1946

Automobile Developments Ltd was formed by the British Motor Racing Research Trust which had been formed by Raymond Mays and consisted of one board member from each of the 40 company's that agreed to back the project. When the car was available to run the company was to be re-named British Racing Motors Ltd. Headed by Mays' friend and partner from the ERA days Peter Berthon, a team of 6 senior designers from the motor industry were recruited and a drawing office set up in the Old Maltings building on Spalding Road behind Eastgate House which was adjacent to the ERA factory which was sold in 1939. The task was to design and build a Grand Prix Car capable of beating the might of the continental factory teams.

1949

British Racing Motors was formed following the completion of the P15 (1.5-litre V16) Grand Prix Car

December 15th: P15/1 makes its first public appearance to the worlds press at Folkingham Aerodrome and is demonstrated by Raymond Mays. The V16 produced more than 600bhp and was the first engine in history to rev above 10,000rpm. Drivers could spin its wheels effortlessly at speeds in excess of many other cars maximum. The ear shattering exhaust notes have ensured its reputation as arguably the most audibly iconic Grand Prix car of all time.

1950

August 26th: debut appearance at Silverstone (Daily Express Trophy), P15/1 breaks both drive shafts at the start

September 30th: second appearance and1st win: P15/1 Reg Parnell wins back to back races at Goodwood (Woodcote Cup & Goodwood Trophy)

1951

The teams solitary appearance is at the British Grand Prix, Silverstone. The two V16s driven by Reg Parnell and Peter Walker finishing 5th and 7th respectively despite both suffering burns from the hot exhaust.

1952

Rubery Owen Ltd take sole ownership of the team from the BRM Trust

Due to the lack of Formula I entrants, the FIA ran the World Championship for Formula 2 cars (2.0-litre unblown or 750cc supercharged) making the 1.5-litre supercharged V16 obsolete before it had been fully developed.

The V16 spent the rest of its career competing in Formula Libra events. Such was its awsome power, many top drivers were eager to accept invitations to drive the car including Fangio. Legend has it that on his first visit to Bourne a driver was sent to The George Hotel at Stamford to pick him up and bring him back to the works. Fangio insisted on driving himself and is reputed to have covered the 12.5 miles in under 10 minutes which required him to cross both towns. The A6121 today is considerably challenging but has had numeroues bends staightened since 1952 although in his favour there were no traffic lights en route.

1955

The teams new Formula 1 car, the P25 (I4 2.5-litre) makes its debut in September at Oulton Park Gold Cup driven by Peter Collins, who earlier in the month had driven the V16 at Aintree its final victory for the team.

The V16 made its final appearance on 1st October at Castle Coombe driven by Ron Flockhart.

1956

BRM re-enter the Formua 1 World Championship with the P25

1957

1st Continental Victory, P25/3 Caen Grand Prix, Cean driven by Jean Behra

1959

1st Grand Prix Victory, P25/8 Dutch Grand Prix, Zandvoort driven by Jo Bonnier

1960

Graham Hill joins BRM

P48 introduced, the team's first rear engine car, which was effectively a developmwent of the P25 with the engine moved to the back.

1961

P57s fitted with Coventy Climax 1.5L engines pending development of the BRM 1.5L V8 which was fitted into the P578s

1962

WORLD CHAMPIONS

After 10 years and only one Grand Prix victory, the year began with an ultimatum from Sir Alfred Owen that unless they won at least two Grand Prix he would close the team down. Fortunately they won 4 Grand Prix and the constructors championship with No 1 driver Graham Hill taking the drivers title in the final race in South Africa at the East London Circuit. Finally fulfilling Raymond Mays' dream of an all British Grand Prix car beating the might of the continental factory teams.

Italian Grand Prix, Monza was the teams first Grand Prix 1-2 finish

1963

Runners up in the Constructors Championship

Graham Hill & Ritchie Ginther finish 1st and 2nd at Monaco, this was the first of Graham Hill three consective victories for the BRM in Monaco and he went on to take a total of five victories in the principality during his career.

Debut of P61 semi Monocoque Car at French Grand Prix

1964

Runners up in the Constructors Championship

P261 the teams first monocoque car replaces the P578. This chassis went on to become the most sucessful of all BRMs types winning a total of 19 races in all competitions between 1964-67.

Graham Hill went into the final round at Mexico leading the championship, but was denied a second title when he was pushed off the circuit by Bandini's Ferrari whose team mate John Surtess went on to win the title by a single point.

