1964 24 Hours of Le Mans

The 1964 24 Hours of Le Mans was the 32nd Grand Prix of Endurance, and took place on 20 and 21 June 1964. It was also the ninth round of the 1964 World Sportscar Championship season.

This year marked the arrival of American teams in force, with Ford V8 engines in ten cars. It also marked the last appearance of Aston Martin and Jaguar for twenty years.[1] Over half the entrants were mid- or rear-engined, and almost half the field had a 3-litre engine or bigger. But the number of retirements due to gearbox and clutch issues from the increased power in the cars was noticeable.[2]

Ferrari was the winner for a record fifth year in a row – the 275 P of Nino Vaccarella and former Ferrari-privateer Jean Guichet covered a record distance. The second was the Ferrari of Graham Hill and Jo Bonnier for the British Maranello Concessionaires team, ahead of the works 330 P of John Surtees and Lorenzo Bandini. Ferrari dominance of the GT category was broken for the first time however by the new Shelby Cobra of Dan Gurney and Bob Bondurant finishing in fourth ahead of two of the Ferrari 250 GTOs.

Le Mans Circuit de la Sarthe 1932-1967
Le Mans in 1964
1964 24 Hours of Le Mans
Previous: 1963 Next: 1965
Index: Races | Winners

Regulations

Aside from a few adjustments to the sliding scale of minimum weight to engine capacity, the Automobile Club de l'Ouest (ACO) made very few changes to its regulations this year. With the greatly disparate speeds, the minimum engine size was increased from 700cc to 1000cc.[1] Otherwise, the final lap now had to be completed in fifteen minutes, down from twenty minutes.[3][4]

Entries

The ACO received 71 entries and 55 cars arrived to practice, with 10 reserves. There was a strong turn-out from the current Formula 1 drivers, with the notable exception of Jim Clark and Jack Brabham.[5] The proposed entry list comprised:

Category Classes Prototype
Entries
GT
Entries
Total
Entries
Large-engines 5.0+, 5.0, 4.0, 3.0L 12 (+1 reserve) 14 (+2 reserves) 26
Medium-engines 2.5, 2.0, 1.6L 3 11 (+2 reserves) 14
Small-engines 1.3, 1.15, 1.0L 13 (+5 reserves) 2 15
Total Cars 28 (+6 reserves) 27 (+4 reserves) 55

Defending champions Ferrari again arrived in force, with twelve entrants. To meet the Ford challenge, the factory team bought two new models. The 275 P was the next development of the previous year's race-winning 250 P and the new 3.3-litre V12 developed 320 bhp. Ludovico Scarfiotti, winner of that 1963 race was paired with Mike Parkes, Umberto Maglioli with Giancarlo Baghetti. Stalwart Ferrari privateer Jean Guichet was rewarded with a works drive this year alongside Nino Vaccarella. The team's F1 drivers, John Surtees and Lorenzo Bandini, drove the 330 P, a new model for this race. The 4.0-litre V12 developed 370 bhp capable of 305 kp/h (190 mph). Ferrari also supplied two 330P's to their American and British customer teams, the North American Racing Team (NART) for Pedro Rodriguez and Skip Hudson, and Maranello Concessionaires for Graham Hill and Jo Bonnier.[6] There was also a pair of 275 LM models run by the Equipe Nationale Belge and NART.

After a messy and unsuccessful attempt to purchase the Ferrari company (for US$ 15 million[7][8]), Ford pledged to build their own sports car to beat the Ferraris. In 1963, Ford had almost won the Indianapolis 500 at its first attempt, with Lotus. Eric Broadley’s Lola had performed well in the 1963 race and was taken on board to work on the new GT design.[9] The resulting GT40 (named for only being 40” high) bore a strong resemblance to the Lola Mk6. The Indianapolis powerplant, a 4.2L aluminium block Fairlane V8 engine developed 350 bhp capable of 340 kp/h (210 mph).[10] The issue had been finding a gearbox robust enough to handle the raw engine power, and the Colotti 5-speed box was chosen. John Wyer, from Aston Martin, was brought on as project manager and three cars were entered for the race. Americans Richie Ginther and Masten Gregory had one car, while Phil Hill was paired up with Kiwi Bruce McLaren and Jo Schlesser drove with Richard Attwood (who had driven the Lola in the 1963 race).

Col. John Simone's Maserati France continued to fly the flag for the manufacturer. In turn, Maserati revised their Tipo 151 giving it fuel-injection and over 400 bhp now making it able to reach 310 kp/h (190 mph).[11] Regular team driver André Simon, still recovering after a testing accident at Monza, was joined by fellow French veteran Maurice Trintignant.

New entrant Iso brought its new Grifo A3C, designed by Ferrari engineer Giotto Bizzarrini (who had previously designed the 250 GTO). Mounting a small-block, 327 cu in (5.35L), Chevrolet V8, it put out almost 400 bhp.[12]

Porsche moved on from derivatives of the 356 and introduced a new racer, the 904, to counter the new threats from Abarth and Alfa Romeo. However the proposed 200 bhp Flat-6 engine was not ready yet, so the GT cars were fitted with the Flat-4 from the 356 Carrera. Two prototypes were entered using the Flat-8 engine from the concluded Formula 1 program. Putting out 225 bhp made them the fastest ever 2-litre cars at Le Mans, capable of 280 kp/h (175 mph).[13] Regular team drivers Edgar Barth / Herbert Linge were joined by Gerhard Mitter / Colin Davis – who had earlier had a sensational win in the 1964 Targa Florio. The Porsche 2-litres were now being considered “dark horses” for an outright podium place.[5]

If the medium-sized engines were sparse, the small-engine prototype field bulged with variety. Five works teams were contesting the P-1150 class. Charles Deutsch returned with Panhard, after a year away, with the remarkable LM64 CD-3. Made of fibreglass, it had one of the most aerodynamic profiles of any car ever at Le Mans. Deutsch had to supercharge the 864cc Panhard engine (putting out 70 bhp) to meet the new 1000cc minimum engine size, using the x1.4 equivalence formula but that could push the car up to 220 kp/h (137 mph).[14][4]

René Bonnet, the previous year's class winner, returned with five cars including a pair of the victorious Aérodjet LM6s, now with an 1149cc Renault engine.[15] Alpine returned after a tragic debut the previous year. They ran five cars – a mix of the updated M64 and the older M63 variants and running either 1149cc or 1001cc Renault engines.[16]

The Ferrari 250 GTO had delivered Ferrari the GT victory for four years running. Four customer teams (NART, Maranello Concessionaires, Equipe Nationale Belge and privateer Fernand Tavano) entered the reliable 3-litre thoroughbred, now with new body-styling.[17]

As well as the Ford GT, Ford engines were also supplied to AC and Sunbeam with varying success. The Shelby Cobras had been very successful in American racing, and for the new year, it was given new aerodynamic bodywork and the bigger 289 cu in (4.7L) Windsor engine. Putting out nearly 400 bhp it was capable of 295 kp/h (180 mph) making it 10 kp/h faster than its Ferrari GTO competition.[10] Four cars were entered: two for Shelby American, and one each for Briggs Cunningham and Ed Hugus. In the end though only two arrived alongside a works-entry Cobra Coupé from AC Cars.

