owen Racing Organisation, which would become the financial kingpin of the BRM marque for most of its existence. The dreams and aspirations of the new team were analogous to those of Ferrari, in that ultimately they wanted to become sole manufacturers and producers of their own chassis, engine and gearbox. Alfred Owen\u2019s business plan to recover some of his group\u2019s investment, both cash and in kind, was for BRM eventually to sell complete cars and\/or parts. History shows\u2014for a variety of reasons\u2014success for BRM was sporadic and sadly, in the main, disappointment became their only friend. Today, nearly 40 years after the demise of the BRM team, the legacy and romance of their ambitions and achievements are still revered far and wide, and most especially in their green and pleasant English hometown of Bourne, in Lincolnshire.<\/p>\n

\"\"<\/a>
The overall design of the chassis was sophisticated for the period, but its fate was tied to an engine not allowed to be quite up to snuff.\u00a0Photo: Kary Jiggle<\/figcaption><\/figure>\n

Choices<\/b><\/p>\n

Aristotle said, \u201cExcellence is never an accident. It is always the result of high intention, sincere effort and intelligent execution; it represents the wise choice of many alternatives\u2014choice, not chance, determines your destiny.\u201d Looking at that quote, it could be said that BRM and those steering the team always had the very highest of intentions, those who worked for BRM put in a sincere effort, and yes, there was intelligent execution, but looking at BRM\u2019s history, some of the choices they made could be said to be questionable. For example, the poorly funded and overly complex of the initial V16 car, the involvement of Louis Stanley, Tony Rudd\u2019s obsession with the H16 engine that nearly bankrupted the team and the lack of engine development in the latter years are just a handful of wrong choices that certainly determined their destiny.<\/p>\n

Of course, there were better choices made that resulted in certain purple patches of team history, like the building and development of the P25. Stirling Moss considered it one of the best road holding racing cars of its era. Indeed, in the hands of Jo Bonnier, it gave the team their maiden World Championship Grand Prix victory at the 1959 Dutch GP at Zandvoort. However, it was the choice of bringing others in like Moulton, Issigonis and Chapman to reconfigure the rear suspension, Tony Rudd to make changes to the front suspension and their own Peter Berthon to make significant improvements to the engine that led to that victory. In the \u201cmake or break\u201d year of 1962, the Tony Rudd-designed P57 was a great car that handed Graham Hill the World Championship, with the team also winning the F1 Constructors World Championship. But, 1962 became the ultimate zenith of the team\u2019s existence. The appointment of Tony Southgate as chief designer was another inspired choice that resuscitated the ambitions of the team, as was team manager Tim Parnell\u2019s decision not to change Beltoise\u2019s tires in the 1972 Monaco GP, which led them to what would be the last victory ever for BRM.<\/p>\n

\"\"<\/a>
Behind a simple steering wheel, the tachometer indicates that the BRM\u2008V12 can be run up near 9,000\u201310,000 rpm.\u00a0Photo: Kary Jiggle<\/figcaption><\/figure>\n

Monaco 1972 and beyond<\/b><\/p>\n

In fact, if we look at the BRM team during the 1972 Monaco GP, it was still riding reasonably high and on a crest of another wave of success. Then team manager Tim Parnell recalls that famous race around the streets of the principality: \u201cIn 1972, in our Marlboro car, we won the Monaco Grand Prix with Beltoise. I couldn\u2019t believe it. At the time, Monaco was one of the only races televised worldwide, Marlboro was overjoyed.\u201d He went on to praise the extreme effort made by Beltoise, \u201cYou know, Beltoise was a hell of a bloody good driver. However, he could have been a lot better if he had had two strong arms\u2014he had a problem with them. The wet Monaco race suited his \u2018condition\u2019 as the car slid on the wet surface as he drove.\u201d The then team designer, Tony Southgate, also extolled the driving virtues of Beltoise, \u201cI\u2019m not too sure of his problem, whether it was an accident, or if he was born with it, but he had limited movement in his elbow. He would have to swing his arm from his shoulder to his wrist. If you look at any BRM driven by Beltoise, you\u2019ll see we compensated for his disability by putting an extra bulge on the right-hand side of the cockpit. This was to give him extra manoeuvrability and stop him hitting anything. As a driver, I don\u2019t think he ever got the credit he deserved, especially driving in that race.\u201d<\/p>\n

Buoyed by this success, the team looked forward, but it was Louis Stanley who continued to \u201csell\u201d drives in the cars that both stunted the growth and development of the team and confused the mechanics too. Southgate explains, \u201cIt was all to do with money. A lot of the extra drivers were \u2018rent-a-drivers.\u2019 They would have extra logos on the car, \u2018Racing for Spain\u2019 or similar. Louis may have thought the more cars in the race the more chance of winning, but I think it was money and prestige. Tim Parnell and I were dead against any of this. We went back to three cars, but still we had a race where not one finished. I think the engines were all tired and we needed a magic wand to wave more money to build new engines\u2014even a revised V12 would have helped. By the end of 1972, we were being left seriously behind by the DFV brigade.\u201d<\/p>\n

\"\"<\/a>
The car\u2019s Achilles Heel was its heavy V12 engine that generated maybe 450 horsepower in a day when Cosworth DFVs regularly produced 50-100 horsepower more…and reliably.\u00a0Photo: Kary Jiggle<\/figcaption><\/figure>\n

Peter Bracewell, a BRM mechanic during that period, confirms the confusion with the number of cars entered into a race, \u201cWe, the mechanics, were just a happy band of blokes willing to do whatever we could to make the team successful. Louis Stanley, in an effort to build the finances, would sell drives in the car. Three cars in a race was reasonably manageable, but he wanted five in a race\u2014that\u2019s where the problems started. We had little, or very few spares, so to service five cars fully at a circuit it became a question of remembering who was in what car and remembering what we\u2019d done in setting up and running each car.\u201d At the end of the 1972 season, the team had slipped to 7th in the Constructors\u2019 title table\u2014from 2nd in 1971.<\/p>\n

