1965 24 Hours of Le Mans

The 1965 24 Hours of Le Mans was the 33rd Grand Prix of Endurance, and took place on 19 and 20 June 1965. It was also the twelfth round of the World Sportscar Championship.

After the disappointing results of the previous year's race, Ford returned with an improved version of its GT. There were 11 Fords or Ford-engined cars in the field. To meet that challenge Ferrari had no less than 12 of their cars. Porsche dominated the medium-engined category with seven cars and Alpine-Renault likewise dominated the small-engine categories with six entries.

Despite a strong start, in the end the Fords’ unreliability let them down again and it was an easy victory for Ferrari for the sixth successive year. After the failure of the works team, the winners were Masten Gregory and Jochen Rindt in the North American Racing Team (NART) car – the first non-works team to win since Ecurie Ecosse in 1957. It was also the first international race victory for Goodyear tyres.[1] Perhaps surprisingly given their domination of the race it would prove to be, to date, the last Ferrari victory at Le Mans.[1]

Le Mans Circuit de la Sarthe 1932-1967
Le Mans in 1965
1965 24 Hours of Le Mans
Previous: 1964 Next: 1966
Index: Races | Winners

Regulations

In the year since the last race, plans had got underway to develop a permanent track. Charles Deutsch, erstwhile French car manufacturer, was the design consultant for the project that eventually became the Bugatti Circuit. After the dangerous accident in the previous year's race when a car had crashed into the busy pits, protective barriers were put in front of each pit, although the pit-lane itself was still exposed.[2] Otherwise the only significant change was that the fuel tank on cars with an engine bigger than 5.0 litres was increased to 160 litres (35 gallons).[3][4] There were slight tweaks to the calculation of the two Indices and the minimum engine size was set at 1000cc.[4]

Entries

The ACO received 89 entries but after the selection process, withdrawals and no-shows there were 51 cars at the start. The proposed entry list comprised:

Category Classes Prototype
Entries
GT
Entries
Total
Entries
Large-engines 5.0+, 5.0, 4.0, 3.0L 20 (+1 reserve) 8 28
Medium-engines 2.5, 2.0, 1.6L 8 8 (+3 reserves) 16
Small-engines 1.3, 1.15, 1.0L 7 (+1 reserve) 4 (+1 reserve) 11
Total Cars 35 (+2 reserves) 20 (+4 reserves) 55

This year there was a renewed interest from the manufacturers and their works teams with 42 works-supported entries amongst the starters.[2]

After a slow start to the season, Ferrari introduced the new P2 design from Mauro Forghieri at the April test weekend, and the following 1000 km Monza race. A range of V12 engines were fitted: The works team had two 4.0-litre 410 bhp open-top cars for F1 world champion John Surtees and former winner Ludovico Scarfiotti, and sports-car specialists Mike Parkes and Jean Guichet. They also ran a 3.3-litre 350 bhp closed-top coupé for Bandini/Biscaldi. Ferrari's regular customer teams, the British Maranello Concessionaires ran a 4.4-litre variant for Jo Bonnier/David Piper. The North American Racing Team (NART) ran a 365 P2 built around a previous year's P chassis with updated aerodynamics and featured a 4.4 L SOHC V12. It was given to NART regular Pedro Rodriguez with Nino Vaccarella.[5]

Enzo Ferrari was furious when the CSAI, the Italian motor-racing body, would not assist to GT-homologate his 250 LM (the 1964 race-winning car) and vowed to pull his SEFAC Ferrari works team out of the GT Championship. Meanwhile, there were five of the car's successor, the 275 LM, entered by the customer teams.[1] This included NART (Masten Gregory/Jochen Rindt), Maranello Concessionaires (Bianchi/Salmon), Ecurie Francorchamps, Scuderia Filipinetti and Pierre Dumay's private entry. Finally, Ferrari also entered a new Dino prototype, the 166 P, with a 1.6-litre V6 engine.

After the departure of Eric Broadley and Lola Cars, Ford put its racing organisation under Shelby American, with car production and development handled by Kar Kraft in the US and Ford Advanced Vehicles in the UK (run by John Wyer with a number of ex-Aston Martin staff).[6] After no wins in the 1964 season, the new year had started with a win for Ford at Daytona.[7] The new Mk II (also known as the “X-car”) was sent from FAV across to Kar Kraft to get the new engine fitted – the massive 7-litre, 450 bhp, NASCAR racing engine based on a Ford Galaxie block. Ready just in time for Le Mans, two cars would be raced by Phil Hill/Chris Amon and Ken Miles/Bruce McLaren.[8][9] Meanwhile, FAV was tasked with production of the requisite 50 GT40s for homologation. On Shelby's initiative, the GT40s were now fitted with the same 380 bhp 4.7-litre engine as the Cobras [10] (except for the Filipinetti entry) and the Colotti gearbox that proved unreliable was replaced by the more robust German-made ZF gearbox. Four cars came to Le Mans: FAV used Alan Mann Racing with Innes Ireland / John Whitmore. Shelby American supported the Rob Walker Racing Team (Maglioli/Bondurant) and the Swiss Scuderia Filipinetti (Müller/Bucknum) who were both also entering Ferraris. Ford France ran an open-top spyder variant for Maurice Trintignant/Guy Ligier[11][12]

