1967 F1 Season Review

Race Reports Formula 1 - 1967 http://www.intothered.dk/1967season/67season_root.
html
The race reports as they appeared in Motorsport during 1967
Season preview Race tracks on the continent
Ferrari has announced that his Grand Prix team will consist of Bandini Almost anywhere round the circuit is impressive, the main grandstands
and Parkes, with Scarfiotti in addition if he decides to run three cars, provide a fine panoramic view of a large part of the circuit, as does the
such as at Monza. Chris Amon and Jonathan Williams are also on the open grandstand on the slopes of the Eau Rouge hill. This latter stand
Ferrari books, but at the moment their activities look as though they is one of my favourites during practice, for you can get quite close to
will be confined to long-distance racing with the P4 cars. The new the cars as they cross the river bridge and climb up the very fast
36-valve Grand Prix engine that appeared at Monza last year ... [read sweeping turn, and here you see drivers working for their living ...
more] [read more]
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Formula One 1967 - Preview of the Teams http://www.intothered.dk/1967season/teams.html
Thoughts before the 1967 season
As these words are being read the South African GP will be taking place, this year at the Kyalami circuit and not at the usual East London one (A full
report will appear in February MOTOR SPORT). As the event is in the World Championship series this year, many teams have had to get organised
very quickly, and there have been some interesting changes.
HONDA SHOWS UP, HONDA WINS - For a

long time the Japanese company has
dominated motor cycle racing. But are they
up to the challenge of thoroughbred formula
one battles - and can they produce the same
high grade machines as seen from BRM
throughout the last decade?
Graham Hill from BRM to Lotus
Biggest surprise was Graham Hill leaving the BRM team, where he has been number one driver for many years, and joining Lotus as number two to
Jim Clark. Since the arrival in the Bourne team of Stewart in 1965, Hill has been hard pressed to justify his position as number one, and Stewart's
steady progress has made it all the harder. During 1966 tension was mounting and the BRM team manager was often put in a difficult position, such
as when he had only one good engine, or one good gearbox left after practice troubles. Most of the time he retained faith in his number one driver
and gave the good parts to Hill, even though it was more likely that Stewart could have made better use of them. It is a very good team that can
guarantee to have two perfect cars on a starting grid.
All this is not to decry Hill's driving ability or his position as team leader, but it does support the theory I put forward some while ago that until the
arrival of Stewart in Formula 1 in 1965 we had been accepting a lower standard of top-line driver than we had had in the past. Bright newcomers
are bound to appear on the scene, and many do no more than that, but the occasional one leaps to the top quickly, and inevitably the established
stars have to take a bit of a knock. Jim Clark did this to Innes Ireland, unwittingly, when he joined the Lotus Grand Prix team, Ascari did it to Villoresi
in the Maserati team, Rosemeyer did it to Stuck and Varzi in the Auto-Union team, and so on back through the ages. Personally, I think Hill has
made a wise move, for he can now drive at the same pace as he has always done, which is a very fast pace, and thus back up Clark, instead of
having to drive "over his head" in his efforts to stay ahead of Stewart within the same team.
Ford Grand Prix Cars Ltd
For those of us who accept that Clark is the top driver at the moment there will be no discredit to Hill if he makes second place on the starting grid
behind Clark; in fact, the Lotus team is going to be very strong, for if Hill is behind, it will only be by fractions of a second, for he has always been in
the "top six" in Grand Prix racing. Just how successful Team Lotus are going to be will depend on the new V8 Cosworth engine, which Ford (England)
are financing. The Ford publicity machine gives the impression that they have bought Hill and that the Clark, Hill, Chapman, Lotus combine is in reality
Ford (England). Financially this may be true, but I feel that it will be a Lotus-Cosworth that wins the races.
The Ford workers' newspaper is already telling them that the combination of Clark and Hill driving the new Ford Grand Prix car is going to be a strong
challenge in 1967. My feeling is that the Ford empire have not realised that they are working for Colin Chapman, not him working for them! It is the
way to get results, as a look at Indianapolis shows; Clark and Chapman set the landmark there, with the assistance of Ford (USA). The Cosworth
V8 engine is not expected before the Monaco GP on May 7th, but I feel we can rest confident in the abilities of Duckworth and Costin to do what
they say they will do.
Surtees' dilemma solved
The next major move that happened at the end of 1966 was John Surtees joining the Honda team. Now this was no surprise at all, for there was
really nowhere else for him to go, and Honda would have been stupid to have missed the opportunity of signing on this top-flight driver. Since
leaving the Ferrari team. Surtees has been a bit lost, for though he drove for Cooper-Maserati it was not a satisfactory combination, but he had to
drive that or nothing. Obviously he would not join any team as number two driver, so that ruled him out of Lotus, BRM, Brabham and Gurney's
Eagle team. He could hardly go back to Ferrari, so the only hope was Honda, and that is what has happened.
Ginther's goes West
Good a driver as Ginther is, he is not in the top six and Honda are out to win, so it was a simple matter of Ginther out, Surtees in. In big business
things like this are easily done, and Grand Prix racing is big business. The funny thing about this move was that Ginther seems to have
misunderstood what Honda said (perhaps they spoke in Japanese!) for after the Mexican GP there were those who were prepared to believe that
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misunderstood what Honda said (perhaps they spoke in Japanese!) for after the Mexican GP there were those who were prepared to believe that
Honda were withdrawing from racing. Perhaps Ginther did understand but explained himself badly, or the reporters were not listening properly.
Whatever happened, Ginther has left Honda and has joined Gurney with his Eagle team, which is a very good thing, for the diminutive Ginther will
make a very good number two to the giant Gurney, just as Hill will back up Clark.
Had the Eagle team got as advanced as they had hoped last season they would have run two cars, with Jerry Grant as number two and, even if he
had only had the 4-cylinder Coventry-Climax-powered car, he could have spent a useful year learning the European Grand Prix way of racing. As it
turned out he did not get a chance to drive in Europe due to a lack of Eagles and this put them a season behind their competitors. By replacing Grant
with Ginther they have saved a lot of time, for Ginther has nothing to learn about European circuits and Grand Prix racing; he can start off using the
Eagle to its full immediately. It was not a case of dropping Grant, for he had never really started.
Repco practical motors
Another piece of definite news, as distinct from rumour, is the fact that the Australian Repco firm are building an entirely new V8 engine for Brabham.
This can cause no surprise at all, for after the amazing success of the "hot rod" V8 engine, it would be a strange engineering firm who were not
compelled to go one better and do the whole job from scratch. There is no intention of building anything exotic or complicated, but merely to
continue the development line started with the modified alloy-Buick V8 that formed the Repco V8 engine during 1966. Brabham and Tauranac will
continue with the development of the chassis and, while the new Brabham-Repco V8 will not provide much engineering or design excitement, it will
certainly be a sound and practical job that will take a lot of beating, just like Brabham himself as a driver.
Jochen Rindt rising
With Surtees leaving Cooper-Maserati, young Jochen Rindt has returned to his position as number one, a place he relinquished to Surtees with
splendid grace last July. A lot of up-and-coming drivers could well keep an eye on Rindt as an example of how to succeed if you have not got the
outstanding natural ability of a Clark or a Stewart. I remember watching Rindt in the old Formula Junior racing in Europe, when he was just starting.
Austria ran a Formula 1 race and he dearly wanted to drive in it, being his "own" Grand Prix event, and he worked away and got the loan of a
1.5-litre Ford pushrod engine, which was put in his Junior Cooper. Against V8 BRM and Climax engines it was hopelessly outclassed, even if he could
have driven as well as the factory drivers, but this did not trouble Rindt. He was in a Formula 1 race, which was all that mattered, and he drove like a
demon, thoroughly enjoying himself and putting up a performance that was no disgrace at all. He has kept this happy press-on characteristic all
through his brief career, and it often carries him way ahead of better drivers who are busy grumbling and complaining. The Maserati firm are
continuing to supply engines to Cooper, and while the V12 may not have appeared very fast, and only won one major event, it took the Cooper
cars to numerous praiseworthy places behind the winning Brabham, as the tabulated Race Results of 1966 elsewhere in this issue reveal. With the
1967 Grand season starting on January 2nd we can look forward to a busy and interesting year, though this first event is hardly likely to provide any
serious pointers towards the trends for the rest of the year.
A NEW STAR - Jochen Rindt in the cockpit of his Cooper-maserati is a hard-working new-comer,
whereas "Black" Jack Brabham and Graham Hill both are well known to the racing comunity.
Brabham controls his and Tauranac's MRD team with a firm hand, and Hill has left BRM after a long
string of succeses in order to set his own pace, after being "threatened" by young Stewart.
After the first race

British Racing Motors
The BRM team have confirmed that they will continue to run a pair of H16-engined cars in 1967 with Stewart as team leader and his number two
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The BRM team have confirmed that they will continue to run a pair of H16-engined cars in 1967 with Stewart as team leader and his number two
will be drawn from Mike Spence, Piers Courage and Chris Irwin. The BRM team will be working in liaison with Reg Parnell (Racing) Ltd, run by Tim
Parnell and he will be running BRM-engined cars. In South Africa Spence drove the second works car and Courage the Parnell car, but the driver pool
will be shared in different ways depending on circumstances and circuits.
One of H16-engined cars has been painted and polished as an exhibition model and will tour various International engineering exhibitions as an
example of British design and workmanship. This is well justified because even though it has yet to be completely successful, it does represent an
outstanding achievement in courageous and audacious thinking. During the old 1.5-litre Formula for Grand Prix racing BRM made an experimental
4-wheel-drive car, in conjunction with Ferguson Research, using Ferguson patented 4-wheel-drive mechanism. Due to the pressure of racing this car
was never developed or tested to the full. It has now been sold to David Good, who intends to drive it in the RAC Hill-climb Championship, and BRM
and Ferguson are co-operating on a new four-wheel-drive car designed around the 3-litre H16-cylinder engine unit.
This is no surprise for the H16 engine was obviously laid out so that a drive could be taken from either end, or both ends. The 1.5-litre BRM 4WD
car was essentially a mock-up, using many components from the old Grand Prix cars, so that it was too big and too heavy, but if an H16 car is
designed from scratch as was the Ferguson P99 it would be an extremely interesting car that could bring a new meaning to Grand Prix performance.
It would require a driver whose mind and reflexes are untramelled by conventional practice, or a natural genius like Stirling Moss or Jim Clark, both
of whom adjusted themselves to 4WD very readily and with control over their natural instincts. This may be the reason for BRM taking an interest in
young and inexperienced drivers (as far as super-high-performance is concerned) such as Irwin and Courage.
Team Lotus
Team Lotus were well satisfied with the first outing of their two star team of drivers, Clark and Hill, even though the Lotus-BRM H16 cars did not
behave properly. Until the new, small and compact Lotus with the Cosworth V8 engine is ready Team Lotus will continue with the H16-engined cars.
Elsewhere in this issue is a letter from Walter Hayes, the Director of Public Affairs of Ford (Great Britain), in which he quite fairly claims one third of
any Team Lotus success that may be coming in 1967.
Chapman does not often make a bad racing car, Cosworth have an obvious "magic touch" where engines are concerned and Ford know-how on
production and Ford money is beyond reproach. With Clark and Hill as drivers this total combination must surely produce results that will be hard to
match, and in these days of international miscellany in racing teams it is nice to know that we have another all-British team to support the BRM
all-British team. American Ford-supported racing projects used to carry the notice "Powered by Ford" so perhaps we shall see the new Lotus-
Cosworth carrying the notice "Paid for by Ford."
Engines of different concepts - Above the H16 BRM; practically two eight-cylinder boxer engines
sandwiched together and, Right the Maserati V12 in Joakim Bonnier's Cooper.
Scuderia Ferrari
Ferrari has announced that his Grand Prix team will consist of Bandini and Parkes, with Scarfiotti in addition if he decides to run three cars, such as at
Monza. Chris Amon and Jonathan Williams are also on the Ferrari books, but at the moment their activities look as though they will be confined to
long-distance racing with the P4 cars. The new 36-valve Grand Prix engine that appeared at Monza last year, with 1st and 2nd places, will
undoubtedly form the mainstay of the Ferrari Grand Prix team, and this design of two inlet valves and one exhaust valve, with inlet ports down
between the camshafts on each cylinder head of the 12-cylinder engine has been carried on to the large P4 engine in the Group 6 prototype cars.
The P4 follows the design trends of the P2 and P3, but the engine has been enlarged to nearly 5 litres and with fuel-injection and the 3-valve
combustion chamber layout it should present a strong challenge from Maranello. The factory team will be working closely with the agents' teams,
the North American Racing Team (NART), of Luigi Chinetti, the British Maranello Concessionaires team of Ronnie Hoare, the Scuderia Filipinetti and
Jacques Swaters of Belgium, so that the Italian factory will be represented by the best possible machinery in all prototype races.
Cooper Car Company
While B.R.M. and Lotus are all-British Grand Prix teams the Cooper team is quite the opposite, with a British chassis, Italian engine, and Austrian and
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While B.R.M. and Lotus are all-British Grand Prix teams the Cooper team is quite the opposite, with a British chassis, Italian engine, and Austrian and
Mexican drivers. However, there is no question about the effectiveness of this gathering, for Cooper-Maserati have won the last two Grand Prix
races, and last season they came close to winning many more. The cars for 1967 will not be changed, apart from detail improvements, and Rindt
and Rodriguez will certainly make full use of the potential of the cars from Cooper.
Brabham Motor Racing Developments
The Brabham team of Brabham and Hulme cannot make any new moves until the new Repco engine is forthcoming, which one assumes will be
before Monaco if humanly possible. At the moment the 1966 Repco V8 engine is being sold to one or two private people, and if Brabham could
arrange a good spares and service department at Byfleet this simple and robust 300 bhp power unit would surely sell like hot cakes for all manner
of competition cars.
Clockwise from above left: The new Repco engine for Brabham. Ferrari's GT championship entry P4 with 4-litre version of the Formula One engine.
Lotus hopes for succes with the new thorough design Type 49 - will it be as good as the Type 33 ?
Anglo-American Racing
It was a disappointment that the Gurney-Weslake V12 engine did not go to South Africa, for every race that a new project misses means that it is
one more race behind its rivals. The Eagle chassis that Len Terry designed for Gurney is well developed and success for the Eagle depends entirely
on Weslake Engineering. At Indianapolis Gurney has been going very fast indeed during some testing, putting in a lap at over 267 kph using a Ford
engine in the Eagle chassis, and I would dearly love to see Gurneywin the 1967 Indianapolis in one of his Eagle cars. With Ginther as his number two
driver the All American Racers team really is all-American and the whole organisation proudly carry the blue and white colours of America.
Honda Racing and Development
The biggest unknown factor and the most feared by some people is the combination of Honda and Surtees. Some think that Surtees will solve the
Honda chassis problems and become unbeatable, but I do not subscribe to this view, having great faith in Lotus and BRM. The Honda concern can
certainly produce engines and horsepower, but they seem to be lacking in chassis and suspension knowledge, though Surtees ought to be able to
put them right, providing that they know what he is trying to convey to them. The suggestion that Honda are or will be all-conquering is a defeatist
attitude and one that is not true, they can make mistakes and errors like anyone else.
In the motorcycle world they spread this feeling that they were unbeatable and in 1966 they lured Mike Hailwood away from MV-Agusta and
produced a 500 cc Honda racing bike. It was thought that the 500 cc Championship would be theirs for the taking, but the new bike proved
unreliable and not that much better, if any, than the MV and young Agostini won the 500 cc championship on the Italian MV, leaving a lot of very
puzzled Japanese faces about the place "Honourable Honda machine did not prove to be honourable success."
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Left: Surtees in the RA273 Honda. Above:

Gurney with the V12 Weslake
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Kyalami Formula 1 - 1967 http://www.intothered.dk/1967season/67season_kyalami.html
South African GP - january 2nd 1967
Kyalami - 80 laps
Article from Motorsport 1967 - By Jenk
Edited by Per Einarsson - photos from the world wide web
Practice
Three previous South African Grandes Prix have been of world championship status at the
coastal resort of East London. However, after the 1966 race being a non-championship event
the venue has been moved to the 2.5-mile circuit at Kyalami, just outside Johannesburg. The
circuit is narrow, but interesting, the corners being varied and tricky, with a reasonable straight
and fair pits. One disadvantage of this circuit is that it is 5,000 feet above sea level and when the
weather is hot all the atmospheric and fuel vaporising problems arise. The lap speed stood at
just over 100 mph and was held by John Love's Cooper-Climax 2.7-litre.
All the major GP teams had accepted entries with the exception of Ferrari who could not get
cars ready in time due to the racing department being rebuilt. The Brabham team had two cars
for Brabham and Hulme. These were unaltered since Mexico and were in their usual
well-prepared state. Cooper had brought two cars for Rindt and Rodriguez. Both had the SCOOPS - The B.R.M. front brakes now have
wide-angled inlet trumpets and had Magneti Marelli coil ignition. The car driven by Rodriguez was
scoops which direct air to the centre of the
the one used in Mexico last year by Surtees, and in a pre-practice run the Mexican settled in very
ventilated discs, centrifuge completing the job of
quickly except for vaporisation which slowed him after every few laps. Two new sixteen-cylinder
distribution
BRMs were here for Stewart, now the no. one driver, and for Mike Spence who has joined the
team for 1967. Since Mexico BRM have had several test sessions to improve handling and
engine reliability. Most of the changes are only detail but two noticeable ones are the air scoops
taking air to the centre of the ventilated discs which were first used without scoops at Watkins
Glen, and the rear lower wishbones which have been filled in to strengthen them. Three different
noses had been brought, the usual one used for most of last year, a very short one which was
cut off flush with the radiator and a new wind tunnel designed nose with a number of slit vents
behind the radiator line.
Team Lotus had two H16 BRM Lotus 43s, both using the older "double-eight" engines, a new
chassis R43/2 for Clark and the older chassis R43/1 for Graham Hill. Both cars were the same
and there had been no further development as this was expected to be the last race in which
Lotus will use the H16 BRM engine, their own Cosworth V8 being scheduled for the beginning of
the European season.
John Surtees was entered by Honda Racing and Development Co. Ltd. in last year's car using
the wide suspension. Some minor changes had been made to the suspension geometry to
improve handling and get over the bump steer they were suffering during the last three races of
1966. Surtees was working very hard to get the red and white car sorted before practice began
and had two days of unofficial testing to get the fuel mix right and the car set up. Unfortunately
for him some foreign matter in the BP oil caused considerable internal damage to the engine.
When the spare engine was fitted to be ready for first practice, it too was damaged by foreign
matter in the oil, so while the other cars practised on the first day the Honda mechanics and
Surtees were stripping both engines and rebuilding one from the bits.
COOLING - A flexible air hose blows cool air
The Eagle made up the recognised team entries. Of the two cars entered for Gurney and Ginther onto the fuel pump on Siffert's Cooper-
only one turned up. This was the 2.7-litre Climax car which has been run all year. The new Vl2s Maserati. All fuel pipes are carefully wrapped in
are still not right although during testing the problems are being successfully overcome. The insulated cloth and tape.
2.7-litre Climax engine is not affected by altitude as much as the multi-cylinder units, and it was
hoped that Gurney would stand a very good chance against the more sophisticated machinery.
The private owners made up the further eight entries. Siffert was entered in the Walker-
Durlacher Cooper-Maserati, which had boxed-in air intakes similar to those Surtees had last
year. Joakim Bonnier had his own Cooper-Maserati exactly the same as previously raced. Bob
Anderson had his own Brabham-Climax 2.7-litre which he painted pale blue with a white stripe.
Piers Courage was down to drive the Parnell Lotus-BRM V8.
This was his first Grand Prix drive and he and Chris Irwin will be driving Parnell-BRMs in 1967. The
last four drivers were all locals from Southern Africa, John Love with his very fast Cooper Climax
2.7, Sam Tingle in an LDS-Climax 2.7-litre, Dave Charlton and Luki Botha, both with Brabham-
Climax 2.7s, the former with a 1964 chassis and the latter a 1963 chassis.
Practice was from 14.30 until 17.00 on the Thursday, Friday and Saturday before the race on
Monday. Also, cars could practise any morning but there would be no marshals or timing.
Thursday's practice was cool by local standards, the temperature being in the 20s, but only ten
cars turned up. The Honda team were rebuilding their engine, Hill's Lotus developed a leaking
petrol bag which kept it back at the garage and the other competitors felt that two days'
practice would be sufficient so missed the first day. Stewart went out first followed by Rindt.
Stewart did a few laps then came in with his tyres decidedly worse for wear. Lumps had been FAR AWAY - The Rob Walker team's Cooper-
torn out and gashes had appeared down the middle of the tread. No one connected with the Maserati V12 painted in Scotland's racing
team was particularly perturbed as this was expected, for the tyres are a new Dunlop rain colours (!) driven by Joseph Siffert.
compound and Tony Rudd wanted to know how many laps they would last after the circuit dried
out, and the answer was between five and ten laps. Stewart then transferred to Spence's car to
see whether it was set up properly, and he put in several laps on Goodyear tyres. Both cars
were having overheating problems and the new wind tunnel nose was taken off to be replaced
by the flush-with-radiator nose.
The Cooper team were not having a very good time, both cars overheating and boiling the fuel.
Of the two, Rodriguez was going slightly better and he got second fastest time with a lap of
1:29.4 before misfiring brought him to the pits. Rindt, on the other hand, didn't manage to
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1:29.4 before misfiring brought him to the pits. Rindt, on the other hand, didn't manage to
complete one lap with the engine running cleanly and this kept him three seconds slower.
Gurney had only two spells while the car was being sorted out. However, after his second spell,
when he clocked 1:32.4, a plug was removed; a spectator who got into the pits leaned on the
rear wheel and a stone in the tread popped out, landed on the engine and slid into the plughole.
After fishing for some time without success the engine was started on three plugs and the stone
came out as dust. When practice finished, the Eagle put in a few more untimed laps at about
1:30.
The Brabhams seemed to be the only team not having overheating problems and Jack held
fastest time for most of the afternoon, finishing with a time of 1:28.3, (166.913 kph). Hulme
was not quite so quick, just over two seconds behind. In his usual way, Brabham's fast lap was
done just as practice was finishing. Charlton and Anderson both practised but their times were
well down. Jim Clark was having problems connected with driving a new car for the first time
and was not very quick.
In the latter stages of practice Spence went out and seemed to settle down quite quickly, while
Stewart, who was trying three makes of tyre, coasted in very slowly twenty minutes from the
end of practice with a blown-up engine. A liner had shattered and steam was pouring from the
crankcase breather and from the top right rear air intake. This blowup stopped tyre testing until TESTING - The mechanics built one engine
next day with no results for Firestone. On the Friday the sky was clear, the wind nil and the from the two damaged units.
result a very hot practice session. One of the tyre experts took air readings of 32 celcius and
track temperature of 60 celcius, with all tyres running seven degrees hotter.
More cars were practising although Brabham took the afternoon off, rather than wear out his
car. Sam Tingle still didn't turn up although his car was in town, while Rodriguez' car was having
its gearbox changed and Stewart took over Spence's car. His own car was still minus an engine,
the spare engine not being freed from Customs until late morning. Hulme put in a lot of laps,
suffering less from heat than most cars, and he finally just got down into the 28s, the only driver
other than Love to better 1:30. on this second practice session.
Rindt did a lot of laps, trying to get over the heating problems and finally did a 1:30.2 lap
although the Cooper still did not sound right. The Lotus team were still sorting out problems and
Clark improved by two seconds, while Hill only completed five laps, his car over-heating badly.
Stewart continued tyre testing, finally deciding the Dunlops were two-tenths faster, which settled
the argument for this race. BRM's over-heating problems were better, although Stewart's
radiator developed a leak before the end of practice. NUMBER TWO - Mike Spence is the new
driver in Mr. Owens green H16 machines.
The two private Cooper-Maseratis were in real trouble, both suffering badly from vaporisation.
The 2.7 Climax engines were giving the least trouble due to heat, Dave Charlton finishing with a
time faster than Stewart, Clark, Hill and Gurney. The big surprise, however, was the speed John
Love got his Cooper-Climax 2.7 round. He lapped at 1:29.5, which gave him a second fastest
time for the Friday practice.
LOCAL HERO - John Love made an

unforgettable appearence in front of his
fellow countrymen. Here shown in the long
dice with Gurney.
The next day Surtees was still in trouble. The rebuilt Honda engine was having vaporisation problems which kept the speed well down even though
two fuel radiators were fitted, one on the side and one behind the driver's head in the roll-bar. Surtees refused to take his car to the scrutineering
bay as this meant wheeling it over a dusty, rough track and he did not want to get any more dirt in the engine. The paddock area was very rough
and dusty and most cars kept well away. Practice finished and a lot of work was going to have to be done by next day to try and cool everything
down. The Honda team called for a special unofficial session at 07.00 on Saturday where they got well under 1:30 for a series of laps. Also, Surtees
did tyre tests, finally finding Firestone half a second faster than Goodyear. As the day warmed up it again became very hot by early afternoon when
practice was due to start, although a breeze made spectating less trying than Friday. Overnight Lotus had put the water pipes outside the
monocoque to get a bit of extra cooling.
Sharp on 14.30 the two Coopers were off to see if the vaporising problem had been overcome. Other than cutting the nose away, both engines
had their mechanical fuel pumps reversed so the pump stuck out the back and, instead of mounting direct on to the engine, it was mounted on to a
fibre ring which was in turn mounted on to the engine. A flexible air duct sent a flow of air over the pump and after a short time out it was obvious
that the cure would last. Graham Hill went out but was soon back in the pits after he spun at the Esses when his throttle stuck open, also he had a
fuel leak which found its way on to his seat. When the throttle and fuel leak were rectified Hill went out again only to find that the engine would not
run properly and the diaphragm in the metering unit had broken. This went again later and Graham only managed to do eight laps which, added to
the five laps the previous day, made a total of thirteen, a figure very much lower than he would normally have liked to do. Spence's BRM was ready
to go as practice started but Stewart's car was being worked on "to stop their No.1 driver wearing himself out." When the master cylinders had
been changed, Stewart went out and after trying very hard, he got down to 1:30.3.
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OVERSTEER - The Honda coming out of Clubhouse Corner always had opposite lock applied.
PLUMBING - The honda V12 seems to consist of four cylinder-units. The wail is wonderful, when
the engine is working.
Some oil at the Esses caused Clark to spin, although whenever he really tried the tail of the Lotus was hung well out. Brabham and Hulme were
having trouble-free runs until Hulme stopped on the circuit when his fuel pump packed up. A mechanic was sent out and repairs made which
allowed a few more laps before the flag went out. Both Brabham's were under 1:30, with Jack setting the fastest time of the day at 1:28.5.
Surtees arrived late, and put in a number of laps under 1:30, but he was not really happy with the car, for it was still overheating and the
handling was not all that could be desired. Sam Tingle turned up for this practice and put in a lot of laps to make up for the two missing days, and
his time of 1:32.4 put him on the same line of the grid as Spence.
Between the private Cooper-maseratis Bonnier had got over his heating problems but Siffert was still in trouble with the engine cutting and
sounding horrible. Piers Courage did not seem to get as much as he might out of the BRM V8 and was the slowest time on the grid. John Love
decided to conserve his car as he felt certain that he could not better his previous day's time and he did not want to wear the car out. Practice
finished on time but an extra untimed spell was allowed for Hill and Rindt, as they still needed to do some further laps. A lot of work was still
needed to make sure the cars had a chance of finishing in the hot sun. Gurney decided to change his engine, as it seemed flat. Other teams had
a lot of preparation work to do. However, mechanics had all of Sunday to get the work done, while those not actually getting their hands dirty
could either sunbathe by their hotel pool or go with Goodyear to the Kruger National Park and commune with Nature.
On the night before the race a tropical thunderstorm washed the circuit clear of the rubber build- up of the last week. Under normal
circumstances this would have been very acceptable but the Kyalami track is made of very sharp, abrasive materials and some of the tyres
would not last 80 laps on a clean track. Very early a large crowd was parked all round the circuit and at 06.30 Rindt put in Some practice laps to
see if Sunday's tuning had squeezed the little extra power at the top end that Rodriguez was getting but it hadn't. Unfortunately, the engine was
still down on power and revs.
Starting grid
#1 J. Brabham (Brabham-Repco V8) 1:28.3
#2 D. Hulme (Brabham-Repco V8)1:28.
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#2 D. Hulme (Brabham-Repco V8)1:28.
#7 J. Clark (Lotus-BRM H16) 1:29.0
#4 P. Rodriguez (Cooper-Maserati V12) 1:29.1
#17 J. Love (Cooper-Climax 4-cyl.) 1: 29.5
#11 J. Surtees (Honda V12) 1:29.6
#3 J. Rindt (Cooper-Maserati V12) 1:30.2
#19 D. Charlton (Brabham-Climax 4-cyl.) 1:30.2
#5 J. Stewart (BRM H16) 1:30.3
#14 R. Anderson (Brabham-Climax 4-cyl.) 1:30.6
#9 D. Gurney (Eagle-Climax 4-cyl.) 1:30.7
#15 J. Bonnier (Cooper-Maserati V 12) 1:31.8
#6 M. Spence (BRM H16) 1:32.1
#18 S. Tingle (LDS-Climax 4-cyl.) 1:32.4
#8 G. Hill (Lotus-BRM H16) 1:32.6
#12 J. Siffert (Cooper-Maserati V12) 1:32.8
#20 L.Botha (Brabham-Climax 4-cyl.) 1:33.1
#16 P.Courage (Lotus-BRM V8) 1:33.8
The race
A half-hour's practice between 11.30 and 12.00 had Honda changing back from Firestone to Goodyear due to over-revving now that the engine
was going better and the Goodyears had slightly greater diameter than the Firestones. BRM had followed Lotus' lead and had moved the water
pipes outside the monocoque. Gurney was a bit quicker with the changed engine. Lotus had changed the complete metering unit on Hill's car and it
was certainly running better. After some preliminary races and a parade of drivers in vintage machines, the cars did a warming-up lap and formed up
on the dummy grid.
At 15.10 the flag dropped and at once Hulme leapt into the lead. Clark, who was nearly sandwiched by the two Brabhams, hesitated and Surtees
shot by in the wake of Hulme and Brabham. On the line was Luki Botha; his engine had died and he lost a complete lap getting going again. As the
cars streamed by at the end of L1, Hulme was several cars' lengths ahead of his team leader with Surtees right up with them. Then came
Rodriguez, Clark, Rindt, Charlton, Stewart, Love, Anderson, Bonnier, Courage, Gurney, Siffert, Tingle, Spence and Hill with Botha almost a lap
behind.
Visibility on the early laps was not very good, as over-enthusiasm by certain marshals to cover up oil had led to clouds of cement dust being blown
up by the car in front, obliterating all except the front car's view. On the next lap, Rindt went by Clark to get at his team-mate Rodriguez. Spence
4 of 8 16/03/2011 9:40 AM
up by the car in front, obliterating all except the front car's view. On the next lap, Rindt went by Clark to get at his team-mate Rodriguez. Spence
and Hill went ahead of Courage and Tingle, while Gurney picked up three places on the second lap. Stewart passed the pits on L2 in the same eighth
place but he did not appear next lap, for his engine had blown up in a big way and the first of the multi-cylinder cars was out. Rindt was no sooner
right up on Rodriguez than he went by into third place behind the Honda, for Brabham had got sideways on at Crowthorne and Surtees just touched
him, putting the Australian back to fourth place between the Coopers.
Rindt's third place did not last long, for he was stretching the road-holding to the limit, and on L5 he dropped to sixth place after a spin. Spence and
Hill moved up two more places on the third lap, then the Lotus went by the BRM and for two laps these two diced for 12th place. Then, on L6, Hill
went off at Crowthorne and when he regained the road, a front wishbone was bent and an oil-pipe had been torn off. As the Lotus limped back
slowly to the pits a wide swathe of oil was laid on the road behind him, which gave rise to clouds more cement dust. Hulme's lead was by L8 up to
eight seconds over Surtees who had started to slow up a little in the Honda. For a few laps, the positions remained stable while Brabham, with
Rodriguez and Rindt just behind slowly gained on the Honda. On L15 Brabham caught Surtees but was unable to get by and, after trying for a lap,
Rodriguez slipped by Brabham so that he could have a go at the very wide Honda. As the four cars came out of Clubhouse Corner the Mexican
pulled up alongside the Honda and it looked as if he was past, but just before the braking point, the Cooper hesitated and the Honda remained in
second place.
On L19 both Brabham and Rindt were past Rodriguez and the no. two Cooper driver was in trouble, for he could not get all his gears and it looked
as if his race was run. However, he plodded on, always seeming to be in a gear either too high or too low. Surtees couldn't hold Brabham back
indefinitely and on L21 the Brabham team were once again first and second. Rindt was next to try and pass the Honda but he overdid it at Leeukop
bend and again dropped back behind Rodriguez. This time he was much quicker regaining his lost place and on L23 he was by his team-mate and on
the next lap he went by Surtees into third place.
While this place-swapping was going on the next casualty of the heat and altitude made a pit-stop. Clark had noticed the Lotus-BRM over-heating
and came into the pits. The nose was removed and Clark did three more laps, which had no effect on the high temperatures. The Lotus retired on
L22 with a broken diaphragm in the metering unit. This left only one H16 engine running. About the tenth lap two of the 2.7-litre Climax-engined
cars had got together. Love and Gurney were coming up through the field from 10th to fifth. This dice between the Californian and the Rhodesian
was keeping the crowd more on their toes than the leaders. Gurney made some efforts to get by Love, but it was only on L32 that he managed it
and then, to the delight of the crowds Love re-took him. Two more casualties fell by the wayside on L30, Bonnier retired with a broken valve spring
in his Maserati engine; from an early stage he had been having difficulty changing gear and had never been well placed. On the following lap Spence
came in with smoke issuing from the remaining H16 engine. The smoke had been pouring off for some time and it was found that an oil pipe had
broken and most of the engine oil had been pumped on to the track over eight or nine laps. The repair was simple, but as no oil could be added, the
BRM was retired.
Still out in the lead, Hulme was going well with a 20-second lead over Brabham. Rindt, lying third, gave up on L38 when his engine finally expired.
Charlton had a pit-stop to adjust his rear brakes which were not functioning. Botha made two stops for electrical trouble, then replaced the battery
and continued. Tingle hit a stone at the edge of the road and burst the left rear tyre and he limped round on the rim to the pits where a new wheel
was fitted. At the halfway stage the two Brabhams were at the front, then on the next lap Brabham coasted to the pits with a dead engine. The
mechanics checked over the wiring but could find nothing loose, then when the starter was pressed the engine burst into life and Brabham
continued, four laps down. Although the engine popped and banged, it kept going but the fault stopped Brabham making any fast times. As cars had
been coming to the pits, the tyre technicians had been taking readings and from the worried looks the wear at the halfway stage was causing some
concern. As Brabham was in the pits, Siffert retired with a broken engine. Some laps earlier he had come into the pit with a blocked fuel line. This
had been cleared, but the damage from running very lean had been done, and the engine finally broke.
John Love in his old Cooper was in second place with Gurney in his 2.7 Climax-Eagle just behind. The American's luck was not in and he was forced
out of the race when the left rear inner wishbone mounting broke away from the chassis. This let the Honda back into third place with Rodriguez not
far behind. Surtees had thought of stopping several times as the car was getting slower and the handling worse, due to the valve of the left rear
wheel leaking air from the tubeless tyre. Heat from the very early laps had made the pedals almost red hot and the driver's feet were getting badly
blistered. However, there was a challenge to get the Honda across the line so he limped on and on L54 Rodriguez limped by with the only remaining
Maserati engine. Courage retired the Parnell-Lotus BRM when he had a fuel line pulled off after an excursion on to the grass. The leader still seemed
in control. Tingle retired when he lost the right wheel due to hitting a bank.
The huge crowd (said to be the largest number of spectators ever gathered in the whole of the African Continent) were just beginning to think all
was over bar the shouting when Hulme came into the pits at full speed, made some erratic locked-wheel slides, shouted at the mechanics and was
off again. All was action, mechanics opened a can of brake fluid, marshals cleared the road and one and a half minutes later, the leader was in. Off
came the nosepiece, in went the fluid, dry ice was packed round the fuel pump, then, as the nose was being replaced, the crowd leapt to its feet and
John Love went into the lead, then Rodriguez and Surtees went by. Hulme left the pits in fourth place, two laps down. He came in again for a brief
moment, and on his way out nearly collected a worried tyre expert who was having a too-close look at his worn tyres.
All was set now for a home win. Love's engine was misfiring as he passed the pits but it had been doing this for most of the race. Unfortunately, the
misfire had been causing increased fuel consumption and when only six laps from the end the very popular Rhodesian came in for only two gallons
of fuel the groan could be heard all round the track. Rodriguez went by into first place and Love came out of the pits into second place before
Surtees went by. Roy Salvadori slowed Rodriguez right down and the order remained to the end. Two Coopers were first and second, and the only
two cars on the same lap, the winner, a 1966 car with the latest V12 Maserati engine, while second was an old Cooper with an old Climax
4-cylinder 2.7-litre engine. When the winner stopped, his tyres were completely bald, while Surtees limped in after the slowing-down lap with only
about eight pounds of pressure in the bald left rear wheel while the right-hand tubeless tyre was bald and completely flat. The surface, which was
only paper thick, had given way to a stone which was on the track. Hulme came in fourth a very disappointed man while Anderson, who at the
beginning had been almost last, came fifth. Jack Brabham was the last to qualify. The only other two still running, Charlton and Botha, had not
completed the required number of laps. The organisation and atmosphere made this an enjoyable well-run race.
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TWO IN A ROW - Rodriguez drove to victory in his first race for Cooper. After a lull of six years
without much success Cooper have won two consecutive World Championship events.
DUEL - John Love and Dan Gurney diced for many laps before the American retired
IN THE POINTS - John Love in the 4-cylinder Cooper-Climax
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BRUTAL MACHINE - pedro Rodriguez throws the 12-cylinder car round club house bend
INCONSISTENT - Clark qualified the H16 Lotus-BRM onto the second row of the grid, but did not
finish quite so well
BEFORE THE FALL - Surtees in the Honda during practice
CONFIDENT LEADER - Hulme took his