Click here to order this issue in either print or digital download format.<\/a><\/p>\n

<\/p>\n

For the 1973 season a certain Niki Lauda joined BRM. He was both brash and opinionated, but knew what he wanted and knew how his car should be set up. Peter Bracewell explains. \u201cNiki would come in and say change the front roll bar, or change the rear roll bar, or change the front or change the rear wing settings and go out. He\u2019d come back in to see if his times were better\u2014if so, the changes worked, if not he\u2019d tell us to put everything back to where it was and try something else until he saw an improvement. On the other hand, Peter Gethin, although a great driver, would come in and say the car was oversteering, or understeering, and ask us to fix it. He didn\u2019t really know how to set the car up.\u201d<\/p>\n

\"\"<\/a>
BRM\u2019s final day in the (liquid) sunshine came courtesy of Jean-Pierre Beltoise, winner of the 1972 Monaco Grand Prix in the Marlboro BRM 160B.
Photo: www.chrisbayleyautomobilia.co.uk<\/figcaption><\/figure>\n

Mike Pilbeam re-joins BRM<\/b><\/p>\n

At the end of the 1973 season, Ferrari had plundered Lauda and teammate Clay Reggazoni from the BRM team. Designer Tony Southgate also moved on, joining former BRM driver Jackie Oliver at Shadow. Southgate was saddened to call it a day, as he reflects, \u201cI had enjoyed my time at BRM, and therefore was a little sad to pack it in. But, it was the end for them, history shows they declined quite rapidly from there on, although they did make some new cars. Mike Pilbeam took over chassis design. It was a team with little or no future, something that couldn\u2019t be kept going without any great improvement.\u201d Mike Pilbeam was no stranger to the BRM team, he\u2019d worked for them earlier in his career during the days of Tony Rudd and the H16, but left to join Lotus and later Surtees.<\/p>\n

With key members of the team departing, and following disagreement with Louis Stanley, Marlboro, like Yardley before, left for McLaren. With Stanley\u2019s particularly persuasive manner and great hype for the team\u2019s aspirations for the new season, French oil giant Motul became BRM\u2019s new sponsor, and two new French drivers, Henri Pescarolo and Fran\u00e7ois Migault, joined fellow countryman Jean-Pierre Beltoise. Pescarolo had been an F1 journeyman since 1968 driving for Matra. He\u2019d previously enjoyed backing from Motul at Frank Williams Racing Cars during the 1971 and 1972 seasons. It was Pescarolo\u2019s next to last chance of winning a Grand Prix, prior to full-time sportscar racing. Migault, on the other hand, was recognized as a new kid on the block with a glowing F3 background. His Grand Prix debut had been with the unfortunate Connew project in 1973, this was his chance to show bigger F1 teams exactly what he was capable of\u2014that\u2019s if indeed BRM had reliable enough equipment for him race.<\/p>\n

\"Niki<\/a>
Niki Lauda joined BRM for the 1973 season, seen here in the P160 at Brands Hatch for the British GP, but left to chase glory with Ferrari at year\u2019s end.
Photo: Maureen Magee<\/figcaption><\/figure>\n

BRM P201<\/b><\/p>\n

Losing Lauda was a tremendous blow to the team, but inevitable once Enzo Ferrari had beckoned. It was particularly significant too for Mike Pilbeam, as the new car had been designed around Lauda, as Pilbeam confirms. \u201cI had actually designed the car with Niki Lauda in mind as a driver, but he\u2019d already left for Ferrari prior to completion.\u201d Indeed, Lauda had actually sat in the cockpit prior to completion, but now all attention for the new P201 was on Jean-Pierre Beltoise. Beltoise, although in his seventh year of Grand Prix racing, was still an immensely quick driver with an appetite to win. He\u2019d adapt his driving style to overcome any issues or problems encountered with the car, or outside interferences like the weather. Henri Pescarolo\u2019s driving style and attitude was quite different, he\u2019d simply persevere and drive round and round until his lap times eventually came down, although he was extremely capable.<\/p>\n

BRM\u2019s P201 was very different in style, design and appearance to the bulbous \u201ccoke bottle\u201d shapes synonymous with the Southgate era, and bore a considerable resemblance to the new Gordon Murray-designed Brabham BT42 and BT44 cars. Mike Pilbeam commented on the design similarities to Murray\u2019s Brabham, \u201cOn re-joining the team, I ran Tony Southgate\u2019s P160 BRM for a short while. While finishing touches were put to the new car, the P201, I\u2019d done some wind-tunnel work with the P160. It was pretty obvious that in a cornering attitude, particularly at high speed where it has a bit of a slip angle and a bit of a yaw on the vehicle, there was quite an appreciable lift directly associated to the curvy sidepods, so that\u2019s where the triangular sides came into it. I had, indeed, tried something similar, but not as extreme, at Surtees on the TS9. John (Surtees) wasn\u2019t too impressed as he thought the new squarer section would crash on the ground\u2014the edges of the outer sidepod were quite close to the ground\u2014I just took the idea a little further on the P201, but with a triangular shape rather than a square section. I can\u2019t really remember, but I\u2019m pretty sure the design concept for the P201 was a little before Gordon Murray\u2019s Brabham was released. It was just one of those coincidental times when two designers arrived at the same line of thinking at the same time. Of course, like Tony Southgate, I had to make certain cockpit arrangements to accommodate Beltoise\u2019s disabled right arm\u2014the side panels were quite heavily sculptured to allow him to move freely. It was quite challenging for him to maneuver properly without these refinements to the cockpit.\u201d<\/p>\n

\"\"<\/a>
French driver Francios Migault brought Motul petroleum sponsorship to BRM for 1974, but vanished once the Francs stopped flowing.
Photo: Maureen Magee<\/figcaption><\/figure>\n