The Sunbeam Tiger was to be the Rootes Group answer to the AC Cobra. It used the 260cu in (4.3L) Windsor engine from Shelby American. The body was developed from the Alpine with Lister Cars, but being made of steel it was far too heavy. The 275 bhp could only get the car up to 230 kp/h (145 mph).[18]

Aston Martin shut down their racing department when John Wyer left to manage the Ford program, selling off the three DP prototypes. Mike Salmon bought one of the DP214s and entered it as a privateer.[19] Similarly, the Jaguar E-Type Lightweights were becoming obsolete and only two privateer entries arrived, from Peter Sargent and German Peter Lindner.[20]

The new Porsche 904 had quickly been homologated to the GT-category with the requisite production of 100 cars, most pre-sold for customer orders. Even with only the old Flat-4 engine, it could still reach 260 kp/h (160 mph).[13] Seven cars were entered for the race: aside from the works car there were entries from the new Racing Team Holland of Erik Hazelhoff Roelfzema and the Scuderia Filipinetti. Jean Kerguen and Jacques Dewes also gave up their Aston Martin (badly damaged at the previous year's race) for Dewes’ new 904.

Their only competition in-class was a works MGB entry, driven by British rally ace Paddy Hopkirk. In the GT-1600 class the new Autodelta motorsport division of Alfa Romeo set its first development project to be the Giulia TZ. Now homologated to the GT-category, the uprated 1570cc engine developed 135 bhp with a top speed of 245 kp/h (150 mph). Three cars were entered by the Milanese Scuderia Sant Ambroeus team who had already taken class victories at the Sebring, Targa Florio and Nürburgring races.[18]

Practice

There was strong support at the Test Weekend on 18–19 April with 34 cars present, although the rain limited performance.[3] Ludovico Scarfiotti put up the fastest time, of 3m43.8 in the new Ferrari 275P, with John Surtees not far behind with 3m45.9 in his 330P stablemate.[21] A pair of Ford GTs made their first appearance but the results were disappointing. The car was unstable on the straight, with the nose lifting at speed. On the first day, Jo Schlesser had a major accident at the Mulsanne kink after hitting standing water.[22][4][23] The door flew off Roy Salvadori’s car, and the next day he also had an accident approaching the Mulsanne corner. Although uninjured, it was enough to convince Salvadori to leave the program.[10]

The Rover-BRM turbine car was at the April test weekend. But the car suffered damage on the trip back to the factory. This, as well as problems with the new heat-exchanger, meant it was not ready for the race itself.[24][4][1]

By race week, the Fords had got aerodynamic improvements making them much more competitive, including a tail ‘lip’ to reduce rear-end lift. At scrutineering though their fuel-tanks were found to be bigger than the 140-litre limit and displacement blocks had to be added.[25]

It was John Surtees who took pole position with a new record lap of 3m42.0 in his 330P at dusk on the last practice.[25] He also slightly damaged the car when he hit a fox coming up to Maison Blanche.[6] Richie Ginther got his Ford into second with a 3m45.3, ahead of Pedro Rodriguez's NART Ferrari (3m.45.5) and Phil Hill's Ford (3m45.9). In fact the two manufacturers took the top nine grid positions. Dan Gurney was 10th in his Shelby Cobra (3m56.1) as the fastest GT car. The Shelby Cobras, along with the Aston Martin, were the only GTs to get under 4-minute laps.[25]

The Davis/Mitter Porsche was the fastest 2-litre, qualifying 18th (4m02.1) and the Delageneste/Morrogh Alpine was the fastest of the smaller cars with a 4m34.3 (35th).[26] But rally-specialist Pierre Orsini rolled his Alpine at Dunlop curve and broke his ankle.[16]

Race

Start

The weather was cold but dry for the 4pm start. Just before the start ten spectators were seriously injured when an advertising hoarding they were on collapsed.

Pedro Rodríguez got the best start with the NART 330P, with a power-slide and lots of tyre-noise.[27] His teammate, David Piper's Ferrari, burst an oil-line immediately and left a trail of oil through the Esses to where the car stopped at Tertre Rouge. Phil Hill had trouble starting his GT40, and was last away almost 70 seconds behind.[27] Giancarlo Baghetti bought in his SEFAC Ferrari with a chronic clutch problem, losing 75 minutes and 20 laps straight up.[28][6] Maurice Trintignant also bought in the Maserati with a lack of power – a sponge was found in an air intake.[11]

On the second lap with the cars wary of the oil flags, Ginther got a run on the three Ferraris ahead of him and blasted past them on the Mulsanne Straight doing 7200rpm (unofficially nearly 340kp/h).[23] Dropping back the revs to the 6500rpm prescribed by the team, he still managed to pull out a 40-second lead in the first hour covering a record 15 laps.[2][3] He led the Ferraris of Surtees, Rodriguez, Hill and Guichet. Then came the Cobras of Gurney and Sears, ahead of Attwood's Ford, Barth's Porsche and Tavano's Ferrari GTO rounding out the Top-10. But a bad first pit-stop dropped them to second behind the Surtees Ferrari. Phil Hill had made a half-dozen pit-stops with the troublesome Ford until the cause was traced to a blocked carburettor left uncleaned after an engine change the night before.[29]

Just on 6pm, Mike Rothschild lost control of his Triumph when overtaken by a Cobra in the Dunlop Curve. Sliding off the road, he just missed a Hudson's NART Ferrari as he rebounded back into the middle of the road.[28] Although knocked unconscious Rothschild only suffered mild concussion.[30]

By dusk the Maserati had made up its two laps lost at the start and was running in third behind the SEFAC Ferraris. It was then delayed ten laps with ignition problems and retired before midnight with a complete electrical failure.[11] Edgar Barth became the first driver to do a sub-four minute lap in a 2-litre car with his Porsche prototype, an average speed just over 200 kp/h.[13][28] In the fifth hour, the Rodriguez/Hudson NART 330P had to retire from 5th when it blew a head gasket.[6] The unreliability expected of a new car told as the Ginther/Gregory Ford was put out after 9.30pm with the gearbox only giving first or second gear. Dick Attwood had already retired from 6th when he had to bail out of his Ford when its engine caught fire on the Mulsanne Straight.[3][22][31]

Night

Unusually for mid-summer, it was a bitterly cold night, with occasional patches of mist.[31] Around 10.15pm Peter Bolton's AC Cobra had a tyre blowout at Maison Blanche. The car spun and was then collected by the Ferrari of Giancarlo Baghetti. Tragically, the Ferrari speared off into the barriers and crushed three young French spectators. James Gilbert, Lionel Yvonnick (both 19) and Jacques Ledoux (17) had been standing in a prohibited area when struck by the Ferrari. Baghetti was uninjured, and Bolton was taken to hospital with minor injuries.[3][32]