Brabham-Repco into the lead at the first corner
and slowly pulled away from the field
WAIT - Hulme stands with one foot in the

cockpit as brake fluid is poured in.
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SAM TINGLE - In the Climax-powered LDS-racer

NO SHOW - last seasons Ferrari V12 3-litre did
not materialize at Kyalami
Kyalami Results
Championship Table After Kyalami
P1 Pedro Rodriguez Cooper-Maserati V12
9 points - Pedro Rodriguez
P2 John Love Cooper-Climax 4-cyl.
6 points - John Love
P3 John Surtees Honda V12
4 points - John Surtees
P4 Dennis Hulme Brabham-Repco V8
3 points - Dennis Hulme
P5 Robert Anderson Brabham-Climax 4-cyl.
2 points - Robert Anderson
P6 Jack Brabham Brabham-Repco V8
1 point - Jack Brabham
Winner's Speed - 156.255 kph
Fastest Lap - Denny Hulme: 1 min 29.9 sec.
Go to the next GP in Monaco 2nd May 1967
8 of 8 16/03/2011 9:40 AM
Monaco Formula 1 - 1967 http://www.intothered.dk/1967season/67season_monaco.html
Monte Carlo GP - May 2nd 1967
Monaco - 100 laps

Practice
It is now just one whole year since the present Grand Prix Formula really got under way, for this
time last year the Monaco Grand Prix saw the first big outing of the 3-litre Formula One cars and
while 1966 saw some ups and downs 1967 is showing terrific progress. Although this year's
Monaco GP was the first Championship event in Europe it was not the first in 1967 for back in
the winter the South African GP was held, though in character it was a 1966 event. With the
Monaco starting grid limited to sixteen cars, invitation entries were only given to manufacturers
who have been building Grand Prix cars for at least three years, the rest of the entry having to
fight among themselves during practice for the remaining places, and these in-cluded the A.A.R.
Eagle-Weslake team and McLaren. The Owen Racing Organisation entered Stewart with a 2-litre
V8 Tasman BRM and Spence with a revised H16 BRM as used at Oulton Park, and they had
another similar H16 car for Stewart if he wanted it.
Honda Racing entered Surtees and he had two V12-cylinder cars to choose from, both to the
same basic specification but differing in detail, the spare one being virtually brand new. They both
had entirely new 5-speed gearboxes with a rearrangement of the crownwheel layout and the
gear shafts, that provides lower friction losses and the whole unit was lighter than the previous
one. They were also using new cast alloy wheels, with wider rims than before, now made in
FOG HORN - The Ferraris were fitted with large
Japan whereas previous wheels were made by Halibrand in America.
air scoops directed on to the rear brake discs
which are mounted "inboard". Note the Modena
The Brabham team had their two 1966 cars for Brabham and Hulme, the leader having the Trade Plate number stencilled on the side
"interim" engine, of old bottom end and new cylinder heads, but they had a brand new all-Repco
engine in a box in case it was needed. This had a Repco-designed aluminium crankcase and block
in place of the basic American block used in the past, and it had the latest cylinder heads with
inlet and exhaust ports in the vee of the engine, but still with single overhead camshaft to each
bank of cylinders.
The Cooper Car Company entered Rindt and Rodriguez with Maserati-engined cars, unchanged
to any great extent from the end of last year, but they had a spare car, which was also a 1966
monocoque chassis, with a brand new Maserati engine installed. This used the bottom end of the
current 12-cylinder engine but had interesting new cylinder heads with three valves per cylinder.
There are two inlet and one exhaust and the angle between the inlet and exhaust valves is very
small so that the two camshafts on each head lie close together and are under one cam cover,
not unlike the Eagle Weslake cylinder head. The inlet ports, fed by Lucas injection, lie in the vee
of the engine and the exhaust ports are on the outside, while the twin sparking plugs per cylinder
are under the exhaust ports in the side of the combustion chamber instead of in the more usual
central position. Exposed toothed-belts at the front of each inlet camshaft drive twelve-pole
spark distributors, ignition being by Lucas transistor system. All three cars were using ZF
gearboxes and new one-piece drive shafts with rubber "doughnut" couplings were being tried for MINI SCREEN - The Ferraris had revised cockpit
the first time, in view of the hard life that the Monaco circuit gives the transmission system. fairings with tiny Perspex screens and faired-in
There was also a smaller and lighter radiator being experimented with and some interesting new mirrors.
fabricated magnesium wheels, but these stayed in the garage and were not used.
With the V8 Cosworth-Ford engine not being ready Team Lotus had to rely on old material,
Clark having the Lotus 33 from last year with 2-litre Coventry-Climax V8 engine and ZF gearbox
and Graham Hill having the Lotus 33 with 2-litre BRM V8 engine and Hewland gearbox.
The Ferrari team had three entries but actually only took up two of them, for Bandini and Amon,
both cars having the new 36-valve engines with central exhaust system, as first appeared at
Brands Hatch earlier this season. They were fitted with new nose cowlings and cockpit surrounds
with faired-in rear-view mirrors and very small Perspex windscreens. There were enormous air
scoops to the front brakes, a small one to the driver's feet and at the back great fog-horn like
air scoops to the inboard rear brakes.
This made a total of eleven invited entries leaving five places to be decided among the remaining
ten entries, but these were reduced to eight when neither Bonnier nor Ligier turned up with their
private Cooper-Maseratis.
The remaining eight comprised Gurney and Ginther with the two Eagle-Weslake V12-cylinder
cars, as raced at Brands Hatch, looking resplendent in highly polished and chromium plated finish,
with blue and silver bodywork; Siffert with the Walker/Durlacher Cooper-Maserati V12 fresh
from a fine drive at Silverstone; McLaren with his compact little monocoque Formula 2-based
car, with 2.4-litre BRM V8 engine and Hewland gearbox, the car being fitted with a short nose
cowling and pannier fuel tanks, so that it looked almost as wide as it was long; Anderson with EAGLE - The Anglo American Racing cars for
his Brabham with 2.7-litre 4-cylinder Coventry-Climax engine; Courage with a 2-litre V8 BRM car Gurney and Ginther had the expected
running under the Parnell banner; and two works Matra entries driven by Beltoise and Servoz- Weslake V12-engine.
Gavin, those being Formula 2 cars with Cosworth-Ford FVA 16-valve engines and Hewland
gearboxes and both cars had to carry ballast to bring them up to the minimum Formula One
weight. Of these eight the fastest five during the three practice periods would join the select
seven to make up the field for the 25th Monaco GP.
Activity began on Thursday afternoon, with Rindt being first away in the Cooper with the new
Maserati engine and Surtees was right behind him with one of the Hondas. Pretty soon everyone
was under way and the only absentees were Clark and Hill, their cars not having arrived due to
the transporter getting held up by a shipping strike in the Channel.
The lap record for the Monaco circuit was set up last year by Bandini with a Ferrari in 1:29.8
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The lap record for the Monaco circuit was set up last year by Bandini with a Ferrari in 1:29.8
during the race, and in practice Clark was the fastest with 1:29.9 so it was reasonable to view
1:30.0 as bogey time for the factory runners in view of the general progress over the past
twelve months. The general pace while everyone was settling in was around 1:35, but gradually
the tempo increased and it was Stewart who was setting the pace with the 2-litre BRM.
McLaren had not gone far before a rear suspension mounting broke and that was the end of his
practice, and Brabham was equally unfortunate as a connecting rod broke in his Repco engine.
However, Hulme was in fine form and a joy to watch as he took the hairpins in a big tail slide, ROYAL BLUE - Two F2 entries were allowed
seemingly the only one who was enjoying the slow corners. Bandini was going well, as was from France, but only Servoz-Gavin in one of
Gurney, but Ginther could not match the pace of his leader, and Amon did not look too happy the Cosworth FVA-powered Matras qualified.
with the suddenness of the throttle response on the Ferrari. Spence was doing very well with the
H16 BRM and Stewart did a few laps in his H16 but was putting all his efforts into the smaller and
lighter V8-engined car.
MODENA RED - The second outing for Scuderia

Ferrari let the italian Bandini and New Zealander
Chris Amon show the sleek machines in the
monagasque streets.
SAME PROCEDURE - The new Repco engine has a new-developed crank housing, and the
gasflow lay-out has been changed. However Brabham stays with his concept of trust-worthy
and simple technology; there is only a single overhead camshaft.
While mechanics were checking over the Honda Surtees was concentrating on, he did a few slow laps in the newer car and by the end of the
afternoon Stewart, in the V8 BRM was the only one to get below 1:30. However, Hulme, Bandini and Gurney were not far behind, though Gurney
sheared a welded joint in a drive shaft, fortunately without any damage, but it meant a close inspection of the other shaft and of those on Ginther's
car. Second practice was on Friday morning when most people were thinking about breakfast and this time the whole field were present, the Lotus
cars having arrived in the night. All night work by the Brabham team had got the brand new 1967 Repco engine installed in Brabham's own car, but
it had involved a lot of modifying and fabrication and he had to spend this practice period running-in the new engine. The whole pace of practice was
much faster than the day before and a sense of urgency seemed to pervade everyone.
Clark was soon setting a furious pace with the Lotus-Climax V8 and Stewart was watching him all the way, but Surtees was getting the Honda
going in a most impressive manner. Hulme was still working away with very serious intent as was Hill with the Lotus-BRM V8, but trouble was rife,
for Rodriguez had his normal Maserati engine break so his numbers were put on the experimental car with the new engine and he practised with
that. Beltoise had hardly begun to practise when a rear suspension upright collapsed on him as he took a bend in the Casino square, and Courage
overdid things and crashed the Parnell BRM 2-litre V8. Bandini opened up a bit too soon at the Mirabeau hairpin and hit the wall, breaking his front
suspension, and Stewart came to rest with bolts sheared in the final drive. Gurney had changed cars with Ginther, taking chassis number 103, and
got well below 1:30 and by the time practice finished and the dust had settled there were quite a lot of repairs needed.
Surtees had made fastest time in an heroic drive with the Honda in 1:28.4 and Stewart, Clark, Gurney and Hill had all broken 1:30 while many
others were not far off. Stewart had done 1:29.9 with his H16 BRM in only a very few laps and without making any adjustments so he was
beginning to wonder whether he had been concentrating on the wrong car. Siffert was faster with the Walker/Durlacher Cooper-Maserati than both
the works cars, which pleased the owners enormously, and he along with McLaren and Gurney seemed assured of a place on the starting grid.
It rained steadily on Saturday morning so it began to look as if Friday's time would be the fastest, but practice was not due until late afternoon,
after two Formula 3 heats and before it began the circuit was nearly dry and the sun was shining again. There were no absentees for the mechanics
had all slaved away and repaired the ravages of the Friday practice, Bandini's front end being straightened out, Courage's BRM being put straight,
Rodriguez having another engine installed in his Cooper, Gurney and Ginther changing back to their original cars, the spare Honda having a 1966
gearbox fitted as one of the new ones had broken and Stewart's BRM transmission was repaired. The tempo of practice seemed to start up from
where it left off the day before and there was some furious driving going on, the guaranteed starters trying to get on the front row of the grid and
the non-guaranteed trying not to be left out. The Cooper team were not at all happy for the new engine in the Rodriguez car just would not function
properly and Rindt hit a kerb "harder than usual " and broke a rear wheel as well as doing extensive damage to the chassis frame. Graham Hill broke
the second gear in his Hewland gearbox and had to wait while his mechanics removed the broken bits and then continue practice without second
gear. Bandini was none the worse for his mistake and was going faster than ever, beating the best time of the Honda with 1:28.3, while Clark and
2 of 9 16/03/2011 9:41 AM
gear. Bandini was none the worse for his mistake and was going faster than ever, beating the best time of the Honda with 1:28.3, while Clark and
Hulme were very close with 1:28.8.
The two Formula 2 Matras were being driven way over the limit to try and qualify among the tail-enders and Anderson equalled the best time put up
by Courage with the BRM and actually beat the best time of Amon, but he failed to make the select five by one-tenth of a second. Gurney was well
qualified as was McLaren, but Ginther could not make the running, being slower than Anderson and the two Matras. As practice drew to a close and
Anderson, Beltoise and Ginther realised they were not going to start, the wily old Brabham had been gradually extending his new Repco engine and
on his very last lap did a fantastic 1:27.6. While this did not affect Bandini too much, he having been fastest up to this point, it knocked Surtees
from the front row and relegated Clark to the third row along with Stewart, so that the first four cars were all full-blooded 3-litres and Hulme was
quietly and confidently alongside the Honda on the two-by-two grid.
Starting grid
#8 Jack Brabham (Brabham-Repco V8) 1:27.6
#18 Lorenzo Bandini (Ferrari V12) 1:28.3
#7 John Surtees (Honda V12) 1:28.4
#9 Dennis Hulme (Brabham-Repco V8) 1:28.8
#12 Jim Clark (Lotus-Climax V8) 1:28.8
#4 Jackie Stewart (BRM V8) 1:29.0
#23 Dan Gurney (Eagle-Weslake V12) 1:29.3
#14 Graham Hill (Lotus-BRM V8) 1:29.9
#17 Joseph Siffert (Cooper-Maserati V12) 1:30.0
#16 Bruce McLaren (McLaren-BRM V8) 1:30.0
#2 J. Servoz-Gavin (Matra-Cosworth FVA) 1:30.4
#5 Mike Spence (BRM H16) 1:30.6
#6 Piers Courage (BRM V8) 1:30.6
#20 Chris Amon (Ferrari V12) 1:30.7
#10 Jochen Rindt (Cooper-Maserati V12) 1:30.8
#11 Pedro Rodriguez (Cooper-Maserati V12) 1:32.4
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SLIPPERY - The oil-flag is out during the second passing of the chikane. Both Hulme and Stewart
uses this oportunity to nip by the leading Bandini. The dust from the excess cement caused
Clarke to take the escape road; a safety precaution that sent him to the back of the race.
The race
This year the timekeeper's box and the start and finish line had been moved from just after the Gasworks hairpin to just before Sainte Devote
corner so that any last-minute dashes for the finishing line could now take place on the whole length of the pit straight. Conditions on Sunday were
as good as could be desired as the cars lined up for the start, on the old starting grid so that when Louis Chiron dropped the flag the sixteen cars
had a flying start over the timekeeper's line.
Stewart in the 2-litre V8 BRM was on Firestone tyres, while the other two BRMs were on Dunlop, the Honda had had an oil cooler fitted to the left
side of the new gearbox, Bandini's Ferrari had the cockpit cover joint to the body sealed with red tape and Amon's car was sealed with blue tape.
Both Brabhams were still on low-profile 15 in. Goodyear tyres, Rindt's Cooper chassis had undergone some major re-riveting during the night, and
Hill's Hewland gearbox had been repaired. Gurney was still driving Eagle number 103 and it had been fitted with a very short nose cowling in case
the normal long "beak" got bent in the opening lap scuffle.
It was Bandini who led away and Brabham's car seemed to hesitate as it took off and as the sixteen cars streamed round the town on the opening
lap the new Repco engine broke a connecting rod and when Brabham got to the Mirabeau hairpin he was throwing oil onto his rear tyres from a hole
in the block! The engine was still running on seven cylinders and Brabham spun in the middle of the jostling throng and travelled backwards down to
the Station hairpin while nearly everyone scrambled past safely, the exception being Siffert, who in the process damaged his radiator. At the end of
this exciting opening lap Bandini led from Hulme, Stewart, Surtees and Gurney, while Siffert limped into the pits and had his radiator changed and
Brabham arrived to be rather surprised when he saw the hole in his brand new engine. What he did not realise was that he had laid oil on the course,
which was being covered by cement dust while the pack were on their second lap.
As the leading hunch approached the "chicane" after the tunnel there was a lot of slipping and sliding about and clouds of cement dust and Clark,
who was just behind expected a multiple accident to happen so he deliberately went up the escape road. When he backed out to rejoin the race,
everyone had gone and he was all alone at the back of the field of fourteen cars, which almost immediately became thirteen for the Cosworth
engine in the Matra of Servoz-Gavin broke its injection unit driving belt. During this panic Hulme and Stewart had nipped past Bandini, so the order
was now Brabham, BRM, Ferrari, followed by Honda, Eagle and McLaren.
Gurney took his Eagle-Weslake past the Honda on the next lap and past the Ferrari on the lap after that, while Hulme was being pressed hard by
Stewart. On L5 the Weslake engine broke the toothed belt driving the fuel pump and the Eagle lay stricken by the roadside after a short sharp race.
Clark was driving hard to make up time for his error and had already passed Courage and
Rodriguez, the Cooper-Maserati running on about ten cylinders by the sound of it. Rindt was
hanging on to the leading bunch and got by McLaren for a couple of laps and at the end of L6
Stewart crossed the line alongside Hulme, making his bid for the lead, which came off. The
little Scot was in terrific form and Hulme could keep him in sight but not stay with him and a
small gap began to appear between the two cars. Bandini was in third place, with Surtees
right behind him, with McLaren and Rindt in the Honda's wake. This group had already
outdistanced the rest of the runners who were being led by Hill in the Lotus-BRM V8, but
Amon who was next was about to be caught by Clark, who was making fastest race laps
every time round, but nowhere near the lap record as the circuit was still slippery.
At the end of L15 Hulme was leading and Stewart was seen travelling slowly along the
harbour front, his crown wheel and pinion having broken up and the others went by him as
he made slowly for the pits so retire. This put Bandini back into second place, still with BLACK JACK - After spinning on the opening lap
Surtees just behind him, followed by McLaren. Brabham had to reverse down to the Station
hairpin to turn round, after everyone had gone
Rindt had gone out when his gearbox broke up and Clark had caught and passed Hill by this by.
time, though with the drying track everyone had speeded up and Hulme now held the fastest
lap at 1:31.5, but it was significant that Clark was the first to appreciate the changing
conditions and increase his lap speed.
By L20 Hulme was comfortably in the lead with some 15 seconds over Bandini, but Surtees
could not get the Honda past the Ferrari and McLaren was still hanging on to them and going
extremely well. The Honda was showing signs of tiring and as it went by on L27 there was an
ominous trail of smoke coming from the engine and on the next lap McLaren took third place
from the Japanese car.
Clark was still making fastest laps and as he clocked 1:30.6 on L28, he caught right up with
the ailing Honda and on the next lap Surtees waved him by as they raced down the BIG CARS - Spence in an H16 BRM is closely
promenade behind the pits. The smoke from the Honda was getting worse all the time and it folowed by Amon in a 3-litre V12 Ferrari around
was obviously not going to last much longer and it finally succumbed, with suspected broken the Station hairpin
piston on L33, stopping at the "chicane". At this point Hulme was rounding Saint Devote
corner as Bandini was rounding the Tabac corner, so that there was just twice the length of
the promenade between them.
Clark was still going as fast as ever and now had his sights on McLaren and third place and by
L40 he was right behind McLaren, having set up a new lap record on L38 in 1:29.5 and only
4 of 9 16/03/2011 9:41 AM
L40 he was right behind McLaren, having set up a new lap record on L38 in 1:29.5 and only
Amon and Hill were still on the same lap as the leading foursome, the Lotus-BRM clutch was
playing up and Amon had got by on L23, but was making no impression on the leaders. As
Clark was completing L43 he hurled the Lotus into the Tabac corner and at that moment the
right rear spring unit broke and the car spun into the wall and wrecked the rear suspension.
Clark climbed out unhurt, but now a spectator, with the small consolation of holding the lap
record. OMINOUS - The V12 Honda driven by Surtees
retired with engine trouble after vainly trying to
Bandini was now beginning to get his second wind and he slowly reduced the gap between catch Bandini's Ferrari, and retitement was
the leading Brabham and his Ferrari down to 7 seconds, but Hulme was equal to the heralded by a smoke haze that followed the car
challenge and held his lead to around 8 seconds and it became a trial of strength with the for many laps, as seen in the photograph of the
rugged New Zealander coming out on top. car in the Casino Square
At L50, which was half-distance, the order was Hulme (Brabham-Repco V8), Bandini (Ferrari
V12), McLaren (McLaren-BRM V8), Amon (Ferrari V12) and Hill (Lotus-BRM V8), all still on
the same lap, Spence (BRM H16), Rodriguez (Cooper-Maserati V12) and Courage (BRM V8)
being well behind, while Siffert was circulating having lost 19 laps while his water system was
repaired.
PLAN - This unusual picture of Hulme in the

Monaco winning Brabham-Repco V8 shows the
layout of the car to good effect, as he runs
onto the pave surface of the harbour front past
a Monagasque lamp-post
The deadlock between the two leading drivers continued for fifteen laps, with McLaren always in third place and Amon fourth, while Hill was lapped
by the leaders. McLaren's engine began to lose power for his alternator was not balancing the consumption and his battery was running down and
affecting the ignition. By L70 the deadlock had been broken, Hulme's superior physical condition obviously coming out on top and poor Bandini was
beginning to flag and he began to show signs of tiredness and lack of concentration, occasionally being untidy and ragged on some corners. There
was a mild panic at Saint Devote at this time, when Courage spun his BRM and could not restart the engine so he had to abandon the car on the
footpath, and on L71 McLaren's engine was sounding awful so he pulled into the pits and had a new battery fitted but this dropped him behind Amon
and Hill, and two laps behind the leader.
On L82 as Bandini took the "chicane" the Ferrari struck the wooden barriers and was immediately out of control. It mounted the straw bales on the
outside of the corner, a wheel was broken off, and the car landed upside down in the middle of the road with the driver trapped underneath. Almost
instantaneously the car was a sheet of flame and by the time Bandini was extricated from the wreckage he was in a very serious condition, and
subsequently died from his burns.
This very nasty incident now left Amon in second place, nearly a lap behind Hulme who was driving as regularly and smoothly as ever, but on L91
the Ferrari suffered a punctured rear tyre, probably from running over something near the crash, and Amon wallowed into the pits to have it
changed. This put him behind Hill, but still ahead of McLaren and in that order the race ran to its close at 100 laps. During the confusion of the
accident Rodriguez had got his sick Cooper-Maserati ahead of Spence's H16 BRM, though opinion was sharply divided as to whether this was strictly
correct. The Cooper had never fired on twelve cylinders all afternoon and the pit were reluctant to bring the car in, as knowing their Maserati engines
they were pretty sure it was overheating and would not restart again.
The accident to Bandini threw rather a cloud over the finish of the race and detracted some of the glory that was due to Hulme, for he had driven
with the will to win from the very first practice period and had shown outstanding stamina.
SIFFERT - Joseph Siffert points the red Cooper-

Maserati onto the chicane at the habour front
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HULME - The Brabham on opposite lock
FATALITY BY FATIGUE - Enzo's number one driver Lorenzo Bandini before the accident in the
beautiful Ferrari 312
RINDT - The Cooper on opposite lock
RINDT - Followed by a BRM around the station

hairpin
SLOW DOWN - Dan Gurney (beak in place again) enters the tight 1st gear hairpin at the Monaco
Railway station on his way to the habour front. In hot pursuit is seen Jackie Stewart in the V8
BRM of the Owen Racing Organisation.
BANDINI - Trapped under the burning Ferrari
SELF-CONFIDENT - Monaco Champ of the sixties, Graham Hill, powers into the Casino Square in
his 1966 Lotus. Cosworth did not manage to have the promised 3-litre V8 ready for the first
european gathering.
AMON - In the paddock just before the race.

The cockpit fairing is sealed with blue tape
6 of 9 16/03/2011 9:41 AM
RODRIGUEZ - Exiting Casino square and aiming for Mirabeau
JOHN SURTEES - Leading Dan Gurney in the

nose-less Eagle
AMON - In the splendid new car as "number two driver" for mr. Ferrari, here seen exiting the MCLAREN - On full lock coming around the
pit-lane for a stint of practice hairpin at the railway station
CHICANE - John Surtees in the Honda RA273

trailing Lorenzo Bandini in the Ferrari 312
through the needle eye of the chikane. No
wonder the marshalls decided to spray
cement at the slightest sign of oil on the
track. The photo shows claerly taht it takes
skill and bravery to shoot down from the
tunnel and zigzag the car down to the
waterfront!
RINDT - Drifting around the corner at the "tobacconist's store"
7 of 9 16/03/2011 9:41 AM
HILL - Station hairpin the Lotus 33 proved to be a good choice for the twisty circuit
HULME - Leading Bandini, Stewart and Surtees in the opening laps of the race
BANDINI - Breaking hard for the station hairpin
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BANDINI - Same spot, but more relaxed
MCLAREN - Entering the hairpin at the gas works before the pits area
Results Championship Table After Monaco
P1 Dennis Hulme Brabham-Repco V8 12 points - Denny Hulme
P2 Graham Hill Lotus BRM V8 2-litre 11 points - Pedro Rodriguez
P3 Chris Amon Ferrari V12 6 points - Graham Hill
P4 Bruce McLaren McLaren-BRM V8 2.4-litre 6 points - John Love
P5 Pedro Rodriguez Cooper-Maserati V12 4 points - Chris Amon
P6 Mike Spence BRM H16 4 points - John Surtees
Winner's Speed - 122.143 kph 3 points - Bruce McLaren
Fastest Lap - Jim Clark 1:29.5 2 points - Bob Anderson
1 points - Jack Brabham
1 points - Mike Spence
Go to the next GP at Zandvoort 4th june 1967
9 of 9 16/03/2011 9:41 AM
Zandvoort Formula 1 - 1967 http://www.intothered.dk/1967season/67season_zandvoort.html
Dutch GP - June 4th 1967
Zandvoort - 90 laps
Practice
A very full and complete entry was received for the seventeenth Dutch Grand Prix held on the
sandy Zandvoort circuit and it was notable for the number of brand-new Grand Prix cars that
were ready for first practice; either brand-new models of existing designs, modified versions
or entirely new designs.
The Brabham team had four cars in all, a brand-new chassis with 1967 Repco engine and a
Hewland FT2OO gearbox, as used on Formula 2 cars; Brabham's 1965 chassis that he used
at Monaco, with a 1967 engine and heavyweight Hewland box, and the two 1966
Brabham-Repco V8s for Hulme.
The Scuderia Ferrari also had four cars, the long perspex-cockpit 1966 car with 1967 engine
for Parkes, a 1967 car for Amon, a brand- new 1967 car for Scarfiotti and one of the 1966
Italian GP cars as a spare.
Team Lotus were almost off the ground with pride, having two Lotus 49 cars with Cosworth PREMIERE - Clark preparing to take the Lotus
3-litre V8 engines, one being the car that Graham Hill had been testing in England and the 49 on its first public outing at Zandvoort
other being brand-new, which Clark saw for the first time when he arrived on the morning of
the first practice day.
Honda Racing had the two 12-cylinder cars for Surtees that he had at Monaco, both looking
a bit ponderous and dated alongside all the sparkling new cars.
The BRM team had their two 1966/67 cars with H16-cylinder engines, and a brand-new one
that was lighter and slimmer across the cockpit, Stewart having the choice of an old one and
the new one, and Spence having the second old one.
indt and Rodriguez each had a Coper-Maserati V12, but neither of them had the new
36-valve Maserati engine that appeared briefly at Monaco. Rindt's car was the lighter 1967
car with Hewland gearbox and was using the new welded construction magnesium disc
wheels and Rodriguez had one of last year's cars.
Gurney was all alone with his Eagle team for Ginther had decided to withdraw from serious
racing after trying all he knew and failing to qualify at Monaco and at Indianapolis, but his
place in the team remained open should he change his mind at the last moment. The team
had three Eagle-Weslake V12 cars, the two from Monaco, though one of these was not NEW STANDARD - The general opinion of the
assembled, and a brand-new car that was some 50 kg lighter. The overall design had not racing world seems to be that the Lotus 49 has
been changed but great use of titanium and magnesium had been made, and this was the set a new standard for 3-litre Grand Prix cars
number one car that Gurney was intending to use.
The rest of the entry was made up of single entries, these being McLaren with his neat little
BRM V8-engined car, Irwin with Tim Parnell's R3 Lotus-BRM V8, Anderson with his
immaculate Brabham-Climax 4-cylinder and Siffert with the Walker team's Cooper-Maserati,
though it did not arrive until the second day of practice. Courage should have driven a second
Parnell car, but it could not be got ready in time.
Practice took place all day on Friday, in three separate sessions, and again on Saturday
afternoon, and during Friday the tempo seemed rather steady and cautious, with new cars
being tried and everyone seeming to expect great things from the other teams. Ferrari, BRM
and Honda had all been to the circuit previous to official practice and all claimed spectacular
fastest laps, but the known standard was the official lap record of 1:30.6 set up by Clark in
1965 with a 1.5-litre Lotus-Climax V8, a time which Hulme equalled last year, on an oily
track, with a 1966 Brabham-Repco V8. In practice last year, with a sister car to Hulme's,
Brabham made best time in 1:28.1, so it was obvious that any time above 1:30 would
mean that the driver was not really trying, or the car was hopeless.
REAR END - All the mechanism on the Lotus 49
is naked and unashamed
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Video - 320x240 - wmv@384kbit/s duration