The car looked a little more compact than previous models, although both the track and wheelbase were increased in relation to the P160. It also included revised steering\u2014lighter to maneuver, which obviously suited Beltoise\u2014and suspension geometry to achieve better handling. Brakes, both front and rear, were inboard. As usual it was powered, using the term \u201cpowered\u201d very loosely, by the now aging BRM P200 V12 engine. Louis Stanley reported the engine to have around 460 bhp at 11,000 rpm\u2014on a par with the Cosworth DFV. The truth of the matter was plainly obvious when the car took to the track. Peter Bracewell explains: \u201cThe engine was the problem and, despite what Mr. Stanley would say, due to its age very much down on power in comparison to the DFV. The early races of a season would always be the best for us in those closing years, as we\u2019d have most of the winter break to restore the engines fully with many new parts in them. As the season progressed, the engines would be rebuilt with the small supply of spares we had. From midseason onward, when funds were scarce, we\u2019d be looking under our benches and scavenging some of the worn parts discarded from earlier rebuilds. Of course, this meant we were falling further behind on both power and reliability. It sort of sums up the team really, as mechanics we could only work and produce the best we could with the limited materials we had available.\u201d<\/p>\n

The first races of the 1974 season were, as usual for those days, in South America with the Argentine and Brazilian GPs. The P201 was still awaiting completion, so revised P160s were used with Beltoise, the best placed BRM driver, finishing 5th and 10th, respectively. To give a measure of the loss, Lauda and Reggazoni were 2nd and 3rd in Argentina and Reggazoni 2nd in Brazil. The debut race for the P201 was in Kyalami, South Africa. The team had run revised P160s at the opening South American events at Argentina, Beltoise was 5th, Pescarolo 9th, while young Migault retired. At Brazil, BRM didn\u2019t fare as well, but at least all three cars finished 10th, 14th and 16th for Beltoise, Pescarolo and Migault, respectively.<\/p>\n

\"\"<\/a>
Chris Amon stepped into the P201 for 1974\u2019s North American races at Mosport and Watkins Glen, but could only manage a 9th in the USGP.
Photo: Tucker Conley<\/figcaption><\/figure>\n

BRM P201 chassis 01<\/b><\/p>\n

In total, five P201 chassis were constructed, competing in 26 races. The first was the 1974 South African GP and the last, running in \u201cB\u201d spec, was at the 1977 South African GP, driven by Larry Perkins in Rotary Watches livery.<\/p>\n

Jean-Pierre Beltoise was the first to compete in the new car, so while BRM P201 chassis 01 was for Beltoise to drive, the others had to use the upgraded P160s once again. Mike Pilbeam recalls: \u201cWe\u2019d had a couple of hours shakedown test at Silverstone and another similar test at Ricard prior to the South African GP. We\u2019d made minor adjustments, nothing too drastic, and looked at certain reliability issues that always crop up, but in essence the car remained much as I\u2019d originally designed it.\u201d<\/p>\n

<\/p>\n

Tragedy struck in South Africa as the GP weekend was overshadowed by the dreadful loss of Peter Revson who was fatally injured at the wheel of his Shadow during practice. The Shadow team withdrew from the event as a mark of respect. This fatality followed closely that of Fran\u00e7ois Cevert in October 1973, less than six months prior, at the USGP in Watkins Glen\u2014ironically the last F1 race won by the unfortunate Revson. In qualifying, Beltoise finished 11th on the grid, while former BRM employee Lauda took pole\u2014his first for Ferrari. In the intense heat, the race was one of attrition, with many cars falling by the wayside. By now the P201 had had the shroud covering the radiators removed. Beltoise plodded on and on, slowly making his way up the order as the new car performed well. A race reporter noted Beltoise\u2019s driving style in that he had the presence of mind to keep out of the sweltering slipstream of cars he followed, therefore increasing a cooler airflow. Shod on used qualifying tires, the Frenchman overtook the McLaren M23s of Fittipaldi and Hulme and gained further places with the demise of both Lauda and Reggazoni in the Ferraris. Both Mike Pilbeam and Peter Bracewell agreed that the Kyalami circuit favored the Firestone better than the Goodyear tires, and it was an important ingredient in the new car finishing in 2nd place. Sadly, but inevitably, this would prove the last time a BRM driver would ever grace an F1 World Championship podium. The men from Bourne were jubilant and embraced Beltoise\u2019s success, hoping it wasn\u2019t to be another flash-in-the-pan result.<\/p>\n

\"\"<\/a>
The 1974 British Grand Prix, at Brands Hatch, was Henri Pescarolo\u2019s last Grand Prix outing in BRM P201\/1.\u00a0Photo: Pete Austin<\/figcaption><\/figure>\n

Race 2 for the car was the next GP on the calendar at Jarama, Spain, for the Spanish GP the curtain raiser to the European F1 season. BRM took three racing cars, the lone P201 for Beltoise and the two revised P160s for Pescarolo and Migault. Trying too hard, Beltoise lost control of his car in practice, damaging the front end, which gave the mechanics plenty of work that evening \u2014especially as Migault had taken three corners off his 160 as well. Starting 12th on the grid, Beltoise managed just three laps in the rain-affected race before the engine\u2014BRM\u2019s Achilles Heel\u2014let go, and that was his race run.<\/p>\n

The new Nivelles-Baulers Autodrome in Belgium was the next race, just two weeks after Spain. This was only the second time the Belgian GP was run at the 2.3-mile circuit, of which drivers commented on the bland and sterile nature of the track in comparison to Spa. Despite that, Beltoise looked to be back on good form with a 7th-placed qualifying, again in the lone P201. In a reasonably uneventful race, Beltoise finished 5th in front of the McLarens of Hulme and Hailwood\u2014the last time BRM would ever score F1 World Championship points.<\/p>\n