At midnight the Ferraris were still running 1-2-3, with the Surtees/Bandini 330P having done 119 laps, a lap ahead of the Vaccarella/Guichet 275P and 3 laps ahead of the British 330P of Hill/Bonnier. After alternator problems struck the Cunningham Cobra, their compatriots Gurney and Bondurant inherited their fourth place and heading the GT classes, five laps behind. Fifth, and a further lap back, was the 2-litre Porsche of Barth and Linge benefitting from the bigger cars’ issues, and leading the Index of Performance. The Hill/McLaren Ford had pushed its way back up to 6th[31] In their hard driving Phil Hill set a new lap record of 3m49.2. Soon after midnight the grandstand spectators were stunned when the transmission of José Rosinski's Ferrari GTO just exploded as it roared past the pits. Although bits of the differential peppered Lindner's Jaguar in the pits (getting a driveshaft change[20]) and flew off into the crowd, no-one was seriously injured.[17][31]

Then Surtees and Bandini, who had held the lead since the second hour, started having fuel leak problems. Going into the twelfth hour, they were overtaken by the 275P of teammates Vaccarella and Guichet, alternating the race-lead on the pit-stop cycles.[31] At one point, Briggs Cunningham queried why more than the allowed number of mechanics were working on the car. Earlier Cunningham's Cobra had pitted to fix an alternator. A Ferrari mechanic saw them recharge the battery with a unit in the pits, informed the officials and the car was disqualified. This new accusation ignited an almighty row with team manager Dragoni chasing Cunningham out of the pits. The officials took no action against Bandini's Ferrari.[33][34]

At 2.30am the clutch of the leading Porsche broke, stranding Herbert Linge out at Tertre Rouge. Their teammates, Davis/Mitter up in 6th were also suffering clutch problems.[13]

Just before 4.30am there was a major accident on the front straight: Jean-Louis Marnat was seen slumped at the wheel of his Triumph. He had fallen unconscious from carbon monoxide poisoning after an earlier collision had damaged the exhaust.[30][31] The car hit the barrier, veered across the track into the pits just missing the Alpine and Bonnet teams and then rolled on until hitting the barriers at the Dunlop curve. It just missed Phil Hill's Ford GT which itself retired around 5.30am with gearbox problems after having got back up to fourth and setting a new lap record.[3][34]

Morning

Around dawn the big Iso Grifo, which had got up to 9th by halftime pulled in for a long stop to fix seized brakes. They got going again in 21st, and eventually finished 14th.[12] The Lindner Jaguar was back in the pits just before 7am, overheating, but with 10 laps until its next permitted refill it was retired.[20][35]

At 7am Surtees lost second place as they took 10 minutes to address their fuel issues. Hill and Bonnier, moving up, were also having niggling problems with the throttle and clutch. Twice they were lucky that problems happened within coasting distance of the pits.[6][35] After stopping to adjust the gearbox early in the morning the Davis/Mitter Porsche had fallen from 8th back through the field. The clutch finally packed up after 11am.[13]

By 8am, after 16 hours, Ferraris were in the top four places. Vaccarella/Guichet had done 235 laps, now with a 7-lap lead over Hill/Bonnier and Surtees/Bandini. The Tavano Ferrari was leading the GTs in 4th on 222 laps, with the pursuing Cobra of Gurney/Bondurant and Ferrari GTO of “Beurlys”/Bianchi each a lap further back.[35]

Finish and post-race

Once again, with the pressure off the Ferraris could ease back. The Ferrari of Vaccarella and Guichet never missed a beat, gradually extending its lead, in the end winning comfortably by five laps setting a new distance record. It was a good reward for Jean Guichet who had previously finished third (1961) and second (1962) as a GT privateer. Ferrari swept the podium with the British 330P of Graham Hill and Jo Bonnier second, seven laps ahead of Surtees and Bandini in the works car.

The Ferrari dominance in the GT-category was broken however. Despite having high engine temperatures through the second day, Dan Gurney and Bob Bondurant had a consistent run to bring home the Shelby American Daytona Coupé in fourth, first in the GT category, and a lap ahead of the nearest Ferrari GTOs. Those were the Equipe National Belge car of Bianchi/”Beurlys” and the Maranello car of Ireland/Maggs.

Porsche had a positive weekend. As well as Barth's lap-record for a 2-litre car, five of the six 904 GTs finished – in 7th, 8th, 10th, 11th and 12th led by French privateers Robert Buchet and Guy Ligier. Two of the Alfa Romeos finished, the leading one of Bussinello / Deserti just behind the Porsches and finally beating the class-distance record set by Porsche back in 1958.[36]

In a race of records, there were five new distance records set in the competing classes, including all three Prototype winners.[21] As in the previous year, the winning Ferrari also won the Index of Performance. Alpine got a 1-2 victory in the Index of Thermal Efficiency, the winners being Delageneste/Morrogh who finished 17th overall.

1964 proved to be a watershed for a number of manufacturers. Despite his racing success, it was the last time that René Bonnet bought his own cars to Le Mans. In financial trouble he sold his company to the new Matra car company a few months later.[15] Formerly closely tied to Bonnet, It was also the last appearance at Le Mans for Panhard, whose racing pedigree went back to 1895. Although very aerodynamically advanced, the CD-3 never raced again.[14]

Aston Martin had first raced in 1928, then had been at every race since 1931, including a victory in 1959. Although it briefly returned in 1977 and 1989, it would be 40 years until its reprise in 2005.[19] Likewise Jaguar, so dominant in the 1950s with five victories would not be seen again for 20 years, culminating with two further victories in 1988 and 1990. It was also the last appearance for the Cunningham team. Briggs Cunningham had been the main American presence postwar, bringing his own roadsters to push for outright victory in the 1950s. Now as the American teams started arriving in force, after 11 races the Cunningham team passed the baton on.

Peter Lindner, who had brought his privateer Jaguar to the race, would be killed at the end of the year in that car when he crashed in heavy rain at Montlhéry.[37] Dutchman Jonkheer Carel Godin de Beaufort, stalwart privateer Porsche driver in sports cars and F1 would also be killed later in the year, in practice for the German F1 Grand Prix.[38]

Official results

Finishers

Results taken from Quentin Spurring's book, officially licensed by the ACO[39] Class Winners are in Bold text.