00:48 - 2.08 MB
SEEN BEFORE - The Lotus 49 shares the front end with the Lotus 43 as seen at Kyalami in
january, but the BRM H16 is exchanged for the new splendid powerplant from the hands of
Costin and Duckworth.
Those drivers with brand-new cars obviously had to do some "bedding-in" of components or acclimatise themselves to the new cars, while others
were able to press-on madly and set the pace. Brabham's old chassis/new engine combination would not start, so he practised with the brand-new
car, but he did not intend to race it and before the end of the day the recalcitrant engine was being removed from the old chassis, prior to being
replaced. Hill was having the pedals of the new Lotus fiddled about with to suit his feet and Clark was finding out about his new car. During the lunch
break both cars had the gearbox changed, for similar ones with different ratios.
As it seemed certain that Ginther was not coming, his entry was given to the Ferrari team so that Scarfiotti could have a definite entry and many
people cast covetous eyes on the spare Eagle-Weslake. All day the weather was dull and overcast and somehow the atmosphere at the Zandvoort
circuit always seems the same, so that Friday practice seemed to pass in a rather lugubrious fashion, even though there was a lot of quick motoring
taking place as the accompanying table of practice times shows. The Brabhams were quick and competitive as always, the Ferraris seemed to lack
fire, the new Lotus-Cosworth V8s were beginning to show their true form, Surtees was satisfied with his Honda time as it had been done in full
starting line trim, Gurney was in great form and very happy with his new lightweight car, Coopers were progressing without any fuss but BRM
seemed a bit despondent, lacking in high-speed acceleration.
It was Gurney and Graham Hill who began to stir things up towards the end of the afternoon, with the new Lotus 49 coming out on top on its first
public outing, much to the displeasure of a lot of people. Clark was about to extend his Lotus and make a bid for fastest time when he was
conscious of a feeling of instability. Nothing could be seen to be wrong, but he was convinced that something was not as it should be and the only
likely thing seemed to be the front wheel bearings, which had been brand-new and being taper rollers had probably settled and needed re-adjusting.
The Friday practice ended with Hill recording 1:25.6, but Gurney was right behind with 1:25.8 and as both the Cosworth V8 and the Weslake V12
engines were new to Zandvoort, each with well over 400 bhp, this was reasonable and natural as the standards from last year were set by
low-powered engines. The performances of these two engines also made a lot of people much more conservative in their bhp estimates, even
compared with their 1966 quotes. Before the Saturday practice Clark's suspension and steering was checked closely and slight play in the front
wheel races seemed the only suspect thing, Gurney had a different engine fitted into his lightweight Eagle chassis, Brabham had the good 1967
engine taken from his new chassis and installed into his 1965 chassis, and the rest hoped that they could keep up with the Lotus and Eagle cars and
searched around for excuses such as wrong tyres, wrong plugs, wrong springs, etc., reluctant to admit that the two really powerful engines did
have over 400 bhp.
Clark had barely started to practise before the trouble he had been sensing, which Chapman could not locate, revealed itself forcibly; a ball-race in
the right-rear hub broke up and split the hub carrier, and it was the first roughness that Clark had sensed the day before. Until it was all taken apart
there was a gloom in Team Lotus as it looked as though it was a design failure in the hub casting, but it proved to be a faulty race, so the gloom
lifted. While a new hub assembly was prepared and fitted, which took most of the afternoon, Clark had to stand and watch Hill fend off any attacks
on the fastest lap. Brabham was very happy with his old chassis and was putting in some really fast motoring, equalling Hill's best time, while Gurney
was still not far behind. Hulme felt he was lacking in brakes and his discs certainly looked frail and puny compared with the Lotus and BRM discs.
Stewart was depressed by a lack of horsepower from the H16 B.R.M. and too much bulk and weight, compared to the Lotus, and Gurney's extra
powerful Weslake engine was leaking oil from the rear main bearing. The engine in Hill's Lotus suddenly went rough and popped and banged, which
brought gloom back to Team Lotus, this time on the Cosworth side, but it gave heart to the other teams who were getting despondent over the
appearance of the Lotus. It was an electrical fault that was finally cured, even if no one was really certain from where it had originated, and as the
sharp rasp of the V8 rang out loud and clear once more there were a lot of unhappy rivals. The leaking oil seal on the Weslake engine cured itself by
some freak chance, so Gurney's team were smiling happily once more, but the BRM team looked very depressed; Surtees was putting on a brave
front and trying to look confident, the Ferrari team were working away hopefully, Brabham was actually smiling and enjoying the fact that his simple
"old-fashioned" and unsophisticated car was on the front of the grid, and the Cooper team had quietly got themselves on the second row.
With practice nearly over there was a sudden rush of activity as everyone tried for a last final very quick lap, but the only two real challengers were
Gurney and Hill and they battled against each other at around the 1:25.3 mark. Gurney stopped when he got down to 1:25.1, feeling he had put
Team Lotus in their place, but Hill went straight our and equalled this, doing two or three laps at the same pace. His final lap as the chequered flag
stopped practice was a real scorcher, and many people clocked it at 1:25.0 exactly, but the official time-keepers gave out 1:24.6, so the Lotus
fans hastily pocketed their stop-watches and cheered loudly. Even the opposition did not protest, they all seemed rather bewildered. While this
2 of 7 16/03/2011 9:42 AM
fans hastily pocketed their stop-watches and cheered loudly. Even the opposition did not protest, they all seemed rather bewildered. While this
last-minute excitement had been taking place Clark's car had been completed and he was able to get in a few laps, but with no opportunity to go
really fast.
All seventeen entries had got below the rather artificial existing lap record and of the non-factory runners Irwin was particularly outstanding with
1:27.5 in the 2-litre BRM-engined Lotus, a time that put him ahead of McLaren and Scarfiotti, among others. It was difficult to see why the two BRM
works cars were slower than the Cooper-Maseratis and the front row of the grid had a trio of widely differing cars on it, as well as widely differing
drivers. With practice over, Team Lotus were faced with all-night work checking all the rear hub assemblies as they did not want a repetition of
Clark's trouble.
The race was due to be run over 90 laps of the circuit, a distance of 377 kilometres and the cars were allowed a "warm-up" lap on their way from
the pits to the "dummy-grid" behind the starting line. Brabham was driving his new centre-exhaust engine in his old chassis, Hulme had a 1966 car
complete, Amon had a 1967 Ferrari with the latest centre-exhaust, 36-valve engine, as had Scarfiotti, while Parkes had this type of engine in his
special long-cockpit 1966 car. Clark had Lotus 49/2 and Hill had 49/1, Surtees had the newer of the two Hondas, Stewart and Spence were driving
the earlier BRM H16-cylinder cars, with the external water pipes, Rindt and Rodriguez were unchanged from practice, and Gurney was using the
lightweight Eagle. The remainder had no choice of cars, except that Irwin was having to use an early 1930 cc BRM V8 engine as his 2070 cc unit had
broken a camshaft in the final practice.
Starting grid
#6 Graham Hill (Lotus-CosworthV8) 1:24.6
#2 Denny Hulme (Brabham-Repco V8) 1:26.6
#5 Jim Clarke (Lotus-Cosworth V8) 1:26.8
#4 Mike Parkes (Ferrari V12) 1:27.0
#18 Chris Irwin (Lotus-BRM V8) 1:27.5
#20 Jo Siffert (Cooper-Maserati V12) 1:28.8
#22 Ludovico Scarfiotti (Ferrari V12) 1:27.9
#21 Robert Anderson (Brabham-Climax) 1:29.0
The race
When everyone had their engines running and 14.30 was approaching the "dummy-grid" was
cleared of extraneous people and the seventeen cars moved sedately forward towards the
starting line, with Clark easing his way up into the second row With 30 seconds to go and the
engine notes rising, an official was seen wandering amongst the cars, trying to persuade
Rodriguez to move back a bit! As he turned to Rindt's car the flag dropped and Hulme and
Surtees were completely put off as they avoided the man, and they in turn baulked those
behind them. More by luck than judgment the man was not killed, and he joined the other
3 of 7 16/03/2011 9:42 AM
behind them. More by luck than judgment the man was not killed, and he joined the other
race officials by the side of the track.
INTO THE LEAD - Clark took the lead on L16
and from then on was never challenged. Here
The inevitable strong wind was blowing off the North Sea and the skies were grey, but he leads Brabham, Hulme, Rindt, and Amon
everywhere was dry, at least for the opening lap. Hill led from Brabham round the first round the Hugenholtz hairpin on L18, already
corner, with Rindt, Gurney, Amon and Clark right behind. The Eagle had got away well for as showing signs of drawing away from them
it accelerated petrol sprayed out of the tank overflow system and went straight down the
engine inlets, causing a rich mixture and a hesitant pick-up. Hulme's Brabham seemed to be
slopping petrol or oil as it cornered on the opening lap. Hill had the new Lotus out in front, but
there were five cars hot on its heels, Clark being at the end of this group as he was having to
learn to drive the car and do some practice. He had virtually missed all the Saturday practice
and in the light of Hill's successful practice times, Clark's car had been fitted with different rear
springs and rear tyres, so it was all new to him.
On the second lap McLaren skidded off the track and damaged his car, but was unhurt
himself, and this caused an official car to go round the circuit with a white flag on it, which
made one realise that the Zandvoort circuit lacks any communication road system. Hill
seemed to be in complete command, with Brabham trying vainly to keep up, while Gurney
got past Rindt on L3 and Amon and Clark were close behind. Hulme made up ground very
fast, after the baulking on the start line and by L4 was behind Clark, who had already passed
Amon, while he had retaken third place from Gurney. It was quite a busy bunch of cars at the
front, led by Hill in the Lotus 49 and, though he had pulled out a 2 second lead over Brabham
in five laps, the others were very much nose-to-tail, the order being Brabham, Rindt, Gurney, TENACITY - Chris amon made a good impresion
Clark, Hulme, Amon, the rest trailing along behind, with Surtees in a hopeless eleventh with the way he kept the pressure on Hulme
position. The situation at the front was not presenting a very realistic picture, for Gurney's throughout the race. Here Hulme leads the
Weslake engine was not running properly, the injection mixture not being right, Rindt was Ferrari driver past Scarfiotti (Ferrari), who has
keeping pace mainly because he was happy on the slippery surface and others were not, moved over to let them through. In the
Clark was still practising in effect, and Hulme was still suffering from the start line nonsense. background is Siffert (Cooper-Maserati)
The pace looked fast but was in fact quite slow, the leaders lapping around 1:33.0 and on L7
Gurney was missing from the pack and could be seen heading for the pits. He made a brief
stop to have an adjustment made to his fuel metering unit and then shot back into the race
just as Surtees went by, but next round the Weslake engine sounded horrible and the car
came to rest behind the pits with a broken fuel injection metering unit, and Gurney's race
was over. The leading Lotus was not getting any further ahead of the Brabham in second
place and the gap was still two seconds at ten laps, with Rindt (Cooper-Maserati), Clark
(Lotus 49), Hulme (Brabham) and Amon (Ferrari) following. Then at intervals came
Rodriguez (Cooper-Maserati), Stewart (BRM), Parkes (Ferrari), Surtees (Honda), Scarfiotti
(Ferrari), Spence (BRM) and Irwin (Lotus-BRM), while Anderson had been lapped and Siffert
was in the pits having his suspension looked at as his Cooper-Maserati was feeling odd.
Next time round there was consternation in the Lotus pit as Brabham was leading, followed
by Rindt, Clark, Hulme, Amon, and all the others, with no sign of Hill. By the time the leaders
were round again, Hill's car could be seen coasting along the straight with a dead engine and
he pushed it the last few yards in the pit area. While the race went on a crowd huddled round
the Cosworth V8 engine, and after a time it gave one short flat-sounding "blurp" and then the
Lotus was wheeled away to the paddock. Teeth had broken off one of the camshaft driving
gears and, before the engine died, Hill had been conscious of an obtrusive ticking noise.
DRY - Brabham gives the lead over to clark as
the track dries up.
For five short laps Brabham held the lead, but it was clear that Clark had done sufficient
practice and was now going to start motor racing. On L15 he took second place from Rindt,
on L16 he took the lead from Brabham and then just motored relentlessly on into the
distance. This coincided with the track drying right out and as fast as Clark went ahead, Rindt
dropped back, as he couldn't seem to steer the car properly on a dry track. By L20 Clark had
pulled out a 2 second lead on Brabham, but it did not stop there, the gap got wider and wider
and it was not long before it could be measured at a second a lap. Without much effort the
brand-new Lotus-Cosworth V8 was lapping at just over 1:28 a lap, there being no need to
go any faster in order to leave the rest of the field behind. Although none of the positions
changed it was not for lack of trying on the part of the drivers, for Amon in fourth place, was
pressing hard on Hulme all the time, but had neither the surplus of power nor experience to
overcome his fellow New Zealander.
Rindt gradually slowed until he was caught by Stewart, even though the excitable
commentator seemed to think that it was Stewart who was speeding up, and at the back of
the field of those who had not been lapped by the flying Clark, there was Scarfiotti keeping up
with an unhappy-looking Surtees in the cumbersome-looking Honda. These two appeared to
be gaining on Rodriguez, but in actual fact the Cooper-Maserati was slowing and it finally Clark overtakes Hulme and goes for the leading
came to rest behind the pits with a broken gearbox. This was on L40 and on the next lap Brabham
Rindt took his Cooper-Maserati into the pits and retired as he could not cope with the way it
was handling, there obviously being something wrong, but nothing visible so for want of an
explanation the ZF differential unit was blamed. By now Irwin and Spence had been lapped by
Clark and Scarfiotti was about to be, Anderson was running smoothly and steadily and Siffert
was following.
On L44 the devastating Clark in the new Lotus 49 lapped the mighty Honda and was eleven
seconds ahead of Brabham and still gaining, while Hulme in third place was still being hounded
by Amon in the first of the Ferraris. A very poor fifth was Stewart ahead of Parkes, but on
L45 the 16-cylinder BRM was lacking effective front brakes and it stopped at the pits. The
brake fluid had gone from the reservoir and most of it seemed to be down among the
pedals, so the container was topped up and Stewart rejoined the race. He only did six more
laps before it had all gone again, so he stopped once more and this time retired. The
all-conquering drive by Clark in the new Lotus continued unabated and unchallenged, his
driving being smooth and effortless, while the Cosworth V8 engine never missed a beat.
Parkes was lapped in due course and Irwin and Anderson were lapped yet again and by L61
even Brabham had lapped the Honda.
SOLO PERFORMANCE - Gurney only ran for
Amon was not giving up the battle and was waiting for any opening that Hulme might eight laps before fuel injection metering
inadvertently give him, but the Monaco winner was not making any mistakes and was problems stopped his race. Ginther didn't race
4 of 7 16/03/2011 9:42 AM
inadvertently give him, but the Monaco winner was not making any mistakes and was problems stopped his race. Ginther didn't race
certainly not going to be worn down by the Ferrari driver. This fruitless pursuit for third place at all.
tended to overshadow the beautiful performance by Clark way out ahead of everybody and
driving with such ease and style, even though his clutch mechanism was not operating
smoothly. Now and again Amon would get his Ferrari alongside Hulme's Brabham, but there
was never any question of getting it in front, for Hulme always made sure he was in the right
place at the right time, thus preventing any "diving into the corner" or "chopping" tactics by
his young adversary.
At the back of the field Spence was having a bad time in the remaining 16-cylinder BRM,
having to hold the gear lever in place all the time, and at one point he got his hands crossed
and spun the BRM, this letting Irwin get by in the Lotus-BRM V8 which he was driving very
neatly and smoothly, auguring well for better cars in the future. The Honda was running
worse and worse and Surtees finally gave up after 73 laps, having had a mild spin due to the
throttle slides sticking, and muttered about differential gears that were not working properly.
This retirement saved the Honda the embarrassment of being lapped for a second time by
the green and yellow Lotus in its record-breaking flight. With fifteen laps still to run the DRIFT - Hulme pressing on in the fight with Chris
situation was that Clark was completely unchallenged, Brabham was holding second place but Amon in the Ferrari.
easing off, which meant that the Hulme/Amon duel was gaining on him. These four were the
only ones on the same lap, and one lap down came Parkes and Scarfiotti, the Ferrari team
still being complete as was the Brabham team. Two laps behind were Spence and Irwin and
still running, hut a long way behind were Anderson and Siffert.
COMBINATION - Mike Parkes drowe a 1966

chassis fitted with the new 1967 V12, now
sporting 36 valve heads.
Clearly if no one ran into trouble this was how the race was going to end and it was an anxious Team Lotus pit crew that ticked off the laps,
knowing that Hill's Cosworth engine had developed a fault, and equally it was a thankful Clark that was holding first place without being challenged,
for he had no idea what had happened to his team-mate's car, just hoping that whatever it was it would not happen to his car. With seven laps to
go the Hulme/Amon pursuit race caught up and lapped Parkes and the Ferrari engineer did his best to cause some fumbling in the hope that young
Amon might get by, but it takes more than two Ferraris to ruffle the swarthy Hulme.
The gap between Brabham and Hulme was down to six seconds, as Australian Jack was taking it easy, realising he could do nothing about Clark,
and suddenly the Brabham pit realised that Brabham was not aware of the fact that Hulme was being hotly pursued by Amon. They had only been
signalling that Hulme was many seconds behind, so they came out with a signal that said: Hulme and Amon-6 sec, whereupon Brabham quickly
opened the gap to 10 seconds and so the race finished, with a jubilant Team Lotus, which included Chapman, Duckworth, Lotus engineers and
mechanics unbelievably happy with this outstanding victory by a brand-new design and Clark having showed once more his true ability as a Grand
Prix driver. Brabham was well satisfied with second and third places, and Ferrari must realise that all they need is one of the "top five" in the team to
gain success.
5 of 7 16/03/2011 9:42 AM
BAD SETUP - Surtees kept motoring for 73 laps. But after a spin due to s sticking throttle and
bad setup of the differential he gave up and retired the Honda RA273.
OPPOSIT LOCK - Amon guns the big Ferrari out of Hugenholtzbocht on his way to fourth place in
front of the other two Scuderia cars
IMPRESSIVE DEBUT - This season the GP cars have broken the 400 bhp border and has moved
into the land of the compressor-driven titans of earlier years. The roadholding - however being
much better, the cars are "running on rails".
POINT AND SHOOT - Scarfiotti didn't really DISAPPOINTED - The high spirits of the first
live up to his successes in sports car racing, practice was somewhat subdued in the race
but managed to obtain a single point for when Graham Hill retired his new Lotus 49 a
himself and Scuderia Ferrari bit early
6 of 7 16/03/2011 9:42 AM
Result
Championship Table After Zandvoort
P1 Jim Clark Lotus-Cosworth
16 points - Denny Hulme
P3 Denny Hulme Brabham-Repco V8
7 points - Chris Amon
P4 Chris Amon Ferrari V12
9 points - Jim Clark
P5 Mike Parkes Ferrari V12
P6 Ludovico Scarfiotti Ferrari V12
6 points - Graham Hill
Fastest Lap - Jim Clark 1:28.1
3 points - Bruce McLaren
2 points - Bob Anderson
2 points - Mike Parkes
1 point - Ludovico Scarfiotti
Go to the next GP at Spa Francorchamps 18th june 1967
7 of 7 16/03/2011 9:42 AM
Spa Francorchamps Formula 1 - 1967 http://www.intothered.dk/1967season/67season_spa.html
Belgian GP - June 18th 1967
Spa Francorchamps - 28 laps

Practice
Unlike the French, German and English national clubs, the Royal Automobile Club of Belgium have
no doubts about the status and location of their Grand Prix. It takes place on the magnificent
"National Circuit of Francorchamps" in the wooded hills above the town of Spa, and it represents
Grand Prix racing at its best.
The entry list was very similar to that at Zandvoort, as were the cars, Ferrari running the same
three cars and drivers, Amon, Scarfiotti and Parkes, Honda had Surtees with their two
12-cylinder cars, B.R.M. had Stewart with an H16 and a Tasman V8, and Spence with a V8,
Parnell with his Lotus-BRM V8 and an H16 BRM for Irwin, Team Lotus with the two Type 49 cars
for Clark and Hill, the Brabham team with the new car that practised in Holland, but now with a
F1 Hewland gearbox, for the owner, and the 1965 chassis with 1967 engine that Brabham
raced in Holland, for Hulme. Cooper had the same three cars as Zandvoort for Rindt and
Rodriguez, and Gurney had Eagle number 104, the lightweight titanium car and a spare car and CLOSE CONVOY of heavy machinery.
engine. Anderson, Bonnier and Ligier had their own cars and Siffert the usual Rob Walker car. Amon's Ferrari leads the Cooper-Maseratis
AAR-Eagle would have entered McLaren on one of their cars but were short of a good spare of Rindt and Rodriguez, the Mexican driver
engine. failing to finish the race due to engine
trouble.
Practice from 16.00-18.00 on Friday and Saturday afternoon saw Clark dominate everyone in
the Lotus-Cosworth (Ford) V8 and while he was expected to go fast, few people were prepared
for the speeds he achieved. Last year in practice Surtees was fastest at 3:38.0, without too
much effort with the 1966 Ferrari, so it was natural that 3:40.0 this year should be minimum lap
time for any works driver. In May the Chaparral driven by Phil Hill had lapped at 3:35.6 (approx.
236 kph) so that the good 3-litre Grand Prix cars could expect to beat that, and it seemed
within the bounds of possibility for a real flyer to approach 3:30 by the end of the second day.
The Lotus cars had small air deflectors on the sides of the nose cowling as they were anticipating
reaching 305 kph and there was a feeling that the front might suffer from aerodynamic lift;
Brabham was also trying similar deflectors.
BRM arrived prepared to be depressed by the performance of the H16 cars and had lent one to
Parnell, but before practice was very old they had snatched it back for Spence to drive, as they
were agreeably surprised by the way the cars were going. Stewart tried a V8 and an H16, as did
Spence, and both soon settled for the 3-litre 16-cylinder cars, which were getting well wound up
on the fast descent to the Masta-ess-bend, even if they lacked some steam up the long drag REDEMPTION - Stewart's second-place H16
from Stavelot to Francorchamps. Irwin felt his way round in Parnell's Lotus-BRM V8, then had a B.R.M., seen locking a wheel under braking,
go in the H16 before it was snatched away, and finished up in the Tasman V8 that the Parnell achieved its best Grand Prix result at Spa
team had used at Monaco. despite the customary gear linkage
difficulties.
By 17.00 times were beginning to fall below 3:40 for a lot of drivers, but the Brabham team were not happy, for Hulme thought the handling on
Brabham's old car was awful and did not do any flying laps, so was untimed officially. Brabham had a go in it and seemed happy enough, but neither
Repco engines were giving enough power to challenge the Cosworth engines. Towards the end of the second hour both Team Lotus drivers began to
use their 400 bhp and everyone sat up when Clark did 3:31.5 and Hill 3:32.9, while a watchful eye was kept on Gurney as he had done 3:34.1 on a
lap where he slowed up and came into the pits at the end. Then Clark really showed who was the Grand Prix master-driver by clocking 3:31.2,
followed by 3:29.0, an average speed of 242.870 kph including the bottom gear hairpin at La Source - Grand Prix driving in its purest form.
Just before practice ended Gurney gave an impressive reply with 3:31.2, the Eagle being in fine form. As Colin Chapman was not terribly satisfied
with the Lotus chassis performance, one wondered what was to happen when he and Clark considered it to be right!
Next day was another of ideal weather conditions and for the first hour there was not too much activity or high speed motoring, Irwin was learning
very nicely about Grand Prix driving with the V8 BRM, Amon was getting quite impressive with the leading Ferrari and Stewart was trying really hard
with his H16 BRM and getting good results. Poor Surtees could not even improve on his 1966 Ferrari time with the Honda V12 and was slower than
the slowest Ferrari, driven by Scarfiotti. The Walker Cooper-Maserati had trouble in its gearbox so Siffert borrowed the spare works Cooper-Maserati
for a number of laps, this one having the disc-type magnesium wheels.
Not long after 17.00 things began to warm up and the pace quickened as everyone got wound up for a last do-or-die effort. Clark was about to do
his "quick one" when he found Amon and Scarfiotti in his slip-stream, so he backed off and let them get well ahead and then put in a lap at a
shattering 3:28.1 (243.921 kph). Gurney equalled his time of Friday, showing that it had been no fluke, but Brabham was only able to get a good
time by reason of some crafty slip-streaming. Hill's Lotus 49 was going quickly but blowing out oil from its Cosworth engine and he did not improve
on his first day's time, but Rindt and Stewart were both in fine form and really trying all they knew.
It was becoming increasingly obvious that the really fast Grand Prix cars were beginning to out-perform their road-holding ability, a situation we have
not known since 1951. Even the Lotus did not look its impeccable and serene self at the speeds Clark and Hill were cornering on the ultra-rapid
Belgian circuit. The "cornering-on-rails" stuff we have become used to is disappearing now that real 400 horsepower 3-litre engines are on the go,
and the drivers are earning their bread-and-butter.
1 of 7 16/03/2011 9:43 AM
Starting grid
#21 Jim Clark (Lotus-Cosworth V8) 3:28.1
#22 Graham Hill (Lotus-CosworthV8) 3:32.9
#14 Jackie Stewart (BRM H16) 3:34.8
#3 Mike Parke (Ferrari V12) 3:36.6
#2 Ludovico Scarfiotti (Ferrari V12) 3:37.7
#39 Joakim Bonnier (Cooper-Maserati V12) 3:39.1
#17 Chris Irwin (BRM V8) 3: 44.4

#19 Bob Anderson (Brabham-Climax) 3:49.5
#39 Guy Ligier (Cooper-Maserati V12) 4:01.2
CLARK'S LOTUS - Again to the forefront with

the new Ford 3-litre engine, made two stops
with plug and gear trouble but still finished
sixth.
LONE WOLF - For most of the season Chris Amon has been the sole runner for the Ferrari team
in GP racing.
ANOTHER GO - When the drivers take La

Source corner they are going for yet another
long lap of high speed thrill.
2 of 7 16/03/2011 9:43 AM
BLUE LIGHTNING - Gurney's Eagle-Weslake

kept going and going.
ROAD COURSE - The Belgians around Spa, Masta, Stavelot and Malmedy use the roads every
day. At another pace however! This is entering Malmedy after Burnenville.
AIMING - Chris Amon braking and turning in for

La Source
DIVING - Amon in the Ferrari turning round

almost 180 degrees through La Source
NO CIGAR - Both Brabhams were out of the competition when the belgian flag fell for L1, even
though Brabham himself had managed to slipstream his car to a decent slot on the grid. Here
Hulme is going round La Source.
ESCAPING - and accelarting down past the pits

for another lap. The ferrari is carrying #1
because of Surtees' win last year
CLOSE UP - Young Jochen Rindt is doing well on Spa Francorchamps. Here seen in close
company with Chris Amon in the Ferrari
3 of 7 16/03/2011 9:43 AM
RESSOUCE - Amon at La Source. Note that hairpin bend is really a T-junction between two
roads
CHIEF - Colin Chapman is pointing something out for a marshall during practice. Clark is in the
car ready for another stint.
The Race
The Belgian GP over 28 laps started at 15.30, but before that the drivers were taken round in a parade of cars driven by RACB club members, and
then they did a reconnaissance lap in their racing cars before lining up on the grid. The front row was most impressive with Clark, Gurney and Hill in
that order, Lotus 49, Eagle-Weslake and Lotus 49, with a total of more than 1200 horsepower between the three of them and all capable of using it
all. Neither Lotus was using the air deflectors on the front. A "dummy-grid" line-up was used for starting engines and Hill fumbled the starting of his
Cosworth V8 and flattened the battery in the process so had to stay on the dummy-grid while the other 17 cars rolled down to the starting line and
were away, with Clark leading up the hill after the Eau Rouge, followed by Rindt, Stewart, Parkes, Amon, Surtees, Rodriguez and Gurney, the Eagle
hesitating off the line.
The unhappy Hill free-wheeled into his pit where another battery was fitted and he joined the race when everyone else was down at Stavelot. On
the fast and deceptive left hand bend at Blanchimont Parkes got into a slide and crashed badly, being thrown out onto the edge of the road as the
Ferrari turned over. The leaders charged down past the pits with Clark already well in the lead, followed by Stewart in an H16 BRM going really well,
then came Amon, rather depressed at having seen his team-mate crash, Rindt, and Gurney making up for his bad start. On the way back from
Stavelot on the opening lap the Honda broke its crankshaft and Surtees came free-wheeling into the pits, stopping briefly at the Ferrari pit to tell
them about Parkes. A lonely Graham Hill went by and then Irwin free-wheeled down the hill to the pits with a broken camshaft in his V8.
Clark set off with a second lap in 3:35.9 and just ran away from everyone, with Stewart struggling gamely to keep the Lotus in sight and Gurney in
third place. Then came Amon, Brabham, Rodriguez and Rindt in a struggling and rather unruly bunch, with the young New Zealand Ferrari driver
being surrounded by the other three. Some way back Spence was keeping his H16 BRM ahead of Scarfiotti's Ferrari, but he, like Amon, was rather
put off by the sight of Parkes' crash. Hulme was having an unhappy time racing against Bonnier, and Siffert in Rob Walker's car, Anderson and Ligier
were bringing up the rear, apart from Hill who stopped at the pits on L2 and again on L3, to retire with an inoperative clutch and gearbox. By five
laps there was the perfect exhibition of the present situation in Grand Prix racing and high-speed driving in its highest form, for Clark (Lotus),
Stewart (BRM) and Gurney (Eagle) were way out ahead of everyone else, the rest appearing to be struggling along like a lot of beginners. This
situation was a fine picture of the overall scene, of the combination of driver, car, engine, and team, the two missing drivers being Hill and Surtees
who were both in the pits.
4 of 7 16/03/2011 9:43 AM
In a very efficient manner Parkes had been brought to the ambulance station behind the pits and on L8 a Ferrari mechanic held out a signal to Amon
and Scarfiotti which read "PARK OK," for his injuries were restricted to a broken leg and a broken wrist. However, Amon was not OK for he was
behind Rodriguez and the Cooper-Maserati was spraying oil all over the Ferrari, and he did not have the speed to get by. Clark was motoring
relentlessly on with a lap in 3:33.3 and by L10 he was 21 seconds ahead of Stewart, and at an average of over 234 kph that was a long distance.
Gurney was closing on Stewart but not rapidly enough to be a danger and the three of them looked and sounded superb, V8 followed by H16 and
V12, a veritable mechanical delight.
At the end of L12 Clark rounded the hairpin at La Source and then there was consternation as he headed for his pit, with the Cosworth engine
running on seven cylinders. Stewart swept by into the lead, followed by the blue and silver Eagle-Weslake, but Gurney lifted off and dived into the pit
area. He shouted that the fuel pressure was low an roared away. At the Lotus pit it was found that a sparking plug had disintegrated, probably
having been over-tightened, but it was some time before Clark rejoined the race. After this panic the order was Stewart (BRM), Gurney (Eagle),
Brabham, Rodriguez, Amon, Rindt, and Clark was now seventh but a long way back, leading Scarfiotti, Spence and Hulme, while Bonnier had retired
much to the relief of the number two Brabham driver; the remaining three, Siffert, Anderson and Ligier had all been lapped.
Gurney was 14 seconds behind Stewart at the end of L14, but did not seem to be gaining rapidly, and in third place was Rodriguez, but a long way
behind, and he was followed closely by Amon and Rindt, with Brabham well behind them, having been leading them on the previous lap. There was
obviously trouble brewing in the Brabham-Repco V8, but it was not alone for Clark returned to the pits as another sparking plug had failed, this time
due to a fault in its structure, and just afterwards Hulme stopped as the oil scavenging system on his Repco V8 engine was not functioning properly
and the base chamber was filling with oil. This was also Brabham's trouble and he had to give up on the next lap. Clark got going again but now his
clutch was not freeing properly and with baulking synchromesh in the ZF gearbox gearchanging was not easy. After struggling with the lever the
operating mechanism became deranged and he was left with movement in only one direction, which gave him third and fifth gears, but he carried on
with no hope of doing anything more spectacular than finishing.
Stewart was just about holding his own against Gurney's onslaught, the BRM H16 cylinder engine going well and at 17 laps he was still 12 seconds
ahead, but then he had trouble in the connection between the gear-lever in the cockpit and the selector mechanism in the gearbox at the back of
the car. When he had the lever in the right place the mechanism at the back was out of step and in neutral the revs kept going to over 12.000 rpm!
While Stewart was holding the lever with one hand and steering with the other, Gurney caught up 4 seconds a lap and on L21 they raced past the
pits side-by-side, Gurney getting the lead up the hill to Burnenville.
At that moment Scarfiotti was in the pits with a broken hydraulic pipe on his rear brakes and a repair was being effected, and meanwhile Amon had
at last got ahead of the two Cooper-Maseratis and was pulling well away from them. Spence had not yet been lapped by the leaders, but Clark was
a lap behind and cruising round to finish. As Stewart's gear selection trouble got worse and worse, Gurney sailed on into a commanding lead, the
Eagle-Weslake V12 looking and sounding superb, the only fault being that oil was spraying out of the catch tank onto the exhaust pipes and making
ominous looking blue smoke. This in itself was no worry, but the fact that there was that much oil in the catch-tank was disturbing.
With only four laps to go the Maserati engine in Rodriguez's Cooper blew up, which was no great surprise for the young Mexican had been having a
pretty spirited motor race, so this left Rindt in fourth place. On the penultimate lap Amon was signalled to switch on his reserve fuel pump, secure in
third place, but over a minute and a half behind the leader. Amid much rejoicing in he Eagle pit, and no doubt a lot of quiet satisfaction at Weslake
Engineering hack in Sussex, Dan Gurney won the Belgian Grand Prix at record speed and with a new lap record that he had set up during his chase
of Stewart. The BRM team were well satisfied with the performance of the H16 cylinder cars, both of them finishing and Stewart felt he could have
kept Gurney at bay had his gearbox not gone wrong. Team Lotus were slightly chastened by their misfortunes, but the practice laps and the openin
part of the race convinced them that they had not got much to fear from any opposition.
STRUGGLE - The mighty Honda RA273 broke

the crankcase and sent Surtees to an early
retirement.
DIVE BOMBER - Jackie Stewart in the BRM howling past the spectators after La Source. The dive
onto Eau Rouge is scarring to some and exhillarating to others.
5 of 7 16/03/2011 9:43 AM
COOPER DUO - Rindt is fearless at Spa. He

set at fast practice time and shot away from
the grid as No. Two behind Clark. But here
he is chasing team-mate Rodriguez at La
Source. Rodriguez' Maserati engine blew up
later.
NO MISTAKE this time. Dan Gurney's Anglo-American Eagle-Weslake V12 scored its first Grand
Prix victory at Spa, a circuit where its power and handling were a real advantage.
VICTOR - Finally Anglo American Racing accomplished a vicory in a Formula One World
Championship race. The new engine seems to combine in a perfect way with the high tech
chassis. Spa Franchorchamps is a truely splendid place to win a Grand prix, and now Dan Gurney
has joined the list of great racing drivers who have worn the laurels in the Ardennes.
Result
Championship Table After Spa
P1 Dan Gurney Eagle-Weslake
P2 Jackie Stewart BRM H16
P4 Jochen Rindt Cooper-MaseratiV12
P5 Mike Spence BRM H16
9 points - Dan Gurney
P6 Jim Clark Lotus-Cosworth V8
6 points - Jackie Stewart
Fastest Lap - D. Gurney 3:31.9
6 of 7 16/03/2011 9:43 AM
Fastest Lap - D. Gurney 3:31.9

