[4] Tauranac based the car around an exceptionally stiff,[4] steel-tubed spaceframe chassis, which he reasoned would be easier to repair than a monocoque, and was closer to what MRD were selling to customers at the time.

[1] Also in contrast to Lotus practice were the BT3's internal dimensions, which provided a comparatively comfortable and spacious driving environment for the pilot,[1] with oil and water cooling pipes run outside the cockpit to keep heat to a bearable level.

[5] The chassis was clothed in a fibreglass body shell, which was painted in a bright turquoise shade with a metallic gold stripe running down the centre.

In turn, when Raby sold BT3 to David Hepworth in 1965, the BRM engine was replaced by a 4.7 L (287 cu in) Chevrolet V8, and the car ran in the Formule Libre class and at hillclimb events during 1966.

It was later restored to its original, 1962 Formula One specifications, complete with the correct turquoise-and-gold livery, and for many years resided in the Donington Grand Prix Exhibition museum collection.

[1] Following a second engine change overnight – for a properly assembled and tested unit hurriedly flown out directly from the manufacturers – the BT3 ran well for the first few laps of the race.

Although Brabham reverted to the team's interim Lotus to win the non-Championship Danish Grand Prix three weeks later, by the time of the Oulton Park International Gold Cup a few days following he was once again driving the new car.

After starting fifth on the grid, Brabham rose to third by the final flag – despite having to nurse rapidly wearing brake pads[1] – to take his first podium position in a car bearing his own name.

[1] Between these two events Brabham took second position in the inaugural Mexican Grand Prix, the only man to finish on the same lap as eventual joint winners Jim Clark and Trevor Taylor in their Lotus 25.