LEFT Hulme in his McLaren M8D, 1970

RIGHT Hulme won this race at Las Vegas in November 1968, driving the M8A

While the M8C production version built and marketed by Trojan in Britain was still a season away in 1969, there were various customer M6s and M12s, and Gurney tried unsuccessfully to match his M6B 'McLeagle' on 5.6-litre Ford power against the M8Bs when he wasn't guesting for Colnbrook. Lola, whose T70 had won Surtees the first Can Am title in 1966, had had a poor 1968 with the T160 and didn't fare much better with its development T162/163 models, while Ferrari, having raced sporadically in 1968, ran Chris on in a developed version of the 612 six-litre V12 car at he had driven in the last round the previous year The former McLaren driver finished third on his debut at a 'ns Glen and created a sensation by leading Hulme at the next race at Edmonton before finishing only five seconds in arrears. Thereafter, though, the Italian thoroughbred proved breathless with its litre disadvantage and never again posed a real threat. After it broke its engine at Laguna Seca practice McLaren offered his old employee a ride in the spare M8B but with typical Amon luck its differential broke. The narrow-track Chaparral 2H for Surtees was a total disaster, proving that even Jim Hall could make mistakes, while Jack Oliver's Peter Bryant-designed Autocoast Ti22 ( type numbered after the chemical symbol and valency of the titanium from which it was made) showed late series promise. The car that caused the greatest interest, however, and which would ultimately prove the most significant newcomer from McLaren's point of view, was the 4.5- then 5-litre Porsche 917 Spyder driven by Jo Siffert. He had a few reasonable placings but, like on, suffered from a capacity deficit, proving the American adage that there                 Revson's 8F, at Laguna Seca in 71
is no substitute for cubic inches. Later Porsche would add its own rider to . that, to the effect that there was no substitute unless you had a turbocharger. , . ,

With the train running smoothly on its rails, McLaren spent the winter perfecting the latest M8 derivative, e M8D. F ban on strut-mounted wings saw the rear bodywork sprout attractive fins between which a low wing was slung, and as the existing tubs were retained, albeit with 4�inch wider suspension, the wider bodywork curved in neatly where it rested atop the chassis. Bolthoff overstretched himself and the engines by trying an 8-litre 700 bhp version in tests, and when this monster exhibited self-destructive traits, 7620 cc units were substituted, These developed 670 bhp at 6800 rpm and a massive 600 lb ft of torque. This was thought to be sufficient. 
 

Development of the M8E

On 2 June 1970, at Goodwood, McLaren was conducting routine testing in Hulme's intended race car when a tail securing pin went missing. Wind pressure ripped away the rear bodywork and wing and, devoid of its downforce, the M8D slid broadside into a marshal's post at well over 100 mph (161 kph). Bruce McLaren, just short of his 33rd birthday, was killed.                                                                                                                    .

As a man he had always had the respect of his fellows and race enthusiasts the world over; as a combination of driver and brilliant engineer/designer he had no equal. Understandably the team took his death very badly, but somehow it kept going, its plight made no better by the severe burns Hulme's hand had sustained when his ride for the Indianapolis 500 caught fire.

'The Bear' was teamed with Dan Gurney when the shattered Colnbrook equipe faced the starter at the first 1970 Can Am race at Mosport 14 June. Dan took pole but both M8D drivers got a fright from Oliver in the Autocoast; a controversial incident between Oliver and privateer Lothar Motschenbacher in the lapped M8A-based M8B let Gurney get clear to win, but the Ti22 was quick enough to stay ahead of the injured Hulme. Gurney won again at St Jovite while Denny took his turn at the next three venues. By Elkhart Lake in August Gurney had been obliged to quit because of contractual clashes but F5000/F1 McLaren pilot Peter Gethin was drafted into his place and won. At Road Atlanta it finally seemed that McLaren had met some worthy opposition when Vic Elford made his debut in the innovative Jim Hall Chaparral 2J which Jackie Stewart had driven earlier at Watkins Glen. 'Quick Vic' took pole position in the boxy white device which used a small auxiliary engine to suck the air from beneath its skirted chassis to produce ground effect and phenomenal adhesion, much to McLaren's consternation. In the event the 2J broke and both M8Ds crashed, victory falling to Tony Dean's outclassed private Porsche 908.

Thereafter the series was dominated by Hulme, but the paralysing speed of the Chaparral continued to turn cold the marrow of the Colnbrook team's bones. At the Riverside finale it was on pole by two whole seconds, (most runners would have given their eye teeth to pip a McLaren to pole by two tenths) and the protests began to fly. Eventually, to Hall's disgust, the 2J was outlawed. But if that produced a huge sigh of relief at McLaren the future was only partly rosy. After a backflip at St Jovite, Oliver proved an M8D baiter in the Ti22, while Peter Revson had proved quick, especially at Donnybrooke where he ran Hulme close from pole position, in the Lola T220. At least one potential enemy was converted to ally status when Revson was signed to partner Hulme for 1971, but the downside was that Stewart would replace him at Lola, where an all-new bullet-nosed T260 was taking shape.