3 points - Jochen Rindt
Go to the next GP at Bugatti Le Mans 2nd july 1967
7 of 7 16/03/2011 9:43 AM
Bugatti Formula 1 - 1967 http://www.intothered.dk/1967season/67season_bugatti.html
French GP - July 2nd 1967
Le Mans Bugatti - 80 laps

Practice
It was the Automobile Club of France who started Grand Prix racing in 1906 and set the
standard for this form of competition to be the pinnacle of driving and racing-car construction.
The Grand Prix de l'Automobile Club de France has always been held in high esteem and has
provided some memorable moments of Grand Prix history, though occasionally it has lapsed
slightly, like all races with a long and varied history.
This year the Grand Prix de l'ACF not only lapsed, it stumbled and fell. Great friends with the AC
of France are the members of the Automobile Club of the West, who own and run the Le Mans
24-hour race, and last year they started a racing driving school on a 4,4-kilometre circuit they
built in the pits and car park area of the famous Circuit of the Sarthe and called it the Bugatti
Circuit, in memory of the famous car manufacturer.
This circuit uses the pits and start area of the 24-hour circuit, runs round the right-hand climb,
under the Dunlop bridge and down to the Esses, whereupon, instead of heading off for
Tertre-Rouge it hairpins right into the vast car park, does two more hairpins joined by short
straights, crosses over into another car park where it does an artificial ess-bend, and rejoins the
main pit area with a very slow right-hander. The wellsurfaced road is lined with sand, like
everything at Le Mans, and the corners are marked by old tyres sunk into the ground.
A driving school circuit maybe, but not a Grand Prix circuit by European standards, or even by
British standards, yet the Le Mans club persuaded the ACF to hold their famous Grand Prix on
the Bugatti circuit, when Reims, Rouen and Clermont-Ferrand are available. Had the proposition
been to hold it on the big circuit of the Sarthe, the famous 24-hour circuit, there would have
been no objections, but before it took place the famous French Grand Prix was being dubbed
"The Grand Prix of the Car Parks." As if in sympathy the entry dwindled before practice began NEW MOUNT - Bruce McLaren drove one of
and nearly died before the race finished. Gurney's Eagle-Weslake cars at Le Mans, and
is seen leading Rindt, Hulme and Rodriguez in
With Parkes still in hospital and Scarfiotti losing interest since seeing the Spa accident, the Ferrari the opening phase of the race.
team was reduced to Amon, who had the two 1967 cars to choose from. Surtees was reduced
to zero, his one Honda entry being forfeited due to lack of engines and a competitive car.
Brabham and Hulme both had 1967 Brabhams with the latest Repco V8 engines, Clark and Hill
had the Lotus 49 cars of Team Lotus, Gurney had his titanium Eagle-Weslake V12 and entered
the first of the V12 Eagles for McLaren to drive. Stewart and Spence were entered with
H16-cylinder BRM cars, and Irwin had Parnell's V8-cylinder Tasman BRM. The Cooper team were
as at Spa, with Rindt in the 1967 car, and Rodriguez in a modified 1966 Cooper-Maserati V52.
The privately-owned cars were those of Anderson (Brabham-Climax 4-cyl.), Ligier (Cooper-
Maserati V12) and Siffert with Rob Walker's Cooper-Maserati V12.
When the vast pit, grandstand and paddock area was opened up for the Grand Prix "circus" to
entrench and begin practice, it was rather like putting the whole mechanism of London Airport
into operation in order that someone could land a Piper Cub aircraft! The sun was unbelievably
hot and fuel Systems and cooling systems were suffering, as the circuit involved a series of
stops and starts, and no-one showed a great deal of enthusiasm for serious practising and the
public did not even bother to come and watch.
The Team Lotus transporter was held up at the customs at Dieppe so Clark and Hill had to
watch everyone else getting hot, and BRM were embarrassed for Chris Irwin was lapping faster
in the 2-litre V8 car than the two works drivers in the 3-litre cars. McLaren was being very
careful not to ruffle the Eagle on his first public outing with it, and the two Brabham drivers were
making hay while the sun shone and Lotus were away. The second day of practice was not
much more exciting, even though the Team Lotus cars arrived, and the most enthusiastic
followers of Grand Prix racing found it hard to enthuse over the Bugatti circuit, especially as the
MOMENT OF DOMINATION - The two Lotus
cars passed the pits so slowly that team managers could almost talk to their drivers.
49 cars began to dominate the French Grand
Prix in a a most impressive manner, until
Those who were used to Le Mans cars passing the same pits in a crash of sound and fury at final-drive problems put them both out.
260-270 kph found the present situation, with Grand Prix cars accelerating past at 130-140 kph
dreadfully dull; and it did not help matters that there was all the organisational flap, the police,
the rules and regulations for the 270 kph passing. Some of the drivers and teams had been
through all this before, as a Formula Two race was held last year, but with this being the first
Formula One visit, and the last if justice prevails, there were no standards at which to aim.
Not unnaturally most people went faster on the second day of practice and it was amusing to
see that BRM had snatched the V8 Tasman car away from Tim Parnell and Irwin, to give it to
Stewart; and given them an H16-cylinder car in return. It was even more amusing when
Stewart failed to equal the time set up by Irwin the day before, and Irwin improved on Stewart's
time with the 16-cylinder car. (What a lot of old proverbs spring to mind)
Just when nearly everybody had been brain-washed into accepting the 3-litre Cosworth engine
as a Ford design it started misfiring in both cars, and it was Keith Duckworth, Colin Chapman and
the Team Lotus mechanics who were trying to sort out the trouble. It seemed pointless to ask
what the trouble was, for if they had known they would have cured it. It was either the injection
system or the ignition system or the fuel system, or a combination of all three, but whatever it
was it remained uncurable on Clark's engine and just as practice was finishing it cured itself on
Hill's engine, and with it singing merrily on all eight cylinders he recorded fastest practice lap with
very little effort. Brabham and Gurney had been dominating the practice times and Hill beat them
both before he was fully aware that the Lotus was running properly at last. Clark was fourth
1 of 6 16/03/2011 9:43 AM
both before he was fully aware that the Lotus was running properly at last. Clark was fourth
fastest with an engine that never did run correctly.
BROKEN - The lid off the ZF diff. of Clark's

Lotus 49 shows the damaged teeth.
MICKEY MOUSE RACE TRACK - Jack Brabham, leaning heavily inwards, leads Gurney round part
of the ess-bend at Blue Car Park section of the Bugatti circuit.
Starting grid
#7 Graham Hill (Lotus-Cosworth V8) 1:36.2
#3 JackBrabham (Brabham-Repco V8) 1:36.3
#8 Bruce McLaren (Eagle-Weslake V12) 1:37.6
#15 Chris Irwin (BRM H16) 1:39.4
#17 Bob Anderson (Brabham-Climax 4-cyl) 1:44.9
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#16 Guy Ligier (Cooper-Maserati V12) 1:45.2
The Race
The pit area at Le Mans is very long indeed, providing, as it does, 24-hour facilities for 55 cars, so that 15 cars were rather lost and the 20.000
people who turned up on race day looked very sparse in an area that normally accommodates 200.000 people. For some strange organisational
reason the start-line assembly area was at the lower end of the pits and the pits in use by the Grand Prix teams were at the upper end, and to
make life really difficult all the transporters had to be parked at the lower end of the paddock.
A warm-up lap was to be allowed and when the organisers requested that all the cars should be wheeled right down to the lower end before starting
off there was a near-riot and most drivers just got in and drove away. The "dummy grid" was formed up so far from the starting line that few
drivers could see the starter waving them to move forward, and it was more by luck than judgement that the fifteen competitors were ready to go
when the French flag fell.
Just before lunch there had been a heavy rain shower, but by 14.00 when the race over 80 laps began, all was dry and set fair, a haze keeping the
real power of the sun away. Hill led the pack away and was just ahead of Gurney, Brabham, Clark and Amon the first time round the car park! Then
Brabham got in front and meanwhile Clark was finding out about the circuit with 400 bhp available for the first time, having had the engine unit
changed overnight for one that really worked, the practice trouble being the fuel pump, which is part and parcel of the complete power unit. By L3
he was third, by L4 he was second, and he took the lead on L5 and began to motor away from everyone except Hill who followed him through as
he went by and the Lotus 49s were first and second on L7 and proceeded to draw away from everyone else, running nose-to-tail, the way Fangio
and Moss used to do in 1955 with the W196 Mercedes-Benz cars.
Brabham was holding third place and keeping ahead of Gurney, as practice indicated he would do, and they were followed by Amon and Hulme in
close company, as at Zandvoort, then Rindt, McLaren, Rodriguez, Stewart (in the 2- litre V8 BRM), Spence, Siffert, Anderson, Irwin and Ligier. As
the two green and yellow Team Lotus cars pulled out a commanding lead they looked most impressive and sounded superb, and on L11 Hill went in
front, but they remained nose-to-tail. Spence had already come to rest with a broken output shaft from the differential unit to the inboard universal
joint on one drive shaft, and Hulme had lost the wooden knob off his gear-lever and was changing gear with the metal rod of the lever. Rindt had a
wild spin in his works Cooper-Maserati which dropped him from seventh to 10th place, and McLaren's Weslake V12 engine did not seem to have the
power it started out with.
At the end of L14 Ford faces fell in the Lotus pit and the Lotus lads did not look happy, for Clark appeared on his own and No. 7 Lotus was coasting
to a stop round the back of the pits. Most of the teeth on the ZF pinion and a lot on the crown-wheel had broken and there was no more final drive.
Hulme had passed Amon, when he got used to changing gear with a threaded rod, and apart from Rindt, recovering ground after his spin, nobody
looked like catching or passing anyone. By L20, or quarter distance, Clark was well out of sight round the Dunlop Bridge bend before Brabham and
Gurney came into view, the gap between Clark and Gurney being 15 seconds. As Clark completed L23 there was consternation for he headed for
the pits to report a nasty noise in the ZF final drive unit. He was not wrong and this left Brabham with a precarious lead over Gurney, and Amon had
just repassed Hulme, so the Ferrari was now third.
Anderson had stopped out on the circuit when a small part in his ignition distributor broke, and Ligier had spent some time in the pits having his
accelerator control repaired. Hardly had we got over the loss of the second Lotus, than McLaren stopped to say that the Weslake engine was going
really flat. It had been obvious for some time that he did not have 400 bhp as he could not out-accelerate the Cooper-Maseratis and it was
discovered that the tonguedrive to the ignition trigger disc was shearing, retarding the ignition, so the car was withdrawn. Although Gurney could not
get by Brabham, even had there been room on this "Mickey Mouse" circuit, Brabham was not getting away, and there seemed to be a stale-mate.
They were over half a minute ahead of Amon and Hulme, who were still racing each other, and on L30 Hulme got his Brabham-Repco V8 in front of
the Ferrari. Rindt had rejoined his team-mate and they were urging each other on, leaving Stewart way behind, the 2-litre BRM about to be lapped
by the leaders, Siffert and Irwin having already been lapped. On L34 a piston broke in Rindt's Maserati engine and there was a nasty mess inside,
and he coasted to a stop, while on the previous lap Stewart was caught and passed by the leading two cars.
At L38 Gurney's Eagle suddenly lost a lot of ground and he went by pointing over his shoulder to the engine; on the next lap the engine was
misfiring badly and even worse on L40, exactly half distance. Next time round he only just got to the beginning of the pit area, and there he retired
with a broken union in the fuel system on the injection unit. A small pipe between the injector unit and the pressure release valve system had
fractured at the union itself and all the injection pressure was lost, there being no means of effecting a repair. This left Brabham in a comfortable
lead over his team-mate, who was no longer being harried by the lone Ferrari, even though it was still there.
At L47 Rodriguez coasted into the pits with fuel in the cockpit from a broken pipe between the metering unit and the pressure gauge on the
instrument panel. Due to the uphill pit area the Cooper-Maserati stopped short of the pits and Cooper mechanics ran down to Rodriguez to find the
trouble. They undid the pipe from the metering unit and fitted a blank olive in the union, and Rodriguez was back in the race, the Maserati engine
sounding as good as ever, but the stop dropped him down to last place, apart from Ligier who was way behind after two long pit stops.
While all this was happening Amon came to a stop out on the circuit when his accelerator control broke, down by the foot pedal, so this left the two
Brabham-Repco V8s in complete command of the race, with Stewart third, even though he was in danger of being lapped for the second time. By
three-quarter distance, or 60 laps, the very healthy Brabham-Repco V8s were cruising round, followed by Stewart in the V8 BRM and Irwin in the
H16 BRM, for he had just passed Siffert's Cooper-Maserati which had started to run badly as the battery was failing and the fuel pressure at the
injection pump was falling. Rodriguez was four laps behind Brabham and actually lapping faster than the leader, and last, but still running, was Ligier,
so we had seven survivors.
Things stayed this way until L69 when Irwin appeared with smoke pouring out of the back of the H16 BRM, from an oil leak dropping onto an
exhaust pipe. As the end of the race was in sight he was told to keep going and he nursed the car along until the last lap, when the engine was out
of oil, and as it started to rattle, he switched off and stopped just half a lap from the chequered flag. As Brabham had finished the 80 laps Irwin was
classified, but his stop meant that the limping Siffert was able to retake fourth place. Everyone seemed relieved that the whole farce of a Grand Prix
on a driving school circuit was over, and the only happy people were the Brabham team, but they would rather have won a better race.
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CONFUSED - Stewart never seems to be certain about the most suitable car for a race and at
the French G.P. he started practice with an H16-cylinder B.R.M. but quickly changed to a Tasman
V8.
RUGGED - Hulme did most of the race at Le Mans changing gear with the metal rod of the
gearbox of his Brabham-Repco V8, having lost the wooden knob.
SAND TRAP - Jochen Rindt goes off in the Cooper-Maserati
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PRECISION - Denny Hulme negotiates one off the many hairpins
Racordement - Siffert enters the shortened main straight where it was impossible to gain enough
speed to impress the spectators, who have grown accustomed to the monster speeds of the
24-hours prototypes and GT-racers
Clockwise from above - Chris Amon adjust his

mirror; not faired-in on this car. Rindt in good
form. Brabham in a high speed drift in the BT24
Result
Championship Table After Le Mans
P3 Jackie Stewart BRM V8
P4 Jo Siffert Cooper-Maserati V12
P5 Chris Irwin BRM H16
Fastest Lap - G. Hill: 1:36.7
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3 points - Jo Siffert
2 points - Chris Irwin
Go to the next GP at Silvertone 15th july 1967
6 of 6 16/03/2011 9:43 AM
Silverstone Formula 1 - 1967 http://www.intothered.dk/1967season/67season_silverstone.html
British GP - July 15th 1967
Silverstone - 80 laps
Practice
The choice of the RAC (Royal Automobile Club) fell on Silverstone this year, so with the help of
the BRDC (British Racing Drivers Club) and most of the country's motor clubs the British Grand
Prix was held on the wide open spaces of the airfield circuit. Entry was by invitation and all the
big teams were represented along with more than the usual number of private owners, some
newcomers being given a chance to try their hang at Grand Prix racing.
Brabham and Hulme were driving the two latest Brabham BT24 cars, as raced at the French GP
except that the instrument panel layout was altered, to bring the instruments nearer the steering
wheel. The reason for this was to gain a few extra inches of space for a larger scuttle tank as
there was a possibility that the 80-lap race would cut things a bit fine on the existing tank
capacity. Stewart was entered to drive the latest, slightly lighter and slimmer BRM H16-cylinder
car, Spence with one of the earlier ones and Irwin with the other early car. The first two drivers
were entered by the Owen Organisation, and the third by Parnell, who also entered Courage to
drive his 2-litre V8 Tasman BRM.
As it turned out during practice there was a lot of shuffling of cars and drivers among this quartet
and the moves are indicated in the table of practice times. Clark and Hill had the two Lotus 49
cars of Team Lotus, 49/2 and 49/1, respectively, and since their last appearance the gearboxes MODIFIED - The cast-iron side plates on the
had been considerably strengthened, as described in "Continental Notes" in this issue. Both ZF differential housing sandwich the new top
Cosworth V8 engines had also been fitted with yet another system of linkage for the cover plate with long through bolts. On the
throttle-slide controls, in the search for better control of the 410 bhp and both cars had a new back of the gearbox is the legaliser.
method of clutch operation, with the hydraulic operating cylinder on the right of the crown-wheel
casing and acting on an exposed push-rod running forwards.
Surtees was alone with a Honda V12, outwardly unchanged from its last appearance at Spa but
with a new and improved engine, and Amon was alone with the 1967 Ferrari V12, number
0003, as it was at the French GP. Gurney and McLaren were entered by Anglo American Racers
with the two cars used at Le Mans, plastic pipes to the metering unit being an obvious
modification. Gurney had the latest car, number 104, but the titanium front suspension
rocker-arms were replaced by standard steel ones, not through any failure, but as an
experiment in the search for improved rigidity; McLaren had the earlier car, number 102.
Cooper were out in force with a full team of three cars, Rindt with a brand-new car, with the
36-valve V12 engine tried out at Monaco at the beginning of the season, Rodriguez with the
1966 car he normally drives and Alan Rees being given a try-out in the modified 1966 chassis
with the inboard rear brakes, the car that is normally kept as a spare. The remainder of the
entry were private owners, Siffert having the Walker/Durlacher Cooper-Maserati V12 as usual,
though it was fitted with an old borrowed engine as their own was awaiting an overhaul,
Anderson having his Brabham-Climax 4-cylinder as lack of money prevents him acquiring a V8
engine.
Bonnier had his red and white Cooper-Maserati V12, and Hobbs was entered by Bernard White
Racing to drive White's 2-litre BRM V8. A new entry was that of Ligier with the 1966
Brabham-Repco V8 with which Hulme had won the Monaco GP earlier this season. The reason
for Ligier having this very race-worthy motor car was quite simple; his money was the shape BRAND NEW - The latest Cooper-Maserati
that Jack Brabham likes! V12 was ready for final practice and Rindt is
seen about to step into it.
To complete the entry there was the Swiss driver Silvio Moser with the Cooper-ATS V8 built by
Alf Francis for Fritz Baumann, a Swiss garage owner. It comprises the front half of the Cooper
built to take the abortive Climax-16 cylinder, and a Francis rear end. Darlington made an entry
with a 1966 McLaren, but it did not materialise.
FOCUSSED - The B.R.M. team were out

promptly for the morning practice, the three
16-cylinder cars making a fine sound as they
circulated.
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V8 CHASE - Brabham goes past Hill in the all-new Lotus late in the race. Back at the pits nobody CONTEMPT - Colin Chapman has a very
is aware of Hill's suspension failure. scientific approach to GP racing, as
witnessed at practice. And the Lotus 49 is a
splendid machine.
PLAN - When Hill and Clarke go for a practice

HANDYMAN - Joseph Siffert helps the DETERMINATION - The proud Japanese from stint they don't just fool around trying to get
mechanics shimming his back wheels on the Tokyo are still waiting for succes; and trying the odd good lap, they drive a pre-defined
Cooper-Maserati. hard. number of laps and return to the pits.
Practice time consisted of two separate sessions on the Thursday before race day, and one on Friday, but a lot of teams had already been having
private sessions on the Silverstone track so they should have been more than ready. The existing lap record was over a year old, standing to
Brabham with the first of his Repco V8-engined cars at 1:29.8 set up in May 1966 so when practice began it was felt that any works driver should be
able to improve on this and it was confidently expected that some might get as low as 1:25.0.
The BRM team were out promptly for the morning practice, the three 16-cylinder cars making a fine sound as they circulated, but Stewart was not
convinced about the handling of the new car, and it was speculation as to whose old-type 16-cylinder car he would snatch away. Rindt was having to
spectate as Cooper mechanics were still working flat out to complete the new car and it was hoped it would arrive in time for the afternoon practice.
Brabham and Hulme were in fine form, as they usually are, and were setting the pace, the only driver to look like getting near them being Clark with
the Lotus 49.
However, the Lotus was misfiring badly and Chapman and Duckworth were completely baffled, for the engine had been perfect on the test bed. They
were so preoccupied with this problem that there was no time to adjust either chassis to the circuit conditions and, all told, the Team Lotus efforts
were a bit abortive, except that in spite of all the troubles Clark got round in 1:27.8 which compared favourably with Brabham's time of 1:26.6, the
Australian's improvement of over three seconds over his 1966 time being very impressive. McLaren was not too happy with the Eagle-Weslake as
the differential unit was not right; the unit was stripped down behind the pits to be modified. Like the Cosworth engine the Honda engine sounded
terrible, never really running cleanly on all its cylinders, so taken all round it was surprising that the ten fastest were all below the old lap record, and
Brabham spoilt his showing by breaking down at the end of practice when the fuel pump gave out.
This first practice had been from 11.30 to 13.00 and the second session was from 16.50 to 17.50 p.m., the odd time being caused by the tight time
schedule of the organisation in order to fit in numerous supporting events. For the afternoon practice Stewart changed cars with Spence, about which
Spence was not too impressed for he had not done many laps before a front suspension mounting collapsed as he was braking for Copse Corner and
he steered the sagging car on to the grass and ended his practice there. McLaren spent most of the time waiting for the modifications to his
differential unit to be completed and for everything to be reassembled, and just managed one lap as practice ended. Gurney was going well, but not
as well as he hoped, and was not too satisfied with the Eagle's brakes.
The Cooper team had given up hope of completing the new car before the Friday practice, so sent the first of the 1967 cars, the lighter chassis with
Hewland gearbox, in order that Rindt could make some laps, but it only had an old V12 engine installed. Team Lotus were making a slight
improvement to Clark's car, but the engine still popped and banged and never ran properly on all eight cylinders; even so Clark made fastest time in
1:26.5, just beating Brabham's morning time. The Honda was still sounding awful most of the time, though occasionally it would go by the pits
sounding marvellous, firing smoothly on all twelve cylinders, but this would not last for long. Amon with the lone Ferrari was being very consistent
and looking nice, but was simply not fast enough, though the car gave the impression of great strength and staying power. One hour was really too
short for any serious improvements to be made so that the overall picture was much the same, with a fast pace generally speaking, but not as fast
as expected.
The weather had been splendid for the Thursday practice, but Friday morning was dull and overcast with a suggestion of rain. Overnight Duckworth
had solved the problem of the eratic mixture on the Cosworth engines. There was a minute bleed hole in the by-pass system of the fuel injection that
was passing too much fuel and by blocking it off all the misfiring was cured. The blocking was done by the simple expedient of tapering an ordinary pin
down to the diameter of this tiny hole and tapping it in until the hole was blocked off. With the possibility of rain in the offing all the serious contenders
for the front of the grid were out immediately practice began at 11.00. Rindt was driving the new Cooper with 36-valve Maserati engine and seemed
very pleased with it, Stewart was back in the slim BRM, the front suspension repaired, and everyone seemed set for a last bid to get in the first four,
to form the front row of the grid. Clark went out and did one of those impressive demonstrations of virtuosity combined with Chapman race-craft,
that keeps these two ahead of most of their competitors. The Cosworth V8 was now really firing on all eight cylinders and Clark did his first lap at
1:26.6, virtually where he had left off the previous afternoon, and followed it with 1:26.4, then 1:25.7 and then got slightly baulked by a slower car
and did 1:26.1 so he stopped at the pits, to find a smiling Chapman who said "That's got the engine going properly, now we'll try and make the car
handle properly."
At this early stage there was no one else anywhere near this time, 1:27.0 being the general order of the day. Clark's car was taken round to the
back of the pits and all sorts of adjustments were made to the suspension geometry and this allowed some time for sorting out the second car for
the team's "new boy" Graham Hill. While all this was happening Stewart came in with the front wheels of the new BRM leaning inwards at a very odd
angle and the car was put away, the front suspension structure having collapsed. Racing numbers were changed around and Stewart took the
16-cylinder car that Irwin had been driving, while Irwin took the V8-engined car from Courage, who became a spectator.
2 of 8 16/03/2011 9:44 AM
16-cylinder car that Irwin had been driving, while Irwin took the V8-engined car from Courage, who became a spectator.
The impending rain did not materialise so everyone who could go fast was doing so, Brabham, Hulme, Gurney and Amon being the outstanding ones,
though Hill was beginning to get the second Lotus 49 to his liking. After the adjustments to 49/2 Clark went out again, not to flog round and round in
the hope of getting a good lap time at some lucky point, but with a pre-planned number of laps, which the whole of Team Lotus have become used
to. Before the suspension adjustments he had got down to 1:25.7 and he started off at 1:27.0 to get the feel of the car and track, and his next lap
was 1:25.6, then he had to pass some slower cars and did 1:26.4, but followed with 1:25.5 and 1:25.3 and then came in well satisfied. Chapman
was equally satisfied with his number one driver and felt that they were beginning to make progress with the Lotus 49.
The two Brabham drivers and Gurney were very close to one another and battling for second fastest time, while now and then the Honda was
showing signs of going properly, but it was never really competitive in spite of the ability of Surtees. The lone Ferrari was still sounding strong and
reliable and Amon was improving though he was doing a great number of laps. Clark's fastest lap of 1:25.3 was an average speed of 198.8 kph and
the pattern was that anyone who could not lap at least at 193 kph was not in the running, Rindt just getting the new Cooper-Maserati V12 into this
select company with 1:27.4 (194.4 kph).
Towards the end of practice Hill was beginning to get his Lotus 49 going like Clark's and he got his time down to 1:26.0 on two consecutive laps, a
long way off Clark's performance by Grand Prix standards, but nevertheless second fastest overall. He was not too happy with the feel of the car, it
being a bit "twitchy", so he settled for 1:26.0 and returned to the pits, but as he was in the pits approach-road a rear radius arm mounting gave
way, which had the effect of making the car turn sharp right. It struck the bank and demolished the front of the car, the right front wheel and
suspension being ripped off, as was the radiator, while the chassis was badly torn where the front wheel unit had pulled off. This accident splintered a
wooden advertising sign and made a mess on the track so practice was postponed for ten minutes while the bits were swept up.
Clark was out at the time and as he came in he ran over some of the wreckage and a piece of hardboard with nails in it stuck in his front offside tyre
and punctured it ! This was the end of Team Lotus activity for the day; they went away to think and work. However, in the remaining half-hour no
one beat their times so Clark and Hill were first and second on the grid, with the two hard-working Brabham team drivers alongside them. All Team
Lotus wanted was another car, but another one did not exist, although 49/3 and 49/4 were under construction back at Norwich, so the wrecked car
was taken back to base and the most fantastic job of construction began.
Starting grid
#15 Chris Irwin (BRM V8) 1:29.6
#20 David Hobbs (BRM V8) 1:30.1
#14 Alan Rees (Cooper-Maserati V12) 1:30.3
DNS Piers Courage (BRM V8) 1:30.4
#19 Bob Anderson (Brabham-Climax 4-cyl) 1:30.7
#22 Silvio Moser (Cooper-ATS V8) 1:32.9
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#22 Silvio Moser (Cooper-ATS V8) 1:32.9
#22 Guy Ligier (Brabham-Repco V8) 1:34.8
GENTLEMEN START YOUR ENGINES - Jim Clark sitting in the tight cockpit of Lotus 49/1, rolling
up through the grid to the front row. In the background Bob Anderson's Brabham-Climax BT11
THE START - The two green-and-yellow cars of Team Lotus shoot away, leaving no doubt that
they are the most potent GP-cars ever seen. Amon in the sole Scuderia Ferrari car overtakes
the two Brahams as does Gurney, but Brabham regains third place on the opening lap. Hulme
falls back to 7th behind Stewart who has a tremendous start.
4 of 8 16/03/2011 9:44 AM
The race
All 21 drivers who practised were accepted for the start, there being no question of qualifying, but the grid was reduced to 20 as there was no spare
BRM for Courage, as Stewart was sticking to 8302, the car that Irwin had started practice with, Spence was back in 8303, the latest 16-cylinder car
was abandoned, and Irwin had the only V8 BRM owned by the factory. Team Lotus had not been the only team with a lot of work to do, for at the
end of the afternoon on Friday there was a short un-timed practice session for those who wanted it, McLaren had been giving his Eagle-Weslake a
last run when a connecting-rod broke! There was an all-night work-session to get the spare engine installed.
At Norwich the Lotus mechanics were at work building a new car; all that was in existence when they arrived was a bare chassis monocoque with
the brake pipes fitted. As this was to have been 49/3, a much modified car that would, in effect, be a Mark II version of the Lotus 49, nothing fitted
anything and lots of parts had to be made. In addition the rear radius arm mounting failure had been traced to a faulty weld and was not a design
failure, so the mountings on 49/1, and the car being built, were all strengthened with gusset plates. On race day 120.000 people turned up to see
the race, and a large proportion seemed to be in the paddock so the arrival of the Lotus transporter with Clark's strengthened car and Hill's
brand-new car, built from parts of the crashed car and new parts, was rather fraught with difficulty. Chapman summed up this remarkable
achievement of providing Hill with a car for the race by saying: "Sixteen of us did three weeks' work overnight" and racing mechanics do not get
paid overtime.
The Grand Prix of Great Britain was due to start at 15.00 and during the morning while the crowds poured in there were supporting races and a
parade of old cars and old drivers, some combinations of car and driver being very authentic such as Chiron in a Bugatti, Duncan Hamilton in a
D-type Jaguar, Tony Brooks in a Vanwall, Baron de Graffenried in Maserati, Fangio in a W196 Mercedes-Benz and Moss in a 300SLR Mille Miglia-type
Mercedes-Benz with the writer of this report as his passenger, as he was during the winning drive in 1955. Before the Grand Prix began the
competitors were allowed some warm-up laps and as fuel consumption was critical with some cars there was a lot of "topping up" before
assembling on the grid and the assembly of the cars on the "dummy grid" was a bit chaotic, Hill's car being over-filled and spilling petrol into the
cockpit, McLaren tightening an oil union under the Weslake engine, and Gurney trying to change a wheel, but being prevented by officials.
By 15.04 all was more or less under control and the 20 cars moved forward onto the proper starting grid to get away in the most wonderful roar of
sound and clouds of rubber smoke, as everyone unleashed their power and sought to gain grip. The two green and yellow Lotus 49 cars shot away
from the pack side-by-side, surely convincing the most sceptical onlooker that they are the most potent Grand Prix cars we have ever seen. Clark
was leading comfortably at the end of the first lap, followed by his team-mate, with Brabham, Amon, Gurney, Stewart, Hulme and the rest in hot
pursuit, all except Bonnier who failed to complete the opening lap. Hill was having to get used to an untried car and in consequence, Brabham, who
was in terrific form, got by into second place on the second lap. As they all went by Spence came into the pits with a merry little bonfire burning just
behind his head The ignition wiring and transistor box were alight from electrical heat, but the flames were quickly extinguished and mechanics
started to fit a new unit.
Clark was steadily pulling away from everyone but behind him there was a fierce battle raging between Brabham, Hill, Amon, Gurney and Hulme,
there being hardly any distance between all five of them. Stewart had failed to keep up with this bunch and was closely followed by Rodriguez,
Surtees and McLaren. After only six laps Clark had a measurable lead while the others were as close as ever, though Hulme was obviously not
content to be at the back and on L7 he passed Gurney and on L9 he passed Amon. The pits were still busy, for Rindt could see oil smoke in his
mirrors and stopped to find out why; it was oil from the catch-tank dropping on the exhaust pipes so he was sent away, but he returned again
before he was convinced and started racing, by which time he was well behind everyone. As Hulme had passed Amon on L9, Hill had passed
Brabham and at L10 Clark led his team-mate by the length of the pit area, but Brabham, Hulme, Amon and Gurney were right behind the second
Lotus. There was already a long gap before Rodriguez appeared, followed by McLaren, Stewart and Surtees, then came Irwin all on his own, with
Hobbs, Rees, Ligier, Anderson, and Moser bringing up the rear and on this lap Siffert retired the Walker Cooper-Maserati with engine trouble.
Spence rejoined the race at this point and Rindt was going well, but both were a long way behind. It was obvious that Hill had got the feel of his
untried Lotus 49 for he now began to pull away from the two Brabhams and close the gap on Clark, who was cruising round in the lead. The circuit
was very oily and slippery and though Hulme made a new lap record on L3 at 1:27.0, the pace was now down to 1:30 by the leader. Hill continued
to close up on Clark, while Brabham still led Hulme and Amon led Gurney, no one else really being in the race, though McLaren had got the second
Eagle-Weslake in front of the Cooper-Maserati of Rodriguez but on L13 there was an ominous cloud of smoke from the Weslake engine and at the
end of the L14 McLaren pulled into the pits to retire with a broken connecting-rod.
Clark had lapped Moser on L12 and on L14 Anderson was caught by the leading Lotus, while the next lap saw Ligier a lap behind. Hulme was not
content to follow his team leader, so he went by on L14, into third place, and Hill was closing rapidly on Clark. At L20, which was quarter-distance;
Clark and Hill were one behind the other and well ahead of Hulme, while Brabham was closely followed by Amon and Gurney, while Stewart retired
at the pits with transmission trouble, leaving Rodriguez on his own in seventh place, followed by the Honda and Irwin still on the same lap as the
Lotus cars, Hobbs and Rees having been lapped. The Team Lotus cars were now putting on something of a demonstration, being so comfortably
ahead of any opposition that there was no need to try too hard. Hulme was well away from the trio following him, they being in the same order, of
Brabham, Amon and Gurney, though the Eagle was showing signs of not keeping up. The new Cooper-Maserati had been going well, lapping at
speeds that were competitive, but now the engine made a nasty noise and Rindt switched it off and parked the car on the grass at Copse Corner.
On L26 Hill went by Clark and took the lead and the Lotus number one driver dropped back a bit but kept station, there being no point in running too
close, and by L30 Clark was three seconds behind Hill, but most of this was due to Hill having lapped the Honda on L29 at a convenient spot and
Clark having to wait for a further opportunity. Gurney's Eagle was in trouble with a slipping clutch and was losing contact with Amon's Ferrari, so this
left Brabham and Amon in close company. The Brabham-Repco V8 was vibrating badly and this had broken the rear-view mirrors, so Brabham could
conveniently avoid seeing Amon so close behind! Gurney's trouble was getting worse and after L34 he retired at the pits, with clutch slip that could
not be cured. This left only six cars on the same lap, the two Lotuses way out on their own, Hulme in third place, followed closely by Brabham and
5 of 8 16/03/2011 9:44 AM
not be cured. This left only six cars on the same lap, the two Lotuses way out on their own, Hulme in third place, followed closely by Brabham and
Amon, with Rodriguez a long way back in sixth place, but going well.
At half-distance the whole race had settled down, which was made obvious by the personal "chit-chat" between the commentators on the public
address system, for up to this point they had been too busy reporting the happenings to indulge in chatter. The situation remained unchanged for 10
laps, with Hill and Clark in complete command of the race, then an appreciable gap before Hulme came by, but he had Brabham and Amon right
behind him. Amon was trying hard to get by but Brabham was making sure that that did not happen and he was doing a fine job of protecting
Hulme from any attacks from the Ferrari. Amon was having a bad time, with stones and dust being thrown up from the Brabham rear wheels as
they "carelessly" cut corners, to say nothing of a fair amount of oil being sprayed over the front of the Ferrari from the Repco engine.
Brabham was pulling some really crafty moves when lapping slower cars, such as when he "elbowed" his way past Surtees going in to Copse and
Amon was baulked by the Honda. Through all this Amon was learning fast and seeing that a good Grand Prix driver is not exactly a friendly fellow
when someone is in his way. Rodriguez was lapped by the leaders on L47 and apart from Surtees all the tail-enders had been lapped twice. On L55
observers at Beckett's corner reported that Hill's Lotus had stopped with collapsed suspension and there was consternation in the Lotus pit in case it
was a repeat of the practice trouble. Clark came round on his own while Hill drove slowly along to the pits, the left rear wheel leaning in drunkenly.
The large Allen screw which locates the inner end of the top transverse link had fallen out. Chapman spotted what had happened immediately and in
about 60 seconds another bolt was screwed in and Hill was back in the race, but he had lost two laps while motoring slowly along, and he was now
seventh, but going strongly once more.
Clark cruised relentlessly on in the lead, with Hulme now second, a comfortable distance ahead of Brabham, who still had Amon in his wake, and
occasionally alongside, for the young New Zealander was beginning to have a go at getting by, but this was no easy task for Brabham never helps
anyone to beat him. Just ten laps after he rejoined the race Hill was passing the pits when there was a loud "plop" from the engine and he switched
off and pulled onto the grass, on the outside of Copse Corner, walking back to the pits to report a broken engine. The Brabham/Amon deadlock
was continuing and they lapped the Honda for the second time, while Clark was lapping Ligier for the third time, and at L71 Rodriguez lapped the
Honda, the Japanese machine was running so badly and was also handling badly with a faulty self-locking differential.
Amon was keeping the pressure on Brabham in a magnificent drive, but the wily Australian was not going to let him get by. As they started L76
Amon made a do-or-die effort going into the fast Woodcote Corner and it came off. As the two cars came out of the corner they were
side-by-side, with Amon on the inside, and his efforts through the corner gave him that little edge on Brabham as they accelerated past the pits.
Almost in front of the Ferrari pit Amon was in front and as he led Brabham round Copse Corner for the first time since the start of the race there
was a burst of cheering from the Ferrari pit staff. The end of the race was in sight and there was no hope of Amon catching Hulme in spite of what
the excitable commentators said, for Brabham had done his protection job well.
Clark led Hulme home by some 13 seconds, which does not sound much but it was a comfortable win for Clark and the Lotus 49. The whole of
Team Lotus were almost too overcome to rejoice; they didn't know whether they wanted to cry or just lie down and go to sleep - it would have
been a gloriously comfortable sleep, for there is nothing so satisfying as seeing your car win a race, and it had been a most convincing victory. Only
Hulme, Amon and Brabham were on the same lap, but Rodriguez had driven very well to finish fifth in the old Cooper-Maserati, only one lap behind.
Irwin and Hobbs had driven very smoothly and consistently in cars that had little hope of keeping up and Rees was satisfied at finishing in his first
Grand Prix race.
DOMINATION - Hill and Clark lead the British