Pos Class No Team Drivers Chassis Engine Laps
1 P
4.0
20 Italy SpA Ferrari SEFAC Italy Nino Vaccarella
France Jean Guichet
Ferrari 275P Ferrari 3.3L V12 349
2 P
4.0
14 United Kingdom Maranello Concessionaires United Kingdom Graham Hill
Sweden Jo Bonnier
Ferrari 330P Ferrari 4.0L V12 344
3 P
4.0
19 Italy SpA Ferrari SEFAC United Kingdom John Surtees
Italy Lorenzo Bandini
Ferrari 330P Ferrari 4.0L V12 337
4 GT
5.0
5 United States Shelby-American Inc. United States Dan Gurney
United States Bob Bondurant
Shelby Daytona Cobra Coupe Ford 4.7L V8 334
5 GT
3.0
24 Belgium Equipe Nationale Belge Belgium Lucien Bianchi
Belgium “Beurlys” (Jean Blaton)
Ferrari 250 GTO Ferrari 3.0L V12 333
6 GT
3.0
25 United Kingdom Maranello Concessionaires United Kingdom Innes Ireland
South Africa Tony Maggs
Ferrari 250 GTO Ferrari 3.0L V12 328
7 GT
2.0
34 France Auguste Veuillet France Robert Buchet
France Guy Ligier
Porsche 904/4 GTS Porsche 1967cc F4 323
8 GT
2.0
33 Netherlands Racing Team Holland Netherlands Ben Pon
Netherlands Henk van Zalinge
Porsche 904/4 GTS Porsche 1967cc F4 319
9 GT
3.0
27 France F. Tavano
(private entrant)
France Fernand Tavano
United States Bob Grossman
Ferrari 250 GTO Ferrari 3.0L V12 315
10 GT
2.0
31 Germany Porsche System Engineering Germany Gerhard 'Gerd' Koch
Switzerland Heinz Schiller
Porsche 904/4 GTS Porsche 1967cc F4 315
11 GT
2.0
35 Switzerland Scuderia Filipinetti Switzerland Herbert Müller
Switzerland Claude Sage
Porsche 904/4 GTS Porsche 1967cc F4 309
12 GT
2.0
32 France "Franc"
(private entrant)
France “Franc” (Jacques Dewes)
France Jean Kerguen
Porsche 904/4 GTS Porsche 1967cc F4 308
13 GT
1.6
57 Italy Scuderia St. Ambroeus Italy Roberto Bussinello
Italy Bruno Deserti
Alfa Romeo Giulia TZ Alfa Romeo 1570cc S4 307
14 P
+5.0
1 France Auguste Veuillet Belgium Pierre Noblet
Switzerland Edgar Berney
Iso Grifo A3C Chevrolet 5.4L V8 307
15 GT
1.6
41 Italy Scuderia St. Ambroeus Italy Giampiero Biscaldi
Italy Giancarlo Sala
Alfa Romeo Giulia TZ Alfa Romeo 1570cc S4 305
16 P
4.0
23 Belgium Equipe Nationale Belge France Pierre Dumay
Belgium Gerard Langlois van Ophem
Ferrari 250LM Ferrari 3.3L V12 298
17 P
1.15
46 France Société des
Automobiles Alpine
France Roger Delageneste
Republic of Ireland Henry Morrogh
Alpine A110 M64 Renault-Gordini
1149cc S4
292
18 GT
5.0
64
(reserve)
France Société Chardonnet France Régis Fraissinet
France Jean de Mortemart
AC Cobra Ford 4.7L V8 289
19 GT
2.0
37 United Kingdom British Motor Corporation United Kingdom Paddy Hopkirk
United Kingdom Andrew Hedges
MG MGB Hardtop MG 1801cc S4 287
20 P
1.15
59
(reserve)
France Société des
Automobiles Alpine
France Roger Masson
Italy Teodoro Zeccoli
Alpine A110 M63B Renault-Gordini
1001cc S4
284
21 P
1.15
50 United Kingdom Standard Triumph
International
United Kingdom David Hobbs
Netherlands Rob Slotemaker
Triumph Spitfire Triumph 1147cc S4 272
22 GT
1.3
43 United Kingdom Team Elite United Kingdom Clive Hunt
United Kingdom John Wagstaff
Lotus Elite Mk14 Coventry Climax
1216cc S4
266
23 GT
1.15
52 France Société Automobiles
René Bonnet
France Philippe Farjon
France Serge Lelong
Bonnet Aérodjet LM6 Renault-Gordini
1108cc S4
260
24 P
1.15
53 United Kingdom Donald Healey Motor Company United Kingdom Clive Baker
United Kingdom Bill Bradley
Austin-Healey Sebring Sprite BMC 1101cc S4 257
N/C* P
1.15
47 France Société des
Automobiles Alpine
Belgium Mauro Bianchi
France Jean Vinatier
Alpine A110 M64 Renault-Gordini
1001cc S4
230
  • 'Note *: Not Classified because Insufficient distance covered.

