出典(authority):フリー百科事典『ウィキペディア（Wikipedia）』「2016/09/25 01:01:28」(JST)
| 活動拠点 | {{{活動拠点}}} |
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| 創設者 | {{{創設者}}} |
| スタッフ | {{{スタッフ}}} |
| ドライバー | {{{ドライバー}}} |
| 参戦年度 | 1951 - 1977 |
| 出走回数 | 197 |
| コンストラクターズ タイトル |
1 (1962) |
| ドライバーズタイトル | 1 |
| 優勝回数 | 17 |
| 通算獲得ポイント | 433 |
| 表彰台(3位以内)回数 | 61 |
| ポールポジション | 11 |
| ファステストラップ | 15 |
| F1デビュー戦 | 1951年イギリスGP |
| 初勝利 | 1959年オランダGP |
| 最終勝利 | 1972年モナコGP |
| 最終戦 | 1977年南アフリカGP |
| テンプレートを表示 | |
ブリティッシュ・レーシング・モータース（British Racing Motors，BRM）は、かつてF1に参戦していたコンストラクター。1962年のコンストラクターズチャンピオン。チーム名は主にオーウェン・レーシング（Owen Racing Organisation）として活動していた。
ブリティッシュ・レーシング・モータースは第二次世界大戦直後の1945年に、技術者のレイモンド・メイズとピーター・バーソンにより創設された。イタリア車やドイツ車が席巻していたグランプリレースにイギリス製のフォーミュラカーで参戦し、英国自動車工業界の威信を示すという理念を掲げ、開発資金の出資を募った。
航空用エンジンから発想を得たスーパーチャージャー付きV16エンジンは開発が難航し、1950年のF1世界選手権開幕に間に合わず、地元イギリスGPでデモ走行を行うに止まった。翌年のイギリスGPでデビュー（5位入賞）したが、選手権が翌年から2年間はF2規定で行われたため、このエンジンは国内レース以外に使い道がなくなってしまった。チームは共同出資者のひとりであるアルフレッド・オーウェン卿に買収され、新たに直4エンジンを開発し、1956年からF1に再挑戦した。
その後もBRMが足踏みしている間、後発のヴァンウォールやクーパーが英国勢として先んじて成功を収めた。ようやく1959年の第3戦オランダGPでヨアキム・ボニエが初優勝を果たしたが、ミッドシップマシンへの移行期に再び低迷した。
1961年から施行された1,500ccエンジン規定には、初期はコヴェントリー・クライマックスからエンジン供給を受けたことでしのぎ、シーズン後半からはインジェクター付きのV8エンジンを開発。技術部門の新統括者トニー・ラッドが手掛けたP57は、1962年シーズンに突如一線級のマシンとなる。チームメカニック出身のドライバー、グラハム・ヒルが9戦中4勝を挙げ、ロータスのジム・クラークを振り切りワールドチャンピオンとなり、コンストラクターズとの2冠を達成した。
1965年までの4年間はロータス（クラーク）対BRM（ヒル）のライバル対決がF1界の中心となり、ヒルはモナコGPを3連覇し「モナコ・マイスター」と讃えられた。また、ヒルと名コンビを組んだリッチー・ギンザーに代わり、1965年に加入したジャッキー・スチュワートは早くも1勝を挙げ、脅威の新人と呼ばれた。
1500ccエンジンの成功期が終わり、チームは1966年から施行された新規定用に3,000ccのH16エンジン(P83)を開発する。水平8気筒を2段重ねしたF1史上でも類を見ないレイアウトのエンジンは、馬力こそあれ重量超過で壊れやすい明らかな失敗作だった。2年間の試行の後放棄したが成績は低迷し、ヒルとスチュワートは移籍してしまった。その後、V12エンジンを開発したが非力さは否めず、ラッドもチームから離脱した。
1970年、チームは化粧品会社ヤードレーのスポンサードを得て体制を強化。新デザイナー、トニー・サウスゲイトが手掛けたマシンで5年ぶりの1勝を得る。翌1971年も新車P160で3勝を挙げコンストラクターズ2位へ浮上したが、スポーツカーレースでペドロ・ロドリゲスとジョー・シフェールの看板ドライバー2人が相次いで事故死するという悲劇に見舞われた。代役のピーター・ゲシンがイタリアGPを制したが、このレースはゲシン以下5位までが0.61秒差でゴールするF1史上最高の大接戦だった。
1972年にはタバコブランド、マールボロという大スポンサーを獲得し、一気に5台体制での参戦となった（ドライバーはスポット参戦を含め計10名）。大雨のモナコGPでジャン＝ピエール・ベルトワーズが見事に勝利したが、新車P180で躓き、体制もやや拡げ過ぎであった。1973年はベルトワーズにクレイ・レガツォーニ、ニキ・ラウダの3台体制で臨み、ラウダは好走が認められ、翌年フェラーリ入りを果たすことになる。