The Monaco GP was the first race where Beltoise had the choice of P201\/01 or the new 02 chassis. He could only manage a best time of 1m32.2s in the new car as opposed to a 1m28.1s and an 11th-place grid spot in his original car. The tight and twisty circuit of the Principality took its toll and Beltoise tangled with Hulme\u2019s McLaren as they climbed the hill to Casino Square on the opening lap. As wheels locked together, the McLaren hit the guardrail, while Beltoise\u2019s BRM suffered severe suspension damage. This coming together resulted in a melee that also took out Redman\u2019s Shadow, Pace\u2019s Surtees, Merzario\u2019s Williams, Schenken\u2019s Trojan and Brambilla\u2019s March.<\/p>\n

\"\"<\/a>
Beltoise was fortunate to escape without serious injury from a big accdent in his P201 during practice for the final race of the \u201974 season at Watkins Glen.
Photo: Pete Austin<\/figcaption><\/figure>\n

Just two BRM cars arrived in Sweden a couple of weeks after Monte Carlo, with Beltoise again in P201\/01 and Pescarolo having his first race aboard a P201, in the newer chassis 02. As Beltoise took 13th place on the grid he might have known it was to be an unlucky race\u2014lasting just three laps before the engine expired. Pescarolo fared even worse when his car caught fire on Lap 1! BRM was back in the mire once again.<\/p>\n

The youngster, Fran\u00e7ois Migault, drove the P201\/01 in the next race at Zandvoort and Beltoise P201\/02\u2014both retired with gearbox problems. Pescarolo, still in the P160 retired \u201cofficially\u201d with handling problems, but truthfully by this time he was totally disillusioned with his position. For the following two races in France and Great Britain, Pescarolo was at the wheel of P201\/01, but unfortunately, once again, the car retired with mechanical failure and an accident at Brands Hatch. It was the last time P201\/01 appeared on circuit.<\/p>\n

At the end of the 1974 Italian GP, Henri Pescarolo and Fran\u00e7ois Migault left the team, with Beltoise being joined by Chris Amon, who\u2019d campaigned his own chassis earlier in the year, for the races at Mosport, Canada, and the final race of the season at Watkins Glen. Neither Beltoise nor Amon were classified among the finishers at Mosport, but Amon finished 9th at Watkins Glen, while Beltoise was a non-qualifier for the USGP, the last Grand Prix he entered, due to a severe accident in practice that he was lucky to escape without serious injury. So, the end of the 1974 season brought the real demise of the team with the French drivers and the Motul sponsorship withdrawing, Mike Pilbeam leaving to begin a new business and Tim Parnell finding it difficult to work under Louis Stanley. As a result, Peter Bracewell and a number of other mechanics were \u201claid off.\u201d Support from the Rubery Owen Group dwindled as the company fell upon hard times and Sir Alfred suffered poor health, sadly succumbing in 1975.<\/p>\n

\"\"<\/a>
Team Stanley BRM, then controlled by Louis Stanley, displays its new livery during rollout at Snetterton.
Photo: Mike Wilds Archive<\/figcaption><\/figure>\n

Given this, Mrs. Jean Stanley, sister of Sir Alfred, who\u2019d worked tirelessly in the background for so many years for the team, \u201cofficially\u201d took complete control of the remnants of BRM. Having said that, it was her husband, Louis Stanley, who had his hands tightly on the reins. For this \u201cnew era\u201d under new management the cars were repainted in a red, white and blue livery with the words \u201cSTANLEY-BRM\u201d emblazoned\u2014rebranded by many onlookers as the \u201cStanley Steamers\u201d due to the times the engines blew up! Aubrey Woods took responsibility for the entire development of the car and just a handful of other staff, including Alan Challis, remained. Mike Wilds drove the P201 in the first two races of 1975. Although Bob Evans, Ian Ashley and Larry Perkins were to drive it after that, Mike\u2019s candid recollections sum up the whole situation, which can be read in this issue\u2019s \u201cLegends Speak\u201d column. It shows how Louis Stanley would take hard cash from American, French and Swiss companies to finance the race team, but also his intransigence at the thought of testing a Cosworth engine in the back of the P201\u2014made in the UK, but financed by Ford\u2014a suggestion that cost Mike Wilds his job. If Gordon Murray and Mike Pilbeam were on the same lines with racecar design at this stage, it\u2019s hard to understand why BRM couldn\u2019t see that the Cosworth-powered Brabham was more competitive in 1974 and 1975, with five wins from 26 races in total, and 2nd place in the Constructors Championship in 1975.<\/p>\n

\"\"<\/a>
Bob Evans gave his best efforts in the patriotically red, white and blue Stanley BRM at the Brands Hatch Race Of Champions, in early 1975.
Photo: Paul Kooyman<\/figcaption><\/figure>\n

Driving the BRM P201\u201901\u00a0<\/b><\/p>\n

The scavenged remains of P201\/1 together with P201\/2 were sold off during the latter part of the 1970s to Arthur Carter, and resold again to Mike Burtt in the 1980s. With the blessing of Rubery Owen, chassis P201\/2 was rebuilt and so, subsequently, was P201\/1, although by this time a new monocoque was required. Since the 1990s, it has been demonstrated and successfully competed at many historic festivals and events. Indeed, the car was taken to France and driven by its original pilot, Jean-Pierre Beltoise, during this period too.<\/p>\n

<\/p>\n

Today, it is resplendently turned out and was rebuilt in Bourne by former BRM mechanic Rick Hall\u2019s restoration business. The car today looks the epitome of first class engineering, which indeed those mechanics and fabricators who produced the original cars did. In period, the team seemed to take a considerable amount of jibes and abuse from the motoring press, mainly due to the arrogance of Louis Stanley who, undoubtedly at the time the team became rebadged Stanley-BRM, thought he was England\u2019s answer to Enzo Ferrari. Certainly, those I\u2019ve spoken to who worked for BRM in those latter days feel a little hard done by, especially having to keep three cars racing at all the events, which meant them working very long hours and sometimes all through the night. Those men were a dedicated band producing some of the finest engineering seen in Formula One racing.<\/p>\n