Did Not Finish

Pos Class No Team Drivers Chassis Engine Laps Reason
DNF P
2.0
30 Germany Porsche System Engineering United Kingdom Colin Davis
Germany Gerhard Mitter
Porsche 904/8 Porsche 1981cc F8 244 Clutch
(20hr)
DSQ GT
5.0
18 United Kingdom M. Salmon
(private entrant)
United Kingdom Mike Salmon
United Kingdom Peter Sutcliffe
Aston Martin DP214 Aston Martin 3.8L S6 235 Premature oil change
(19hr)
DNF P
1.15
48 France Société Automobiles
René Bonnet
France Robert Bouharde
France Michel de Bourbon-Palma
Bonnet Aérodjet LM6 Renault-Gordini
1149cc S4
216 Gearbox
(18hr)
DNF P
5.0
10 United States Ford Motor Company United States Phil Hill
New Zealand Bruce McLaren
Ford GT40 Mk.I Ford 4.2L V8 192 Gearbox
(14hr)
DNF GT
5.0
16 Germany P. Lindner
(private entrant)
Germany Peter Lindner
Germany Peter Nöcker
Jaguar E-Type Lightweight Jaguar 3.8L S6 149 Head gasket
(16hr)
DNF P
1.15
65
(reserve)
United Kingdom Standard Triumph
International
France Jean-François Piot
France Jean-Louis Marnat
Triumph Spitfire Triumph 1147cc S4 140 Accident
(14hr)
DNF P
2.0
29 Germany Porsche System Engineering Germany Edgar Barth
Germany Herbert Linge
Porsche 904/8 Porsche 1981cc F8 139 Clutch
(11hr)
DNF P
1.15
54 France Société des
Automobiles Alpine
France Philippe Vidal
France Henri Grandsire
Alpine A110 M64 Renault-Gordini
1149cc S4
133 Gearbox
(15hr)
DSQ GT
+3.0
6 United States Briggs S. Cunningham New Zealand Chris Amon
Germany Jochen Neerpasch
Shelby Daytona Cobra Coupe Ford 4.7L V8 131 Outside assistance
(11hr)
DNF P
1.15
45 France Automobiles
Charles Deutsch
France Pierre Lelong
France Guy Verrier
CD 3 Panhard 848cc
supercharged F2
124 Gearbox
(13hr)
DNF GT
5.0
9 United Kingdom Rootes Group United Kingdom Peter Procter
United Kingdom Jimmy Blumer
Sunbeam Tiger Ford 4.3L V8 118 Engine
(10hr)
DNF GT
3.0
26 United States North American Racing Team United States Ed Hugus
France José Rosinski
Ferrari 250 GTO Ferrari 3.0L V12 110 Propshaft
(9hr)
DNF P
5.0
2 France Maserati France France André Simon
France Maurice Trintignant
Maserati Tipo 151/3 Maserati 4.9L V8 99 Electrical
(9hr)
DNF GT
5.0
17 United Kingdom P.J. Sargent
(private entrant)
United Kingdom Peter Sargent
United Kingdom Peter Lumsden
Jaguar E-Type Lightweight Jaguar 3.8L S6 80 Gearbox
(8hr)
DNF P
1.15
44 France Automobiles
Charles Deutsch
France Alain Bertaut
France André Guilhaudin
CD 3 Panhard 848cc
supercharged F2
77 Engine
(10hr)
DNF GT
5.0
3 United Kingdom AC Cars Ltd. United Kingdom Jack Sears
United Kingdom Peter Bolton
AC Cobra Coupé Ford 4.7L V8 77 Accident
(7hr)
DNF P
4.0
21 Italy SpA Ferrari SEFAC United Kingdom Mike Parkes
Italy Ludovico Scarfiotti
Ferrari 275P Ferrari 3.3L V12 71 Oil pump
(12hr)
DNF P
4.0
22 Italy SpA Ferrari SEFAC Italy Giancarlo Baghetti
Italy Umberto Maglioli
Ferrari 275P Ferrari 3.3L V12 68 Accident
(7hr)
DNF P
5.0
11 United States Ford Motor Company United States Richie Ginther
United States Masten Gregory
Ford GT40 Mk.I Ford 4.2L V8 63 Gearbox
(6hr)
DNF P
1.15
56 France Société Automobiles
René Bonnet
France Pierre Monneret
Switzerland Jean-Claude Rudaz
Bonnet Aérodjet LM6 Renault-Gordini
1001cc S4
62 Engine
(7hr)
DNF P
4.0
15 United States North American Racing Team Mexico Pedro Rodríguez
United States Skip Hudson
Ferrari 330P Ferrari 4.0L V12 58 Head gasket
(5hr)
DNF P
5.0
12 United States Ford Motor Company United Kingdom Richard Attwood
France Jo Schlesser
Ford GT40 Mk.I Ford 4.2L V8 58 Fire
(5hr)
DNF P
1.15
55 France Société Automobiles
René Bonnet
France Jean-Pierre Beltoise
France Gérard Laureau
Bonnet RB5 Renault-Gordini
1149cc S4
54 Fuel pump
(7hr)
DNF GT
1.6
40 Italy Scuderia St. Ambroeus Italy Fernand Masoreo
France Jean Rolland
Alfa Romeo Giulia TZ Alfa Romeo 1570cc S4 47 Accident
(5hr)
DNF P
1.15
60
(reserve)
France Société Automobiles
René Bonnet
Italy Bruno Basini
France Roland Charrière
Bonnet Aérodjet LM6 Renault-Gordini
1149cc S4
44 Engine
(6hr)
DNF GT
5.0
8 United Kingdom Rootes Group Belgium Claude Dubois
United Kingdom Keith Ballisat
Sunbeam Tiger Ford 4.3L V8 37 Engine
(4hr)
DNF P
1.15
49 United Kingdom Standard Triumph
International
United States Michael Rothschild
United States Bob Tullius
Triumph Spitfire Triumph 1147cc S4 23 Accident
(3hr)
DNF P
1.3
42 United Kingdom Lawrence Tune Engineering United Kingdom Chris Lawrence
United Kingdom Gordon Spice
Deep Sanderson 301 BMC 1293cc S4 13 Overheating
(3hr)
DNF GT
1.6
38 France Royal Elysées
(private entrant)
France René Richard
France Pierre Gelé
Lotus Elan Coventry Climax
1594cc S4
7 Overheating
(3hr)
DNF P
4.0
58
(reserve)
United States North American Racing Team United Kingdom David Piper
Austria Jochen Rindt
Ferrari 275LM Ferrari 3.3L V12 0 Oil pipe
(1hr)

Did Not Practice

Pos Class No Team Drivers Chassis Engine Reason
DNS GT
2.0
36 France J-C Mosnier
(private entrant)
France Jean-Claude Mosnier
France André de Cortanze
Porsche 904/4 GTS Porsche 1967cc F4 practice accident
DNS P
1.15
51 France Société des
Automobiles Alpine
France Jacques Feret
France Pierre Orsini
Alpine A110 M63 Renault-Gordini
1149cc S4
practice accident
DNS P
1.3
66 (reserve) United Kingdom Lawrence Tune Engineering United Kingdom Chris Spender
Republic of Ireland Eamonn Donnelly
Deep Sanderson 301 BMC 1293cc S4 practice accident
DNP P
5.0
4 United States Shelby-American Inc. United Kingdom Ken Miles
United States Bob Holbert
Shelby Daytona Cobra Coupe Ford 4.7L V8 did not arrive
DNA P
5.0
7 United States E. Hugus
(private entrant)
United States Ed Hugus Shelby Daytona Cobra Coupe Ford 4.7L V8 did not arrive
DNA P
3.0
26 United Kingdom Owen Racing Organisation United Kingdom Graham Hill
United States Richie Ginther
Rover-BRM Rover Turbine withdrawn
DNA P
2.5
28 Italy Automobili Turismo e Sport Italy Teodoro Zeccoli ATS 2500 GT ATS 2.5L V8 arrived too late
held at Customs[4]
DNA P
1.15
61 (reserve) United Kingdom Donald Healey Motor Company United Kingdom Austin-Healey Sebring Sprite BMC 1101cc S4 did not practise
DNP GT
2.0
62 (reserve) Netherlands Racing Team Holland Netherlands Carel Godin de Beaufort
Germany Gerhard Mitter
Porsche 904/4 GTS Porsche 1967cc F4 did not practise
DNP GT
5.0
63 (reserve) France Société Chardonnet United States Lloyd ‘Lucky’ Casner
France Jean Vincent
AC Cobra Ford 4.7L V8 did not practise
DNP GT
2.0
67 (reserve) United Kingdom R.J.Lutz
(private entrant)
United Kingdom Roland Lutz
United Kingdom Richard O’Steen
Elva Courier Mk4 MG 1798cc S4 did not practise

Class Winners

Class Prototype
Winners
Class GT Winners
Prototype
>5000
#1 Iso Grifo A3C Noblet / Berney * Grand Touring
>5000
no entrants
Prototype
5000
no finishers Grand Touring
5000
#5 Shelby Daytona Cobra Coupe Gurney / Bondurant *
Prototype
4000
#20 Ferrari 275P Vaccarella / Guichet * Grand Touring
4000
no finishers
Prototype
3000
no entrants Grand Touring
3000
#24 Ferrari 250 GTO “Beurlys”/ Bianchi
Prototype
2500
no entrants Grand Touring
2500
no entrants
Prototype
2000
no finishers Grand Touring
2000
#34 Porsche 904/4 GTS Buchet / Ligier *
Prototype
1600
no entrants Grand Touring
1600
#57 Alfa Romeo Giulia TZ Bussinello / Deserti *
Prototype
1300
no finishers Grand Touring
1300
#43 Lotus Elite Hunt / Wagstaff
Prototype
1150
#46 Alpine A110 M64 Delageneste / Morrogh * Grand Touring
1150
#52 Bonnet Aérodjet LM6 Farjon / Lelong
  • Note: setting a new Distance Record.

