Andrew Cowan (left) and Peter Procter - proud winners
(in their class) of
the thrilling Tour de France 1964
The DPK7B licensed Tour de France Mustang #83 finished the
most famous european rallye first in its class and was a big promotion hit for FORDs
Total Performance project only topped by the 1967 Le Mans victory of the
After the race it was sent back to the US immediately by
airfreight. Picture courtesy Ford.
The Alan Mann team with Fords racing chief Jacque H. Passino at the
Winners ceremony 1964. Peter Procter holding the diplome. On the right
Bo Ljungfeldt, who did not finish in the third Mustang DPK5B with Sager.
I assume that Leo Beebe is the other guy.
Picture courtesy Bernard Cahier
The June 24th. Manufacturers confirmation letter for the
homologation application, signed by Jacque H. Passino and George Merwin
Document collection W.Kohrn, courtesy Alan Mann
The History of
the TDF class winning Mustang #83
The DPK7B licenced Mustang started its racing career in August 1964, after being shipped over in July by Ford to Alan Mann Racing Ltd.
DPK7B was most likely registered on the 22nd August 1964.
The 4 Mustangs at the Tour de France 1964. From the
beginning in Reims they lead the pack. Up front here the 3 Alan Mann
prepared Mustangs, a little behind the Ford France entered Mustang.
In this picture second placed DPK6B is still up front
before DPK5B and DPK7B and the Ford of France/Henri Greder Mustang (Picture
With the Tour de France starting on 11th of September, Alan Mann had not much time to modify the cars, but Ford wanted to see them winning, so time was no excuse and so was money. Alan Mann got all he needed plus more to get these cars up in front of the racing herd.
The winning Mustang was the most mysterious of the 4 Tour de France Mustangs and had
not surfaced for decades. It was believed to be wrecked in the
US or Canada. Many traces were followed into dead ends.
A reason was that the winning TDF car had been backordered by Jaques H. Passino and Henri
Carlini to the US after the race and then on to Canada to the Comstock
racing team. That was immediately after the TDF in September 1964. John
Grant, ex-mechanic of Alan Man remembers, that the car was pulled out of
sight after the winning ceremony and send back to the US by
Car and Driver tested the car while being at the Comstock racing team
in Canada together with their own race Mustang and described it as a
clapped out worn TDF car. The Tour de France had certainly took its toll
on this car. However it was not pictured in that article.
The first appearance was at the November 29th, 1964
Nassau Speed Week, where Skip Scott drove this then still DPK7B licenced
Mustang with the door number #199.
Picture courtesy Henry Ford History
Picture courtesy Sports Car Graphics
It was entered
again in another race with a
"bubble" hood and some body alterations at a February 1965
Daytona Continental race.
Under the hood then was an 8 x 48mm Weber carbureted manifold.
Picture courtesy David Friedman
tried to contact Skip Scott in the early years of research end of the
90ies and through the early years of the 2000s, but he unfortunately passed away in 2003 as we learned.
Any trials of contact were not answered by him including the mails from
the SAAC HQ's Rick Kopec, looking for the history of his #98 Cobra as we heard.
Skip was just was not interested to answer
Early Rumours and tidbits
lead after years to a surprising fact:
One of the
early rumours was that the DPK7B car was used from A.J. Foyt for the first
T/A as it has similar radiused fenders, we found out later that that was
not the case after talking to Dale Woods brother.
The other rumour
was that it was returned to
Holman Moody. I asked
genuine mechanics of the current Lee Holman group and they could not
remember it coming back. However Lee had one red Mustang in mind when I asked him in 2014.
The car of Lees memory soon after turned out to be 66 Shelby #16 in
red livery in 2015, when it was found.
The left over rumour was that it was
returned to Europe after Skip Scotts use. It appeared still on monthly inventory
lists from Jaques Passino sent to Alan Mann Racing, yet there was no
paperwork of confirmation from Alan Mann Racing. Ex-mechanic John Grant
had told us
that those confirmation requests mostly remained unanswered, several calls came from the
US to confirm the papers, but Alan was to busy to follow up on those
only trace we had were photos from dutch 68 or later races showing black
stickers with DPK7B on a
Mustang in the Netherlands
1968. (courtesy racehistory.nl)
This Mustang in question belonged to the Frami
Racing team car and it was raced by Frans Lubin and Han Akersloot. We
followed that car a while and it turned out, they had bought
it from Ronny Lyon/UK and and it was confirmed to us early on having been
the ex Alan Brown/Jack Brabham car. Ronny Lyon himself wrote us from
Perth/Australia in 2004,
that Alan Brown had told him that it was the former Peter Procter car, yet
Ronny mentioned the Monte Carlo, which was in fact not DPK7B, so we first got
misleaded by that given trace and put that car literally on the shelf. An
oversight that could have saved a lot of time to find the traces of
Ronny still let Brabham drive in his car after he
since Brown and Brabham had different tire contracts. Ronny entered it for
himself in at least two races. Before he left to Australia, he handed the
car over to Alan Mann for sale and it soon went away to the Netherlands
together with DPK5B within the same week.