Grand Prix in an impressive way. The leading
car, driven by Hill was built overnight after
the practice crash.
BEHIND THE LEADERS - A terrific battle went on behind the leading team Lotus cars with Hulme
being given excellent cover by Brabham, as they race down Hangar Straight followed by Amon
(Ferrari) and Gurney (Eagle).
HILL'S SET-BACK - On L55 observers at

Beckett's corner reported that Hill's Lotus
6 of 8 16/03/2011 9:44 AM
Beckett's corner reported that Hill's Lotus

had stopped with collapsed suspension. The
large Allen screw which locates the inner end
of the top transverse link had fallen out.
HOME SOIL - John Surtees gave a good showing for the fellow countrymen. The japanese
machine behaved resonably well
PADDOCK - Hulme's car
PADDOCK - Brabham gets himself ready for a

practice stint
POINTS - When the dust settled and the race was over, Surtees and the Honda guys earned
themselves four points for the championship records.
NOSE JOB - Rindt at speed in the new lighter

Cooper T86
PREPARATION - The Mechanics tend to the two green-and -gold cars of Brabham and Hulme CHAT - Amon and Rodriguez are comparing
between the BRM and Brabham trucks cars in the paddock
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FRENCH WINNER - Ligier has bought Hulme's winner from Monaco. He is now the third entrant in
a Repco-powered Brabham-chassis
Result
Championship Table After Silverstone
Fastest Lap - Denny Hulme, 1:27.0
Go to the next GP at Nürburgring 6th august 1967
8 of 8 16/03/2011 9:44 AM
Nürburgring Formula 1 - 1967 http://www.intothered.dk/1967season/67season_nurburg.html
West German GP - August 6th 1967
Nürburgring - 15 laps
Practice
During the three weeks since the last Grand Prix most of the teams had been very busy, either stocking up with cars and engines, or carrying out
test programmes at Goodwood, Silverstone, Zandvoort or the Nurburgring itself, and most teams arrived in good time for the first practice, on
Friday morning. Brabham and Hulme had the two 1967 cars, BT24-1 and BT24-2, while Brabham also had his old 1965 car as a stand-by.
Team Lotus also had three cars, Clark with 49/2 that he has been driving since Zandvoort, and Hill with 49/1, the car that crashed in practice at
Silverstone, it now being all straightened out and new. Knowing the ravages that the Nurburgring can inflict on a team the Lotus boys had 49/3 as a
stand-by. Since the large Allen screw on the rear suspension on Hill's car came undone (or was not done up properly) at Silverstone, as illustrated in
last month's MOTOR SPORT, these vital bolts have been replaced by a fixed stud with a self-locking nut holding the top link in place, there being a
lock-nut on the stud itself and this is now wired for safety. Another change was the removal of all the ignition accessories, and their mounting plate,
from the top of the gearbox to a new position in the vee of the engine, between the rear four air intakes.
Cooper bad their new very low and flat car, with the new 36-valve Maserati engine and Hewland gearbox, for Rindt to drive, the first one of the 1967
cars as a spare and Rodriguez retained his 1966 car, though it was now fitted with a Hewland gearbox in place of the ZF gearbox, so that all the
works Coopers now use the latest Hewland gearbox. Surtees had the earlier of his two Hondas, with the latest improved engine, the only noticeable
outward change being a new and less complicated exhaust system.
Amon had two Ferraris to choose from, the latest and lighter car, 0005, which was fitted with a new gearbox and the latest version of the proven
V12-cylinder engine. While not giving any more power than previously the new engine is lighter and the new gearbox follows the pattern of that fitted
to the Formula Two car, with the selector rod on top of the box and running forwards through the vee of the engine to a rocking lever behind the
driving seat, this lever being controlled by a right-hand lever in the cockpit. The spare car was 0003, unchanged from previous races, using the earlier
type gearbox, with the selector rod running along the right side and through the chassis sponson.
Gurney and McLaren had the Eagle-Weslake V12 cars, number 104 for the former and 102 for the latter, the engine in 104 being a new one but
fitted with the earlier type of fuel injection, where the injector nozzles are above the throttle slides. This system gives a better spread of power, at
the expense of a little loss at the top end, compared with the system used on 102 where the injectors are below the throttle slides and squirt
upwards.
The BRM team were asked by the AvD, who organise the race, to bring 3-litre cars or not bother to come, so they turned out in force with four
H16-cylinder cars. Stewart had the latest car, 1151, lighter and slimmer than the others, with an earlier car 8302 as a spare. Spence had an earlier
car, 8303, as did Irwin, 8301, the last being entered by Tim Parnell.
The Rob Walker Cooper-Maserati had had its engine rebuilt as best as possible in view of the lack of new parts at Maserati and Siffert was to drive it
as usual. Bonnier was there with his Cooper-Maserati and Ligier's money obviously suited Brabham as the Frenchman had the ex-works car he raced
at Silverstone, now painted blue. To give a bit of national encouragement the BMW factory were allowed to run one of their Formula Two Lola
chassis fitted with a 2-litre 16-valve engine and driven by Hahne. In view of the length of the Nurburgring the AvD invited a handful of Formula Two
cars and drivers to take part in a separate race, run concurrently with the Grand Prix. This entry comprised eight cars with 16- valve Cosworth FVA
engines and one with BMW engine, the eight being two Brabhams, Mitter's own car and Rees in a Winkelmann car, two Matras, Schlesser with his
Ford-France car and Ickx with a Tyrrell car, two Protos cars, Ahrens and Hart driving, a single Lola entered by David Bridges for Redman to drive, a
single works Lotus 48 for Oliver, entered by Lotus Components, and the remaining car was the Team Surtees works Lola with BMW engine, which
Hobbs was to drive.
Video - 320x240 - wmv@384kbit/s duration Video - 320x240 - wmv@705kbit/s duration

03:10 - 8.06 MB 15:34 - 78.0 MB
Drivers who had been to the ADAC 1.000-kilometre race earlier in the year know about the new bends introduced into the Tiergarten section of the
circuit, on the approach to the Start and Finish area, in order to reduce the speed of the cars through the pit area. In view of the effect these bends
are referred to now as the Bremskurve and ten seconds additional time is generally accepted as the handicap, so that with fastest time last year
standing to Clark in practice, with 8:16.5, it was felt that 8:25 would be a good bogey time, until it was recalled that he had recorded this time in an
old 2-litre Climax V8 engine car and there has been a lot of technical progress since then.
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Practice started on Friday morning and there was a depressing air of unreadiness and it seemed as if everyone was going to be content to go round
and round the short "pits circuit" which comprises the pit straight, the South Curve, the straight behind the pits, through a gate in the fence and down
the pits straight again. This short circuit is useful for it means that a driver can make sure that his car is running properly before setting off for a lap on
the full circuit and in addition it means that he does not have to do a whole lap before passing the time-keepers, which would he the case if he went
straight off from the pits and round the full circuit.
McLaren was delayed in the paddock as his fuel-injection metering unit was not working properly, and Graham Hill was busy adjusting his Lotus to his
liking and "sticking pieces of bungy all over the place " to quote Chapman; in consequence neither driver put in a full lap. The others eventually set off
on the full circuit but times were dreadfully slow and no-one seemed very well prepared, even the Honda which had been at the circuit all week.
Some idea of how unprepared the Grand Prix teams seemed to be was indicated by Ickx doing 8:27.5, which was the fastest time for a long while,
and this in a Formula Two car.
Eventually some semblance of order began to appear and Hulme did 8:25.4 and Surtees improved on this with 8:25.0 but none of the practice was
very inspiring and a lot of drivers were finding their cars air-borne for longer than was comfortable, either because the suspension adjustments were
wrong, the cars were going faster than last year, or they had just forgotten that the Nurburgring is not a flat aerodrome circuit!
The Lotus 49 of Clark was having an unusual trouble for the brakes did not feel right and the trouble was traced to them being too efficient. Because
of the excellent cooling afforded by the ventilated discs and the fact that the discs were out in the air-stream, they were not reaching the best
working temperature and the pads were glazing the discs. During the lunch break Clark's car was fitted with thin solid brake discs in place of the thick
ventilated ones, and harder pads were used, while Hill's car kept the ventilated discs and used softer pad material. During the afternoon practice lap
times improved considerably as teams became more organised, but once again Ickx had everyone on their toes for he did 8:14.0 in the little Matra
Formula Two car and this stayed as fastest lap for a long while.
The Lotus comparative brake tests came to naught as Hill's car only did half a lap before the gearbox seized up through lack of oil and 49/3 had to
be brought up from the paddock and got ready for him to try again. Clark was improving his lap times, but the car was far from right and it was left
to Hulme to do something about the cheeky young Ickx and his Formula Two car, but even so Hulme only improved on the Matra time by half a
second. Spence was in trouble with a broken gearbox shaft, the Honda broke its engine output shaft and Brabham had a hair-raising moment when a
bolt broke on the left rear suspension. He had just taken a particularly nasty section on full throttle for the first time when the rear suspension
collapsed, the wheel twisted round sideways and the end of the anti-roll bar punctured the tyre, letting the car slide along on three wheels and the
chassis frame. Brabham stepped out shaken but unhurt and the car was not too badly damaged.
Nobody among the Formula Two runners could approach the time of Ickx, who had been using his knowledge of the Nurburgring and his courage to
embarrass most of the Formula One entry and it was obvious that the combination of the small, light and manageable Matra chassis with 200 of
Cosworth's horsepower was an ideal combination for the circuit, so that a lot of corners could be taken on full throttle whereas more powerful cars
were having to be driven on part throttle with more caution. Added to this the Tyrrell Matra was well prepared and running right whereas most of the
Formula One cars were not running properly or were not handling properly, but progress was being made, though time was running out for there only
remained the Saturday morning practice session.
Saturday proved to be as bad as Friday for the Grand Prix entrants and it looked as though the Nurburgring was going to win the overall battle.
Brabham was out in his older car as the new one was still being prepared, Rodriguez was about to have a go in the latest Cooper when the clutch
operation played up, Spence had the belt break driving the left-hand metering unit on his BRM and Team Lotus were still trying to make Clark's car go
properly and stop properly. Hill set off in the spare car with a warning that the brakes were different and experimental and in no time at all was
reported to have crashed heavily on the descent to Breidscheid. He had misjudged his braking for a fast corner and had a spectacular crash, doing
extensive damage to the Lotus 49/3 but escaping injury thanks to the strength of the monocoque structure. He got back to the pits and was not at
all popular.
Nobody was making any real progress as regards lap times, though McLaren managed to equal Gurney's best lap and Stewart put in a good one with
the newest of the BRMs, so fastest lap still stood to Hulme with 8:13.5, and Ickx was still next with 8:14.0. With only thirty minutes of practice left
Team Lotus reckoned they had got Clark's car as near right as they could and it was worth him having a go for fastest lap. His first flying lap was
8:08.0 and his second was 8:04.1 and at that he stopped, to say that the Lotus was still not very good, but it gave everyone a sense of proportion
at last.
With practising about to finish it was realised that Hill had only done four laps instead of the required minimum five laps and with one Lotus 49 lying
wrecked in the bushes, another in pieces in the paddock, there was only one thing to do and that was to let him do one careful lap in Clark's car.
There was a great sigh of relief when Hill completed his one lap and thus qualified for the start. Meanwhile others were in trouble, for Rindt had
stopped out on the circuit when the flywheel of the spare Cooper-Maserati had come apart, smashing the crankcase, destroying the starter and
cutting a great gash in the chassis. He had only completed four laps, but as he could not be found anywhere, having abandoned his damaged car, he
was officially posted as a non-starter. Spence had run into more mechanical trouble, this time with a broken crown-wheel and pinion and Amon had
stopped out on the circuit with a faulty fuel pump on the newer Ferrari; Spence's numbers were put on to the spare BRM and he was able to continue
practice.
Trouble and ravaging by the Nurburgring was not confined to the works teams for Ligier had only done two slow laps on Friday as his Repco V8
would not run properly. After a lot of time had been wasted it was discovered that his mechanic had set the ignition timing to the wrong mark on the
flywheel; no-one had told them when they bought the car that there were two timing marks on the flywheel and that one was no longer valid!
Practice finished at 13.00 and the afternoon was taken up by the Formula Vee circus and some national touring car races so that Ferrari, Cooper and
Lotus could not retrieve their abandoned cars unti after 18.00, a gross piece of mismanagement on the part of the Automobile Club von
Deutschland, which caused a lot of shouting and yelling in various languages. This delay meant a lot of non-stop work to get the cars ready for the
race. When it was realised officially that Rindt had not done his qualifying laps the rule was waived and he was re-instated on the starting grid. As the
Formula Two cars were having a race of their own they were to have a starting grid of their own, behind the Grand Prix cars. They were to be one
short as Redman had been forced to return home for domestic reasons, and a replacement driver could not be found for the maroon Lola.
Starting grid
2 of 10 16/03/2011 9:44 AM
Starting grid
Formula one:
#17 Hubert Hahne (Lola-BMW) 8:32.8
Formula two:
#29 Jacky Ickx (Matra-Cosworth FVA) 8:14.0
#24 Jackie Oliver (Lotus-Coswoth FVA) 8:34.9
#22 Alan Rees (Brabham- osworth FVA) 8:39.8
#23 Jo Schlesser (Matra-Cosworth FVA) 8:40.6
#27 David Hobbs (Lola-BMW) 8:46.2
#26 Kurt Ahrens (Protos-Cosworth FVA) 8:47.8
#20 Gerhard Mitter (Brabham-Coswoth FVA) 8:52.6
#25 Brian Hart (Protos-Cosworth FVA) 8:59.7

-
3 of 10 16/03/2011 9:44 AM
The race
The 15-lap Grand Prix was due to start at 14.00 on Sunday and in bright sunshine the cars
came up through the tunnel from the paddock and were allowed a few minutes' warming-up
time around the short "pit circuit".
Brabham's BT24 car was all screwed together again, and the wear and tear on the chassis
frame had been patched up. Hulme was all set to go, with second place on the grid, Clark
was in 49/2 still with the thin unventilated discs as they had proved to be better, Hill was
back in 49/1, the gearbox having the very latest magnesium side-plates replacing the
temporary cast-iron ones, Rindt was in the lightweight Cooper with 36-valve Maserati engine
and running on the fabricated alloy disc wheels, while Rodriguez was in his usual 1966 car,
with Cooper disc front wheels and McLaren cast-magnesium rear wheels.
DRAG RACE - Lotus, Brabham, BRM and Eagle

The Honda was as used in practice and Amon was in the lightened Ferrari V12, with the new on the front row; a fine show of powerful racing
gearbox, the Zirconium alloy engine and a total in weight saving of more than 130 lb. Gurney
cars. Clark out-accelerates Hulme to the
and McLaren were in the Eagles as practised and Stewart was in the latest BRM 115, Spence
Sudkehre with his overwhelming 410 bhp
in 8302 and Irwin in 8301, all with 16- cylinder engines. Cosworth engine.
The front row of the grid was outstanding for it comprised four cars, all very different in
conception, Lotus 49, Brabham-Repco, BRM H16 and Eagle-Weslake, illustrating that there is
little sign of any team getting a monopoly, which must provide spectator appeal and satisfy
organisers. The seventeen Grand Prix cars and the eight Formula Two cars were lined up on a
"dummy grid" and then moved forward for the starting signal. When the German flag fell
Clark and Hulme accelerated away wheel to wheel for the first few yards and then the 400
bhp of the Cosworth engine took hold and Clark was away into the lead.
As the field streamed down to the South Curve poor Graham Hill was elbowed on to the
grass by lesser drivers who were with him on the back of the grid and with wheels on the
grass it was not surprising that he locked a brake and spun. By sheer luck he did not collide
with anyone and carried on right at the back now. It was Clark who led away from the South PUNCTURE - As Hill is left long behind after a
Curve, with Hulme, McLaren and Gurney in hot pursuit and with a standing lap in 8:22.5 he slide on the grass at Sudkehre, Clark leads
completed the first lap with a 1.5 second lead over Hulme, Gurney, Brabham, McLaren, Hulme and Gurney for the first few laps.
Surtees, Stewart and Amon.
Needless to say Ickx was leading the Formula Two section and was already ahead of Hahne,
Siffert, Bonnier, Hill, Ligier and Irwin who were in bigger engined cars. Even on this opening lap
trouble began and Mitter retired while Hobbs stopped at the pits with a misfiring BMW engine,
but there was also trouble at the front of the race for unbeknown to him Clark had a
puncture in his right rear tyre and it was slowly losing pressure. What he did know was that
the Lotus felt unstable on the corners and he was having his work cut-out to keep it going
where he wanted it to go. Thinking that it might be caused by having a full load of petrol and
new tyres, a condition he had been unable to practise with, he tempered his pace to stay just
ahead of Hulme and Gurney, making no attempt to drive on the limit and out-pace them,
which is why the second lap was completed with the Lotus, the Brabham and the Eagle
nose-to-tail, but the three of them well ahead of the rest of the runners.
BLOCKAGE - Amon tried in vain to get his
Ferrari past the Brabham-Repco of "Black Jack",
McLaren had got past Brabham into fourth place and both Stewart and Amon had overtaken
but there was never sufficient speed or space.
the Honda, while young Ickx was catching the Japanese machine, having overtaken Rindt,
Spence and Rodriguez. The pits were still busy for Siffert stopped with a sticking throttle
pedal and a split water pipe, and Irwin came into the pits with a punctured left rear tyre on
the Parnell BRM 16-cylinder car. Another wheel was fitted and he was back in the race, but
there had been a moment of panic when he pressed the starter button and nothing
happened, the exposed Bendix having stuck. A mechanic gave it a shrewd blow with the jack
handle which freed it and the engine burst into life.
Meanwhile Clark was still leading, but the Lotus was getting more and more difficult and he
knew that something was wrong so that although he kept ahead of Hulme and Gurney he
finished lap three practically out of the cockpit trying to see what was wrong with the right
rear corner of the Lotus. The big fat Firestone tyre looked alright because the pressure was
leaking out slowly and it was retaining its shape, but it was soft in comparison with the left
rear tyre, which made the car very unstable, especially on left-hand corners. This enforced
slowing of the pace of the leaders allowed Ickx to record a fastest lap in 8:21.8, and on the
fourth lap Clark could no longer cope with the peculiar handling of the Lotus and had to ease
right off and let Hulme and Gurney go by, whereupon Gurney took his opportunity and got by
Hulme and into the lead. JUMPIN' JACK - Oliver lands the F2 Lotus-FVA
on the right front wheel at the Quiddelbach
This was not the only trouble in the race, for Spence had pulled into the pits at the end of lap jump: In his first attendance in a World
three with a broken crown-wheel and pinion in his BRM and the car was pushed to the Championship Grand Prix - if only on the F2 grid
dead-car park at the end of the pits, and Hobbs was back again with an unhappy BMW he puts on a remarkeble show, as does Jacky
engine, while Schlesser stopped before the climb up to the Karussel with the centre torn out Ickx in the Matra F2
of his clutch. From the cheers that sounded when Gurney took the lead with the Eagle, there
were a lot of Americans among the spectators, but cheers turned to groans when it was
announced that McLaren had stopped out on the circuit with the second Eagle amid a dense
cloud of smoke and oil. The car had been grounding badly and had rubbed away the oil
scavenge pipe under the sump.
While Gurney led Hulme to complete the fourth lap, Clark drove slowly along wondering what
could have gone wrong with the Lotus and most of the other competitors overtook him. As
he rounded the Karussel be saw that his right front wheel was leaning in at a strange angle so
4 of 10 16/03/2011 9:44 AM
he rounded the Karussel be saw that his right front wheel was leaning in at a strange angle so
he limped back to the pits. At the end of only four laps the order was Gurney (Eagle), Hulme
(Brabham), Brabham (Brabham), Stewart (BRM), Ickx (Matra F2) the inconsiderate young
Formula Two driver showing no respect for his elders and betters, passing Amon and
Surtees, driving 3-litre Ferrari and 3-litre Honda, respect ively. Perhaps Ickx only considers
them elders! HOODED - Brian Hart negotiates the
Pflanzgarten section in the special design
Protos-Cosworth Formula 2 racer.
Eventually Clark arrived at the pits with his right front wheel leaning inwards and it was seen
that the inner portion of the suspension rocker arm was badly bent, as though the coil
spring/shock-absorber unit had been bottoming before the full wheel travel had been
absorbed and the shock forces had buckled the rocker arm. The car was wheeled away to
the paddock where Keith Duckworth sniffed around it and found the right rear tyre with only
to 0.7 bar pressure in it, and the Firestone chaps found a hole in the cover caused by a sharp
object picked up off the track.
Having got the lead Gurney opened up and set a new lap record in 8:18.2 and by the end of
lap five he had pulled out an eight second lead over Hulme's Brabham-Repco V8. It seemed
now that the Nurburgring was going to relent and let the race take shape, for no-one visited
the pits as the fifth lap was completed, the order behind Gurney and Hulme being Stewart,
Brabham, Ickx, Amon, Surtees, Rodriguez, Hahne, Hill, Oliver, Rees, Ligier, Hart, Irwin and
Hobbs, but Rindt was missing, his steering rack and pinion having come adrift. The carnage
continued on L6 for Stewart had his crown-wheel and pinion break and Hill and Rodriguez AGILITY - Excess power did not make any
were both long overdue. sense at the 'Ring. Hulme stormed the twisty
hills with the agile and robust Brabham-Repco
Hill had been having a miserable time since his opening lap spin and had not been making any and won in style.
real impression on any of the other cars. As he was taking the very fast downhill left-hand
sweep after the Flugplatz the Lotus had become very wayward at the front and had very
nearly gone off the road. Hill slowed right down and saw that the right front wheel was
wobbling badly, so he toured along for the rest of the lap and came into the pits. The trouble
was that the wheel nut had come loose (or had not been tightened properly to begin with?),
so after mechanics had tightened it and checked the other front one, a not-very-confident
Graham Hill rejoined the race. Rodriguez arrived at the pits with his right rear wheel leaning
drunkenly as a suspension ball joint had broken on the threaded neck. No other damage had
been done so another one was fitted and the Mexican was able to continue.
Gurney was in fine form out in front of the race, increasing his lead over Hulme to 15 FLYING SCOTCHMAN - Jackie Stewart was
seconds, and it was not that Hulme was relaxing, for the Eagle completed L6 in 8:15.1, going well for a third place when his
another lap record. This did convince Hulme that he was not going to keep up with Gurney, transmission broke on L6.
so he now eased back a bit as Brabham was in third place but a long way behind. However,
Brabham was being embarrassed by Ickx, who was right on his tail and looking completely
confident, in fourth place overall. The rest of the field were spread out and going at various
degrees of slowness, while the works BMW entry broke the front suspension of its Lola
chassis.
Graham Hill thought all his troubles must be over, but he was wrong, for on L8 the
Allenscrew that holds the top left suspension structure to the left cylinder head of the
Cosworth engine, came unscrewed and the whole thing collapsed, unlike at Silverstone where
just the transverse link came adrift. This should not be taken as a condemnation of the use
of Allen screws, but the difficulty of locking these round headed screws, or guaranteeing that
an overworked mechanic has tightened it up properly. The unhappy Hill got the car back to
the pits and it was quietly taken away, Team Lotus wondering if they should have changed
their name to Team Shambles, as was suggested some years ago.
NEW GEARBOX - Amon is sent out for another

test-lap on the threacherous Eifel mountain
circuit
ROUNDABOUT - Graham Hill rattles his way

around the Karussell bend
For a change the Anglo-American Racers were having things going their way, and the President of the Corporation was doing a fine job, lapping with
ease and consistency, with Hulme dropping further back all the time, the gap being 42 seconds at L10. Amon had decided that he had been behind
the Matra Formula Two car long enough, and as the Ferrari was going better with less fuel load and part-worn tyres, he got it in between Brabham
and Ickx and began to press the wily old Australian, as he had done at Silverstone.
Irwin came into the pits with a broken clutch and parts were taken off Spence's abandoned car to effect a repair. While this was going on some
petrol was put in the tanks as the consumption was a bit heavy, and Tim Parnell was fined 200 deutschmarks for infringement of rules. A new ruling
forbidding refuelling during a race has crept into one or two Grand Prix races recently without anyone being told very clearly. The race situation
remained unchanged on L11, with Gurney now 46 seconds ahead and relatively coasting along to victory, having convinced Hulme that the
Brabham-Repco V8 was no match for the Eagle-Weslake V12.
A long way back came Brabham, Amon and Ickx in close company, followed by Surtees in a very poor sixth place, the Honda giving a very bad
5 of 10 16/03/2011 9:44 AM
A long way back came Brabham, Amon and Ickx in close company, followed by Surtees in a very poor sixth place, the Honda giving a very bad
exhibition and behind came Oliver (Lotus F2), Bonnier and Rees (Brabham F2), the remainder having been lapped by Gurney. On L12 Ickx was no
longer behind the Ferrari for the right front lower ball-joint had broken on the threaded shank and let the suspension collapse, though the car could
still be driven back to the pits, where it was retired, much to the relief of a number of Grand Prix drivers.
It seemed that nothing could stop Gurney from victory for the Weslake engine was running beautifully, the Eagle was handling well and there was no
need to strain anything or for the driver to try too hard, but two-thirds of the way round L13 the wicked Gods of the Nurburgring struck again and a
universal joint on a drive shaft broke, the flailing broken shaft cutting through an oil pipe. A miserable and unhappy Gurney coasted the Eagle in to
the side of the track, just before the climb up to the Karussel, not far from where Schlesser had stopped earlier, and sat and watched Hulme drive
on to victory, stamina and sheer reliability reaping its reward.
For the remaining laps Amon tried desperately to get by Brabham, whose car always seemed to be filling all the available road and to get wider the
closer the Ferrari got to the back tyres. Had Amon known the fuss that team-manager Franco Lini was having in the pits, crying out for revenge and
cursing the whole Brabham Racing Organisation, and imploring the organisers to disqualify Brabham for being beastly and not letting Amon go by, he
would have been greatly encouraged. The Brabham pit personnel just grinned and said "It's motor racing mate, an' our bloke's in front." Not only
was their "bloke" in front of the Ferrari, but their other "bloke" was way out in front of the race and heading for his second Grand Prix victory this
season. Even the most anti-Brabham racegoer (and there are those who are for and those who are against all the various teams) had to admit
that the Australians build rugged and reliable cars, even if they are not very sophisticated, and the rugged and reliable driving ability of Hulme and
Brabham makes up for a big lack of horsepower.
There was nothing that Amon could do but finish third, half a second behind Brabham, who grinned happily to see his team-mate getting the
winner's laurels, while Surtees finished a very unworthy fourth in the rough-sounding Honda that seems to go from bad to worse. The retirements
of all the factory cars allowed Bonnier and Ligier to figure in the results and improve their status. It had been a punishing race with the Nurburgring
coming out on top in many cases, though a lot of the breakages should never have happened, but most people seem unable to weigh up the real
challenge that the Eifel circuit puts out.
MYSTERY - Clark never figured out why his Lotus handled so badly on the opening laps. The right
rear of the Lotus was slowly deflating due to a puncture, though outwardly it looks all right. He
stopped in the pits due to a collapsed front suspension, and it was later discovered that the rear
wheel was almost flat.
FUEL SYSTEM FAULT - The Swiss Joseph Siffert in the Walker/Durlacher Copper-Maserati didn't
do well. He was quickly overtaken by the young Ickx and eventually retired two laps down on
6 of 10 16/03/2011 9:44 AM
do well. He was quickly overtaken by the young Ickx and eventually retired two laps down on
the next-to-last lap with a fuel system fault.
KANGEROO - The Kiwi driver Denis Hulme doing a typical Australian act
JUMPING JIM FLASH - Clark going over Quiddelbacher Höhe on his way to the fast
Schwedenkreuz section where he is overtaken
BALANCE - The weight distribution of the Cooper-Maserati isn't as bad as the shape is
suggesting. Here Rodrigues is landing after Quiddelbacher Höhe
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FLAT OUT - The Döttinger Höhe stretch lets the cars reach their maximum velocities. Near the
end there is an uphill lefthander under the Antonius Buche bridge. Here Rodriguez has slowed
slightly down to negotiate the bend.
LAP RECORD - Dan Gurney led the race and looked as a confident winner. On his way he broke
the lap record and set a new one at an amazing 8:15. Unfortunately it didn't last. here he is
seen on the down-hill section from Kallenhard to Breidscheid
BUMPY - Hill in the Karussell where every joint in the car is thoroughly tested
8 of 10 16/03/2011 9:44 AM
BMW VERSUS MASERATI - An unfair match. Both drivers two laps down; Hobbs due to F2-pace
and Rodriguez due to a suspension failure that was fixed by handy mechanics mid-race.
PFLANZGARTEN - The North Loop of the Nürburgring is all about car control. Lots of jumps and
blind corners.
Results
Championship Table After Nürburgring
P5 Jo Bonnier Cooper-Maserati V12
P6 Guy Ligier Brabham-Repco V8
Fastest Lap - Dan Gurney 8:15.1
2 points - Jo Bonnier
1 point - Guy Ligier
9 of 10 16/03/2011 9:44 AM
Go to the next GP at Mosport 27th august 1967
10 of 10 16/03/2011 9:44 AM
Mosport Formula 1 - 1967 http://www.intothered.dk/1967season/67season_mosport.html
Canadian GP - August 27th 1967
Mosport Park - 90 laps