Index of Thermal Efficiency

[21]

Pos Class No Team Drivers Chassis Score
1 P
1.15
46 France Société des
Automobiles Alpine
France Roger Delageneste
Republic of Ireland Henry Morrogh
Alpine A110 M64 1.48
2 P
1.15
59 France Société des
Automobiles Alpine
France Roger Masson
Italy Teodoro Zeccoli
Alpine A110 M63B 1.31
3 P
4.0
20 Italy SpA Ferrari SEFAC Italy Nino Vaccarella
France Jean Guichet
Ferrari 275P 1.28
4 GT
2.0
35 Switzerland Scuderia Filipinetti Switzerland Herbert Müller
Switzerland Claude Sage
Porsche 904/4 GTS 1.17
5 GT
2.0
33 Netherlands Racing Team Holland Netherlands Ben Pon
Netherlands Henk van Zalinge
Porsche 904/4 GTS 1.16
6 GT
3.0
24 Belgium Equipe Nationale Belge Belgium Lucien Bianchi
Belgium “Beurlys” (Jean Blaton)
Ferrari 250 GTO 1.15
7= GT
2.0
34 France Auguste Veuillet France Robert Buchet
France Guy Ligier
Porsche 904/4 GTS 1.12
7= GT
1.15
52 France Société Automobiles
René Bonnet
France Philippe Farjon
France Serge Lelong
Bonnet Aérodjet LM6 1.12
9= GT
3.0
25 United Kingdom Maranello Concessionaires United Kingdom Innes Ireland
South Africa Tony Maggs
Ferrari 250 GTO 1.08
9= GT
2.0
31 Germany Porsche System Engineering Germany Gerhard ‘ Gerd’ Koch
Switzerland Heinz Schiller
Porsche 904/4 GTS 1.08
  • Note: Only the top ten positions are included in this set of standings.

Index of Performance

Taken from Moity's book.[40]

Pos Class No Team Drivers Chassis Score
1 P
4.0
20 Italy SpA Ferrari SEFAC Italy Nino Vaccarella
France Jean Guichet
Ferrari 275P 1.262
2 P
4.0
14 United Kingdom Maranello Concessionaires United Kingdom Graham Hill
Sweden Jo Bonnier
Ferrari 330P 1.227
3 GT
2.0
34 France Auguste Veuillet France Robert Buchet
France Guy Ligier
Porsche 904/4 GTS 1.224
4 GT
3.0
24 Belgium Equipe Nationale Belge Belgium Lucien Bianchi
Belgium “Beurlys” (Jean Blaton)
Ferrari 250 GTO 1.212
5= P
1.15
59
(reserve)
France Société des
Automobiles Alpine
France Roger Masson
Italy Teodoro Zeccoli
Alpine A110 M63B 1.207
5= GT
2.0
33 Netherlands Racing Team Holland Netherlands Ben Pon
Netherlands Henk van Zalinge
Porsche 904/4 GTS 1.207
7 P
4.0
19 Italy SpA Ferrari SEFAC United Kingdom John Surtees
Italy Lorenzo Bandini
Ferrari 330P 1.203
8 P
1.15
46 France Société des
Automobiles Alpine
France Roger Delageneste
Republic of Ireland Henry Morrogh
Alpine A110 M64 1.202
9 GT
1.6
57 Italy Scuderia St. Ambroeus Italy Roberto Bussinello
Italy Bruno Deserti
Alfa Romeo Giulia TZ 1.200
10 GT
3.0
25 United Kingdom Maranello Concessionaires United Kingdom Innes Ireland
South Africa Tony Maggs
Ferrari 250 GTO 1.193
  • Note: Only the top ten positions are included in this set of standings. A score of 1.00 means meeting the minimum distance for the car, and a higher score is exceeding the nominal target distance.

Statistics

Taken from Quentin Spurring's book, officially licensed by the ACO

  • Fastest Lap in practice – Surtees, #19 Ferrari 330 P – 3m 42.0s; 218.29 km/h (135.64 mph)
  • Fastest Lap – P.Hill, #10 Ford GT40 – 3:49.2secs; 211.43 km/h (131.38 mph)
  • Distance – 4,695.31 km (2,917.53 mi)
  • Winner's Average Speed – 195.64 km/h (121.57 mph)
  • Attendance – 350 000[41]

Challenge Mondial de Vitesse et Endurance Standings

Pos Manufacturer Points
1 Italy Ferrari 54
2 West Germany Porsche 22
3 United Kingdom AC-Ford 13
4 Italy Alfa Romeo 4
Citations
  1. ^ a b c Clausager 1982, p.129
  2. ^ a b Clarke 2009, p.130: Autocar Jun26 1964
  3. ^ a b c d e f Spurring 2010, p.140
  4. ^ a b c d e Moity 1974, p.97
  5. ^ a b Clarke 2009, p.129-30: Autosport Jun19 1964
  6. ^ a b c d e Spurring 2010, p.142-3
  7. ^ Laban 2001, p.146
  8. ^ Fox 1973, p.188
  9. ^ Fox 1973, p.190
  10. ^ a b c Spurring 2010, p.145-7
  11. ^ a b c Spurring 2010, p.157
  12. ^ a b Spurring 2010, p.154
  13. ^ a b c d e Spurring 2010, p.152
  14. ^ a b Spurring 2010, p.159
  15. ^ a b Spurring 2010, p.160
  16. ^ a b Spurring 2010, p.148
  17. ^ a b Spurring 2010, p.163
  18. ^ a b Spurring 2010, p.155
  19. ^ a b Spurring 2010, p.166
  20. ^ a b c Spurring 2010, p.165
  21. ^ a b c Spurring 2010, p.171
  22. ^ a b Laban 2001, p.147
  23. ^ a b Fox 1973, p.195
  24. ^ Spurring 2010, p.113
  25. ^ a b c Clarke 2009, p.132: Autocar Jun26 1964
  26. ^ Spurring 2010, p.169
  27. ^ a b Clarke 2009, p.135: Autocar Jun26 1964
  28. ^ a b c Clarke 2009, p.136: Autocar Jun26 1964
  29. ^ Clarke 2009, p.142: Road & Track Sept 1964
  30. ^ a b Spurring 2010, p.158
  31. ^ a b c d e f Clarke 2009, p.138: Autocar Jun26 1964
  32. ^ "Lionel Yvonnick". Motorsport Memorial. Retrieved July 21, 2012.
  33. ^ Spurring 2010, p.151
  34. ^ a b Clarke 2009, p.144: Road & Track Sep 1964
  35. ^ a b c Clarke 2009, p.139: Autocar Jun26 1964
  36. ^ Spurring 2010, p.164
  37. ^ "Peter Lindner". Motorsport Memorial. Retrieved February 12, 2018.
  38. ^ "Carel Godin de Beaufort". Motorsport Memorial. Retrieved February 12, 2018.
  39. ^ Spurring 2010, p.2
  40. ^ Moity 1974, p.172
  41. ^ "24 Heures du Mans". Racing Sports Cars. Retrieved February 2, 2018.

