Репко: Австралиялық автокөлік инженерлік және сауда компаниясының тарихы

Australian automotive engineering/retailer company

Repco is an Australian automotive engineering/retailer company. Its name is an abbreviation of Replacement Parts Company and was for many years known for reconditioning engines and for specialised manufacturing, for which it gained a high reputation. It is now best known as a retailer of spare parts and motor accessories. The company gained fame for developing the engines that powered the Brabham Formula One cars in which Jack Brabham and Denny Hulme won the 1966 and 1967 World Championship of Drivers titles. Brabham Repco was awarded the International Cup for F1 Manufacturers in the same two years. Repco currently runs a series of stores across Australia and New Zealand specialising in the sale of parts and aftermarket accessories.

Repco was founded by Geoff Russell in 1922 and first traded under the name Automotive Grinding Company, from premises in Collingwood, Victoria. Repco was listed on the Australian Securities Exchange (ASX) in 1937. It was acquired by Pacific Dunlop in 1988 and delisted. In September 2001 Repco was purchased by a private equity consortium, before again becoming a listed company, this time as a dual listed company on the ASX and New Zealand Exchange. Following acquisition of all shares by CCMP Capital in December 2006, Repco was again delisted. On 1 July 2013, Repco and the entire Exego group (consisting of Ashdown Ingram, Mcleod Accessories and Motospecs) were acquired by Genuine Parts Company.

Since 2021, the company has held the naming rights to the Bathurst 1000 and Supercars Championship. It previously sponsored Garry Rogers Motorsport and Dick Johnson Racing and the 1979 Round Australia Trial. In 2024, Repco became the title sponsor of the D1NZ National Drifting Championship, a sanctioned championship under Motorsport New Zealand, the official FIA appointed governing body of motor racing in New Zealand.

In 1964 the Australian/New Zealand Tasman Series was created with a 2,500 cc capacity limit applied to engines. Jack Brabham approached Repco to develop a suitable engine, and together they decided to base the SOHC design on Oldsmobile Jetfire 215 ci block with six cylinder head studs per cylinder. Combined with a short stroke flat plane crankshaft, Repco designed cylinder heads, camshafts and two stage chain/gear cam drive, a 2.5 L engine was built in 1965 with its cylinder head cast by Commonwealth Aircraft. In 1963 the international motor racing body, the FIA, announced that the maximum engine capacity for the Formula One category would be doubled to three litres to start from the 1966 season. Despite calls for a "return to power" having been made, few teams were prepared as the main engine supplier in the UK, Coventry Climax, decided to get out of race engine building. Jack Brabham used his friendship with engineer Phil Irving at Repco. He proposed they design and build a 3 L version of the 2.5 L engine by using a longer stroke flat plane crankshaft. The Repco board agreed to his proposal in light of the expected rival 2.75 L Coventry Climax FPF DOHC engine being of four cylinder configuration deemed to be near obsolete, and the plan to build the Cosworth DFV (revealed at the end of 1965 by Ford, its sponsor) was not known yet. A small team at Repco under Phil Irving developed the F1 engine, fitted with two valves per cylinder SOHC heads from the 2.5L version. The first advantage of this Repco 620 V8 was its compact size and lightness, which allowed it to be bolted into an existing 1.5 litre Formula One chassis. With no more than , the Repco was by far the least powerful of the new 3 litre engines, but unlike the others it was frugal, light and compact. Also unlike the others, it was reliable and due to low weight and power, the strain on chassis, suspension, brakes and tyres was low. This engine being based on British/American Rover V8/Buick 215 block is a common misconception. The Oldsmobile version of this engine, although sharing the same basic architecture, had cylinder heads and angled valve covers designed by Oldsmobile engineers to look like a traditional Olds V8 and was produced on a separate assembly line. Oldsmobile's intention to produce a higher powered, turbo charged Jetfire version led to significant differences from the Buick 215, primarily in cylinder head design: Buick used a 5 bolt pattern around each cylinder where Oldsmobile used a 6 bolt pattern. The sixth bolt was added to the intake manifold side of the head, one extra bolt for each cylinder, meant to alleviate a head warping problem on high compression versions. This meant that Buick heads would fit on Oldsmobile blocks, but not vice versa. Changing the compression ratio on an Oldsmobile 215 required changing the heads, but on a Buick 215, only the pistons, which was less expensive and simpler. General Motors later use of parts diagrams drawn for Oldsmobile in Buick parts catalogue showing a six stud cylinder block sowed further confusion. Later Rover versions of the aluminum block and subsequent Buick iron small blocks went to a 4 bolt per cylinder pattern.