1974年、スポンサーのマールボロがマクラーレンに鞍替えしたため、一転して資金難に陥る（ちなみに、前スポンサーのヤードレーもマクラーレンに移っている）。オーナーであるオーウェン卿の死により、チームは妹婿のルイス・スタンレー卿に譲られ、スタンレー・BRM（Stanley-BRM）へ再編される。翌1975年以降、1台体制で細々と参戦を続けたが、1977年のイタリアGPを最後にチームは消滅した。
他の英国系チームがコヴェントリー・クライマックスやフォード・コスワース・DFVなどの量販エンジンを使用していたのに対し、BRMは一時期を除いて、一貫してシャシーとエンジンを自社製作するフルコンストラクターとして参戦していた。他チームへのエンジン供給も行っており、1962年から1965年にかけては、1,500ccのP56エンジンをBRP、ギルビーなどのチームが搭載した他、ロータスやブラバムのシャシーと組み合わせて、多くのプライベーターが使用した。
1966年に開発したH16エンジンはロータスも使用したが、BRM同様に低迷の原因となり、ジム・クラークがアメリカGPでこのエンジン唯一の勝利を得るに止まった。この他、V12エンジンをマクラーレン、クーパーなどが使用した。
1992年、F1と同様のエンジン規定となったスポーツカー世界選手権をF1参入の好機と考え、BRMの名前が復活。完全オリジナルマシンのP351は自社製3.5リッターのV12エンジンを搭載。デザイナーはザクスピードのポール・ブラウン。
BRMは第1戦を欠場し第2戦のシルバーストーン500kmから参戦。しかし予選は通過するも、順位は最下位。このタイムは1つ前のゲプハルト・C91の1分50秒045から10秒遅れの2分00秒182であり、ポールポジションのプジョー・905からは約36秒遅れのタイムであった。また決勝ではスタート前にオイルポンプのトラブルが発生し、スタートすら出来なかった。第3戦となるル・マン24時間耐久レースでも20周程でリタイアとなっている。BRMはル・マンを最後にSWCから撤退。その後IMSA GTPのワトキンズグレン戦に参戦するが、こちらもリタイアに終わった。
後にP351をベースとしたオープンプロトタイプのP301をル・マンとISRS（インターナショナル・スポーツカー・レーシング・シリーズ）に参戦させたが、こちらも結果は残していない。
| ウィキメディア・コモンズには、ブリティッシュ・レーシング・モータースに関連するメディアがあります。 |
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| Full name | British Racing Motors |
|---|---|
| Base | Bourne, Lincolnshire, England |
| Founder(s) | Raymond Mays Peter Berthon |
| Noted staff | Alfred Owen Louis Stanley |
| Noted drivers | Jo Bonnier Ron Flockhart |
| Formula One World Championship career | |
| First entry | 1951 British Grand Prix |
| Races entered | 197 |
| Engines | BRM 1.5 litre V16, 2.5l inline four, 1.5l Coventry-Climax FPF, 1.5l, 1.9l and 2.1l V8, 3.0l H16, 3.0l V12 |
| Constructors' Championships |
1 (1962) |
| Drivers' Championships |
1 (1962) |
| Race victories | 17 |
| Pole positions | 11 |
| Fastest laps | 15 |
| Final entry | 1977 Italian Grand Prix |
British Racing Motors (BRM) was a British Formula One motor racing team. Founded in 1945 and based in the market town of Bourne in Lincolnshire, it participated from 1950 to 1977, competing in 197 grands prix and winning seventeen. BRM won the constructors' title in 1962 when its driver Graham Hill became world champion. In 1963, 1964, 1965 and 1971, BRM came second in the constructors' competition.