\"\"<\/a>
D\u00e9j\u00e1 vu as Beltoise was back at the wheel of the rebuilt BRM P201, in 1992.
Photo: Hall and Hall Archive<\/figcaption><\/figure>\n

The car is back in original Motul sponsored livery with silver on the air-box and top surfaces and green sides, including the unique saddle-type radiator covers. The lines are sleek and purposeful and the car looks like a top contender of its day\u2014although history tells a different story. Today, we are to test the car at a track in the home county of BRM, Lincolnshire. Blyton Park is a former RAF base, on the edge of the rural village of Blyton, and situated 70 miles north of Bourne, the former home of British Racing Motors. It was opened in 1942, and was the Operational Training Unit for Polish aircrews learning to fly Wellington bombers. This disused airfield, closed in 1954, has now had those concrete runways and surfaces fully tarmacked and since 2011 has operated as a driving center and testing facility. The 1.43-mile outer circuit is not your conventional racetrack in that, with just a small grandstand, the likely spectators are native four-legged wildlife and various ornithological visitors flying aloft. It\u2019s fully open to the elements, and although on the chilly side, thankfully the sun is shining and the compact track is dry. The car has been thoroughly prepared and warmed up with water at 60-degrees, fuel pressure between 115-120 poundbs and oil pressure at the required limit too. The car is ready to go out on circuit, but will need a couple of laps to get the tires and brakes to operational temperatures. The front brakes have been put outside, rather than the original inboard position. Originally, the inboard units were of cast magnesium, but following Beltoise\u2019s 2nd place at Kyalami the team noticed a crack in the unit, from then on they used fabricated brake discs and caliper mounts.<\/p>\n

\"\"<\/a>
Photo: Kary Jiggle<\/figcaption><\/figure>\n

Comfortably sat and belted in the reasonably spacious cockpit, behind the steering wheel on the dash is a centrally positioned rev counter with its tell-tale red line set at 9,000. To the left is the dual water and oil temperature gauge, and to the right the fuel and oil pressure gauge. Now, it\u2019s time for the type 202 V12 engine to burst into a wonderfully deafening roar. After the tires and brakes are warmed, we\u2019re ready for a more purposeful lap, grabbing second and ensuring the revs are kept up, we enter and exit the tight left-hand Twickers bend. Accelerating up to fourth gear as we approach a tricky third gear, off camber left into Jochen, exiting we\u2019re immediately on the next right and down to second for The Ump, this leads to a smooth left that opens into Lancaster where we can take full advantage and unwind some of the V12 power on the fastest part of the circuit, hitting near maximum revs in fifth gear. Above 6,000 rpm the power really comes on and the car responds appropriately, very well balanced, light to control and very forgiving. As we approach the Wiggler chicane it\u2019s braking down to third, killing the speed for a slow in, fast out, left-right-left and back up to fifth before Bishops, a deceptive left-hand corner that looks tighter then it really is, taken in third. Exiting Bishops is the double apex corner Bunga Bunga. The first part of the corner is in third, but as the second apex tightens it\u2019s down another gear. We\u2019re soon back \u201con it\u201d and approaching Port Froid that can be taken quite fast as long as the car is positioned correctly, it\u2019s an adrenaline-charged smooth chicane that can be straight-lined. On to the last corner, Ushers\u2014a small rise and fall undulation on this otherwise flat circuit\u2014taken in third and then we\u2019re back to Twickers a tight left which on our much faster entry is easy to understeer.<\/p>\n

\"\"<\/a>
Photo: Kary Jiggle<\/figcaption><\/figure>\n

Given the experience of driving, the chassis, brakes and steering were all positive, giving a lie to the poor results and unreliability the car had in period. However, the V12 power unit has been meticulously prepared and is music to the ears of any enthusiast, it didn\u2019t miss a beat. Up against the might of the V8 DFVs in period, the BRM V12, although less powerful and with less torque, would have given a good account of itself\u2014as it usually did in practice. Serving with the team as he did at the time, Rick Hall said, \u201cThe press were constantly on our backs, unfairly in my opinion. They had no idea of the work that went into producing the cars, or the quality either. When the cars and engines were all new they could live with them all\u2014DFVs, the lot. I wrote to Autosport journalist Alan Henry at the time saying that he should look at the grids. There were more Cosworths behind us than were in front, but my letter was never published. We were the only team out there, other than Ferrari that made everything. We needed some support in our hour of need, but didn\u2019t get it.\u201d<\/p>\n

Today\u2019s historic racing is a platform where the car can finally show some of the anticipated success it should have had when first unveiled. It may not have won a championship\u2014although in the hands of Niki Lauda, who knows?\u2014but the car could have had a better history written, if only the bumptious and bungling Louis Stanley had listened to his mechanics and drivers and given them the opportunity to develop a more reliable engine.<\/p>\n

Click here to order this issue in either print or digital download format.<\/a><\/p>\n

\"\"<\/a>
Photo: Kary Jiggle<\/figcaption><\/figure>\n

SPECIFICATIONS<\/b><\/p>\n

Chassis: Aluminum monocoque<\/p>\n

Engine: 2998-cc BRM P200 V12 – injection<\/p>\n

Transmission: BRM 5-speed manual gearbox<\/p>\n

Suspension: Double wishbones, coil springs, dampers<\/p>\n

Tires:Avon (Firestone period)<\/p>\n

\"\"<\/a>
Photo: Kary Jiggle<\/figcaption><\/figure>\n

Brakes: Ventilated discs all around<\/p>\n

Steering: Rack and pinion<\/p>\n

Power: 450 bhp<\/p>\n

Wheelbase: 102 inches<\/p>\n

Front-track: 60 inches<\/p>\n

Rear-track: 60 inches<\/p>\n

Weight: 1,290 pounds<\/p>\n

Resources\/Acknowledgements<\/b><\/p>\n

Grand Prix\u2014Race by race account of the F1 World Championship<\/i> – Mike Lang<\/p>\n