In 1966, the Repco engine was good enough to score three poles for Jack Brabham. In his one off BT19, it helped him get four consecutive wins and both titles in the nine race long season, a unique accomplishment for a driver and constructor. This was his third title. The 2,995.58 cc V8 Repco had a bore and stroke of 3.50 × 2.375" (88.9 × 60.3 mm). Initially it gave about A test bed figure of at 7,800 rpm with torque at 6,500 rpm was obtained. In race trim, about was available. In 1967, the bore and stroke remained unaltered. In that year, bhp at 8,500 rpm was often quoted. A test bed figure of at 8,300 rpm was recorded. For 1968, a 32 valve version with at 9,500 rpm was planned. Only about at 9,000 rpm was achieved. In 1967 the competition had made progress. Repco produced a new version of the engine, the 700 series, this time with a Repco designed block. Brabham scored two poles early in the year, but then the new Ford Cosworth DFV V8 appeared in the Lotus 49, setting a new pace with its at 9,000 rpm, with Jim Clark and Graham Hill taking all poles in the rest of the season. As the Lotus was still fragile, the Brabham drivers scored two wins each. Brabham used new parts on his cars, which was not always helpful, so Denis Hulme collected more results and the title, followed by Brabham himself, who again won the constructors' title.

The new Ford engine, which was made available to other teams in 1968 also, convinced Brabham that more power was needed. With hindsight Brabham commented that the single cam motor's reliability may have been enough to supplant the more powerful Cosworths as late as the 1968 season. A new version of the Repco V8, with gear driven double overhead camshafts and four valves per cylinder, was produced for 1968 to maintain its competitiveness. A figure of at 9,500 rpm was targeted but only about at 9,000 rpm was achieved. The season was a disaster as it proved very unreliable due to insurmountable valve gear unreliability. There was also a 4.2 litre derivative for the Indianapolis 500. Jochen Rindt, who had moved to Brabham at the wrong time, managed to score two poles and two podiums that year, while Brabham himself collected only two points. The Repco project had always been hindered by the lengthy lines of communication between the UK and Australia, which made correcting problems very difficult. Repco, having spent far more money than originally envisaged and having sold very few customer versions of its engine, stopped the project. For 1969, the works Brabham team and most of the private Brabham entries also used the ubiquitous Cosworth powerplant. A pair of older Brabham Repcos were entered in the season opening 1969 South African Grand Prix by local drivers Sam Tingle and Peter de Klerk, but no points were scored on the engine marque's last appearance in the world championship. Also, LDS fitted with Repcos were used in the South African Grand Prix in the late 1960s, as well as in the national F1 series there.

Repco had been involved in Australian motor racing many years prior to the association with Brabham. Most famous had been development of the engine of the series of Maybach Specials in the 1950s to various wins including the 1954 New Zealand Grand Prix. The Brabham Repco project was initially aimed at the Tasman Series, where Coventry Climax's obsolete FPF four cylinder engine was dominant in the mid 1960s. The 2.5 litre version of the Repco V8 was never very successful in this series, initially producing no more power than the FPF. It did, however, record one Tasman Series round win with Jack Brabham driving his Repco powered Brabham BT23A to victory in the 1967 South Pacific Trophy at the Longford Circuit in Tasmania. Brabham Repco's were also prepared and entered in the 1968 and 1969 Indianapolis 500. In 1969, Peter Revson finished fifth in such a car. He also won a USAC race in the same year. Further versions of the V8 engine were produced, including a 4.3 litre variant for sports car racing and a turbo charged version intended for United States Automobile Club races. Neither version met with any international success, the turbo in particular being labelled 'Puff the Tragic Wagon' by its development team due to its lack of horsepower (compared with "Puff, the Magic Dragon"). The sports car engine (increased in size to 5.0 litres) was, however, dominant domestically, powering cars to several wins in the Australian Sports Car Championship and its predecessor the Australian Tourist Trophy, most notably powering the Matich sports cars built and raced by Frank Matich, and Elfin Sports Cars built and raced by Garrie Cooper.

Year Team Driver # of GPs WC 1966 Brabham Repco Jack Brabham 9 World Champion Brabham Repco Denny Hulme 7 4th 1967 Brabham Repco Denny Hulme 11 World Champion Brabham Repco Jack Brabham 11 2nd Brabham Repco Guy Ligier 5 1968 Brabham Repco Jochen Rindt 12 12th Brabham Repco Jack Brabham 11 23rd Brabham Repco Silvio Moser 4 23rd Brabham Repco Dan Gurney 1 Brabham Repco Dave Charlton 1 Brabham Repco John Love 1 Brabham Repco Kurt Ahrens Jr. 1 LDS Repco Sam Tingle 1 1969 Brabham Repco Peter de Klerk 1 Brabham Repco Sam Tingle 1