BRM was founded just after the Second World War by Raymond Mays, who had built several hillclimb and road racing cars under the ERA brand before the war, and Peter Berthon, a long-time associate. Mays' pre-war successes (and access to pre-war Mercedes-Benz and Auto Union design documents) inspired him to build an all-British grand prix car for the post-war era as a national prestige project, with financial and industrial backing from the British motor industry and its suppliers channelled through a trust fund.
This proved to be an unwieldy way of organising and financing the project, and as some of the backers withdrew, disappointed with the team's slow progress and early results, it fell to one of the partners in the trust, Alfred Owen of the Rubery Owen group of companies. Owen, whose group primarily manufactured car parts, took over the team in its entirety. Between 1954 and 1970 the team entered its works F1 cars under the official name of the Owen Racing Organisation. Berthon and Mays continued to run the team on Rubery Owen's behalf into the 1960s, before it was handed over to Louis Stanley, the husband of Sir Alfred's sister Jean Owen.
A factory was set up in Spalding Road, Bourne, Lincolnshire, behind Eastgate House, Mays' family home, in a building called 'The Maltings' (the adjacent former ERA works, vacated in 1939 and sold to neighbouring Bus operator Delaine who still use the old ERA building as an Office and Stores. It was briefly requisitioned in 1944 as a billet for the Parachute Regiment as it regrouped before going to Arnhem). Several people involved with ERA returned to the firm to work for BRM, including Harry Mundy and Eric Richter. The team also had access to a test facility at Folkingham aerodrome.
The first post-war rules for the top level of motor racing allowed 1.5-litre supercharged or 4.5-litre normally aspirated engines. BRM's first engine design was an extremely ambitious 1.5-litre supercharged V16. Rolls-Royce was contracted to produce centrifugal superchargers, rather than the more commonly used Roots type. The design concept of the V16 had not been used extensively on automobiles before so that design problems were many and the engine did not fire for the first time until June 1949. It proved to be outstandingly powerful but its output was produced over a very limited range of engine speed, coming on suddenly if the throttle was applied carelessly, resulting in wheelspin as the narrow tyres proved unable to transfer the power to the road. This made the car very touchy to drive. Engineer Tony Rudd was seconded to BRM from Rolls-Royce to develop the supercharging system and remained involved with BRM for nearly twenty years.
The Type 15, which was the designation for the V16 car, won the first two races it actually started, the Formula Libre and Formula One events at Goodwood in September 1950, driven by Reg Parnell. However, it was never to be so successful again. The engine proved unreliable and difficult to develop, and the team were not up to the task of improving the situation. A string of failures caused much embarrassment, and the problems were still unsolved when the Commission Sportive Internationale announced in 1952 that for 1954, a new engine formula of 2.5 litres naturally aspirated or 750 cc supercharged would take effect.
Meanwhile, the organisers of all the grands prix counting for the world championship elected to run their races for Formula Two for the next two years, as Alfa Romeo had pulled out of racing and BRM were unable to present raceworthy cars, leaving no credible opposition to Ferrari other than outdated Lago-Talbots and the odd O.S.C.A.. The V16s continued to race in minor Formula One races and in British Formula Libre events until the mid fifties, battles with Tony Vandervell's Thin Wall Special Ferrari 375 being a particular highlight of the British scene.
The Type 25 was BRM's next car. It used an extremely oversquare (4.05 x 2.95 in, 102.87 x 74.93 mm) 2.5 L atmospheric four-cylinder engine designed by Stewart Tresilian and (as became typical with BRM) it arrived late and took a lot of development; it was so late that the Owen Organisation started the 2.5 L formula with a Maserati 250F. The P25 was initially unsuccessful, not winning a race until a victory at the Dutch Grand Prix in 1959. Colin Chapman helped to improve the car in 1956. Stirling Moss believed that the BRM engine was superior to the Coventry-Climax unit used in his Cooper, and a P25 was briefly run in 1959 by the British Racing Partnership, for Moss (and also Hans Herrmann), and Rob Walker also backed the construction of a Cooper-BRM to gain access to the engine.