Practice
As part of the celebrations for the Canadian Centennial Year, the FIA sanctioned a Formula One race to take place on the 3,96 km Mosport circuit
just outside Toronto. The Canadian Grand Prix looks as if for the time being it may be just a "one-off" race for it is not included in next year's
calendar. Sandwiched as it was between the German and Italian classics, this race created travel problems and threw the expense of transporting the
Grand Prix circus firmly on to the shoulders of the Canadian Racing Drivers' Association and the Imperial Tobacco Company. Eighteen cars were
entered.
Brabhams had BT24/1 and 2 for Brabham and Hulme, neither car being any different from the recent victory at the Nurburgring.
Team Lotus brought their three 49s, Nos. 1, 2 and 3. Since the retirements in Germany certain minor modifications had been made. Extra filters
were included in the fuel system to cut down the misfiring due to dirty fuel. The front suspension rocker arms are now made from heavier gauge
metal and, other than the modifications to the rear top link mounting point described last month, an Allen screw has been threaded into the bracket
to stop the main bolt loosening. Clark was using his usual car, 49/2, while Hill had the choice of 49/1 or 49/3; whichever he did not want would be
used by Eppie Wietzes, a local driver who knows the circuit well but who had not handled anything more powerful than a GT40.
Two works Coopers were to be driven by Rindt and Attwood, who was standing in for this race in place of Rodriguez who is still i hospital after his
Enna Formula 2 crash. The new lightweight car had been left at home being prepared for Monza, so Rindt used Rodriguez's car F1-6-66, while
Attwood used the aluminium car F1-1-67 that Rindt has used this year.
BRM had three works H16 cars for Stewart, Spence and Irwin, the last named being entered and looked after by Parnell. Stewart was using the
slimmer, lighter car 1151, while Spence had 8302, which he used at the Nurburgring. Irwin had 8303 which had been the spare in Germany. For a
change, there were only Goodyear tyres in the BRM pit so there would be none of the new game of "musical tyres".
The Eagle team was back to one car for Gurney. This was the Monaco aluminium chassis 103, with all the titanium bits from the magnesium chassis
104, which is having an overhaul for the end-of-season races, The engine (5805) was the one used at Nurburgring and the spare (5804) was
McLaren's German race engine. Since Gurney's trouble in Germany new stronger drive-shafts had been fitted.
Ferrari had only one car for Amon. This was the same as he raced last; No. 0005 and still with the three-valve light alloy engine, which has brought
the weight down to a claimed 525 kg.
Last of the factory cars, and a brand new car at that, was the new F1 McLaren. This new chassis is a stronger version of the well-tested F2 cars and
has installed the first of the new V12 BRM engines. This 60 deg. unit is giving 360 bhp at 10.000 revs. The two camshafts per bank of cylinders are
chain driven from the front and operate two valves per cylinder. Lucas transistorized ignition is used, also Lucas fuel injection, the injectors squirting
"upstream" from just below the throttle slides. The metering unit is belt-driven at the front of the right-hand cam drive, while on the left-hand bank is
the distributor. The engine has no place at the moment for a mechanical fuel pump drive so McLaren has fitted one to the back of the Hewland
gearbox; as this pump will not work on the start line with the clutch depressed, there is an electric pump mounted on the side of the gearbox, to
cover initial starting and waiting at the start line. The whole car, finished in McLaren red, is neat and compact, the engine not taking up much space.
The rest of the field consisted of private owners. Bonnier had his Cooper there, as did Rob Walker for Siffert. David Hobbs was driving Bernard
White's BRM V8, which should have been a V12 but for a slight mix-up. Then came the locals. Al Pease had bought Gurney's 2.7-litre Eagle-Climax
No. 101 and was having his first outing. Mike Fisher had bought Lotus 33 R11 which was used by Hill in Monaco this year, and he had with it a
1.9-litre BRM engine. He was another club driver who had never driven this type of car before, or run in a race of this type. Last came Tom Jones, an
almost unknown driver who had bought a Cooper F2 chassis (F2-2-66) into which had been fitted a Climax 2-litre V8 engine. So with this varied field
practice got under way.
PROVEN MACHINE - Graham Hill guns the Lotus 49 for another lap during practice in the fair FRAGILE - The radius arms of the Lotus folded
wether at Mosport. Both Firestone and Goodyear tires were tested by team Lotus Saturday. up when Clark slid slowly off the road in
unofficial practice.
1 of 9 16/03/2011 9:45 AM
With unofficial practice on Thursday afternoon, Friday and Saturday morning, and official timed practice on Friday and Saturday afternoon, everyone
had plenty of time to learn and set up the cars properly. The cars were all in a long tent where all the work was done, making the "Grand Prix Circus"
live up to its name. On Thursday ten cars went out to familiarise themselves with the course and see if they could get near Gurney's record in the
Lola T70 of 1:23.1 (171,466 kph) or the fast practice lap by Hall's Chaparral of 1:22.9. Gurney, Clark and Amon were the fastest, with the Eagle
doing a 1:23.6 and Clark and Amon not quite breaking 1:24. Clark was using the oldest Lotus and the one that Wietzes was expected to use.
As he went into the first corner past the pits, the tail swung wide and he spun in the middle of the road at about 190 kph. Just as the car was
stopping it ran backwards up the grass bank. Clark fished around for a gear and looked as if he was going on; then be cut the engine and climbed out
for, although there had been no hard jolt, the right-hand rear radius arms were both buckled, the top one slightly, and the lower one bent at right
angles, with the rose joint snapped at the wheel. As the lower radius arm had given way the overload on the monocoque mounting had been enough
to ripple the skin of the monocoque. This brought an end to the unofficial practice, and Lotus mechanics started work to repair the damage before
the next morning.
Unofficial Friday practice was used by most cars to complete mixture and suspension settings. The official afternoon session started with Rindt going
out first and returning to the pits a lap later with fuel pouring from the righthand pontoon. The starter ring had shattered again and the pieces had
flown off like shells. One piece had entered the pontoon, gone through the fuel bag and out of the side, leaving a hole that could easily have been
made by a small shell.
Clark was lapping consistently under 1:24 and as Firestone had not got the exact mix, tread or profile that he required, Goodyear tyres were fitted,
and in this first timed session Clark set the fastest lap of 1:22.9 while tyre testing. In the other Lotus, Hill was not very happy, partly because he had
a touch of 'flu, but also because the car was not set up quite to his liking.
The BRMs were having all sorts of problems. The engine in Stewart's ear was not running cleanly, nor was it opening up coming out of corners. Going
into corners the car was juddering badly under braking and, judging from the number of times the suspension settings were changed, it was difficult
to set up the car for this tricky circuit. Amon was not going as well as he did in the unofficial practice the day before and although he did a lot of laps,
changing suspension settings after each outing, he was unable to get the Ferrari under 1:24. Also in trouble was Gurney, for the Weslake engine had
gone very flat and he did not get below 1:25. The McLaren-BRM was having mixture problems and McLaren thought his oil temperature was running
too high. However, after doing only 13 laps he was down to 1:24 and felt there was a lot more to come. Hulme's Brabham was going well and he
was second fastest with a time of 1:23.6. Brabham's car, however, was not going properly and was smoking quite a lot.
On Saturday morning there was an unofficial practice again and another American entry turned up. He was Tom Jones of Ohio and his car was a
Cooper-Climax V8. This was only the second time he had ever driven a rear-engined car, the first being at the Watkins Glen meeting a week earlier.
Hulme was soon being given times of under 1:24, and so he packed up until the afternoon session. Brabham was not going very well and the oil
smoke got worse and worse, until he came in with oil all over the back of the car and the catch tank full. As either a piston or ring had broken it was
decided to change the engine, which gave just three hours to do this before official practice.
Wietzes was out acclimatizing himself and lapping very slowly in Lotus 49/1. Stewart was still not happy and the engine was not right, so the mixture
cams were changed, but it still would not pull cleanly. The other two BRMs now seemed to be running as well as they were going to. Ferrari fitted
Firestone tyres with a lower profile which altered the gear ratio so the gearbox was changed, and then Amon had difficulty selecting 3rd gear. Also
having gear trouble was Rindt, who with his new engine in was finding the gearbox very stiff.
Graham Hill went out for some laps on Goodyears and expressed enthusiasm for them, saying they had more latitude and did not give the feeling of
driving on a knife edge. However, Firestones had the right tyres by now and when the official practic started both Lotuses were on Firestones. Both
Lotuses were going perfectly by now and Clark did 1:22.4, with Hill only three-tenths behind. As the Lotus drivers were the only ones under 1:23 it
looked as though the Canadian GP could be a walk-over.
Amon, with the right ratios, got down to 1:23.3, but Gurney broke the belt which drives the metering unit and as this was the second to go in only a
few hours and the engine was not pulling well, it was decided to change it and fit 5804. Stewart's BRM was still not going well and it was still misfiring.
After practice a loose wire was found in the electrical system, and it was hoped that fixing this would cure the trouble. McLaren, although still not
satisfied, was going quicker and got a time of sixth fastest on this first outing.
Brabham came out to run in his new engine, only half an hour late, which was a good effort on the part of his mechanics, who, without any lifting
gear, did the change in 3½ hours. Just at the end of practice oil again poured from Brabham's car but this was only due to a faulty bell-housing which
was soon put right. Siffert had been improving his time slowly when the starter ring on his car suddenly shattered, slicing through the casing and
cutting the starter off. The four American drivers running in their first GP fared better than some expected, so far as they kept out of the way. None
were able to better 1:30, not even Wietzes in the Lotus-Ford. Jones' time of 1:57.9 was considered too slow by the organisers and he was not
allowed to start.
Starting grid
#4 Graham Hill (Lotus-Cosworth V8) 1: 22.7
#19 Bruce McLaren (Mclaren-BRM V12) 1:23.5
2 of 9 16/03/2011 9:45 AM
#12 David Hobbs (BRM V8 2-litre) 1:26.2
#8 Richard Attwood (Cooper-Maserati V12) 1:27.1
#11 Al Pease (Eagle-Climax 2.7 litre) 1:30.1
#5 Eppie Wietzes (Lotus-Cosworth V8) 1:30.8
#6 Mike Fisher (BRM V8 2-litre) 1:31.9
EXCITEMENT - Seconds before the start everybody's attention is on the grid
ROARING OFF - In the wake of Clarke's Lotus everybody was left in a frightening water spary.
Hill, Hulme, Amon and Gurney propels their cars into the haze
The Race
On race day the fine warm weather of previous days changed, as forecast, to low cloud with
occasional drizzle. Overnight both competitive Lotuses were found to have fuel leaks but this
was remedied before it was too late.
Rob Walker's Cooper-Maserati which the night before had looked a certain non-starter now had
a chance of starting, in that parts of the starter-ring had been recovered and, with the bits from
Rindt's engine, a complete circle had been welded up and, by growing weld and filing it into teeth,
they hoped the car would start just twice, once to try and once on the line. Unfortunately for
Siffert, when they tried the first time the welded teeth chewed up and the strain on the freshly
drilled bolt holes for the starter caused this to be torn off.
3 of 9 16/03/2011 9:45 AM
Gurney had the spare engine fitted and thought it might be a bit faster. McLaren had found an
electrical fault which could have been causing the trouble that he had thought was mixture. UNCOMFORTABLE - Amon didn't at all like the
Overnight he had decided not to fit an alternator as the battery should be ample to last the race, weather conditions. He spun on the warm-up
and this saved just over 2 kg in weight, plus the odd hp needed to drive it. lap and again on the opening lap. But as the
water spray diminished he regained confidence.
After two warming-up races the cars were wheeled out and the drivers went round in a
procession of dignitaries. The drizzle which had stopped early in the morning now returned and
as the cars came round for their warming-up lap the track was about as treacherous as it could
be. Amon spun on this warming-up lap when doing about 80 kph, on what would normally be a
170-plus curve.
The flag fell a few minutes late and what must have been one of the slowest first laps ever took
place, with the drivers driving as if on ice. Clark took the lead and must have been the only
driver to see anything on that first lap. Behind him came Hulme, then Hill, Stewart, Brabham,
McLaren, Gurney, Spence, Irwin, Rindt, Hobbs, Bonnier, Attwood, Wietzes, Fisher and, last,
Amon, who spun again on the opening lap and was getting no adhesion at all.
Pease could not get his Eagle-Climax started on the dummy grid and was wheeled to the pits for
a new battery. The rain was getting heavier and on the second lap the Goodyear-shod cars
began to feel the advantages of their intermediate tyres over the Firestone dry-weather tyres. NEWCOMER - The first outing of the new
Clark was still leading but using an awful lot of road, and Hulme was trying to finds way through McLaren racer showed fine racing by the owner.
the pall of spray. Hill retained third place but Brabham and McLaren had both passed Stewart. Here he has overtaken Hulme the eventual
Spence got by Gurney and the American was having a lot of trouble trying to feed limited power winner. McLaren could have won if it wasn't for
to the wheels. his omission of the alternator to save weight!
Hobbs got by Rindt, the Cooper being very untractable under the conditions, so much so that
after only four laps Rindt came into the pits to have the rear roll-bar disconnected, but on trying
to re-start, the engine refused to respond and, after running the battery flat, the car was
wheeled away, retiring with wet electrics, for when it was dried out in the tent it burst into life
immediately.
On L3 McLaren found that his car was perfect for the conditions and he passed Brabham on the
outside of one corner, travelling a good 15 kph faster, only to lose it on the next right-hander,
and before be could get off the sandy bank, most of the field had gone by, so at the end of L3
he had dropped to twelfth place. Hulme made a big effort on L4 and broke through Clark's spray
cloud and began pulling away from the Lotus. Brabham was similarly placed behind Hill and on L8
he got by and began closing on Clark.
CAUTIOUS - Both Clark and Hill led away from
McLaren got back into his stride again and began carving his way through the field, still 12th on Brabham-Repcos in first and third position
L4; he went by Bonnier and Hobbs on L5, Gurney next lap, Irwin on L7, Stewart and Spence on respectively. But as the drivers got familiar with
L8, and down the straight he could then see the spray of Hill's Lotus. It took three laps to catch the wet track, both Lotuses were left in the
Hill and on L32 he was in fourth place. Two laps later the tractable V12 BRM engine bad taken wake of the more tractable Brabhams. Graham
him by Brabham and was rapidly closing the gap on Clark. Hill, who took the chequered flag for the first
time in the Lotus-Cosworth, found it quite a
handful under the wet, slippery conditions.
Whilst this excitement was going on at the front of the field, Pease had got started and was
running last, many laps behind. Amon began to regain his confidence and got by the American
tail-enders to pull up to 12th place by L12. Bonnier got by Hobbs on L11, putting himself into
10th place. On L12 the BRMs were lying in numerical order, Stewart, Spence, Irwin, 6th, 7th and
8th positions, which they held until Stewart got by Hill, and Gurney overtook Irwin. The rain
eased and stopped after half an hour, and his lap times began to improve, but before the track
dried out McLaren got by Clark and began to close on Hulme.
Irwin spun on L18 and came into the pits with the throttle slides on one side filled with sand and
mud, and he was retired. Pease spun off and spent many laps trying to restart; when eventually
the engine dried out enough to start he was even more laps behind. Stewart, once he had
passed Hill, took heart and caught and passed Brabham, and the two of them then closed right
up on to Clark.
CORK IN THE BOTTLE - Hobbs in front of Hulme

and Clark in the Moss bend before the return-
straight to the pits.
The track was now drying quickly and on about L25 the turning point came when all the power could be put on to the road. Clark, with Stewart and
Brabham just behind, now began to gain on McLaren and on L27 they were just behind him, the four cars covered by one second and all lying 25
seconds behind Hulme. Next lap Clark was back into second place and he began to give the crowd a demonstration of driving at ten-tenths as he
set off after the Brabham. On L32 the gap was down to 24 seconds. Two laps later it had closed to 21 seconds. McLaren tried to bang on but
nothing could keep up with Clark as the track dried right out.
Hulme had lapped Gurney just before it dried out, but the American unlapped himself and the two cars kept together for some time; in fact, until
Hulme saw how the gap was closing when the pit signalled him to speed up. He passed Gurney and then, with the tail hanging well out, tried to stay
ahead of Clark but, with Clark in the mood he was, nothing could hold him and on L58 he shot by on the straight into the lead.
On L58, which was to end the dry period, for fine rain began again, Brabham was third, having passed McLaren, now fourth. Ten laps previously
McLaren's engine was beginning to misfire due to a flattening battery and no alternator to recharge it. Fifth came Gurney, a lap behind, then Stewart
and Hill, Spence, Amon, Hobbs, Bonnier, Attwood, Weitzes, Fisher and, many laps down, Pease completed the field.
The rain now began to fall harder than ever and conditions reached their worst. Hobbs came to the pits on L60 and collected clean goggles. On L64
Stewart came in with grass and sand stuck in the intakes and rear suspension. After a quick clean-out he was sent off but next lap he was in again
as the throttle linkage was jamming; after some more cleaning and another spring added, he was sent off again, but at the end of that lap he came
in and climbed out, and the car was pushed away.
4 of 9 16/03/2011 9:45 AM
in and climbed out, and the car was pushed away.
While Stewart was in and out of the pits, drama took place in the lead. The Brabhams had not caught up with Clark in this second storm and it
looked as if the now lighter Lotus could retain first place. Hulme signalled that he was coming in for goggles and pulled into the pits next lap. At the
same time Clark's engine cut dead at the hairpin and Brabham suddenly found himself in first place. The Brabham pit was all excitement; Hulme
went out with goggles and came in next lap for a dome-type visor.
The Lotus pit were still wondering what was wrong with Clark when Wietzes stopped on the outside of the pit wall with a dead engine. Mechanics
pushed him to the end of the pits and when the electrics were dried out the engine started again, but only until they became wet again. For being
pushed Weitzes was disqualified. After some 10 laps Clark re-appeared by the pits and next lap he came in with a dead engine which had cut on the
straight when water again shorted out the ignition.
This ended the drama. Gurney made two pit stops for goggles and mixture adjustment to give better performance at low revs, and the 'Old Man',
plodded on to win by 1 minute 1.9 seconds from his team-mate, who was in the only other car on the same lap. One lap behind was Gurney, then
Hill another lap down. Spence and Amon completed 87 laps and McLaren 86 laps.
The McLaren-BRM could have won the Canadian Grand Prix when the second lot of rain started, but the battery ran right down and another had to
be fitted, which lost a lot of time. Had an alternator been fitted the result may have been quite different. Clark did the fastest lap while catching
Hulme with a time of 1:23.1 (171.82 kph), which equals Gurney's time in the Lola T70. The most uncomfortable race to date this year and one in
which the drivers really earned their money.
WINNER - Brabham takes the flag
SLIPPERY - A fighting Dan Gurney followed by

Hobbs in the Climax-Brab.
LAPPED - Everybody got lapped by the winning Brabhams, but Gurney managed to finish third
with the potent Eagle-Weslake. Here seen before the dive to the Moss hairpin.
BRABHAM - In the esses at the start-finish line
HULME - A soaked Denny Hulme brakes for another turn

FISHER - In the 2-litre V8 BRM
5 of 9 16/03/2011 9:45 AM
CLARK - Jimmy Clark in the same spot braking the Lotus 49 on the slippery tarmac
DETERMINATION - Bonnier is still fighting in the

Cooper-Maserati
COMPLEX ENGINE - Tony Rudd and the R&D people at BRM have evolved the P115 for Stewart
to use. The orange-dressed mechanics are tending to the green machines in a big tent.
SATISFACTION - The Eagle-people are

contemplating the succesful machine
OLD AND NEW - Spence runs the older P83 as does Irwin in the Parnell-entered car. The P115 is
slimmer and lighter.
6 of 9 16/03/2011 9:45 AM
NEW CAR - Bruce McLaren showed up with the new car. After driving with Eagle he is now seen PITLANE - During the second spell of rain
in the modified F2-chassis with the new BRM V12 that the Owen Organisation is expected to use McLaren is forced to pit in for a fresh battery
from 1968. McLaren could have won the maiden race if it wasn't for a wrong setup of the
electrical system.
GURNEY - The american gentleman on opposite lock through the esses
WHEN WET - Gurney leads Hobbs and an untractable Rindt in the Cooper-Maserati
7 of 9 16/03/2011 9:45 AM
LIGHT EDITION - The Ferrari 312 has come a long way from the original model of last year,
which was indirectly part in Surtees leaving the scuderia
LOCAL MAN - Two Team Lotus mechanics are man-handling Epie Wietzes car into the paddock.
The car is a third entry from Lotus, supposed to act as en extra car or let a local man run in the
international races.
Result
Championship Table After Mosport
P3 Dan Gurney Eagle Weslake V12
P4 Graham Hill Lotus-Cosworth V8
Fastest Lap - J. Clark 1:23.1
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Go to the next GP at Monza 10th september 1967
9 of 9 16/03/2011 9:45 AM
Monza Formula 1 - 1967 http://www.intothered.dk/1967season/67season_monza.html
Italian GP - September 10th 1967
Autodromo di Monza - 68 laps