References

  • Armstrong, Douglas – English editor (1965) Automobile Year #12 1964-65 Lausanne: Edita S.A.
  • Clarke, R.M. - editor (2009) Le Mans 'The Ferrari Years 1958-1965' Cobham, Surrey: Brooklands Books ISBN 1-85520-372-3
  • Clausager, Anders (1982) Le Mans London: Arthur Barker Ltd ISBN 0-213-16846-4
  • Fox, Charles (1973) The Great Racing Cars & Drivers London: Octopus Books Ltd ISBN 978-0-7064-0213-1
  • Laban, Brian (2001) Le Mans 24 Hours London: Virgin Books ISBN 1-85227-971-0
  • Moity, Christian (1974) The Le Mans 24 Hour Race 1949-1973 Radnor, Pennsylvania: Chilton Book Co ISBN 0-8019-6290-0
  • Spurring, Quentin (2010) Le Mans 1960-69 Yeovil, Somerset: Haynes Publishing ISBN 978-1-84425-584-9

External links

  • Racing Sports Cars – Le Mans 24 Hours 1964 entries, results, technical detail. Retrieved 2 February 2018
  • Le Mans History – Le Mans History, hour-by-hour (incl. pictures, YouTube links). Retrieved 2 February 2018
  • Sportscars.tv – race commentary. Retrieved 14 December 2017
  • World Sports Racing Prototypes – results, reserve entries & chassis numbers. Retrieved 2 February 2018
  • Team Dan – results & reserve entries, explaining driver listings. Retrieved 2 February 2018
  • Unique Cars & Parts – results & reserve entries. Retrieved 2 February 2018
  • Formula 2 – Le Mans 1964 results & reserve entries. Retrieved 2 February 2018
  • Motorsport Memorial – deaths in motorsport events. Retrieved 12 February 2018
  • YouTube – 10min colour film looking at the American entries. Retrieved 2 February 2018
  • YouTube – 3min colour footage. Retrieved 2 February 2018
  • YouTube – 4min colour film about the new GT40. Retrieved 2 February 2018
  • YouTube – 4min black/white film (Italian coverage). Retrieved 2 February 2018
Alpine A210

The Alpine A210 was a sports car prototype manufactured by Alpine that competed in sports car racing from 1966 to 1969. The car derived from the M series prototypes (M63, M64, and M65) introduced by the company in the early 1960s and powered by Gordini-tuned Renault engines with small displacements. In 1967, a short-lived V8-powered version of the A210, named as A211, was introduced. A major redesign of the A211, the A220, was unveiled the following year. As a consequence of the bad results achieved by these last two cars, Alpine withdrew from sports car racing for various years.

Aston Martin DP214

The Aston Martin DP214 was a prototype sports car developed by Aston Martin for use in grand touring-style racing, including the 24 Hours of Le Mans. Two DP214s were built in 1963, with one surviving today.

Just like its predecessor, the DP212, to comply with GT regulations, the DP214 was based on DB4GT chassis, numbers #0194/R and #0195/R. The body was completely redesigned, using elements from the DP212 such as the Kamm tail rear end. The bodywork would be wider than the DP212 though, and the nose would be a completely new design. The DP214 would also use a production Tadek Marek 3.7-litre Inline-6, (bored to 3,750 cc (229 cu in) from 3,670 cc (224 cu in)) unlike the DP212's larger 4.0-litre engine

Ferrari P

The Ferrari P was a series of Italian sports prototype racing cars produced by Ferrari during the 1960s and early 1970s.

Although Enzo Ferrari resisted the move even with Cooper dominating F1, Ferrari began producing mid-engined racing cars in 1960 with the Ferrari Dino-V6-engine Formula Two 156, which would later be turned into the Formula One-winner of 1961.

Sports car racers followed in 1963. Although these cars shared their numerical designations (based on engine displacement) with road models, they were almost entirely dissimilar. The first Ferrari mid-engine in a road car did not arrive until the 1967 Dino, and it was 1971 before a Ferrari 12-cylinder engine was placed behind a road-going driver in the 365 GT4 BB.

Ford GT40

The Ford GT40 is a high-performance endurance racing car with the Mk I, Mk II, and Mk III model cars being based upon the British Lola Mk6, and were designed and built in England, while the GT40 Mk IV model was designed and built in the United States. The range was powered by a series of American-designed and built engines modified for racing. The GT40 won the 24 Hours of Le Mans four consecutive times, from 1966 to 1969 (1966 being the Mk II, 1967 the Mk IV, and 1968–1969 the oldest chassis design, the Mk I), including a 1-2-3 finish in 1966. In 1966, with Henry Ford II personally in attendance at Le Mans, the Mk II GT40 provided Ford with the first overall Le Mans victory for an American manufacturer, and the first victory for an American manufacturer at a major European race since Jimmy Murphy's triumph with Duesenberg at the 1921 French Grand Prix. The Mk IV GT40 that won Le Mans in 1967 is the only car designed and built entirely in the United States to achieve the overall win at Le Mans.The GT40 was originally produced to win long-distance sports car races against Ferrari (who won at Le Mans six times in a row from 1960 to 1965). Ford/Shelby chassis #P-1075, which won in 1968 and 1969, is the second car in Le Mans history to win the race more than once, using the same chassis (originally believed to be the first, this was later proven wrong when it was revealed that the Ferrari 275P chassis 0816 that won the 1964 24 Hours of Le Mans was in fact the same chassis that won the 1963 24 Hours of Le Mans, that year in 250P configuration and with a 0814 chassis plate). Using an American Ford V-8 engine, originally of 4.7-liter displacement capacity (289 cubic inches), it was later enlarged to the 4.9-liter engine (302 cubic inches), with custom designed alloy Gurney–Weslake cylinder heads.

The car was named the GT (for Grand Touring) with the 40 representing its height of 40 inches (1.02 m), measured at the windshield, as required by the rules. Large-displacement Ford V8 engines (4.2-liter, 4.7-liter and 7-liter) were used, compared with the Ferrari V12, which displaced 3.0 liters or 4.0 liters.

Early cars were simply named "Ford GT". The name "GT40" was the name of Ford's project to prepare the cars for the international endurance racing circuit, and the quest to win the 24 Hours of Le Mans. The first 12 "prototype" vehicles carried serial numbers GT-101 through GT-112. The "production" began and the subsequent cars—the MkI, MkII, MkIII, and MkV (with the exception of the MkIV, which were numbered J1-J12)—were numbered GT40P/1000 through GT40P/1145, and thus officially "GT40s". The name of Ford's project, and the serial numbers dispel the story that "GT40" was "only a nickname."

The contemporary Ford GT is a modern homage to the GT40.

Grand tourer

A grand tourer (GT) is a car that is designed for high speed and long-distance driving, due to a combination of performance and luxury attributes. The most common format is a front-engine, rear-wheel-drive two-door coupé with either a two-seat or a 2+2 arrangement.

The term derives from the Italian language phrase gran turismo which became popular in the English language from the 1950s, evolving from fast touring cars and streamlined closed sports cars during the 1930s.

Guy Ligier

Guy Camille Ligier (12 July 1930 – 23 August 2015) was a French racing driver and team owner. He maintained many varied and successful careers over the course of his life, including a racing driver and Formula One team owner.