1965

Runners up in the Constructors Championship

Ritchie Ginther is replaced by a young Scot Jackie Stewart, who immediately makes an impact in Formula 1 by winning the Italian Grand Prix at Monza in his debut season and finishing third in the drivers championship

1966

Team debut in Austrilasian Tasman Series beginning with a 1-2 finish in the first round. Jackie becomes 1966 Tasman Series Champion.

Monaco Grand Prix, Jackie Stewart's win is BRMs fourth succesive victory in the principality.

Belgian Grand Prix, Spa. Jackie Stewart crashes at the Masta kink in treacherous conditions, Graham Hill spotting his trapped team mate stops and abandons his own race to free him from the wreckage.

P83 (3.0-litre H16) becomes the teams challenger for the new 3.0 litre formula. It soon becomes apparent the H16 engine was over complex and its poor power to weight ratio ensured that it was not viable Grand Prix racing engine. Although the H16 did have a solitary Grand Prix victory, not in back back of a works car but in a customer, works Lotus 43 driven by Jim Clark in the United States Grand Prix at Watkins Glen.

1967

After seven years with the team, Graham Hill leaves and returns to Lotus. Leaving Jackie Stewart to lead the team and persevere with the H16.

1968

P126 (3.0-litre V12) introduced with the distinction of being the first car to be raced by the team which was not designed and built at Bourne. Due to pressure in the design office having to design and develop a new V12 to replace the failed H16, the design and construction of a new monocoque chassis to take the V12 engine was subcontracted to racing chassis consultant Len Terry. Three P126s were produced before the team produced their own improved development later in the season which was designated P133.

1969

P138 (3.0-litre V12) the teams first 'wing car' is introduced and makes its debut at the Spanish Grand Prix driven by John Surtees.

Following another disappointing season by mutual agreement Tony Rudd left the team.

Sir Alfred Owen hands over the running of the team to his sister Mrs Jean Stanley and her husband Louis who become joint Managing Directors.

1970

The teams new Designer Tony Southgate indroduces the iconic P153 (3.0-litre V12), which made its debut in the South African Grand Prix.

P153 becomes the first team car to carry commercial sponsorship in a two year deal with the cosmetic company Yardley.

Pedro Rodriguez ends a 4 year winning drought for the team and gives a BRM V12 engine its first victory at the Belgian Grand Prix which was the last race to be held on the original 8.7 mile circuit.

1971

Runners up in the Constructors Championship - A year of great promise, records and tragedy.

The formidable driver line up of Pedro Rodriguez and Jo Siffert, the potential of the P153s and the newer improved P160 promised to be a year of ascendancy for the team.

July 11th: Team leader Pedro Rodriguez was killed in a minor sports car race in Germany.

September 5th: Peter Gethin crossed the line at Monza to finish first in what became the fastest Grand Prix of the 20th Century at an average speed of 151mph, a record that would stand for 32 years.

Ootober 24th: Having raced through the most dangerous periods of motor racing, BRMs luck finally ran out when at the final race of the season, a non championship event at Brands Hatch, while lying 4th Jo Siffert's P160/2 left the circuit at high speed after Pilgrim's Drop, hit a marshall’s post turning the car upside down which subsequently burst into flames with the driver trapped inside. Inadequate trackside facilities resulted in Jo Siffert perishing in the flames, it was later revealed he died from ashphixia, his only injury from the accident a broken ankle. Jo Siffert was the only driver to be killed in a works BRM.

1972

Monaco Grand Prix, Jean-Pierre Beltoise's superb win in the wet gave the team their 5th win in the principality and 17th and final Grand Prix Victory.

BRM introduced the cigarette manufacturer Marlboro to formula one when they signed a two year sponsorship deal. The pressure of a major innovative sponsor took its toll on the team when on several occasions 5 cars were entered in a race. For a team with a total workforce of 120, this was clearly unsustainable.

The flat bottomed P180 was introduced but due to heavy race programme very little development was carried out and the team continued to race the proven P160.

1973

A young Austrian Niki Lauda joined the team.

Following Tony Southgate's departure a new designer Mike Pilbeam, who returned to the team having worked previously as Tony Rudd's assistant.

1974

P201 (3.0-litre V12) designed by Mike Pilbeam was introduced in the livery of the teams new sponsor, french lubricant company Motul. This became the last type of Grand Prix car to be designed and built in Bourne.