A-Z of Formula Racing Cars<\/i> – David Hodges<\/p>\n

Directory of Formula One Cars 1966-1986<\/i> – Anthony Pritchard<\/p>\n

BRM<\/i> – Raymond Mays and Peter Roberts<\/p>\n

Grand Prix Who\u2019s Who<\/i> – Steve Small<\/p>\n

Periodicals: Motor Sport, Autosport<\/i><\/p>\n

Sincere thanks to Rick and Rob Hall and the team at Hall & Hall for help with the car and background information.<\/p>\n

Thanks also to Mike Pilbeam, designer of the car, Peter Bracewell, team mechanic, and Mike Wilds, driver, for their recollections of period life with BRM.<\/p>\n","protected":false},"excerpt":{"rendered":"

For the past 65 years, Formula One motor racing teams have relentlessly chased the dream of perfection that concludes with them winning a World Championship. In the early years of the modern Grand Prix series it was the Italian Alfa Romeo, Maserati and Ferrari teams\u2014with occasional intrusions by the German Mercedes team\u2014that took the top honors. Spawned and led by the enigmatic Enzo Ferrari, until his death in 1988, Scuderia Ferrari has stood the test of time competing in all […]<\/p>\n","protected":false},"author":177,"featured_media":539755,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2187,16908,9348,17100,261],"tags":[3919,18323,544,7050,21705,21706,13298,12891,60,11657,324,75,548,2874,11699,11816,12272,12103,11363,14482,14775,12248,12058,14008,245,583,506,604,9884],"class_list":["post-495397","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-1970s","category-brm","category-guides","category-model-guides-race-cars","category-motorsport-racing","tag-1970s","tag-2010s-all","tag-alfa-romeo","tag-british-racing-motors","tag-brm-model-guides-all","tag-brm-model-guides-race-cars","tag-e-r-a","tag-world-war-ii","tag-ferrari","tag-grand-prix","tag-maserati","tag-mercedes-benz","tag-motorsport","tag-enzo-ferrari","tag-froilan-gonzalez","tag-jean-pierre-beltoise","tag-jo-bonnier","tag-louis-stanley","tag-niki-lauda","tag-peter-berthon","tag-peter-bracewell","tag-raymond-mays","tag-tony-rudd","tag-tony-southgate","tag-race-car","tag-monaco","tag-silverstone","tag-f1","tag-zandvoort"],"yoast_head":"\n1974 BRM\u2008P201 - Stanley\u2019s Swan Song<\/title>\n<meta name=\"description\" content=\"Mike Jiggle explores the last racecar produced by a historic British racing car constructor, the BRM P201.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/\" \/>\n<link rel=\"next\" href=\"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/2\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"1974 BRM\u2008P201 - Stanley\u2019s Swan Song\" \/>\n<meta property=\"og:description\" content=\"Mike Jiggle explores the last racecar produced by a historic British racing car constructor, the BRM P201.\" \/>\n<meta property=\"og:url\" content=\"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/\" \/>\n<meta property=\"og:site_name\" content=\"Supercars.net\" \/>\n<meta property=\"article:publisher\" content=\"https:\/\/www.facebook.com\/Supercars.net\/\" \/>\n<meta property=\"article:published_time\" content=\"2016-04-01T09:17:51+00:00\" \/>\n<meta property=\"article:modified_time\" content=\"2024-12-27T12:50:08+00:00\" \/>\n<meta property=\"og:image\" content=\"https:\/\/www.supercars.net\/blog\/wp-content\/uploads\/2016\/04\/PRO201604-p1.jpg\" \/>\n\t<meta property=\"og:image:width\" content=\"1080\" \/>\n\t<meta property=\"og:image:height\" content=\"723\" \/>\n\t<meta property=\"og:image:type\" content=\"image\/jpeg\" \/>\n<meta name=\"author\" content=\"Mike Jiggle\" \/>\n<meta name=\"twitter:card\" content=\"summary_large_image\" \/>\n<meta name=\"twitter:creator\" content=\"@supercars_net\" \/>\n<meta name=\"twitter:site\" content=\"@supercars_net\" \/>\n<meta name=\"twitter:label1\" content=\"Written by\" \/>\n\t<meta name=\"twitter:data1\" content=\"Mike Jiggle\" \/>\n\t<meta name=\"twitter:label2\" content=\"Est. reading time\" \/>\n\t<meta name=\"twitter:data2\" content=\"29 minutes\" \/>\n<script type=\"application\/ld+json\" class=\"yoast-schema-graph\">{\"@context\":\"https:\\\/\\\/schema.org\",\"@graph\":[{\"@type\":\"Article\",\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/stanleys-swan-song-1974-brm-p201\\\/#article\",\"isPartOf\":{\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/stanleys-swan-song-1974-brm-p201\\\/\"},\"author\":{\"name\":\"Mike Jiggle\",\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/#\\\/schema\\\/person\\\/8b1ab1b112ff2ea98e8442ef7cc46703\"},\"headline\":\"1974 BRM\u2008P201 – Stanley\u2019s Swan Song\",\"datePublished\":\"2016-04-01T09:17:51+00:00\",\"dateModified\":\"2024-12-27T12:50:08+00:00\",\"mainEntityOfPage\":{\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/stanleys-swan-song-1974-brm-p201\\\/\"},\"wordCount\":5783,\"commentCount\":0,\"image\":{\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/stanleys-swan-song-1974-brm-p201\\\/#primaryimage\"},\"thumbnailUrl\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/wp-content\\\/uploads\\\/2016\\\/04\\\/PRO201604-p1.jpg\",\"keywords\":[\"1970s All\",\"2010s All\",\"Alfa Romeo\",\"BRM\",\"BRM Model Guides (All)\",\"BRM Model Guides (Race Cars)\",\"ERA\",\"Era (World War