Magazines mentioned a fuel
injection in Brabhams car in 1966 (in line with Group 5 regulations), but
no pictures were around early on. Meanwhile they appeared on the Internet
with the archive of the Stanford University and they showed a Tecalemit-Jackson fuel injection installed.
The picture there however is labeled with an Abarth factory engine tour,
maybe that picture was a spy shot somebody took and pinned on the
workbench at the Abarth factory.
A Mustang with a Tecalemit Jackson fuel
injection turned up in a sales ad from the FRAMI Racing Team and in Jan Alsemgeests ownership, which he got from
the van der Ende racing team. An indication for him for the link to the
Brabham car. Jan was back then wrenching with Willem van der Ende at the
Baarlo Speedway on that Mustang in 1976-1978.
For a long time we thought that the
licence DPK7B was just used for exporting a Mustang from UK
to the Netherlands, a common practice back then as we learned from other
cases of the past. Those were the times.
In late 2017 we could fill a few gaps
that proove indeed that the car came back to Europe.
Thanks to further research from Erik Zurbriggen we
found a sales ad from John Wilment of a Group 10.5 car (meant probably
Appendix J, Group 5) of a car with fibrebody pieces.
Could be this car was bought by Alan Brown Racing? Which
would speak for the former DPK7B Mustang from Skip Scott.
told us meanwhile however that he remembers that Alan Brown picked up the
car in France and they all at Alan Mann thought it was a new car. We've
yet to find out, if the Wilment advertised Mustang was that DPK7B or if it
was sent via France to the UK due to the customs way it had to take, since
it was sent from France to the US. That would make sense then to return it
the same way to clear any paperwork. Ford certainly made an error taking
it directly from France to the US, so they would have to return it through
Ford France indeed.
And Eric finally sourced an interesting picture, that tells the truth:
This picture indicates that the former Skip Scott car with its fibre
hood bracketry is the same car as the Brabham car. If you look at the brackets
mounting area and then see the holes of that riveted in the first UK
appearance of the Brabham car, it is rather evident that it was the same car.
Picture with permission from W. Taylor,
Coterie Press, Peter Darley Collection, 1965 Oulton
We wait for further pictures to add to the proof of that link.
Alan Brown must have added the TJ fuel injection
instead of the Weber set-up then for the 66 season.
During 1965 the car still ran with a Appendix K carburetor. It was protested by Alan
Mann at the last race of the 65 season for having a triple valve set-up.
Obviously Alan Mann knew about the engine mods done on this car. He also tried
to get Jack Brabham over to the Alan Mann team, who refused. Jack Brabham
had confirmed that to us in a mail. He liked the Mustang very much, but he
did not see it as his domain.
first thought that the Ernie Westlake Body shop did the conversion,
since both Alan Mann and Alan Brown Racing were using the same body shop.
But John Grant set us straight that they did only the fuel tank mods,
welding 2 halves together. The wheel arches were done by a mate of Allan
Mann in their own workshop. Likewise other body modifications.
It would be interesting if the
Daytona (A/FX style) bubble hood was sent to Europe or if it was
taken off earlier for another US race car. The sales add of Wilment
indicates fibre body pieces. Yet obviously the rivets were
smoothed out at a later date, they were only visible in a few early
Brabham car pics and later disappeared at the following races.
The return of
DPK7B is very logical with the tax exemption that was
made. If it was sent via France to J.Willment
or Lincoln cars, is still a bit unclear, as well if Alan Brown
got it indeed from either Wilment or Lincoln Cars. A simple explanation is that
Alan Brown was one of the distributors of Lincoln Cars, who typically handled
all the imports of special Mustangs for the british market. But certainly
also for J.Willment Racing.
With that link verified the Brabham car was
- as mentioned above - sold from Ronny Lyon to the Frami Racing team (in a maroon/gold
shade). We had been in touch with Ronny early on and he sent us a variety of
photos. This is one of it. Others elsewhere on ponysite.de.
In 1967 the car was sold to the Netherlands, ended up in the Frami Racing
Team with Frans Lubin owning it and Han Akersloot racing it at least twice
and later changed hands again to the van der Ende racing team, who used it
at Baarlo Speedway racing events, until it got hit with high speed, while
standing sideways on the track. The body was completely destroyed, parts
taken of it for a 1967 Mustang and the chassis/body wrecked in Den Hague
at the Pematex metal shredder works in 1978.
As of December 2017 Jan v. Alsemgeest - a former mechanic of the van
der Ende team - published an article in the TMCN club magazine presenting
further proofs to the story of DPK7B being returned to UK as the Brabham
car and describing its end in detail as mentioned above. Thanks to Jan for
his persistency to clarify the story of DPK7B after it changed hands from
the Frami racing team. Still we have Hans Hugenholtz memory that a Frami
Mustang burnt up in their garage. Another bit that we had heard early on
and never could follow-up due to missing further eye-witnesses. If anybody
knows anything about that burning Mustang in the Frami garage, pls.
A special thank you
to Erik Zurbriggen for keeping in touch for a decade and his support in
filling gaps in Mustang racing history. As well for Jeffry Harris and John
Grant as well as many others along the 25 years of research.
Stay tuned for more pictures of the story.