The P25 was becoming highly competitive just as the rear-engined Cooper started to become dominant; the P48 was a quick reaction to this, using major components from the P25 but in rear-engined format. The P48 was revised for the 1.5 L rules in 1961, but once again BRM's own engine was not ready and the cars had to run with a Coventry-Climax four-cylinder unit in adapted P48 chassis, achieving very little in terms of results.
The firm moved to a purpose-built workshop on an adjoining site in the spring of 1960, but when the 1.5-litre atmospheric Formula One regulation was introduced in 1961, Alfred Owen was threatening to pull the plug unless race victories were achieved very soon.
By the end of the 1961 season BRM had managed to build an engine designed by Peter Berthon and Aubrey Woods (BRM P56 V8) (2.6975 x 2.0 in, 68.5 x 50.8 mm) which was on a par with the Dino V6 used by Ferrari and the Coventry Climax V8 used by other British teams. However, the real change was the promotion of an exceptional engineer who had been with the team since 1950 (originally on secondment from Rolls-Royce to look after the supercharging on the V16); Tony Rudd was elevated by Owen to the position of chief development engineer. Rudd was the first professional engineer to exercise full technical control over the team, and basic engineering and reliability problems which had plagued the team for years began to vanish. He was given greater responsibility in 1960 after two of the drivers, Graham Hill and Dan Gurney, went on strike and told Alfred Owen they would not drive again, and in early 1962 full executive authority was given to Tony Rudd. Raymond Mays and Peter Berthon were sidelined. The team had designed their first mid-engined car for 1960, matching the other teams, and won the World Drivers' Championship with Graham Hill as driver, in 1962 with the P57. (During 1962, BRM also ran Lucas electronic ignition.)[1] During 1965, 210 bhp (160 kW) at 11,000 rpm was the rated power. However at the high-speed 1965 Italian GP (Monza) an uprated version was raced with 220 bhp (160 kW) at 11,750 rpm for short bursts. A planned 4-valve-per-cylinder version in cooperation with Weslake Engineering never materialised.
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1962 BRM P578 at Goodwood Festival of Speed 2010
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As part of Owen's attempt to make BRM pay its way, the V8 engine was sold to privateers and appeared in a number of other chassis during the 1.5 L formula, particularly in private Lotus chassis and in smaller marques such as BRP.
A number of privateers acquired 1961 and 1962 BRMs during this period, including Maurice Trintignant and Scuderia Centro Sud; these cars continued to race for many years.
The monocoque BRM P261 V8 car was soon developed and these ran on through the 1.5-litre formula and performed useful service in the early races of the subsequent 3.0-litre formula. In 1965 Jackie Stewart was signed to partner Hill; he took his first grand prix win at Monza in his debut season, and won the first world championship race of the new three-litre formula with a car fitted with a Tasman two-litre V8; once again BRM were not ready for the start of a new formula and the old cars continued to be used, even on occasion after the H16 was ready.
For 1966, the engine regulations changed to permit three-litre atmospheric (or 1.5-litre supercharged) engines. BRM refused Peter Berthon and Aubrey Woods's proposal to build a V12, and instead built an ingenious but very complicated engine, designed by Tony Rudd and Geoff Johnson, the H16 (BRM Type 75), which essentially used two flat-eight engines (derived from their 1.5 L V8) one above the other, with the crankshafts geared together.
BRM found the H16 (2.75 x 1.925 in, 69.85 x 48.895 mm) attractive because it was initially planned to share design elements and components with the successful 1.5-litre V8. While the engine was powerful, it was also heavy and unreliable - Rudd claimed that his drawings were not followed accurately and many of the castings were much thicker and heavier than he had specified (when Lotus took delivery of their first H16 it took six men to carry it from the van to the workshop). At that time, BRM earned the nickname of "British Racing Misery". BRM, Lotus, and various privateers had been using enlarged versions of the BRM 1.5 V8 of up to 2.1 litres in 1966, as competitive three-litre engines were in short supply in the first year of the new regulations. Lotus also took up the H16 as an interim measure until the Cosworth DFV was ready, building the Lotus 43 to house it, and Jim Clark managed to win the US Grand Prix at Watkins Glen with this combination. It was the only victory for this engine in a world championship race. Lotus built the similar Lotus 42 designed for Indianapolis with a 4.2-litre version of the H16 (2.9375 x 2.36 in, 74.61 x 59.94 mm) but this was never raceworthy; the cars were raced with Ford V8s instead.