II)\",\"Ferrari\",\"Grand Prix\",\"Maserati\",\"Mercedes-Benz\",\"Motorsport & Racing\",\"People (Enzo Ferrari)\",\"People (Froilan Gonzalez)\",\"People (Jean-Pierre Beltoise)\",\"People (Jo Bonnier)\",\"People (Louis Stanley)\",\"People (Niki Lauda)\",\"People (Peter Berthon)\",\"People (Peter Bracewell)\",\"People (Raymond Mays)\",\"People (Tony Rudd)\",\"People (Tony Southgate)\",\"Race Cars\",\"Racetrack (Monaco)\",\"Racetrack (Silverstone)\",\"Series (Formula 1)\",\"Zandvoort\"],\"articleSection\":[\"1970s Cars\",\"BRM\",\"Model Guides (All)\",\"Model Guides (Race Cars)\",\"Motorsport & Racing\"],\"inLanguage\":\"en-US\",\"potentialAction\":[{\"@type\":\"CommentAction\",\"name\":\"Comment\",\"target\":[\"https:\\\/\\\/www.supercars.net\\\/blog\\\/stanleys-swan-song-1974-brm-p201\\\/#respond\"]}]},{\"@type\":\"WebPage\",\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/stanleys-swan-song-1974-brm-p201\\\/\",\"url\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/stanleys-swan-song-1974-brm-p201\\\/\",\"name\":\"1974 BRM\u2008P201 - Stanley\u2019s Swan Song\",\"isPartOf\":{\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/#website\"},\"primaryImageOfPage\":{\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/stanleys-swan-song-1974-brm-p201\\\/#primaryimage\"},\"image\":{\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/stanleys-swan-song-1974-brm-p201\\\/#primaryimage\"},\"thumbnailUrl\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/wp-content\\\/uploads\\\/2016\\\/04\\\/PRO201604-p1.jpg\",\"datePublished\":\"2016-04-01T09:17:51+00:00\",\"dateModified\":\"2024-12-27T12:50:08+00:00\",\"author\":{\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/#\\\/schema\\\/person\\\/8b1ab1b112ff2ea98e8442ef7cc46703\"},\"description\":\"Mike Jiggle explores the last racecar produced by a historic British racing car constructor, the BRM P201.\",\"inLanguage\":\"en-US\",\"potentialAction\":[{\"@type\":\"ReadAction\",\"target\":[\"https:\\\/\\\/www.supercars.net\\\/blog\\\/stanleys-swan-song-1974-brm-p201\\\/\"]}]},{\"@type\":\"ImageObject\",\"inLanguage\":\"en-US\",\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/stanleys-swan-song-1974-brm-p201\\\/#primaryimage\",\"url\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/wp-content\\\/uploads\\\/2016\\\/04\\\/PRO201604-p1.jpg\",\"contentUrl\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/wp-content\\\/uploads\\\/2016\\\/04\\\/PRO201604-p1.jpg\",\"width\":1080,\"height\":723},{\"@type\":\"WebSite\",\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/#website\",\"url\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/\",\"name\":\"Supercars.net\",\"description\":\"Exotic and Supercar news, information, pictures and videos\",\"potentialAction\":[{\"@type\":\"SearchAction\",\"target\":{\"@type\":\"EntryPoint\",\"urlTemplate\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/?s={search_term_string}\"},\"query-input\":{\"@type\":\"PropertyValueSpecification\",\"valueRequired\":true,\"valueName\":\"search_term_string\"}}],\"inLanguage\":\"en-US\"},{\"@type\":\"Person\",\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/#\\\/schema\\\/person\\\/8b1ab1b112ff2ea98e8442ef7cc46703\",\"name\":\"Mike Jiggle\",\"image\":{\"@type\":\"ImageObject\",\"inLanguage\":\"en-US\",\"@id\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/wp-content\\\/uploads\\\/2023\\\/10\\\/Mike-Jiggle-100x100.jpeg\",\"url\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/wp-content\\\/uploads\\\/2023\\\/10\\\/Mike-Jiggle-100x100.jpeg\",\"contentUrl\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/wp-content\\\/uploads\\\/2023\\\/10\\\/Mike-Jiggle-100x100.jpeg\",\"caption\":\"Mike Jiggle\"},\"description\":\"Editor \\\/ Publisher at Auto Tradition\",\"url\":\"https:\\\/\\\/www.supercars.net\\\/blog\\\/author\\\/mike-jiggle\\\/\"}]}<\/script>\n<!-- \/ Yoast SEO plugin. -->","yoast_head_json":{"title":"1974 BRM\u2008P201 - Stanley\u2019s Swan Song","description":"Mike Jiggle explores the last racecar produced by a historic British racing car constructor, the BRM P201.","robots":{"index":"index","follow":"follow","max-snippet":"max-snippet:-1","max-image-preview":"max-image-preview:large","max-video-preview":"max-video-preview:-1"},"canonical":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/","next":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/2\/","og_locale":"en_US","og_type":"article","og_title":"1974 BRM\u2008P201 - Stanley\u2019s Swan Song","og_description":"Mike Jiggle explores the last racecar produced by a historic British racing car constructor, the BRM P201.","og_url":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/","og_site_name":"Supercars.net","article_publisher":"https:\/\/www.facebook.com\/Supercars.net\/","article_published_time":"2016-04-01T09:17:51+00:00","article_modified_time":"2024-12-27T12:50:08+00:00","og_image":[{"width":1080,"height":723,"url":"https:\/\/www.supercars.net\/blog\/wp-content\/uploads\/2016\/04\/PRO201604-p1.jpg","type":"image\/jpeg"}],"author":"Mike Jiggle","twitter_card":"summary_large_image","twitter_creator":"@supercars_net","twitter_site":"@supercars_net","twitter_misc":{"Written by":"Mike