It was clear due to a lack of funds the team was becoming more uncompetative and at the end of the season and in view of current economic climate which was biting british Industry hard, the Rubery Owen Organisation who had so solidly back BRM over the years withdrew their financial support and closed the team down.

1975

Immediately after the withdrawal of the Rubery Owen Organisation from the team. The teams joint Managing Directors, Mrs Jean Stanley (Sir Alfred Owen's sister and who owned one third of the Rubery Owen Organisation) and her husband Louis decided to carry on with approximately half the workforce. The team was re-named Stanley-BRM.

The season began with a single P201 entered for each race, but a lack of funds meant the team failed to appear at the British and German Grand Prix. Only two more appearances were made during the season in Austria and Italy.

1976

The teams sole appearance was at the first race of the season, the Brazilian Grand Prix at Interlagos. When P201/5 driven by Ian Ashley retired on the second lap the team withdrew for the rest of the season in preperation for 1977 and the new P207 car.

1977

With sponsorship from Swiss watchmakers Rotary and the new P207 (3.0-litre V12) designed and built by Len Terry was meant to be the beginning of a new era. Sadly the car was very uncompetative from the outset. Its first appeared at the second race of the season, the Brazilian Grand Prix at Interlagos, Austrailian Larry Perkins started its one and only Grand Prix but retired on the first lap with a loss of water. The teams final Grand Prix start was the next race in South African at Kyalami when Larry Perkins in P201/4 finished 15th with both the driver and car making their final appearance for the team. The P207 failed to qualify for a further seven Grand Prix in sucession when the team arrived at Monza in September for what became the final appearance of a BRM on the Grand Prix stage. When Teddy Pilette failed to qualify the P207/2 for the Itailian Grand Prix the team returned to Bourne and withdrew from Grand Prix Racing.

1981

October 22nd: the remaining cars and equipment were sold at Auction by Christie's at Earls Court.

1984

The Spalding Road Factory was sold in two parts. The original section to neighbours Delaine Buses who had already acquired the adjacent ERA factory in 1939 and the 1960 extension to Lyalls Auctioneers.

POSTSCRIPT

Although BRM were never without their doubters and were often the subject and ridicule by the media, with the backing of Sir Alfred Owen and the Rubery Owen Organisation Raymond Mays' vision to build an all British Grand Prix Car capable of beating the might of the continental factory teams was achieved.

Between 1950 and 1977 the team started in 197 Grand Prix with 17 Victories, 11 Pole Positions, 15 Fastest Laps, 1 Drivers World Championship and 1 Constructors World Championship.

For a team from the Lincolnshire Market Town of Bourne which situated in an agricultural area on the edge of the Fens, with a workforce that never exceeded 120 people, the majority being locals, aside from Ferrari they are the only other Grand Prix team to have won the world championship with a car they built the completely themselves, including the chassis, engine and gearbox.

Six world champions have driven for the team: Juan Fangio, Mike Hawthorn, Graham Hill, Jackie Stewart, John Surtees and Niki Lauda.

Graham Hill's 1962 World Championship was the first time a British driver had won the World Championship in a British car.

Peter Gethin's 1971 win in the Italian Grand Prix at Monza was the fastest Grand Prix of the 20th Century at an average speed of 151mph.

The unconventional use of 16 cylinder engines on two occasions, although neither successful at the time have both gone on to become renown examples of british engineering.

In addition to the Grand Prix programme, BRM built a Gas Turbine car in conjunction with Rover which ran at Le Mans in 1963 & 1965 and completed the 24 hours on both occasions. In 1970-71 BRM built and entered 8.0-litre prototype sports cars for the North American Can-Am series and European Interseria series.

The engineering legacy of BRM is still evident in and around Bourne today and includes:

Hall and Hall

World renowned restorers of Grand Prix and Sports Cars run by former mechanic Rick Hall along with his son Rob and daughter Karen, who specalise in the restoration of BRMs.

Lahoma Engineers Ltd

Precision engineers and manufacturers of bespoke components produced spares for all types of BRMs was founded and run by former mechanic John Sismey until his retirement in 2014.

Pilbeam Racing Designs

Former designer Mike Pilbeam has become one of the most successful manufacturers of Hill Climbing cars in the modern era and has also produced prototype sports cars for Le Mans.

SL Engineering Ltd

Founded by former mechanic Alan Elison the company is now run by his family, mainly produce pipework for Rolls Royce aviation engines.