The H16 engine was redesigned with a narrow-angle four-valve head and magnesium main castings to reduce weight and increase power, but was never raced (it was intended for the 1967 BRM P115) as BRM decided to use the V12 unit which was being sold to other F1 and sports car teams with encouraging results. [3] [4]
The H16 was replaced by a V12 (2.9375 x 2.25 in, 74.61 x 57.15 mm) designed by Geoff Johnson. It had been intended for sports car use, but was first used in F1 by the McLaren M5A. Back at the works, the early V12 years were lean ones. In 1967 the two-valve layout gave about 360 bhp (270 kW) at 9,000 rpm. In 1968 this had increased to 390 bhp (290 kW) at 9,750 rpm. Geoff Johnson updated the design by adding a four-valve head, based on the H16 485 bhp 4-valve layout; this improved the V12's power output to 452 bhp (337 kW) at 10,500 rpm and eventually to a claimed 465 bhp (347 kW) during 1969. In 1973, Louis Stanley claimed 490 bhp (370 kW) at 11,750 rpm. The design and building of the first V-12 chassis, the P126 was contracted to former Lotus and Eagle designer Len Terry's Transatlantic Automotive Consultants. The cars first appeared during the 1968 Tasman Championship, powered by 2.5 litre versions of the engine, temporary team driver Bruce McLaren winning the fourth round of the series at Teretonga but being generally unimpressed with the car. BRM themselves built further examples of the Terry design, which were designated P133 and 1968 team drivers Mike Spence and Pedro Rodríguez appeared competitive in early season non championship races at Brands Hatch and Silverstone, but then Spence was killed driving the Lotus 56 turbine during qualifying at Indianapolis. Spence's replacement, Richard Attwood, finished a good second to Graham Hill's Lotus at Monaco, but after this results went downhill and the season petered out ignominiously. For 1969 the four valve per cylinder engine was developed and a new slimline car, the P139 was built. John Surtees joined as the team's lead driver backed up by Jack Oliver. Rodríguez was shunted into the semi-works Parnell team. Surtees' time at BRM was not a happy one and, despite the fact that a ground effect "wing car" was designed, this was never constructed and the team's performances were lacklustre. Surtees left after a single season (1969), along with Tony Rudd who went to Lotus (initially on the road-car side), and Geoff Johnson who departed for Austin Morris.
The team regrouped with Tony Southgate as designer and Rodríguez brought back into the fold to partner Oliver, and gained its first V12 victory when Rodríguez won the 1970 Belgian Grand Prix in a P153, with further victories for Jo Siffert and Peter Gethin in 1971 in the P160. The team had reached one of its intermittent peaks of success. Sadly both Siffert and Rodríguez were killed before the 1972 season and the team had to regroup completely again. Their last World Championship victory came when Jean-Pierre Beltoise drove a stunning race to win the rain-affected 1972 Monaco Grand Prix with the P160. He also won the non-championship 1972 World Championship Victory Race later in the year. The 1972 campaign was generally chaotic: having acquired major sponsorship, Louis Stanley originally planned to field up to six cars (three for established drivers, three for paying journeymen and young drivers) of varying designs including P153s, P160s and P180s and actually ran up to five for a mix of paying and paid drivers until it became obvious that it was completely overstretched and the team's sponsors insisted that the team should cut back to a more reasonable level and only three cars were run in 1973 for Beltoise, Lauda, and Regazzoni.
The last notable performance was Beltoise's second-place finish in the 1974 South African Grand Prix with the Mike Pilbeam-designed P201, a car with a pyramidal monocoque, very different from the curvy "Coke-bottle" Southgate cars. The Owen Organisation ended its support of the team and it was run on a lower-key basis by Louis Stanley and some of the Bourne personnel as Stanley-BRM until 1977. Old P201s were initially used, with the team hoping for a revival with the bulky and vaguely Ferrari-like P207 - which failed entirely.
