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  BRM Type 15 'V16'      

  Article Image gallery (26) Type 15 / 1 Specifications User Comments (4) Video (1)  
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Country of origin:Great Britain
Produced from:1950 - 1951
Numbers built:3
Successor:BRM Type 30 'V16'
Author:Wouter Melissen
Last updated:July 20, 2009
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Click here to download printer friendly versionBefore drawing the chassis Berthon no doubt examined the dominant German Grand Prix cars of the 1930s. The frame consisted of side-members constructed of two tubes and four cross-members. The twin tubular side-members were reinforced with drilled plates along the full length of the car. The front suspension consisted of two trailing arms similar to the Porsche designed Auto Unions. At the rear the DeDion axle and trailing arms bore close resemblance with the last Mercedes-Benz Grand Prix cars. What was completely new was the use of Lockheed air-struts all around. These oil-pneumatic springs/dampers were fully adjustable unlike the more conventional coil, torsion-bar or leaf springs.

The hugely impressive engine was mounted in the chassis angled to the left and slightly tilted. This allowed the driver's seat to be fitted in the centre of the cockpit, alongside the prop-shaft. The transverse five-speed gearbox was in unit with the final drive. With the fuel tank mounted above the rear suspension, this meant that almost all the weight was found between the front and rear axle. This, combined with the relatively low engine and driving position gave the chassis all the right ingredients for great road holding. Stopping power was provided by drum brakes, which were assisted by a servo at the front. The package was completed by a tightly wrapped aluminium single seater body.

Although testing had begun late in 1949 teething problems meant that the BRM V16 or 'Type 15' as it was officially known, was not ready in time for the first Grand Prix of 1950. Due to the extensive media coverage of the project many of the spectators at Silverstone had hoped to see British finest beat the dominant Italians. So Mays put in some demonstration laps in the prototype before the feature race. He provided the crowd with a memory that they were not likely to forget; the incredible noises of the V16 engine. The combination of the centrifugal Supercharger and the sixteen pistons moving up and down over 10,000 times created a screaming soundtrack that is still unique to this day.

After the public display at Silverstone the pressure was really on. At the time BRM employed less than 40 people; a quarter of the workforce that built the equally complex Mercedes Grand Prix cars over a decade earlier. A second example was completed and both machines were entered in the International Trophy race at Silverstone towards the end of August. Engine problems prevented the cars from putting in any practice laps but one car was allowed to start from the back of the grid. In front of a packed crowd disaster struck as the gearbox on the car failed on the start line. The partizan spectators were enraged and responded with boos and some even threw coins at the stricken machine.

If the crowd's reaction wasn't enough the papers the following morning declared that BRM was short for 'Blooming Rotten Motor.' Undeterred the team continued to work on making the V16 reliable. With an advantage of over 200 bhp over the closest competition, the potential of the car was immense. Two months after the disastrous debut, BRM tried again and sent two cars to the non-Championship Grand Prix Penya Rhin at Pedralbes. The two V16s lasted a little longer but neither made it to the finish, retiring with a blown oil pipe and a broken Supercharger. In the hands of Reg Parnell and Peter Walker the two had qualified fourth and fifth behind three V12 engined Ferraris.

With limited resources the BRM team continued into 1951. The first rounds of World Championship were skipped as all work focused on the home Grand Prix at Silverstone. It seemed like 1950 all over again as neither car put in a time in qualifying and were forced to start from the back of the grid. Parnell and Walker did make off the line this time and fought their way up to fifth and seventh respectively. BRM had won its first two World Championship points! The BRM team made one more appearance in 1951 during the Italian Grand Prix at Monza. Unfortunately as it was another disaster as one car was withdrawn from the race with technical problems while the other was refused to start due to a problem with the driver's racing license.

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  Article Image gallery (26) Type 15 / 1 Specifications User Comments (4) Video (1)