Practice
As the Italian GP was to wind up the Championship races in Europe there was something of a do-or-die atmosphere about the paddock as the
teams began to assemble at Monza prior to the first practice period on Friday afternoon. Ferrari, Cooper- Maserati and AAR Eagle had already been
going round in private test sessions, the Maranello team trying out a brand new car and the other two trying out new drivers.
Invariably everyone does their best to get new cars ready for Monza, for it is such a fine opportunity to find out if the car will go without too many
side issues coming in, for Monza calls for speed and stamina from the engine and not too much skill from the driver, though lapping at over 230 kph
is by no means easy, even if the car is fast; it is not like Nurburgring where a brilliant driver can make up for a slow car.
Enzo Ferrari entered only one car, which seemed unbelievable, in his own Grand Prix, but he firmly maintains that Italy has no more "professional"
drivers since the death of Bandini, so Amon was the sole supporter of the Maranello fortunes. They made sure he had the best possible equipment
for a brand new car was ready for him, with his Nurburgring car, 0005, as a spare. The new car, 0007, was similar in chassis layout, being a mixture
of monocoque and tubular structure, and suspension followed the usual pattern though it was lighter and neater. The important part was the brand
new engine, still a 3-litre V12-cylinder, but with an entirely new cylinder-head layout, with four valves per cylinder, and this was coupled to the latest
gearbox, of the type that appeared at Nurburgring. Last year's winning driver, Scarfiotti, was no longer in a Ferrari as "Zio Enzo" had decided that
Scarfiotti was a good hill-climb driver, but not "professional Grand Prix driver" and that it was a wasted effort to provide a car for someone who
could not win!
Scarfiotti was keen enough to drive in the Italian GP, so Dan Gurney took him into the Anglo-American Racers Eagle team as his number two.
Gurney had the latest and lightest Eagle, number 104, and Scarfiotti had number 103, both with V12 Weslake engines giving well over 400 bhp.
Gurney's car had new rear hub carriers fabricated from sheet steel, which were as strong and as light as the normal cast-alloy ones, so the next
step will be to fabricate titanium ones. Numerous other small parts on Gurney's car had been improved, either in lightening or strengthening, such
items as better Rose joints on the wishbones for example.
SECOND OUTING - McLaren Racing had the succesful car from Mosport. But this time it was
fitted with an alternator in order to awoid the embarassing and crucial ekstra pit-stop from
Canada
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SLENDER AND LOW - There is no doubt about Rindt being No. One driver with Coppers while
Rodriguez is still in hospital following his accident in a F2 car. The New design has the uprated
Maserati engine supplied from nearby Modena and a flat nose cowling and a built-in air spoiler.
The Cooper team had been in Modena where Maserati had been doing a lot of development work on the 36-valve V12-cylinder engine, altering the
combustion chamber considerably, and the two 1967 works cars were both fitted with these latest engines. The low and flat one, that Rindt was to
drive, F1-2-67 had an extended nose cowling with an air spoiler on the front that practically scraped the ground, and F1-1-67, the lightest and
latest of the old pattern Coopers was being driven by Ickx, as Pedro Rodriguez was still out of action following his Enna crash. Both cars were using
Hewland gearboxes, and had the rear brakes inboard of the hub carriers.
Brabham came in a very experimental mood, having bodywork completely enclosing the rear of the car, not to make it look neat and tidy as I
thought, but in an attempt to reduce air drag! He also bad an experimental cockpit top similar to Frank Costin's Protos design seen at the Ring
earlier this year, where the Perspex windscreen practically covers the driver's bead and he has a slot to look through. As usual Brabham had BT24-1
and Hulme had BT24-2, while there was a new chassis, BT24-3, as a spare, their Repco V8 engines carrying a justifiable reputation for remarkable
reliability.
Team Lotus were out in full strength with three cars, 49/2 for Clark, 49/3 for Hill and 49/1 for Baghetti, the last being a good "local-politics" move.
All three Lotus 49 cars were using solid disc brakes, the heavily ventilated ones having proved too effective, as was discovered at Nurburgring, and
they all had 400-bhp Cosworth V8 engines labelled Ford.
The BRM team brought their four H16-cylinder cars, one of which came direct from a demonstration visit to Czechoslovakia, where it had been
flying the Owen Organisation flag in conjunction with some good engineering trading between the BRM parent company and the Czechs. The latest
and lightest car, number 1151, was for Stewart and the three earlier cars, 8301, 8302 and 8303, were being shared between Spence and Irwin, the
latter running under the Parnell banner. Whichever of the three earlier cars was not in use was acting as a spare for Stewart.
The Surtees Honda team were proudly showing a brand new car, built in six weeks at the Team Surtees factory in Slough, which as using the latest
V12 engine and a new gearbox in an entirely new chassis that showed a lot of Eric Broadley influence, especially around the suspension. As it had
only run a few laps at Goodwood before leaving for Monza, not too much was expected of it, and Surtees had the earlier car which normally acts as
a spare as a stand-by.
Bruce McLaren Racing had their new car, which had made such a successful debut in Canada, with its V12-cylinder BRM engine, but after the flat
battery debacle they had replaced the alternator charging system. The entry list was completed by Ligier with his ex-works Brabham-Repco V8,
Bonnier with his Cooper-Maserati, Siffert with the Walker-Durlacher Cooper-Maserati and de Adamich with Ligier's old Cooper-Maserati.
HONDOLA - Honda had Eric Broadley of Lola Cars sketch out the new attempt at making the
V12 a winner. The car was finished at the new Team Surtees factory in the UK. The suspension
has been altered and apart from the obvious change of shape the engine has been uprated and
has a new dramatic exhaust.
There always seems to be ample time for practice at Monza, with three hours on Friday afternoon and another three hours on Saturday, and after
a preliminary run round in the first hour by most drivers a lot of time was spent making alterations to this and that, and mid-afternoon was very
quiet. It was also very hot, so there was a general air of waiting until the sun started to go down, as practice lasted until 18.30.
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quiet. It was also very hot, so there was a general air of waiting until the sun started to go down, as practice lasted until 18.30.
However, not everyone was waiting for Hulme had started out at a good pace, with laps below the old race record lap time of 1:32.4, but not as
fast as Parkes' (Ferrari) best practice time of last year of 1:31.3, and then came to a stop with a head-gasket broken, so his practice ended and
the engine was taken to bits. Clark had set off in Lotus 49/2 only to find the gearbox ratios not to his liking, so while it was changed for another one
he went out in Baghetti's car, but the driving position was all wrong and he could not see over the windscreen properly, so he did not put in any very
fast laps, although he was well below any previous best time and was approaching 1:30.
The new Ferrari was having glassfibre "collector boxes" fitted to the air intakes, so Amon went out in the earlier car and Surtees had done only a
few laps in the new Honda when the front anti-roll bar mountings began to fail, so he transferred to the old car. Brabham tried his car with the tail
fairing, but not the "bubble-top" cockpit, and found that the gearbox was overheating, so it was discarded. McLaren had been having trouble getting
his BRM engine to start, and when he finally got going it was breathing crankcase fumes in a rather unhealthy fashion. Stewart was trying the latest
BRM 16-cylinder and also one of the early ones, and Scarfiotti was doing an enormous number of laps in his Eagle until it came in with steam
coming from the overflow and showed signs of a cylinder liner sealing-ring having failed.
When the new Ferrari was complete Amon took it out and was soon showing the potential of this new engine, with laps under 1:30, and set the
pace with 1:29.4. Clark's car was now fitted with another gearbox and he quickly went out and did 1:28.5, just to stop any complacency spreading
in the Ferrari pits, but even at that he had not extended the Lotus fully, especially on braking, so it was clear that when things started to get serious
all the works cars would have to be below 1:30 if they were to be in the hunt, and pole position on the grid was going to be under 1:28, and even
as low as 1:27.0. These sort of lap times were representing an average speed of over 235 kph, so that at those sort of speeds every tenth of a
second was going to count for a great distance between two cars.
Brabham tried his "bubble top" cockpit cover and found he was 4 seconds slower per lap because he could not see clearly enough under the trees
around the Lesmo corners. Any extra speed it gave him on the straights was cancelled out by the slower cornering, so it was soon discarded. With
the car in its normal form he did some crafty slip-streaming behind Amon in the new Ferrari and got himself a lap in 1:29.3, a long way off Clark's
time, but second fastest none the less.
Gurney was out with them and going well, as was Graham Hill, and by the end of the afternoon five cars were below 1:30, six below Parkes' fastest
practice lap of last year, and eleven were below the official lap record, which were encouraging results for a year of work and progress. Of these the
engines of the Ferrari, Lotus, Cooper and McLaren were new since last year, and the Weslake engine was exactly 12 months from when it first
appeared in public. Practice finished with the Eagle team starting on a major engine-changing session, Hulme's engine being repaired and Stewart's
BRM having a better engine installed.
Amon had caused a flutter in the Ferrari pit as the new engine suddenly stopped as he was passing the pits, but it was nothing more serious than a
shortage of petrol, Baghetti did not get a chance to drive the spare Lotus 49, Siffert's Cooper-Maserati had not arrived as the engine had broken a
camshaft while on the test-bed the day before, and de Adamich decided he did not want to drive Ligier's Cooper-Maserati after all. The signs were
that there was going to be some fast motoring during the second practice afternoon, when everyone got really worked up and began using each
other's slip-stream. Although the three training cars were in use, no lap times were given for them.
Next day Gurney had a new engine in his Eagle and his old one had been put into Scarfiotti's car, Hulme's engine was complete again, and Stewart
had a better engine in his BRM. The new Honda had been strengthened, Siffert's Cooper-Maserati had arrived, and Baghetti was ready to have a
drive in Lotus 49/1. The weather did not look too promising so those who were ready at 15.30 started lapping pretty quickly from the word go and
Brabham did some more slip-streaming and got in a lap at an incredible 1:28.8. Stewart's new engine was going really well and got him into the
under 1:30 group, and Hulme was there as well.
Qualifying time was 15% of the fastest time and Siffert soon managed this, which was very fortunate as it turned out later, and Baghetti found the
powerful Lotus 49 quite a handful, but managed all right. McLaren joined the elite by reason of some slip-streaming and Clark was preparing to try
some Goodyear tyres, as he did not like the way the Firestone tyres seemed reluctant to slide, although they were holding the road well. Practice
had only been going for a little over 30 minutes when the first spots of rain fell, and with the exception of Brabham and Scarfiotti everyone rushed
for shelter. It was just as well for the storm clouds got thicker and then the sky opened and the rain was bouncing two inches off the ground, and
hailstones began to fall. Torrential rain fell for nearly an hour, and even when it had stopped and people ventured out again the track was too wet
for any more record lap times and all the battling for grid positions was over.
The session was extended for 30 minutes, until 19.00, but it was no use, and no-one could approach 1:30, for under the trees at Lesmo it was still
damp and slippery. Clark did some comparative rests with Goodyear and Firestone tyres, but they were not really conclusive as road conditions
were changing all the time, but at least it kept the tyre people on their toes. As practice was ending Baghetti ran out of petrol in Lotus 49/1, which
meant a long wait for him until he was collected, but this satisfied Team Lotus that the fuel system was working properly and picking up the last
gallon from the tanks, so that they were able to do an accurate consumption check.
Also as practice ended the new Cooper-Maserati that Rindt was driving broke a drive-shaft universal and the wayward shaft smashed a rear brake
and hub carrier, which meant some late night work for the mechanics. The rain had made rather a nonsense of the starting grid, for Gurney, Amon
and Hill had a lot more to come, and Brabham and cLaren were on the front row with lap times they could not repeat without a slip-streaming
"tow" from a faster car. However, it did mean that there were five different makes of car on the first two rows, having little in common except the
3-litres capacity of the engine. The Cosworth engine has eight cylinders, four valves per cylinder, centre inlets and side exhausts; the Repco has
eight cylinders, two valves per cylinder, single ohc, vertical inlets and centre exhausts; the BRM has 12 cylinders, two valves per cylinder, vertical
inlets and side exhausts; the Ferrari has 12 cylinders, four valves per cylinder, side inlets and centre exhausts; and the Weslake has 12 cylinders,
four valves per cylinder, centre inlets and side exhausts; all of which shows a healthy competition among engine designers, and in the third row was
an H16-cylinder BRM.
Starting grid
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#10 Ludovico Scarfiotti (Eagle-Weslake V12) 1:30.80
#26 Jo Bonnier (Cooper-Maserati V12) 1:32.50
#32 Jacky Ickx (Cooper-Maserati V12) 1:33.00
#24 Giancarlo Baghetti (Lotus-Cosworth V8) 1:35.20
ROARING ENGINES - The entrants are forming the "dummy grid" with McLaren (front row),
Hulme (2nd row) and Surtees (3rd row) still missing.
The race
Sunday was warm and dry, with a haze keeping the full power of the sun away, and there was little space to spare in any of the grandstands and
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Sunday was warm and dry, with a haze keeping the full power of the sun away, and there was little space to spare in any of the grandstands and
everyone prepared for a fast and furious race, but no-one even contemplated that it would turn out the way it did. The race length was 68 laps of
the Monza road-circuit, and as the eighteen cars lined up on the "dummy grid" some hundred yards before the starting line there was a tension in
the air that said "this is going to be a fantastic start", with Amon, Gurney, Hulme, Stewart, Hill and Surtees all feeling they should have been on the
front row alongside Clark, while Brabham and McLaren were smiling quietly to themselves, at having out-smarted the others.
With three minutes to go there was a panic in the Cooper team when Rindt's battery failed to start the engine and mechanics flashed about the
place and installed a new one with 30 seconds to spare. The starter prepared to climb on to his rostrum with the Italian flag and back on the
"dummy grid" the drivers were given a 30 seconds sign. The normal procedure is that with 10 or 15 seconds to go an official gives a signal to the
driver on pole position to lead the field slowly forward to the proper grid, the cars in the front row keeping station and controlling things. The whole
field pauses on the grid proper, the flag is raised for five seconds and the start is given.
Something went wrong somewhere. At 25 seconds no signal had been given, there had been no drivers' briefing to say that anything out of the
ordinary would happen, and many of the drivers began to wonder if the "dummy grid" start was being used. As the 30 seconds were finished an
official raised and lowered, very gently, a green flag, meaning "move forward for the start", the starter unfurled the Italian flag and Clark began to
let in his clutch, but he was conscious that all around him engine revs were up at peak, ready for a racing start. As the green flag came down
Brabham left the "dummy grid " with smoking rear tyres, hotly pursued by McLaren and Gurney and the rest, depending on their reflexes and where
they had been looking.
Clark was still watching the starter and was half-way to the starting line before he joined the uncontrollable rush, by which time Brabham was well
beyond the starting line, still with spinning tyres and looking to right and left to see where everyone else was. Gurney swerved round the outside of
McLaren and Amon nearly hit the back of Clark's Lotus, and in the confusion put the clutch out and the Ferrari engine revs went sky high and there
must have been a bending of valves. The starter clearly did not believe all this and feebly raised and lowered the Italian flag as the cars on the middle
of the grid went by. Whether the organisers wanted it or not the race was on, and Brabham was off like a jack-rabbit. He was leading at Lesmo, but
round the back of the circuit Gurney went by into the lead, and Hill and Clark were hard behind them, while poor Amon found his engine would not
go above 9.400 rpm, whereas it should have gone to 10.800 rpm.
As the "naughty boys" screamed past at 240 kph at the end of the opening lap, in the order Gurney (Eagle), Brabham (Brabham), Hill (Lotus), Clark
(Lotus), McLaren (McLaren), Stewart (BRM), Hulme (Brabham) and Amon (Ferrari), the officials of the meeting still had their mouths open in
startled surprise. On the next lap Clark went by Brabham and Hill into second place, and Hill followed him through and took third place. On L3 Clark
shot by Gurney, and as he came up the straight from the Curva Parabolica he swerved the Lotus from right to left to stop Gurney getting in his
slip-stream. However the Weslake engine seemed capable of holding the Cosworth engine, the gap being the same on L4, but Hulme was now right
behind Brabham, in fifth place, and had dropped Stewart and the others behind.
At the end of L5 Clark's Lotus appeared on its own, then came Hill, Hulme, Brabham, Stewart, McLaren, Amon, Surtees, Scarfiotti, Rindt, Baghetti
and the others, Bonnier and Ligier bringing up the rear, but then Gurney's Eagle was seen coasting into the pits leaving a trail of oil from under the
engine. It had broken a connecting rod bolt and the car was wheeled away. While the oil was being mopped up the Eagle team suffered another
blow for Scarfiotti came coasting in with a dead engine, the scavenge pump housing having broken and damaged the timing gear badly.
CLOSE FORMATION - Having passed the early starter, Brabham, and left Gurney behind, retired
in the pits, the two Lotus 49s of Clarke and Hill pulled away. But soon both were overtaken by
the clever Hulme, who was able to increase his pace as the Team Lotus cars ran into handling
troubles.
At L6 Clark had a full second lead over Hill, but Hulme was gaining on the second Lotus, getting a
little way away from Brabham in the process. Then came Stewart, but one lap later he drew into
the pits, so that now there were two distinct groups; Clark, Hill, Hulme and Brabham out ahead,
and then McLaren, Amon, Surtees and Rindt. Although things looked straight forward enough all
was not well, for Clark's car was handling in an odd fashion and he was easing his pace very slightly
to that of the other three, and in the second group Amon's engine was still "off colour", and was
obviously going to stay that way; the new Honda was going well down the straights and could get
away from the Ferrari, but in the corners the fuel-injection was getting in a muddle and the
acceleration was being affected, and Rindt had crumpled the nose "spoiler" under braking and was
now plagued by "under-steer" at the wrong moments.
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Stewart lost a whole lap at the pits, having stopped to see if he had damaged his left rear Goodyear
after sliding the tail too far at Lesmo and hitting the guard-rail. It was marked but undamaged so he
rushed back into the race. With one thing and another the pace was not as fast as it might have
LESMOS - Clark drifting through the Lesmo
been, but it was fast all the same, the race average being just over 225 kph.
bends on his storming ride around the
Monza circuit. The testing done during the
Hulme had really got the bit between his teeth and passed Hill on lap 9, and the troubled Clark on previous days had him choose the tyres with
L10, but on the next lap Clark was back in front again, but something was obviously wrong more sliding potential.
somewhere. On L12 he had a shrewd idea what it was, and was hanging out of the cockpit looking
at his right rear tyre, and sure enough it was going flat, so it was no surprise when Hulme, Brabham
and Hill appeared on their own on L13, and Clark was seen going into the pits.
Some twelve seconds behind this group Surtees was keeping the Honda ahead of Amon's new
Ferrari, the McLaren-BRM V12, and Rindt's latest Cooper-Maserati, but he was not having an easy
time, and frequently the Ferrari was alongside the Japanese machine, much to the delight of the
crowd, and occasionally in front, which sent them into near pandemonium, even though the two
cars were only battling for fourth place.
Clark was in the pits for a very short time, while the rear wheel and tyre were changed, and he
accelerated up the pit road really hard, as the leading trio went by at full speed, now one whole lap
and a few hundred yards ahead of him, the two Brabhams leading Hill's Lotus. The battling
foursome for fourth place were barely in sight as Clark rejoined the race, so for anyone who had CURVA GRANDE - Hill is in front of the
not been paying attention the race pattern would have looked unchanged, but in actual fact Clark Brabham-repco duo on L17 after having
was now in 15th position, a lap and a bit behind the leaders, nearly a lap behind the second group, trailed them and seeing the lead shift
half a lap behind Baghetti, Siffert, Irwin and Spence, and almost in sight of Ickx, Bonnier and Ligier, between them over the past two laps.
the last two about to be lapped by the leaders.
As the leading trio went by the tail-enders on L16, Brabham nipped into the lead, but on the next
lap Hulme was back in front again and the lap after that as Ickx was lapped Hill took the lead. With
only 20 laps gone there had been five different leaders, and even now nothing was settled. Irwin
retired the Parnell-entered BRM 8301, when the drive to a metering unit broke, and it was reported
to the BRM pit that Stewart had thrown a piece of tread off a rear tyre, so he was flagged in. It
turned out to be a false report and he was quickly away, still in last place due to his earlier stop.
INJECTION TROUBLE - Surtees kept pace

with and diced Amon in the damaged Ferrari.
The leaders were lapping at around 1:30, but Clark was going much quicker and gaining on them rapidly, already being up to 11th place, after passing
Bonnier, Ligier and Ickx and having Irwin retire. At L21 he was right behind the leading trio, at L22 he was between Hulme and Brabham, and at L24
he was past Hulme and Hill, but unfortunately this let Hulme get into his slip-stream and the crafty New Zealander also went past Hill and back into
the lead of the race. Brabham was having difficulty staying with them now, for his throttles had stuck wide open momentarily and the engine
over-revved and lost its fine edge.
On L26 Clark set a new lap record, having a clear track ahead of him, going round in 1:28.5, whereas up to this point Hulme had held the fastest lap
with 1:28.9, which he had done on L5, just as Gurney spread oil everywhere, which had slowed the pace. Clark began to pull away rapidly from
Hulme and Hill, and caught Spence and Siffert, moving up two more places as he went past them. On L28 Hill retook the lead from Hulme, as
something was going wrong with the Repco engine, and on L30 Hulme was slowing visibly and drew into the pits on the next lap with an overheated
engine and most of the water gone, a head gasket having broken. This left Hill on his own, almost in the tail of Clark's slip-stream, and more than 10
Seconds in front of Brabbam, who was now noticing a drop in power due to the inadvertent over revving.
Clark was about to overtake Baghetti in the third Lotus, and when he did, on L33, he was in seventh place, with Hulme retiring. At half-distance, or
34 laps, the three Lotus 49s were in correct number order as they passed the pits, Clark 20, Hill 22, and Baghetti 24, the only thing wrong being that
they were not 1-2-3 in the race. Hill was leading Brabham by 17 seconds, and nearly a minute behind came the foursome still in a tight bunch, with
Surtees leading by inches.
Clark was encouraging Hill to great things, and "towing" him along two seconds a lap faster than Brabham was going, while Baghetti was also being
inspired and he kept the two Lotus champions in sight for quite a time. The battle for third place was as fierce as ever, with the Honda and the Ferrari
side-by-side, and the McLaren and Cooper-Maserati side-by-side right behind them. Clark drove on and on as hard as the Lotus would go, with Hill
following and benefiting from the slip-stream of the team-leader's Lotus, and the gap between them and Brabham continued to open out at two
seconds per lap.
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BE CAREFUL - Brabham signals to Clark, whom he has just overtaken on the inside of the
Parabolica , that one of the Lotus' rear tyres has a puncture.
INTACT TREADS - After having been called to the pits, after a false observation of a torn tread,
Stewart in car #34 never posed any threat and later retired with a blown engine.
At the back of the field Stewart had not been making much progress, though he was lapping as fast as Brabham, and had caught and passed Ickx,
in the older of the Cooper-Maseratis, but on his 46th lap Stewart's car gave a great "poof" of oil and smoke on out of the back of the engine, and
that was that. As if in sympathy the next lap, McLaren's V12 BRM engine broke two connecting rods and he stopped at the Lesmo end of the circuit,
and on the following lap Amon drew into the Ferrari pit with a defective nearside rear suspension, but nothing could be seen wrong so he rejoined
the race, having lost exactly a lap.
The battling foursome for third place had suddenly all fallen apart, and Surtees was left on his own, for though Rindt was keeping up with the Honda
he could not challenge it. At L50 Clark was still "towing" Hill and the gap between them and Brabham was now 55 seconds, with Surtees in third
place, some 15 seconds behind Brabham, and being no longer troubled by Amon's Ferrari he set about closing the gap. On L51 Siffert was
accelerating through the second bend of the Lesmo when the left rear tyre of his Cooper-Maserati suddenly went flat and this spun him into the
guard-rail and broke the wheel and crumpled all the exhaust pipes. He had just lapped Ickx in the second works Cooper-Maserati and the two cars
missed each other by inches. Baghetti's Cosworth V8 went "pop" and stopped, with a broken camshaft, and he coasted into the pits to retire also
at L51, and this gave Team Lotus and Keith Duckworth their first fears as to whether the other two engines would keep going.
Clark was showing no signs of easing up and on L53 he had Rindt's Cooper-Maserati in his sights, going past it on L54 and into fourth place, with the
Honda and the Brabbam coming into view. All that Graham Hill had to do was to follow in Clark's wake, having nearly a lap lead over Brabham and
Surtees, for after Clark had overtaken Rindt, Hill lapped the Cooper-Maserati. He had a comfortable and unassailable lead, though it was rather
over-shadowed by the second, third and fourth cars, which were just in front of him on the road. Slowly but surtely the Honda was catching the
Brabham, and very rapidly Clark's Lotus was catching both of them.
Amon had another stop to see if the left rear shock-absorber could be made to work, and this dropped him to the end of the depleted field behind
Ickx. On L59 everything seemed to happen, for Clark had his sights on the Honda, but behind him poor Graham Hill's engine had gone bang in a big
way, and it was Brabham who led, though he had to complete one more lap before he actually passed the stricken Lotus which bad coasted into
the pits. The Cosworth V8 was well and truly wrecked and it was hardly worth trying to see what had broken, but Clark kept the Team Lotus flag
flying by going past the Honda into second place as if the Japanese car was stopping, but Surtees used the Lotus slipstream to pull him along even
closer to Brabham, whom Clark was about to devour.
All this had been very confusing for the positions on the road were Brabham, Surtees, Clark, Hill at the time Lotus 49/3 blew up, with Hill leading the
race by nearly a complete lap over the other three, so that they had to run the whole of their 59th lap before they took the lead, during which time
Hill was in the pits, having not quite completed his 59th lap. Brabham was just leading at the end of L60, but Clark was closing on him rapidly, and
as they disappeared towards the Curva Grande the Clark/Lotus fans (and there were a lot of us) stood up and cheered when the Lotus went by
into the lead, having made up a whole lap on the Brabham.
To lose the lead through a puncture, stop and change the wheel, and then to fight back into the
lead, admittedly with the help of the misfortune of his team-mate, was the sort of thing that
puts Clark into the Nuvolari, Fangio, Moss category of really great drivers. But it was not yet
over, and with two broken Cosworth V8 engines in the pits Team Lotus had their fingers
crossed. With Brabham in sight Surtees was doing all he knew with the Honda, and it was good
to see him really working again and fighting every inch of the way; for so many races now he
has had to drag along disconsolately with a bad chassis that did not do justice to his ability. After
60 laps the three leading cars were nose-to-tail for though the Lotus had rushed by into the
lead, Brabham had put his car smartly into the slip-stream and been sucked along.
By L65 Clark had managed to shake off Brabham and this gave Surtees his chance and he
forced his way by into second place, and as the three ears ended their 65th lap the electric
7 of 12 16/03/2011 9:46 AM
forced his way by into second place, and as the three ears ended their 65th lap the electric POWER SURGE - With eight laps to go Surtees
scoreboard indicated that 3.2 seconds covered the distance between the first and third cars. At has been helped by Clarke's slip-stream to get
the end of the next lap it was 3.3 seconds, and it looked as though stale-mate had been in contact with P2 Brabham. And at minus three
reached, with the advantage to Clark, but as they started the last lap the overall gap was only laps he passes the Aussie using the extra grunt
1.8 seconds and Clark's Lotus was in obvious trouble. of the V12 Honda to a maximum
The three cars went into the 265 kph Curva Grande one behind the other and suddenly Clark's
engine cut out, which caused the car to twitch sideways. This made Surtees and Brabham do a
quick dodge round the Lotus, demonstrating why Grand Prix stars are supermen, for most
drivers would have had an accident at that speed, and the commentator at Lesmo nearly hid an
apoplectic fit as Surtees went by in the lead, with half a lap to go. The Lotus fuel supply had dried
up and poor Clark's Lotus was hiccoughing along now in third place, while the two most rugged
and unforgiving drivers in Grand Prix racing were one behind the other-down the back straight at
over 290 kph, heading for the last corner of this momentous race.
Surtees was leading but knew that Brabham might be able to out brake him into the Parabolica
right-hand corner and his first instinct was to keep to the right and hug the inside of the bend so
that Brabham would have to go round the outside, and he would not have sufficient surplus of
power to do that. But even better was the fact that across the corner was a trail of cement dust
put down to soak up the oil that Hill had dropped. Any line through the corner had to cross this
dust, and if you crossed it with the brakes still on, or with too much speed you would be certain
to slide out wide into the gravel.
Surtees kept well over to the left as he came down the straight, so that Brabham had only two FINAL DRAFT - After having cleverly out-driven
choices, either to follow the Honda through the corner with little hope of out accelerating it to Brabham in the last right-hand Parabolica turn
the finish,- or to go by on the right under braking and hope to take the lead and hold it as they Surtees sprints for the finish-line. Brabham
went into the corner. slip-streams and manages to get his front
wheels at a level with the rear wheels of the
white Honda, but Surtees is the winner.
Luck was on the side of Suttees, for Brabham took the second choice and went by on the right
as they both stood on their brake pedals, and sure enough he hit the cement dust going a little
too fast and the car slid to the -outside of the bend, by which time Surtees had pulled the Honda
across behind the Brabham, dived to the inside and was leading as they entered the final
straight, but Brabham was right behind him and as they raced for the finish the Australian pulled
out of the Honda slip stream and got almost alongside as Surtees got the chequered flag of
victory. Phew!
The crowd went wild and swarmed on to the track as Clark coasted over the line in third place,
his fuel tanks appearing to be empty. Rindt was fourth, Spence fifth, Ickx sixth and Amon
seventh. While one section of the milling throng overwhelmed Clark another section nearly tore
Surtees to pieces in their enthusiasm, for he is still the idol of the Italian sporting world, even if
he does drive a Japanese car.
When the tumult and the shouting died down, which was nearly two hours later, the Lotus
mechanics filled the tanks on Clark's car and found that there still had been 11 liters left in them,
so he had not run out of petrol due to a miscalculation as was supposed, but the pumps had
failed to pick up the last liters, even though they were working all right. On Baghetti's car in
practice the fuel system had worked down to the last pint of petrol, on Clark's car with an
identical fuel system the pumps had dried up with 11 liters still in the tanks. The perversity of
things mechanical.
SURPRISE - before the race nobody expected

Honda to win.
HOODED - Jack Brabham tries the all-covering

canopy with no success
8 of 12 16/03/2011 9:46 AM
DRAMA - "The closest run thing you ever saw". Both John Surtees And Jack Brabham are leaning
forward in the cockpits trying to squeeze every available horsepower out of their engines.
HOLY SMOKE - Hulmes Repco engine is

overheated
UNNOTICED - Before the race Surtees didn't get

as much attention as the green cars
BALANCE - Denny Hulme in a beautiful four-wheel drift in the nimble Brabham-Repco BT24. The
photograph must have been taken from high above the Parabolica 180-degree bend. A lot of
spectators climbed into the advertisment signs to get a perfect view of the race.
ITALIAN - Baghetti in the Lesmos driving the

number three Lotus 49
REGULAR - Following his outstanding performance at the Nürburgring in a Formula two car,
Jacky Ickx was entered as a proper works-driver in a Cooper-Maserati
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ICKX - The Cooper-Maserati at full throttle through the cement dust clouds out of Parabolica
GURNEY - The low-weight Eagle perfomed well at Monza for a few laps, and retired with an oil
leak
ENZO'S FAVORITE - The only man capable of driving the Ferrari is Chris Amon, according to the
Commendatore
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PRACTICE - Amon leaving the pit-lane during practice. His engine was badly damaged during the
frantic scenes of the start
MORAL WINNER - A truely astonishing performance not seen since the days of Nuvolari, Fangio
or Moss. Clark went from P1 into the pits for a new rear tyre, back into the race one lap down,
ragained the lead and ran out of fuel with half a lap to go.
AMERICAN BRM - Bruce McLaren is an ingenious man. The coming together of his Eagle-like
chassis and the new BRM V12 seems to work fine
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MCLAREN - New Zealander in Italian racing colours at Monza
Result
Championship Table After Monza
P4 Jochen Rindt Cooper-Maserati V12
P6 Jacky Ickx Cooper-Maserati V12
1 point - Jacky Ickx
Go to the next GP at Watkins Glen 1st october 1967
12 of 12 16/03/2011 9:46 AM
Watkins Glen Formula 1 - 1967 http://www.intothered.dk/1967season/67season_watglen.html
United States GP - October 1st 1967
Watkins Glen - 108 laps

Practice
For the seventh time the Grand Prix of the United States was run on the 3.7-kilometre Watkins Glen circuit. With no starting money but a prize
money pool of over 103.000 dollars, paying 20.000 dollars first place and 2.800 dollars last place, all expenses for the round trip from Europe being
paid by the organisers, this year's race had a first-class field.
The Brabham Racing Organisation had their usual cars for Brabham and Hulme, nothing more than race preparation having been done since they left
Italy. John Surtees had the Honda with which he won in Italy. Both front cantilever wishbones were much stronger after the buckling which
happened in practice at Monza. The engine had been back to Japan to see if the injection unit could be sorted out to give better carburation on
pick-up out of corners.
Coopers had the two 1967 cars for Rindt and Ickx. The older of the two cars was fitted with a 36-valve Maserati engine, while the other car had the
36-valve engine but now fitted with 36 plugs. On the normal 24-plug engine the plugs are in pairs on the outside of the vee and on the 36-plug
engine an extra plug for each cylinder is on the inside of the vee. The extra distributor is on the enlarged metering unit plate at the back of the
engine and is driven from the camshaft by the same toothed belt that drives the metering unit. The explanation for the extra plug is that the pistons
were only firing on one side. A successful engine designer who was looking at the engine commented that if you need more than one plug per
cylinder there is something very wrong with the design. The fuel pumps on both cars have been moved into the airstream on the front of the engine
and are driven by the same belt that drives the front right distributor.
UNITED STATES - At the south-shore of Lake Seneca near Syracuse in New York state lies the
splendid sprint circuit Watkins Glen.
Team Lotus had their three Lotus-Cosworths for Clark, Hill and the Mexican driver, Moisés Solana. Except for bringing Clark's car's suspension
mounting points back into line with the other two cars, nothing had been done to the chassis. On the engine side all three had been damaged at
Monza and they were all rebuilt.
There were the H16 BRMs for Stewart, Spence and Irwin. The last named, although being worked on and run with the two works cars, was officially
entered by Parnell Racing. For Stewart there was the lighter 1151 car, while the other two were 8302 and 8303, all using normal H16 engines.
Ferrari brought two cars for Amon, both with the latest 48-valve engines and the latest chassis, 0007, was numbered as the race car, with an old
chassis, 003, for the spare. This 003 chassis was fitted with 0005 number for carnet purposes and was used as the training car.
The Anglo-American Racers team were originally to enter two cars but after the damage to both engines in the opening laps at Monza it was
decided to enter only Gurney in the lighter 104 chassis. The only major difference on the Eagle was a new ZF-type differential. McLaren had his
McLaren-BRM V12, the engine all welded up and rebuilt, and the McLaren team were very confident the car would go well. The whole team were
very happy and buoyant, no doubt the three CanAm victories and the large prize money connected with this making some small contribution to the
team atmosphere.
Siffert was driving the Walker/Durlacher Cooper-Maserati, while Bonnier had his own Cooper-Maserati. Ligier was driving his ex- Hulme Brabham-
Repco, while the final car was for Beltoise, a Matra-Cosworth FVA Formula Two. This car was weighted with lead and had extra large fuel tanks, and
was invited to get the American public used to a new name which should be here next year with a Formula One car.
Practice was on Friday and Saturday afternoons for four hours each day. The times from the
previous year, which were the target for this year, were Surtees' fastest race lap of 1:09.67
(191,27 kph) and Brabham's practice lap of 1:08.42 (194,84 kph).
1 of 7 16/03/2011 9:46 AM
At this time of the year in upper New York State the weather can be warm summer or distinctly
winter, and this year practice started under the winter heading. A front stationary over the whole
area closed airports with low cloud, mist and rain. This caused some of the last-minute arrivals
from Europe to get stranded in New York City for the night and make long, roundabout journeys
to the Glen. At 14.00 as practice started the weather was still bad and visibility ranged from
twenty meters to 500 meters as the low cloud swirled over and poured off the hill on which the
circuit is situated and into the valley and over Lake Seneca.
McLaren and Amon were the first out and they felt their way round very slowly. Ligier, Bonnier,
Siffert, Clark and Surtees all went out in the first hour and for some time Bonnier was quickest
as he roared through the swirling mist, but Surtees completed the first hour with a time of 1:22.
During the second hour the rain stopped but the mist persisted and both Brabhams and the
Gurney stayed well away.
Ickx came out with the older Cooper, while the other with the 36-plug engine was found to have
a bad water leak at the front of the engine just behind the bulkhead. This entailed half removing
the engine to get at the leak and kept the car away from practice. BRMs also kept away while
the weather was at its worst and came out as conditions improved during the third hour.
Brabham appeared as conditions improved but on his first lap a valve broke and damaged the
engine, so the car was wheeled away to have the spare, an "old banger", fitted until the engine MORE COMPLICATED - But also less efficient.
in transit from London arrived in the early hours of race day. The new Maserati engine has 36 spark plugs.
Two of the distributors are at the front of the
Rindt, unable to drive his own car, put his number on Ickx's car and did a few laps' practice, engine and the third is at the rear.
getting down to just under 1:10 before a rod broke, giving the Cooper mechanics another
22-hour engine change. Clark was trying both his own car and the one Solana was to use. In the
latter he first got under 1:10 as it felt better on the drying track than his own car. However,
before the day was finished Clark was the only driver to get down into the 1:06 bracket and Hill
was the only driver to get down into the 1:07 bracket, proving once again the performance of
the Lotus-Cosworth.
Siffert stopped with suspected transmission troubles but these proved to be only an unbalanced
wheel. Solana didn't get a drive on the first day, as is becoming the custom for the third Lotus
driver. The Honda, which finished up with a time of 1:08.65, was misfiring badly and came on to
12 cylinders only for short bursts. When the Japanese mechanics got the car back to the
technical centre they stripped the complicated fuel injection system, cleaned it and rerouted
some of the pipes.
Saturday was fine with a few threatening clouds which never materialised. All except Lotus and
Matra were out when practice started at mid-day. BRM had some ultra wide wheels to take a
Goodyear GT tyre with little tread on the 12 inches of width that came in contact with the road.
These particular tyres are being used on the winning McLarens in the Group 7 racing and have
2-inch spacers in the mould to get the extra width. This causes two small shoulders round the
centre of the tyre which need scrubbing off before the best adhesion is obtained. After several OPENED UP - The bottom of the BRM V12
laps Stewart changed the fronts back to conventional tyres, then he changed the rears, and engine was opened for the first time for
decided he preferred the handling of the normal tyres. inspection after McLaren had over-revved i
practice. The water pipe in the lower channel
Rindt had out the 36-plug Cooper but was not very happy as the brakes were playing up and he under the monocoque is the one that was
did not like this at all, so after some time bleeding and adjusting he handed the new car over to damaged by a kerb an eventually put McLaren
Ickx and went out in the older car, which he threw around with his usual verve. out of the race.
Gurney was not very happy with his engine and when he was on the back straight the whole of
the engine tightened up when the scavenge pump broke. McLaren was not having a very happy
day as the new limited slip differential was playing up. On one part of the circuit there are a
series of bumps which make the rear wheels lift and as they do the differential momentarily
freewheels, which, with the engine near peak revs, could be disastrous.
After spending a lot of time in the garage McLaren rushed out in the last few minutes of practice
and was unable to lift off quickly enough to get the revs down when it bounced without being
cured. Although nothing came through the side of the engine, 12.000+ revs did not do it any
good.
Clark led the burst of speed in the last half of practice by going out and getting a time of
1:06.07, the first lap at over 200 kph and one full second faster than his nearest rival. Then with
tanks full he put in a time for himself of 1:06.09. Solana was allowed out in the third Lotus now
that Clark would not need it, and to every-one's surprise, including his own, he got down to
1:07.88, seventh fastest overall in only nine laps of practice, which either says a lot for his
improvement since last year or that the Lotus is an easier car to drive than it looks.
LISTENERS - As air from a compression bottle is