Cereal millionaire and amateur racer John Jordan purchased some of the team's assets when the team finally folded, and backed the building of a pair of P230 cars by CTG, with the aim of competing in the national-level Aurora AFX Formula One Championship.[5] Teddy Pilette raced a P207 during 1978 with modest success, finishing fourth at Oulton Park and fifth at Brands Hatch. One chassis also apparently raced in the revived Can-Am series.
The team became involved with Rover's gas-turbine project, with the Rover-BRM gas turbine car running at Le Mans in 1963 and 1965 (it was damaged in testing and missed the 1964 race). BRM were also involved with Donald Campbell's gas-turbine Bluebird project. In later years they also built an unsuccessful Can-Am car, and dabbled with larger versions of the H16 engine for the Indianapolis 500. As a part of the Owen Organisation, BRM also worked on tuned road-car engines for Ford, Chrysler and others. The BRM-tuned version of the 1557 cc Lotus/Ford twin-cam engine was particularly popular as the Special Equipment option on Lotus Elan. This improved version of the Lotus-Ford engine was used by Tony Rudd when he left BRM for Lotus to form the basis of the Lotus produced "Sprint" version of the engine used in the Elan Sprint, Elan Plus2S-130, Europa JPS and Caterham Seven.
BRM were contracted by Chrysler (UK) Competition Department to develop a sixteen-valve cylinder head for the Hillman Avenger engine. It proved unreliable, underpowered, and unable to compete with the Ford rally team's proven Cosworth BDB-powered RS1600 Escorts.
The Owen Organisation expected BRM to turn a profit through sales of racing engines; the four-cylinder appeared briefly in a Cooper-BRM special for Stirling Moss but found no other customers. The V8 powered many 1.5-litre cars, including various private Lotuses and Brabhams as well as the BRP works team. Enlarged Tasman Series V8s of between 1.9 and 2.1 L were popular in 1966 as a stopgap before full three-litre engines were widely available. These units were also sold to Matra to power its early sports-prototypes.
A one-litre Formula Two engine was also made available, based on half of the F1 V8. This was not successful, in a formula dominated by Cosworth-Ford and eventually Honda engines.
Team Lotus used the ill-fated H16 engine, scoring its only win.
V12s were sold to other constructors of which the most notable were Cooper, John Wyer and McLaren. Matra entered into a contract with BRM to collaborate in the design of their own V12 engine, but when this became public knowledge the French constructor was forced to drop the involvement with BRM and restart development with a French partner, as its government funding was threatened, but there were still close resemblances between the finished Matra engine and the BRM.
The first BRMs were a pale duck-egg green (any shade of green represented Britain's racing colours), but this was later replaced for aesthetic reasons by a very dark metallic shade of grey-green. During the team's Owen-owned years the cars bore simple "Owen Racing Organisation" signage. The BRP-entered BRM for Moss and Herrmann was a non-metallic duck-egg green. Centro-Sud ran their cars in Italian red; Trintignant's car was in French blue.
At one point in the 1960s Alfred Owen's brother Ernest wanted the team to paint their cars orange with black trim, orange being the Owen Organisation's corporate colour, used for a band around the nose of the cars and for the mechanics' overalls; Rudd (who didn't like the idea of orange BRMs) pointed out that orange was the Dutch racing colour, when such things were still honoured; through most of the 1960s the cars ran with Owen orange bands round the nose.
The team acquired significant commercial sponsorship from Yardley for the 1970 season, running in white with black, gold and ochre stripes in a stylised "Y" wrapping around the car's bodywork, losing this deal to McLaren for 1972 and replacing it by Marlboro's familiar white and red (a flat shade, not dayglo) colours. Ironically this deal was also lost to McLaren for 1974, to be replaced briefly by Motul in a pale green and silver colour scheme. As Stanley-BRM the cars initially ran in red, white and blue with no major sponsorship; for the team's swansong it was sponsored by Rotary Watches and ran in pale blue and white. The Jordan-BRM P230 was black and gold.
BRM raced again as part of a project by John Mangoletsi for a Group C sports car known as the P351 with the backing of the Owen family to use the BRM name. Unfortunately the car was short lived and unsuccessful. In 1997 Keith Wiggins and Pacific Racing would resurrect the car as the BRM P301, using the BRM name only because it was technically a BRM built chassis but had no other connection to British Racing Motors. Heavily modified into an open cockpit sportscar, the car was equally unsuccessful.