Jiggle","Est. reading time":"29 minutes"},"schema":{"@context":"https:\/\/schema.org","@graph":[{"@type":"Article","@id":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/#article","isPartOf":{"@id":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/"},"author":{"name":"Mike Jiggle","@id":"https:\/\/www.supercars.net\/blog\/#\/schema\/person\/8b1ab1b112ff2ea98e8442ef7cc46703"},"headline":"1974 BRM\u2008P201 – Stanley\u2019s Swan Song","datePublished":"2016-04-01T09:17:51+00:00","dateModified":"2024-12-27T12:50:08+00:00","mainEntityOfPage":{"@id":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/"},"wordCount":5783,"commentCount":0,"image":{"@id":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/#primaryimage"},"thumbnailUrl":"https:\/\/www.supercars.net\/blog\/wp-content\/uploads\/2016\/04\/PRO201604-p1.jpg","keywords":["1970s All","2010s All","Alfa Romeo","BRM","BRM Model Guides (All)","BRM Model Guides (Race Cars)","ERA","Era (World War II)","Ferrari","Grand Prix","Maserati","Mercedes-Benz","Motorsport & Racing","People (Enzo Ferrari)","People (Froilan Gonzalez)","People (Jean-Pierre Beltoise)","People (Jo Bonnier)","People (Louis Stanley)","People (Niki Lauda)","People (Peter Berthon)","People (Peter Bracewell)","People (Raymond Mays)","People (Tony Rudd)","People (Tony Southgate)","Race Cars","Racetrack (Monaco)","Racetrack (Silverstone)","Series (Formula 1)","Zandvoort"],"articleSection":["1970s Cars","BRM","Model Guides (All)","Model Guides (Race Cars)","Motorsport & Racing"],"inLanguage":"en-US","potentialAction":[{"@type":"CommentAction","name":"Comment","target":["https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/#respond"]}]},{"@type":"WebPage","@id":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/","url":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/","name":"1974 BRM\u2008P201 - Stanley\u2019s Swan Song","isPartOf":{"@id":"https:\/\/www.supercars.net\/blog\/#website"},"primaryImageOfPage":{"@id":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/#primaryimage"},"image":{"@id":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/#primaryimage"},"thumbnailUrl":"https:\/\/www.supercars.net\/blog\/wp-content\/uploads\/2016\/04\/PRO201604-p1.jpg","datePublished":"2016-04-01T09:17:51+00:00","dateModified":"2024-12-27T12:50:08+00:00","author":{"@id":"https:\/\/www.supercars.net\/blog\/#\/schema\/person\/8b1ab1b112ff2ea98e8442ef7cc46703"},"description":"Mike Jiggle explores the last racecar produced by a historic British racing car constructor, the BRM P201.","inLanguage":"en-US","potentialAction":[{"@type":"ReadAction","target":["https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/"]}]},{"@type":"ImageObject","inLanguage":"en-US","@id":"https:\/\/www.supercars.net\/blog\/stanleys-swan-song-1974-brm-p201\/#primaryimage","url":"https:\/\/www.supercars.net\/blog\/wp-content\/uploads\/2016\/04\/PRO201604-p1.jpg","contentUrl":"https:\/\/www.supercars.net\/blog\/wp-content\/uploads\/2016\/04\/PRO201604-p1.jpg","width":1080,"height":723},{"@type":"WebSite","@id":"https:\/\/www.supercars.net\/blog\/#website","url":"https:\/\/www.supercars.net\/blog\/","name":"Supercars.net","description":"Exotic and Supercar news, information, pictures and videos","potentialAction":[{"@type":"SearchAction","target":{"@type":"EntryPoint","urlTemplate":"https:\/\/www.supercars.net\/blog\/?s={search_term_string}"},"query-input":{"@type":"PropertyValueSpecification","valueRequired":true,"valueName":"search_term_string"}}],"inLanguage":"en-US"},{"@type":"Person","@id":"https:\/\/www.supercars.net\/blog\/#\/schema\/person\/8b1ab1b112ff2ea98e8442ef7cc46703","name":"Mike Jiggle","image":{"@type":"ImageObject","inLanguage":"en-US","@id":"https:\/\/www.supercars.net\/blog\/wp-content\/uploads\/2023\/10\/Mike-Jiggle-100x100.jpeg","url":"https:\/\/www.supercars.net\/blog\/wp-content\/uploads\/2023\/10\/Mike-Jiggle-100x100.jpeg","contentUrl":"https:\/\/www.supercars.net\/blog\/wp-content\/uploads\/2023\/10\/Mike-Jiggle-100x100.jpeg","caption":"Mike Jiggle"},"description":"Editor \/ Publisher at Auto Tradition","url":"https:\/\/www.supercars.net\/blog\/author\/mike-jiggle\/"}]}},"_links":{"self":[{"href":"https:\/\/www.supercars.net\/blog\/wp-json\/wp\/v2\/posts\/495397","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.supercars.net\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.supercars.net\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.supercars.net\/blog\/wp-json\/wp\/v2\/users\/177"}],"replies":[{"embeddable":true,"href":"https:\/\/www.supercars.net\/blog\/wp-json\/wp\/v2\/comments?post=495397"}],"version-history":[{"count":0,"href":"https:\/\/www.supercars.net\/blog\/wp-json\/wp\/v2\/posts\/495397\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.supercars.net\/blog\/wp-json\/wp\/v2\/media\/539755"}],"wp:attachment":[{"href":"https:\/\/www.supercars.net\/blog\/wp-json\/wp\/v2\/media?parent=495397"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.supercars.net\/blog\/wp-json\/wp\/v2\/categories?post=495397"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.supercars.net\/blog\/wp-json\/wp\/v2\/tags?post=495397"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}