During this period, the team withdrew from manufacturing customer cars but introduced innovations such as carbon brakes and hydropneumatic suspension; it also reintroduced in-race refuelling.

Midway through the 1992 season, the team collapsed financially and was investigated for fraud, as its new owner, Japanese engineering firm Middlebridge, failed to make its loan repayments.

Brabham pushed for further advances, and played a significant role in developing Cooper's highly successful 1960 T53 "lowline" car, with input from his friend Tauranac.

Motor sport authors Mike Lawrence and David Hodges have said that a lack of resources may have cost the team results, a view echoed by Tauranac.

At the French Grand Prix at Reims-Gueux, Brabham became the first man to win a Formula One world championship race in a car bearing his own name.

Brabham won his third title in 1966, becoming the only driver to win the Formula One World Championship in a car carrying his own name (cf Surtees, Hill and Fittipaldi Automotive).

[25] After losing secured victories in the last corner at both Monaco and England, Jack decided he had had enough, and sold his part in the company to former Jochen Rindt manager, a businessman named Bernie Ecclestone, at the end of the year.

Although Hill, no longer a front-runner since his 1969 accident, took his final Formula One win in the non-championship BRDC International Trophy at Silverstone,[27] the team scored only seven championship points.

[28] The highlights of an aimless year, during which the team ran three different models, were pole position for Argentinian driver Carlos Reutemann at his home race at Buenos Aires and a victory in the non-championship Interlagos Grand Prix.

[26] While rival teams Lotus and McLaren relied on the Cosworth DFV engine from the late 1960s to the early 1980s, Ecclestone sought a competitive advantage by investigating other options.

Despite the success of Murray's Cosworth-powered cars, Ecclestone signed a deal with Italian motor manufacturer Alfa Romeo to use their large and powerful flat-12 engine from the 1976 season.

[34] Alfa Romeo started testing their own Formula One car during the season, prompting Ecclestone to revert to Cosworth DFV engines, a move Murray described as being "like having a holiday".

With a better understanding of ground effect, the team further developed the BT49C for the 1981 season, incorporating a hydropneumatic suspension system to avoid ride height limitations intended to reduce downforce.

[37] After seven years and two world championships, Piquet felt he was worth more than Ecclestone's salary offer for 1986, and reluctantly left for the Williams team at the end of the season.

Murray's radical long and low BT55, with its BMW M12 engine tilted over to improve its aerodynamics and lower its centre of gravity, had severe reliability issues, and the Pirelli tyres performed poorly.

During the season-ending Australian Grand Prix, Ecclestone announced he had sold MRD to EuroBrun team owner Walter Brun for an unknown price.

Modena took the team's last podium: a third place at the Monaco Grand Prix (Brundle, who had only just scraped through pre-qualifying by 0.021 seconds before qualifying a brilliant 4th, had been running third but was forced to stop to replace a flat battery, finally finishing sixth).

Middlebridge paid for its purchase using £1 million loaned to them by finance company Landhurst Leasing,[41] but the team remained underfunded and would only score a few more points finishes in its last three seasons.

The 1992 season started with Eric van de Poele and Giovanna Amati after Japanese Formula 3000 driver Akihiko Nakaya was denied a superlicense.

[44] Among these was the team's old factory in Chessington, which was acquired by Yamaha Motor Sports and used to house Activa Technology Limited, a company manufacturing composite components for race and road cars run by Herbie Blash.

[9] Tauranac was responsible for design and running the business, while Brabham was the test driver and arranged corporate deals like the Repco engine supply and the use of the MIRA wind tunnel.

Rolled out in late 1973 it was tested in early 1974 by John Watson at Silverstone before making its debut at the Rothmans F5000 Championship Round at Monza on 30 June 1974, driven by Martin Birrane.

[65] Brabham was considered a technically conservative team in the 1960s, chiefly because it persevered with traditional spaceframe cars long after Lotus introduced lighter, stiffer monocoque chassis to Formula One in 1962.

[67] Despite the perceived conservatism, in 1963 Brabham was the first Formula One team to use a wind tunnel to hone its designs to reduce drag and stop the cars lifting off the ground at speed.

Towards the end of the 1960s, teams began to exploit aerodynamic downforce to push the cars' tyres down harder on the track and enable them to maintain faster speeds through high-speed corners.

During 1976, the team introduced carbon-carbon brakes to Formula One, which promised reduced unsprung weight and better stopping performance due to carbon's greater coefficient of friction.

[71] Although Brabham experimented with airdams and underbody skirts in the mid-1970s, the team, like the rest of the field, did not immediately understand Lotus's development of a ground effect car in 1977.

[73] For the 1981 season the FIA introduced a 6 cm (2.4 in) minimum ride height for the cars, intended to slow them in corners by limiting the downforce created by aerodynamic ground effect.

[78] At the end of the 1983 season, Renault and Ferrari, both beaten to the Drivers' Championship by Piquet, protested that the Research Octane Number (RON) 102.4 of the team's fuel was above the legal limit of 102.

[79] On 4 June 2009, Franz Hilmer confirmed that he had used the name to lodge an entry for the 2010 Formula One season as a cost-capped team under the new budget cap regulations.