Heinz Schiller

Heinz Schiller (Frauenfeld, Switzeland, January 25, 1930 – Montana, Switzeland, March 26, 2007), was a racing driver from Switzerland. He participated in one Formula One World Championship Grand Prix, on August 5, 1962. He retired from the race, scoring no championship points.

Schiller was a speedboat champion in his native Switzerland before turning to sports car racing, finding success during the mid-1950s. He then switched to single seater cars, starting in hillclimbing before moving up to circuit racing.

He first appeared in Formula One at the beginning of 1962 with Ecurie Nationale Suisse, driving their three-year-old Porsche in the Brussels Grand Prix, where he finished 8th on aggregate after the three heats. He subsequently drove the same car at the 1962 Pau Grand Prix, coming home 9th.

Under the Ecurie Filipinetti banner but still driving the same Porsche, Schiller failed to qualify at the Napoli Grand Prix, largely because only 10 cars were permitted to take the start. He was entered by Ecurie Maarsbergen for the 1962 Belgian Grand Prix but was withdrawn, before finishing 7th in the Grosser Preis der Solitude for Ecurie Filipinetti. He then switched to a Lotus 24 for his single World Championship event, the 1962 German Grand Prix which ended with oil pressure problems, as did his attempt at the Mediterranean Grand Prix, now back in the Porsche.

Schiller made one appearance in Formula One in 1963, finishing 3rd at Pau but five laps down, again in the old Porsche, before returning to sports cars. He finished 10th at the 1964 24 Hours of Le Mans with Gerhard Koch.

Jean-Claude Rudaz

Jean-Claude Rudaz (born 23 July 1942 in Sion) is a former racing driver from Switzerland. He made one attempt at a World Championship Formula One Grand Prix, at the 1964 Italian Grand Prix with a non-works Cooper T60, run by Fabre Urbain. He blew his engine in practice and was unable to start the race, despite qualifying 20th of the 25 entrants.

He also participated in the 1964 24 Hours of Le Mans.

After racing, he founded the Transvalair airline in 1973, which now specialises in freight forwarding and cargo handling.

Jean Guichet

Jean Guichet (born 10 August 1927 in Marseilles, France) is a French industrialist and former racing driver. He is most well known for winning the 1964 24 Hours of Le Mans with co-driver Nino Vaccarella, driving a Ferrari 275 P for Scuderia Ferrari. Guichet raced sports cars and rallied from 1948 through the late 1970s. He began his racing career as a self-funded independent driver but would later drive for teams including Scuderia Ferrari, the Abarth works team, Ecurie Filipinetti, Maranello Concessionaires, and NART.Guichet is also known as the first owner of 1963 Ferrari 250 GTO chassis number 5111GT, one of only 36 produced. He successfully raced this car, including an overall win of the 1963 Tour de France with co-driver Jose Behra. Following Guichet's sale of the car in 1965 and multiple subsequent ownership changes, this car was sold privately in September 2013 for $52,000,000 USD. This broke the then-current record for world's most expensive car.

Jochen Neerpasch

Jochen Neerpasch (born March 23, 1939 Krefeld, Germany) is a former German racecar driver and motorsports manager.

His racing career began in the 1960s, first on Borgward touring car, then with the 1964 24 Hours of Le Mans as a first major event. Racing a Porsche 907, he won the 1968 24 Hours of Daytona.

In the 1970s, he became a successful manager in the Deutsche Rennsport Meisterschaft and the European Touring Car Championship. First he managed Ford, then he took the 1972 champion Hans-Joachim Stuck with him to BMW, to found the successful BMW M team and company.

In the 1980s, Neerpasch was in charge of Sauber-Mercedes sports car racing team, winning the 24 Hours of Le Mans in 1989. He also discovered and taught talents like Michael Schumacher, Karl Wendlinger, and Heinz-Harald Frentzen.

Nino Vaccarella

Nino Vaccarella (born 4 March 1933 in Palermo, Sicily) is an Italian former sports car racing and Formula One driver.

His principal achievements include winning the 1964 24 Hours of Le Mans, and the Targa Florio in 1965, 1971 and 1975, when it no longer was a World Sportscar Championship event.

Peter Sutcliffe (racing driver)

Peter Harry Sutcliffe (born 1 December 1936), a British textile manufacturer from Huddersfield, was active in sports car racing until 1967. Between 1959 and 1967 he won the 1964 Grand Prix de Paris at the Autodrome de Linas-Montlhéry, and the 1965 Pietermaritzburg 3 hours. He raced in Aston Martins, Jaguar D-Type and E types, Shelby Cobra Daytona, Ford GT40s and works Ferrari 330P4s.

Richard Attwood

Richard James David "Dickie" Attwood (born 4 April 1940, Wolverhampton, Staffordshire) is a British motor racing driver, from England. During his career he raced for the BRM, Lotus and Cooper Formula One teams. He competed in 17 World Championship Grands Prix, achieved one podium and scored a total of 11 championship points. He was also a successful sports car racing driver and won the 1970 24 Hours of Le Mans race, driving a Porsche 917, the first of Porsche's record 19 victories at the famous race.

Shelby Daytona

The Shelby Daytona Coupe (also referred to as the Shelby Daytona Cobra Coupe) is an American sports-coupé related to the AC Cobra roadster, loosely based on its chassis and drive-train. It was built for auto racing, specifically to take on Ferrari and its 250 GTO in the GT class. Just six Shelby Daytona Coupes were built between 1964 and 1965, as Shelby was reassigned to the Ford GT40 project to compete at the 24 hours of Le Mans, again to beat Ferrari in the highest level prototype class. With the Shelby Daytona, Shelby became the first American constructor to win a title on the international scene at the FIA World Sportscar Championship in 1965. The Shelby Daytona has recently been chosen for historic preservation as a significant vehicle in the history of auto racing.

Sunbeam Tiger

The Sunbeam Tiger is a high-performance V8 version of the British Rootes Group's Sunbeam Alpine roadster, designed in part by American car designer and racing driver Carroll Shelby and produced from 1964 until 1967. Shelby had carried out a similar V8 conversion on the AC Cobra, and hoped to be offered the contract to produce the Tiger at his facility in America. Rootes decided instead to contract the assembly work to Jensen at West Bromwich in England, and pay Shelby a royalty on every car produced.

Two major versions of the Tiger were built: the Mark I (1964–1967) was fitted with the 260 cu in (4.3 L) Ford V8; the Mark II, of which only 633 were built in the final year of Tiger production, was fitted with the larger Ford 289 cu in (4.7 L) engine. Two prototype and extensively modified versions of the Mark I competed in the 1964 24 Hours of Le Mans, but neither completed the race. Rootes also entered the Tiger in European rallies with some success, and for two years it was the American Hot Rod Association's national record holder over a quarter-mile drag strip.

Production ended in 1967 soon after the Rootes Group was taken over by Chrysler, which did not have a suitable engine to replace the Ford V8. Owing to the ease and affordability of modifying the Tiger, there are few remaining cars in standard form.

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