A special edition Rover 200 was produced to commemorate the Rover-BRM gas-turbine car; this was finished in Brooklands Green (however not the very dark metallic gunmetal BRM shade) with an orange lower, front grill and silver details.
In October 2008, a press release announced that Bee Automobiles Ltd 'BRM Bee Four ERV' would compete in the British Speed Hill Climb championships:
As of 2011, the car had yet to leave the drawing board.[6][7][8][9]
In 2012, Bobbie Neate, granddaughter of Alfred Ernest Owen (who created Rubery Owen) and daughter of Jean Stanley (née Owen) wrote of her memories of BRM racing in the 1950s and 60s in her book Conspiracy of Secrets.
The BRM team won seventeen Formula One Grands Prix as follows:
| Date | Race | Venue | Driver | Chassis | Engine |
|---|---|---|---|---|---|
| 31 May 1959 | Dutch Grand Prix | Zandvoort | Jo Bonnier | P25 | 2.5L I4 |
| 20 May 1962 | Dutch Grand Prix | Zandvoort | Graham Hill | P57 | 1.5L V8 |
| 5 August 1962 | German Grand Prix | Nürburgring | Graham Hill | P57 | 1.5L V8 |
| 16 September 1962 | Italian Grand Prix | Monza | Graham Hill | P57 | 1.5L V8 |
| 29 December 1962 | South African Grand Prix | Prince George | Graham Hill | P57 | 1.5L V8 |
| 26 May 1963 | Monaco Grand Prix | Monaco | Graham Hill | P57 | 1.5L V8 |
| 6 October 1963 | United States Grand Prix | Watkins Glen | Graham Hill | P57 | 1.5L V8 |
| 10 May 1964 | Monaco Grand Prix | Monaco | Graham Hill | P261 | 1.5L V8 |
| 4 October 1964 | United States Grand Prix | Watkins Glen | Graham Hill | P261 | 1.5L V8 |
| 30 May 1965 | Monaco Grand Prix | Monaco | Graham Hill | P261 | 1.5L V8 |
| 12 September 1965 | Italian Grand Prix | Monza | Jackie Stewart | P261 | 1.5L V8 |
| 3 October 1965 | United States Grand Prix | Watkins Glen | Graham Hill | P261 | 1.5L V8 |
| 22 May 1966 | Monaco Grand Prix | Monaco | Jackie Stewart | P261 | 1.9L V8 |
| 7 June 1970 | Belgian Grand Prix | Spa | Pedro Rodríguez | P153 | 3.0L V12 |
| 15 August 1971 | Austrian Grand Prix | Österreichring | Jo Siffert | P160 | 3.0L V12 |
| 5 September 1971 | Italian Grand Prix | Monza | Peter Gethin | P160 | 3.0L V12 |
| 14 May 1972 | Monaco Grand Prix | Monaco | Jean-Pierre Beltoise | P160B | 3.0L V12 |
There is a small exhibition about Raymond Mays, including his interest in BRM, together with the trophies won by BRM while it was owned by the Owen Organisation, at Bourne Civic Society's Heritage Centre.
A driveable, detailed virtual recreation of the BRM H16-powered P83/P115 and the BRM P261 was made available in the PC-based F1 simulation Grand Prix Legends.
| Wikimedia Commons has media related to British Racing Motors. |
| Sporting positions | ||
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| Preceded by Ferrari |
Formula One Constructors' Champion 1962 |
Succeeded by Lotus |
British Racing Motors
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Formula One constructors
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| 2016 season |
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Although World Championship races held in 1952 and 1953 were run to Formula Two regulations, constructors who only participated during this period are included herein to maintain Championship continuity.
Constructors whose only participation in the World Championship was in the Indianapolis 500 races between 1950 and 1960 are not listed. |
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Formula One World Constructors' Champions
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| リンク元 | 「生物学的応答調節物質」「生体応答修飾物質」「biological response modifier」「biological response modifiers」 |
| 拡張検索 | 「BRM療法」 |
| 関連記事 | 「B」「BR」 |