The showdown with mighty Porsche
Through 1970 Hulme had actually tested what at the time was dubbed the M8E, which was intended to spearhead the 1971 programme, but that designation eventually went to that year's Trojan customer car and the works car became known as the M8F. This was similar to the D save for full-length fences along the upper bodywork to . promote more downforce, and 8. I-litre Chevy engines prepared once again by Knutson. With aluminium cylinder blocks courtesy of sponsor Reynolds, power was again increased to an incredible 740 bhp.
Where the M6A had been the design work of Robin Herd, and the M8A that of Swiss engineer Jo Marquart, in collaboration with Bruce, the M8F was the work of McLaren stalwart Gordon Coppuck. This time the changes included a longer wheelbase, inboard rear brakes to reduce unsprung weight and a stiffer chassis. Once again the . old cars were sold off to privateers, while sundry new M8Es were sold.

The new season began with a shock, as Stewart planted the Lola on pole at Mosport on 13 June and led prior to gearbox problems. That left Denny to lead Peter home, a pattern repeated at St Jovite and reversed at Road Atlanta and Watkins Glen. However, Stewart continued to be a thorn in the McLaren flank and duly won at Mid-Ohio when both M8Fs broke CV joints. Revson won at Elkhart Lake but Stewart was again quick, as was Oliver who was now in an unreliable Shadow. Revson won twice more, in convincing style at Donnybrooke and under a cloud at Laguna Seca where he ignored the black flag in the closing laps when leaking oil. Denny then endorsed the McLaren domination by taking the remaining races at Edmonton and Riverside, although he couldn't quite amass enough points to hang on to his title, which passed to the deserving Revson. As a sign of the opposition's desperation, sabotage was suspected at Edmonton when a bolt was found in one of the injection trumpets on Revson's car. He was obliged to start late while it was fished out. . . .

Thus ended the season in which the team had faced real opposition on a consistent basis. Ultimately, although Stewart had frequently led, the McLaren proved the better, more reliable car; Lola was handicapped, however, by having only a single car entry.

Views of another ex- VDS, ex Johnny Jordan McLaren M8E, used in both CanAm and lnterserie racing.
For many years this car held the lap record at Silverstone: 50 seconds dead

Peter Revson driving his M8F in 71

McLaren's fatal crash

Then came the news that Porsche would mount an all-out challenge for the 1972 CanAm, and would have its efforts managed by the highly professional Roger Penske for another skilled driver/engineer, Mark Donohue. At last, after so many years of fighting paper tigers, the showdown had arrived. The CanAm town would ultimately prove big enough for only one of them.

Coppuck's response was an all-new McLaren, the attractive M20. To pack as much weight within the wheelbase for a low polar moment of inertia, he moved the water radiators to the sides, supplemented the usual sill fuel tanks with one behind the seat, and stretched the wheelbase to 100 inches (254 cm). Suspension remained much as per M8F but the bodywork was neater and an aerofoil was slung between the two front wings. In testing, the car was quick, and won praise from drivers who appreciated the fact that cockpit heat from front radiators was now a thing of the past.

First blood at Mosport

McLaren's other secret weapon for 1972 was a deal with Jackie Stewart but when he had to pull out due to a stomach ulcer, Revson was asked to. combine the CanAm with his McLaren commitments in USAC.

It was Hulme who drew first blood at Mosport on 11 June, baptising the M20 with a lucky win. Donohue had run into trouble but staged a fine recovery and just failed to pip Denny's sick car. Revson was third. At Road Atlanta, Donohue was replaced by George Follmer after a huge testing shunt and while the American sped to an early debut win, Hulme back flipped at 190 mph (306 kph). He escaped with no real injury, while Revson set a new lap record but retired with no oil pressure. At Watkins Glen it was Follmer's turn for trouble, Hulme heading Revson for an M20 1-2 with Francois Cevert third in Greg Young's ex Revson M8F. Then, for the first time in a long while, the works McLarens were soundly thrashed at Mid-Ohio. Follmer won, Oliver was second in a new Shadow and Milt Minter's Porsche beat Hulme for third. Follmer won again at Elkhart Lake after polewinner Hulme suffered ignition failure. Revson had a dud clutch, but Cevert was second despite a sick engine.

Worse was to come, for Donohue was out of hospital for Donnybrooke, ready to back series leader Follmer. A ferocious duel saw the M20s stay with the turbo Porsches until the British cars blew their engines; Donohue then blew a tyre and Follmer ran short of fuel on the last lap. Through it all, like a knight on a charger, came Cevert to win.

The writing on McLaren's wall

That, however, was to be McLaren's 43rd and last CanAm win. Donohue won at Edmonton after Hulme led for a while, could have done so at Laguna Seca but slowed to let Follmer through to clinch the title, and then had the compliment returned at Riverside only to pick up a puncture, handing George his fifth win. The writing on McLaren's wall said only one thing: get out of town.

The M20s could often match the fast Porsches' practice pace, but come the race reliability lay with the German cars. The M20s either had to run off pace with detuned engines, or risk mighty breakages if they tried to match their rivals' power advantage. Hulme frequently bitched about screwdriver-tuning for extra power, something that would eventually become familiar in the GP world where, ironically, turbocharged McLaren-Porsches would prove so successful.

Private McLarens appeared in the 1973 CanAm and Europe's Interserie equivalent, but the works cars never raced beyond 1972. In the last CanAm race of 1974 at Road Atlanta, Scooter Patrick had a lucky win in an . ex-works car after Jackie Oliver's Shadow blew up. They had had their period of dominance - one of the longest in any professional racing series - and had in turn been dominated. Neither Teddy Mayer nor Phil Kerr of McLaren felt inclined to try matching Porsche's vast budget in the development of turbocharging and as Denny Hulme finished runner up to George Follmer in that 1972 series, the end was finally written to an outstanding chapter in road racing. Thereafter McLaren concentrated on the high-power arena of Formula One.