put into the cylinders of the BRM V12 engine
with the valves closed, the McLaren mechanics
listen for leaks at the inlet and exhaust ports
after the engine had been over-revved
Brabham, Amon and Gurney, before his engine broke, all got under 1:07. Then Hill went out for his final few laps and thoroughly shook everyone by
getting down to Clark's time, then getting a bit faster and finally clipping a half-second off the best time to give himself pole position and the 1.000
2 of 7 16/03/2011 9:46 AM
getting down to Clark's time, then getting a bit faster and finally clipping a half-second off the best time to give himself pole position and the 1.000
dollar prize with a time of 1:05.48 (203,501 kph).
This concluded practice and four teams were working hard at their engines Gurney and McLaren to see what damage had been done; Brabham
removing the old engine and hoping the other would arrive in time; Surtees had a metering unit break in the last run and this could have been the
trouble all along, so the mechanics were to attempt to take off the metering unit from the spare engine and fit it.
While this work was getting under way the largest crowd of campers ever to congregate at Watkins Glen started to barbecue their evening meals
and the police were forced to close the gates as there was no more room to pitch tents
Starting grid
#5 Jim Clark (Lotus-CosworthV8) 1:06.07
#18 Moisés Solana (Lotus-Cosworth V8) 1:07.88
#21 Jacky Ickx (Cooper-Maserati V12) 1:09.94
#22 Jean Pierre Beltoise (Matra-Cosworth FVA) 1:12.05
3 of 7 16/03/2011 9:46 AM
ALMOST THERE - Lined up in pairs the drivers are ready for the green flag.
The race
Race morning was fine and a huge crowd and long traffic jams began to develop. The Brabham engine had arrived and was fitted, Gurney had
replaced the scavenge pump, Honda had managed to fit the injection unit from one engine to the other, and McLaren found the engine to be
runnable but changed the differential unit. These four cars went out and used a portion of the track to see how the engines were running.
After the usual preliminaries the cars all did a warming-up lap and then they assembled on the dummy grid for the 108 lap race. At 14.00 precisely
the flag dropped and the Lotuses of Hill and Clark shot into the lead. As they completed the first lap Hill led from Clark and Gurney. Then, still very
close, Brabham, Amon, Hulme, McLaren, Stewart, Siffert, Rindt, Surtees, Solana, Spence, Irwin, Ickx, Bonnier, with Ligier and Beltoise bringing up
the rear.
On the next lap Hill was firmly in first place but Gurney had got by Clark and was going very well. On the second lap it was a repeat of the first,
except that Surtees passed Rindt to gain one place. L3 brought the first pit stop when Ickx pulled in with steam pouring from the breather, but after
losing almost a lap the young Belgian was on his way. Solana completed his third lap and then vanished for some 40 laps. The Lotus-Cosworth had
stopped on the circuit with a dead engine. Two mechanics went out to the car and prodded at the electrics until it suddenly burst into life. When
Solana reappeared on the lap chart the race was almost half run and Chapman pulled him in as he would have been disqualified for receiving
attention outside the pit area.
The leaders were pressing on at a hot pace. As Gurney overtaken Clark on L2 he began to
push Hill. Amon was fifth once more, just behind Brabham. Hulme challenged the Ferrari and
was soon by into fifth place; then next lap he was ahead of Brabham. It took Hulme three
laps to establish his lead over Brabham and not before losing the place for one more lap.
Then Amon got into his stride and found that with his extra horse-power he could get by up
the hill. So on the L10 Amon passed Brabham and fixed his sights on Hulme. Gurney's second
place did not last long for on L8 Clark got by and then the two Lotus 49s were running in
close company, with the rest hanging on.
Surtees, whose 11th place on the grid was due to poor carburation, found things running
much better. He moved forward lap by lap until by L10 he was right on Brabham's tail. On the
next lap he was past into sixth place, which he held for only two laps before the engine
started to cause trouble. A 45-second pit stop made no difference and two laps later he again
stopped at the pits, where it was discovered that a non-return valve was not working as it
had a piece of rubber stuck under the valve. The rubber had obviously broken away from the
inside of the fuel bags, and when removed Surtees rejoined some laps down and started
charging through the field.
McLaren's was one of the cars passed by Surtees and it was obvious that the BRM was not in
full tune, but he was not going to lose much. Unfortunately McLaren slid on oil just by the pits
and ran over a low curb. The curb was not low enough, however, and caught the water pipe
which runs under the length of the car, and McLaren subsequently lost four places.
LEADERS - Graham Hill (Lotus-Cosworth) led the
Three laps later, with no water left, McLaren retired, leaving 16 cars. Amon went on pushing opening laps at Watkins Glen from Dan Gurney
(Eagle-Weslake), Jim Clark (Lotus-Cosworth)
4 of 7 16/03/2011 9:46 AM
Three laps later, with no water left, McLaren retired, leaving 16 cars. Amon went on pushing
Hulme until on L16 he was up into fourth place behind Gurney. Gurney now seemed to be (Eagle-Weslake), Jim Clark (Lotus-Cosworth)
having difficulties for he was unable to stop Amon passing him on L21, and after completing and Jack Brabham (Repco-Brabham). The
24 laps he came into the pits where it was found that the pin which holds the lower wishbone lightbox on a tripod in the background is part of
to the upright had broken and this had been causing bad bump steering. the new electronic timing gear in use this year.
Hulme had lost 500 revs and for many laps he had difficulty trying to hold his lap times. The
situation at L18 had been Hill and Clark nose to tail, then a one-second gap to Gurney and
Amon, 4.5 seconds behind the leader came Hulme who was 2 seconds ahead of Brabham.
Then there came a big gap of 20 seconds to a trio of Siffert, Stewart and Rindt, with Spence
five more seconds down and Irwin and Bonnier about to be lapped. All the rest were more
than a lap down.
Stewart's BRM was beginning to lose its brakes and for some time it had been smoking badly.
On L25 he came into the pits with grass and small bushes up the radiator inlet and stuck in
the suspension, results of running off at the end of the straight and almost reaching the trees.
After a quick clean-out and a look at the brakes Stewart was out again, one from last.
Amon had now closed on the two Lotus-Cosworths and the trio were running in a tight bunch
until they lapped Bonnier, who, after the two Lotuses had passed, chopped back, very nearly STRUGGLING - Gurney and Hulme were both
putting Amon on the grass. This let the Lotuses open up a four-second gap which the Ferrari Struggling to keep their times up. Gurney's car
driver was never able to get back. was suffering from bump steer due to a broken
lower link pin while Hulme lost 500 revs., which
Ickx was still plodding on in last place, blowing steam most of the time, and after a lot of pit only came back during the dying stages of the
stops he finally retired with burnt pistons. Earlier Rindt had gone out with the same trouble. race.
Spence had his BRM up to eighth place at one time but it was never over-quick and when
Rindt retired from seventh place, Spence stepped into this place. Then two laps later a rod
broke in the H16 engine and he too retired.
Next to retire, with identical trouble, was Irwin in another H16 BRM. He cut his engine and
coasted on to the grass when he heard a very expensive noise from the back. Ligier, who had
been in the tail of the field from the start, retired on L44 with a broken camshaft.
Things began to settle down now. Clark passed Hill as the clutch began to play up on the then
leading Lotus; Amon, who was still trying desperately to catch the Lotuses, was being baulked
by Surtees who was four laps down but was once again going well and had passed Amon.
Some laps later, the Honda's engine began to miss when an exhaust pipe fractured,
overheating the metering unit, and Amon was away again on his own.
At last he began to make an impression on Hill who was dropping hack from Clark. On L65 FERRARI SANDWICH - Chris Amon (Ferrari) is
Amon came round the sharp corner by the pits and found Hill trying to get into gear, and as sandwiched between Brabham and Hulme. This
the Ferrari swept by the Lotus driver found a cog and went off in pursuit. is a position Amon suffered several times this
year, but the Brabhams could not hold the extra
In fifth place Brabham was losing ground and having cornering difficulties, so eventually he power of the Ferrari this time.
came into the pit to see what was wrong. The left rear tyre had a slow puncture and when
this was changed the front left was also changed as this was badly worn due to having the
extra load thrown on to it.
As Brabham regained the field so Stewart retired with a broken metering belt after having
again almost reached the woods at the end of the long straight. Bonnier made a pit stop
when he found the Cooper-Maserati handling badly, and it was found that the wheel centre
was breaking up. As this was changed Beltoise went by, so when Bonnier rejoined the race he
was in last position.
Hill managed to get the hang of his trouble and caught and passed Amon who, unbeknown to
his team, was watching the oil pressure needle getting lower and lower each lap. On L84 Hill
again got stuck out of gear and the Ferrari again went by while Hill was struggling to get it
engaged. This time he was so far behind it looked as if he would have to be satisfied with third
place. BREAKAGE - Jim Clark won the US Grand Prix
with one rear wheel leaning in at a crazy angle.
Surtees made two pit stops to have water poured over the metering unit to cool this off. On
the second occasion there was not enough power in the battery to re-start as the alternator
had not been functioning properly. This looked like the last incident in a fairly exciting race but
it was not. Amon, 24 seconds behind Clark, suddenly went missing. Two cars going by the
pits gave Ferrari thumbs-up signs but it was only after the race that they knew Amon had
blown up the engine through lack of oil just 12 laps from the end.
Now it was one healthy Lotus 49 followed by one sick Lotus 49 in first and second places.
The last laps ticked by, then halfway round L106, the top link of the right-hand rear
suspension of Clark's car broke at the inner weld and the wheel fell in at an extreme angle.
Fortunately the next corner was a right-hander and going round it Clark looked back to
examine the damage. By driving slowly round left-handers, he reached the pits where
Chapman and his team were anxiously looking at their watches. When the pits and the crowd
saw what was wrong it became obvious that the first position was vulnerable.
DETERMINATION - Although gurney was able to

shoot past Clark on the opening lap he fell abck
due to mechanical failure. And Even Hill who led
confidently from pole position had to let go later
on in the race.
5 of 7 16/03/2011 9:46 AM
Hill's sick Lotus was 45 seconds behind when Clark began those last two slow laps. He almost halved the gap in one lap and when Clark reached the
chequered flag the two Lotuses were only six seconds apart. So Lotus got their "one-two" win which would have gone to Amon if he had kept going
for he would have had only 24 seconds to make up.
Hulme was third one lap down, with Siffert fourth two laps down. Then four laps behind the winner was Brabham and the only other two running
were Bonnier and Beltoise running in that order (Bonnier passed the Frenchman two laps from the end) seven laps down. The huge crowd burst
over the fences before the cars were in the pits, as in fact certain spectators had dodged the "law" to get to the edge of the track to photograph
during the race. This danger to ordinary members of the public is very real when they don't realise the dangers, and it is hoped that some of the
considerable profits made at the meeting will go back in the form of fences and banks.
The United States Grand Prix was as well run as ever and it could be said that Chapman and Duckworth had designed their cars to win a 108-lap
race for they certainly wouldn't have won if the race had been 120 laps. Luck or brilliant designing?
SAVED - Irwin coasted his H16 BRM onto the

grass after he heard a "very expensive noise"
from his engine. Here Bonnier is about to be
lapped by Jim Clark as they pass the stranded
car.
FINISHER - Although four laps down at the end

Bonnier finished in the points. Siffert in the
Durlacher-prepared Cooper-Maserati managed
to fall only two laps behind the winner.
MAIN CONTENDERS - If Amon had been able to keep the oil pressure in his high-power 48 valve BETTER - Surtees retired with engine trouble but
engine he would surely have won the race. Clark fractured the rear suspension and lost 40 is running as a solid fifth in the World
seconds over the last two laps, and Hill was easily left behind struggling with his gear linkage. Championship table. This time the fuel metering
Note the spectators, who have crossed the flimsy fences in order to get good photo unit ran hot and the battery was flattened
opportunities.
Result
Championship Table After Watkins Glen
P2 Graham Hill Lotus-Cosworth V8
P4 Jo Siffert Cooper-Maserati V12
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Fastest Lap - Graham Hill 1:06.00
3 points - Joseph Siffert
Go to the last GP in Mexico City 22nd october 1967
7 of 7 16/03/2011 9:46 AM
Mexico City Formula 1 - 1967 http://www.intothered.dk/1967season/67season_mexico.html
Mexican GP - October 22nd 1967
Mexico City Raceway - 68 laps

Practice
Twenty entries were invited for this year's Mexican Grand Prix, which took place at the same time as the Mini-Olympics. Of the 20, 19 were all ready
for the first four-hour practice session on Friday afternoon, the one missing car being the Cooper down to be driven by Rindt. This was withdrawn
due to a haggle over starting money which the Austrian driver demanded but no-one thought worth paying.
BRM had the three cars that they used at Watkins Glen. The two engines which broke rods had been back to England for a rebuild and the one in
Stewart's car was changed as a precaution. The new works V12 which was expected to run in Mexico for the first time had teething troubles when
tested recently at Goodwood and failed to materialise.
Lotus had three cars for Clark, Hill and Solana, and again there was little change. One engine had been sent home for an overhaul, and on Hill's car
the USA race clutch problem had been diagnosed as a bent withdrawal bracket which reduced the length of operating arm travel. Mechanics had
strengthened the small sub-frame on to which the rear suspension is attached, but Chapman brought over two sets of much more strongly
constructed frames for Clark and Hill.
One of the problems at the altitude of Mexico City is that fuel vaporises at a lower temperature and therefore causes vapour locks. Cosworth had a
simple fuel cooling system by-passing the surplus fuel from the metering unit back to the pick-up tank via the inlet manifold. and is the coolest part of
the car. This cooling system has been on the car since it appeared in Holland but this is the first time it has been of real value.
Ferrari had the same two cars for Amon and Jonathan Williams, who was being given his first
Formula One drive, after the team's fairly successful Group 7 run in the CanAm race at
Laguna Seca. Both F1 engines had been back to Modena for an overhaul and team manager
Franco Lini was frantically trying to extract them from the customs on the night before
practice.
Both Brabhams were unaltered, one engine being out from England, the other having had a
rebuild by the mechanics on the spot. Coopers had only one car, this being the older 1967
chassis used by Rindt at Watkins Glen. The engines had been back to Modena and Maserati
recommended using the 36-plug, 36-valve version, so the mechanics had to find homes for
all the coils etc. on the older chassis. Rodriguez was hobbling round on a stick, his face more
pinched than usual, but he felt that when sitting in the cockpit he would be able to cope.
Dan Gurney had his Eagle 104 with new rear uprights to stop the repetition of the trouble at
Watkins Glen. One engine was sent home for overhaul and another returned, indicating that
there are now three serviceable Gurney-Weslake V12s. Each time the team has reached this
situation one or more engines are disintegrated in a big way.
The Honda V12 was unaltered as far as the chassis was concerned, it being the same as at STRENGTHENED - On Solana's Lotus-Cosworth
Monza, but the engine had several modifications to try to overcome the poor fuel injection. A V8 a bar was linked across the back to spread
new metering unit had been fitted and the fuel system overhauled to include extra filters. the load taken by the top link mounting points.
McLaren's car was unaltered and the BRM V12 engine, when it arrived back at Bourne, was
found to have only a slightly bent valve. Beltoise had the F2 Matra which he ran in the US
Grand Prix. This was unaltered and was hoped to be more competitive as the altitude would
have less effect on a 4-cylinder engine than the multi-cylinder units.
The last four entries were the private owners: Siffert, in the Walker/-Durlacher Cooper-
Maserati which went exceptionally well in the US Grand Prix; Bonnier in his own Cooper-
Maserati, now beginning to look rather tatty; Ligier in his Brabham-Repco fitted with his spare
engine (the other being badly damaged at Watkins Glen); and last was Mike Fisher, who
drove the ex-Graham Hill Lotus 33-BRM V8 at Mosport in the Canadian Grand Prix, and with
a club event since, was driving this car for the third time.
Practice started 20 minutes late. Fisher was late getting started as some gearbox parts only
arrived as practice began. Solana's Lotus was found to have bearing trouble in its Cosworth
V8 engine and so mechanics started fitting the spare engine as practice began, while Ferrari
had prepared Amon's car but still had two hours' work to do on Williams' car.
FUNNY - This drastic operation was carried out

by Ligier's mechanics after he had run out of
fuel. This caused much mirth among the F1
mechanics from other teams.
First away were McLaren, Brabham, Hulme, Gurney, Clark and Surtees. After a few laps they were all in with mixture or overheating problems.
Amon complained about something breaking at the back end, but nothing was at first visible and it took some time to discover a fault in the
gearbox, which was then changed. Clark's Lotus was the first car to show its pace and he was very quickly down to 1:51, with Brabham a second
behind. This was well inside last year's record by Ginther in the Honda of 1:53.75 (158.24 kph).
Practice had only been going about an hour when the annual dog stories started. Spence said two were rushing around on the other side of the
1 of 7 16/03/2011 9:47 AM
Practice had only been going about an hour when the annual dog stories started. Spence said two were rushing around on the other side of the
circuit and, even while he was talking, one appeared on the track in front of the pits, which had Beltoise avoiding on to the grass. Most of the drivers
were complaining about the slipperiness of the circuit, which was not so much due to an oiling in the opening laps, but to a film of dust due to lack of
use.
Solana was given the chance of practising in Clark's car and the team pulled him in after only a few laps when his time was down to 1:52.86. When
the second Ferrari was ready it had Amon's number put on and Williams didn't get a chance to practise as it was taking a long time to get Amon's
car repaired. Surtees was a lot happier with the Honda engine, but it was boiling hard, so a larger radiator was fitted. McLaren was having very few
problems, for the mixture cam fitted back at Bourne was right.
However, Gurney was not getting the right mixture for a long time and then he found that for no apparent reason the car was oversteering very
badly and he likes a car that understeers slightly. Many laps were put in trying to sort out this problem with tyre pressures and suspension angles
being altered, so he never had a real "go". Hulme closed up on Clark's time, which was now down to 1:50, and as the temperature was dropping
towards 17.00, so the times were decreasing.
Spence had a connecting-rod break on his BRM and the team's only spare engine had to be fitted. This meant that Stewart had to be careful if he
wanted to start and the whole team relaxed. Brabham came by the pits and his engine blew up in a cloud of smoke, so when the car was pushed in
work began on fitting a new engine. Clark bettered his time, coming down to 1:49.80, and almost immediately Hulme clipped off 0.01 second. It
was now that Clark stated that in the last minutes he would drop the times into the 1:48 bracket, and 10 min. from the end of practice he did just
that, with a time of 1:48.97. Hulme and Clark were the only two under 1:50 on this first day, although Gurney, Hill and Brabham were not far off.
Second practice was much cooler, with haze keeping the temperature down. Williams and Rodriguez were off immediately the track was open. After
a few laps Williams came slowly into the pits with the glass-fibre nose of his car damaged. He had been concentrating on where the track went
instead of the handling of the Ferrari and had hit a marker tyre. Overnight there had been a stir around in Team Lotus for Clark's usual car, 49/2,
was numbered for Solana and Clark was driving the first car, 49/1 with the new engine. Hill's 49/3 was smoking badly and an oil pipe was found to
be fractured.
Brabham had fitted larger extractors behind the radiator and one BRM had its nose cut back to the radiator. Amon had stopped without fuel at the
hairpin and when the car was got back to the pits it was discovered that fuel was escaping from the fuel pump, and another was fitted. In the first
two hours only Clark managed to get under 1:50 and it became obvious that most teams were waiting for the last and cooler hours. Surtees was
trying very hard. His engine was on all 12 cylinders down the straight but the pick-up from the corners was still suspect and was losing him at least
a second a lap.
Brabham and Hulme both did a few laps but nothing serious until the last hour; then they both got down into the 1:49 time, with Brabham slightly
the faster. Clark went out to put in some fast ones and got down to 1:47.56 (167.44 kph) with a bad pick-up out of the hairpin, so his next lap
should have been quicker but he passed Hulme near the pits and lifted off before doing a predicted 1:46 to stop pulling the Brabham higher up the
starting grid.
As Clark sat on the pit counter in the last 10 minutes Hill, Gurney and Amon went out. Hill was unable to get within one second of Clark's time;
Gurney gave up, unable to break the 1:48 time, while Amon's last lap was given by the team at 1:47.9 - in fact it was four-hundredths of a second
the wrong side of 1:48. Rodriguez complained of clutch trouble at the end of practice but nothing could be found wrong and it was then announced
the pain in his leg was stopping him depressing the clutch fully after some time.
Ligier's engine had cut suddenly on the far side of the circuit and he coasted in with what he diagnosed as bearing trouble. The engine was removed,
laid on its side and the sump removed. Then one of the bearings was taken out and seemed in perfect condition. The engine was turned and found
to be quite loose. The mystery was solved when it was found that the tank was empty, and because the engine blew up at Watkins Glen, Ligier
assumed the same thing had happened. Most of the other mechanics came and had a look as Ligier's two mechanics refitted the engine and a
certain amount of laughter was forthcoming.
With the end of practice race preparation began. On Clark's 49/1 Lotus the monocoque was found to be cracked, again at the right-hand lower
radius arm mounting point. This part of the monocoque on this car had been repaired when buckled at Mosport in practice, earlier by Hill in testing,
and earliest of all on the first day at Snetterton when Mike Costin gave the brand new car full acceleration from the hairpin and pushed both lower
radius arms somewhere into the monocoque
Starting grid
#9 Chris Amon (Ferrari V12) 1: 48.04
#18 Moisés Solana (Lotus-Cosworth V8) 1:50.52
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#22 Jean Pierre Beltoise (Matra-Cosworth F2) 1:53.08
#12 John Williams (Ferrari V12) 1:54.80
#10 Mike Fisher (Lotus-BRM V8) 1:57.41
OPENING LAP - Full power braking for the Hairpin. Brabham, Clark and Amon follows Hill down
the short straight. Amon not able to cut inside Hill.
The race
Race day was clear and had all the symptoms of developing into a very hot day, which in fact it did. This added to a last-minute frenzy to cut more
louvres and extractors in bodywork and enlarge radiator openings. Brabham went one stage further and two hours before the start his mechanics
were shaping a new water pipe which they fitted along the outside of the cockpit.
On the back of Solana's Lotus the mechanics had fixed a rod across the back joining the top link mounting points to spread the load. There were
three preliminary saloon car races which added a further film of oil to what was there already. The big crowd got through the fences all round the
circuit and sat on or in front of the safety bank, while 800 soldiers sent to control them merely joined them.
After being presented to the Governor the drivers went on their warming-up lap. Going very slowly was Fisher's Lotus-BRM which earlier had broken
the diaphragm in the metering unit and in fitting a new one had disrupted the opening which meant they could only get 4.000 revs. As there was no
chance of repairing the unit in time for the start, the car was wheeled off the dummy grid and retired.
At 14.30 the revs rose and with a double wave the flag was dropped. The double wave
caused Clark to hesitate a moment so his engine did not pick up and Gurney, right behind,
ran the nose of his Eagle over the Lotus exhaust pipe, bending this, puncturing his own
radiator and damaging the glass-fibre nose. With an almost stalled engine, Gurney threw up
an arm and the field swept by him.
Amon led until nearly the end of the straight when Hill went by him into the first corner. As
the cars completed the first lap, Hill was leading from Amon, Clark, Brabham, Solana,
McLaren, Surtees, Hulme, Siffert, Rodriguez, Spence, Williams, Stewart, Bonnier, Beltoise,
Irwin, Ligier and, some way behind pouring water on to the track, came Gurney. Clark's
hesitant start did not keep him back for long and on L2 he was in second place and on the
next lap he was ahead of Hill, a position he held until the end.
INITIAL PURSUIT - Leaving the left hand side of
While passing Hill, Clark's clutch operation stopped working and for the whole race at record the grid with a clear trck ahead as Clark had
speeds he drove without it. The only place that it was noticeable was the approach to the blocked the right-hand side, Amon shot away in
corner at the end of the main straight. Here his line was quite different to practice and he did the lead, but was quickly overtaken by Hill .
3 of 7 16/03/2011 9:47 AM
corner at the end of the main straight. Here his line was quite different to practice and he did the lead, but was quickly overtaken by Hill .
not change down at all until he was right round the corner.
On the second lap Surtees and Hulme passed McLaren and it was obvious Hulme was not
driving in his usual forceful way and was keeping well out of trouble, for he only had to finish
one or two places behind Brabham to be sure of his World Championship. Down at the back
of the field Irwin passed Beltoise and Gurney was close behind Ligier, but his car was still
pouring water. Next lap the Eagle was in 17th place but not for long, for on L4 all the water
had gone and the engine began to overheat. Ligier was having handling trouble and the link
from the rear roll-bar to the wishbone was hanging loose, making the car unstable on some
corners.
On the fifth lap Spence passed Rodriguez and Beltoise got ahead of Irwin, whose BRM was
smoking badly from an oil leak. On the same lap both Irwin and Beltoise went by Bonnier
which put him back into last-but-one place. On L6 Clark was seven seconds ahead of Hill,
who, in turn, was two seconds clear of Amon and Brabham, Solana, Hulme and Surtees. The
latter two switched places on this lap and were close together 15 seconds behind the leader. RACE LINE - Amon slips trough the esses right
after the big bend following the Hi-speed
straight.
Solana's fifth place was an extremely competent effort for a driver who only runs in Formula
One once or twice a year. McLaren was eighth, 25 seconds down, then Rodriguez 31
seconds down. Next, and close together, were Spence and Siffert, 33 seconds behind, with
Williams and Stewart 8 seconds behind them. Ten seconds further down was Beltoise, who in
one lap had pulled 3 seconds away from Irwin.
On L7 Stewart managed to pass Williams and for five laps the order remained constant. With
12 laps gone Hulme cautiously slipped by Solana putting himself about 6 seconds behind
Brabham, a position he was quite happy with.
On the next lap Solana failed to appear. The pin which connects the lower link to the left front NO CLUTCH - Clark drove the whole race
upright had broken on braking for a left-hand corner and in turning the whole thing broke the without using the clutch. From L3 until the
top of the upright. Fortunately, in a left-hand bend all the weight was on the right-hand chequered flag fell he led the competition at
wheels so he was able to stop on the grass without doing any further damage, nor scooping record speed nonetheless
up those spectators sitting in front of the safety banks.
Three laps after Solana had gone Williams and Beltoise passed Stewart, who came into the
pits running on only 14 plugs and without the use of his rev-counter which had broken. While
he was in the pits Hill went missing and Amon was now in second place. After most of the
field had gone by the Lotus crept into the pit area with a dead engine. When the mechanics
had pushed the car to its pit they discovered that the left-hand drive shaft had broken at the
yoke at the wheel and in flailing around had carried away the damper-spring unit. Hill was not
looking very happy but he would not have lasted much longer for when the car was being
drained of liquids for the air freighting to England it was found that there was barely any
water left.
By L20, Clark was 21.5 seconds ahead of Amon and 29.5 seconds ahead of Brabham.
Hulme was 43.5 seconds behind the leader with Surtees 51 seconds down and McLaren 63
seconds down. Stewart, in last place, retired when his engine began to vibrate as it has done
before, just as a connecting rod is about to break. Also it was found that the monocoque EASY NOW - Hulme kept clear of trouble in
was cracking at the bulkhead. order to win the world championship. Here he
brakes for the hairpin in front of Surtees
The race settled down now until the halfway stage when Irwin retired with no oil left. Clark (Honda).
was now 34 seconds clear of Amon and 47.5 seconds ahead of Brabham. Hulme had
dropped back to 72 seconds behind, while Surtees was 80 seconds Down. Next, and about
to be lapped, came McLaren. The only close racing which was now taking place had just
started between Williams and Beltoise in 10th and 11th places. These two were evenly
matched and swapped places right to the end. Williams, with the much greater power of the
Ferrari, would pass on the straight only to lose what he gained on the corners and braking.
For a further 10 laps things remained constant. Surtees was having some differential trouble
which made the car weave on the straights. Then McLaren, who was in sixth place one lap
down, came into the pits with oil pressure trouble. On right-hand corners there was no
pressure showing although he had plenty of oil in the tank. The fuel and oil pressure pipes
were switched and he went out for another lap, but the same trouble was still there. After
some minutes of fiddling, he again went out for another lap, then on L45 he retired with a
stuck pressure relief valve somewhere inside.
Spence, in the remaining lone BRM, caught and passed Rodriguez, who was tiring and who
very nearly killed two young spectators who decided to tun across the track to some friends
on the other side. As the race settled into the final stages Clark set a new lap record on L52 BENT BEAK - Dan Gurney rammed Clarks Lotus
of 1:48.13 (166.47 kph). 49 right when the race was flagged on. The
nose cone was bent and the radiator was
instantly punctured, letting him only run for five
On L58 Siffert went by the pits very slowly, his engine sounding terrible. One of the small
laps before retiring with and over-heated
plastic oil pipes between the vee had collapsed with the resultant cutting off of oil to the cams
engine.
and one of these seized, which meant he did not complete the lap. Hulme was lapped by
Clark on L62 and on the next lap Amon failed to appear. The second place Ferrari had run out
of fuel at the hairpin. Amon climbed out and took off his helmet - a very unhappy young
man.
The leaders swept by him and then he suddenly heard his ticking fuel pumps slow as they
found some more fuel. The engine started and he headed for the finish line. Several times the
engine cut and then re-started and, as he reached the line, Clark went by to take the
chequered flag. On the lap chart Amon appeared as fifth, two laps down. Brabham came
second, the only car to remain on the same lap as the winner and one minute 26 seconds
behind.
CUT-BACK NOSE - Mike Spence negotiates the
very slow hairpin in the BRM. To allow more air
One lap down were Hulme, who with this result clinched the 1967 Drivers' Championship, and through the radiator the nose cone has been
Surtees. On the same lap as most people had thought Amon was, came Spence, Rodriguez, cut back in level with the frame.
4 of 7 16/03/2011 9:47 AM
Surtees. On the same lap as most people had thought Amon was, came Spence, Rodriguez, cut back in level with the frame.
Beltoise and Williams. The F2 Matra driver had out-driven Williams on the last lap to cross the
line just ahead. The only other finishers were Bonnier and Ligier who were four laps down.
The official results took a long time to prepare for, according to the regulations, the last lap
of any car must be within twice the time of the winner's fastest lap and Amon's last lap had
been more than this, so, after much deliberation, the stewards disallowed the Ferrari's last
lap, which put it three laps behind and between Bonnier and Williams in ninth place. Clark once
again proved what a great driver he is and what a lucky decision it was to drive 49/1 instead
of his usual car, 49/2, which would have broken down on him.
OVERCOME - Surtees in front of Hulme who

could celebrate his title after crossing the finish
line.
FOCUSING - Dreiving Mexico City Raceway is a lot like driving in a maze. Always focusing on the
next sweeping bend without hitting the obstacles.
PREVIEW - From 1968 Matra will join the F1 circus. Beltoise ended just outside the points on P7.
Here he turns into the hairpin in front of Irwin who retired his BRM on L33 with oil-trouble.
5 of 7 16/03/2011 9:47 AM
NEW LINE - Clark seen entering the hi-speed bend after the main straight. After loosing the
ability to clutch at gear-changing, he kept the Lotus in top gear all the way trough the bend,
forcing him to use another line than during practice.
SUCCESFUL TEAM - The Brabham cars of Black Jack's team finished the season as number one
and two driver. Hulme drove a steady race to finish with a safe margin to secure his World
Championship
Result
Championship Table After Mexico City
*) 46 points - Jack Brabham
3 points - Joseph Siffert
6 of 7 16/03/2011 9:47 AM
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1967 F1 Season Review

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1967 F1 Season Review

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Race Reports Formula 1 - 1967 http://www.intothered.dk/1967season/67season_root.

The race reports as they appeared in Motorsport during 1967

Season preview Race tracks on the continent

Thoughts before the 1967 season

HONDA SHOWS UP, HONDA WINS - For a

Graham Hill from BRM to Lotus

Ford Grand Prix Cars Ltd

Surtees' dilemma solved

Ginther's goes West

Repco practical motors

Jochen Rindt rising

After the first race

Cooper Car Company

Brabham Motor Racing Developments

Honda Racing and Development

Left: Surtees in the RA273 Honda. Above:

South African GP - january 2nd 1967

Edited by Per Einarsson - photos from the world wide web

LOCAL HERO - John Love made an

#2 D. Hulme (Brabham-Repco V8)1:28.

#2 D. Hulme (Brabham-Repco V8)1:28.

#7 J. Clark (Lotus-BRM H16) 1:29.0

#4 P. Rodriguez (Cooper-Maserati V12) 1:29.1

#17 J. Love (Cooper-Climax 4-cyl.) 1: 29.5

#11 J. Surtees (Honda V12) 1:29.6

#3 J. Rindt (Cooper-Maserati V12) 1:30.2

#19 D. Charlton (Brabham-Climax 4-cyl.) 1:30.2

#5 J. Stewart (BRM H16) 1:30.3

#14 R. Anderson (Brabham-Climax 4-cyl.) 1:30.6

#9 D. Gurney (Eagle-Climax 4-cyl.) 1:30.7

#15 J. Bonnier (Cooper-Maserati V 12) 1:31.8

#6 M. Spence (BRM H16) 1:32.1

#18 S. Tingle (LDS-Climax 4-cyl.) 1:32.4

#8 G. Hill (Lotus-BRM H16) 1:32.6

#12 J. Siffert (Cooper-Maserati V12) 1:32.8

#20 L.Botha (Brabham-Climax 4-cyl.) 1:33.1

#16 P.Courage (Lotus-BRM V8) 1:33.8

IN THE POINTS - John Love in the 4-cylinder Cooper-Climax

BEFORE THE FALL - Surtees in the Honda during practice

CONFIDENT LEADER - Hulme took his

WAIT - Hulme stands with one foot in the

SAM TINGLE - In the Climax-powered LDS-racer

Fastest Lap - Denny Hulme: 1 min 29.9 sec.

Go to the next GP in Monaco 2nd May 1967

Monte Carlo GP - May 2nd 1967

Monaco - 100 laps

Edited by Per Einarsson - photos from the world wide web

MODENA RED - The second outing for Scuderia

#18 Lorenzo Bandini (Ferrari V12) 1:28.3

#7 John Surtees (Honda V12) 1:28.4

#9 Dennis Hulme (Brabham-Repco V8) 1:28.8

#12 Jim Clark (Lotus-Climax V8) 1:28.8

#4 Jackie Stewart (BRM V8) 1:29.0

#23 Dan Gurney (Eagle-Weslake V12) 1:29.3

#14 Graham Hill (Lotus-BRM V8) 1:29.9

#17 Joseph Siffert (Cooper-Maserati V12) 1:30.0

#16 Bruce McLaren (McLaren-BRM V8) 1:30.0

#2 J. Servoz-Gavin (Matra-Cosworth FVA) 1:30.4

#5 Mike Spence (BRM H16) 1:30.6

#6 Piers Courage (BRM V8) 1:30.6

#20 Chris Amon (Ferrari V12) 1:30.7

#10 Jochen Rindt (Cooper-Maserati V12) 1:30.8

#11 Pedro Rodriguez (Cooper-Maserati V12) 1:32.4