Once again Maserati France's John Simone commissioned the company to develop a new car for racing. The Tipo 59 was built in only 7 weeks, with a mid-mounted 5-litre engine in a ‘birdcage’ frame. Replacing the destroyed Tipo 59, it left no time to test before the race for its drivers Jo Siffert and Jochen Neerpasch The final big-engine entry was the returning Iso Grifo A3C. Originally there were to be three but two cars had been wrecked earlier in the year at Sebring.


Porsche had got their desired 185 bhp flat-six engine fitted for their 904 GTS cars, alongside the flat-eight (225 bhp) with three works cars entered and a spare.[13] Opposing them were two British cars – a privately entered Elva and the return of the Rover turbine, first seen in the 1963 race, now categorised as equivalent to 1992cc. It had a new coupé body and ceramic rotary generators as heat exchangers which halved its fuel consumption. It would be driven by F1 drivers Graham Hill and Jackie Stewart[14]

Curiously, in the small-engine categories, Alpine was the only French manufacturer present. A new model, the M65 had aerodynamic tailfins and a new 1.3-litre Gordini engine that developed 135 bhp pushing it to 250 kp/h (155 mph). It was given to Mauro Bianchi/Henri Grandsire. The other four works cars were a mix of engines and body styles.[15] Their opposition were a pair of the latest Sebring Sprites from Austin Healey. Fitted with the 1293cc engine in the Mini-Cooper S they could reach 240 kp/h (148 mph)[16]


In the GT classes Ferrari were now the underdog after being beaten by the Shelby Cobras the previous year, and the races since. Five of the six Shelbys that had been made were at Le Man, prepared by Alan Mann Racing: two for Shelby American, and one each for Ford France, Scuderia Filipinetti and AC Cars themselves.[17][12] For his part, after his fit of pique, Ferrari homologated his new road-car the 275 GTB. The racing version had the 3.3-litre V12 engine extended to 300 bhp and lightened with magnesium castings. After protests from Carroll Shelby were upheld for being significantly lighter than the production car – 1100 kg - ballast had to be added.[18] Cars were being prepared for Ecurie Francorchamps and Scuderia Sant Ambroeus.

In the smaller GT classes were the 2-litre Porsche 904s with the homologated 4-cylinder engine. Autodelta, Alfa Romeo's racing division, brought the Giulia TZ/2 rebodied by Zagato. Its 1.6-litre engine was tuned to 170 bhp it could 245 kp/h (150 mph).[19] Finally there was the newly homologated Triumph Spitfire. The factory brought four cars to the race.[19]

Practice

Fastest car at the April test-weekend was brand new 330 P2 – John Surtees putting in a lap of 3:35, fully five seconds quicker than the Fords and other Ferraris.[20] However the weekend was overshadowed by the death of Lloyd Casner in the rain on the Saturday. Casner, with his Camoradi team, was a long-time Maserati campaigner. Breaking at the end of the Mulsanne straight, his Tipo 151/3 speared off the track and rolled, possibly when braking on the slick white-paint road markings. Casner was thrown from the car and died later from head injuries in hospital.[21]

For the first time in the race's history the initial practice session on race week had to be cancelled. A severe storm felled trees and flooded parts of the circuit. The ACO rescheduled an extra session on the Saturday instead.[3][22] Phil Hill, in the big 7-litre Ford, put in a blistering fastest lap of 3:33, fully 30 seconds faster than the best practice lap from only four years earlier. Surtees was second fastest, two seconds slower, in the rival Ferrari ahead of Bondurant's and Miles’ Fords.[3][12] Dan Gurney had the quickest GT car – his Shelby Cobra was 12th with a 3:51.3, just ahead of the 3:55.0 of Willy Mairesse in the Belgian Ferrari GTB. In the next days, additional stabilising fins were added to the two GT40Xs.[12]

The fastest Porsche was the flat-8 of Gerhard Mitter who put in a 3:59.4 to qualify 18th ahead of the other Cobras and the Maserati. Mauro Bianchi, in the new Alpine, was quickest of the small cars coming in 35th with a 4:20.0.[23] In the end only 51 cars took the start when the small 1-litre Abarth failed to qualify.

Race

Start

After a wet week, race-day was sunny and hot with a huge crowd.[10] It was also the first time the American audience had live coverage of the race.[8] Although having set fastest time, Chris Amon took the start and Phil Hill was the TV guest. As it was, when the live-feed failed Hill took over commentating duties.[10]

Siffert got his Maserati away first, followed by the three Fords of Amon, Bondurant and McLaren. Last away was Colin Davis whose Porsche prototype refused to start for two minutes.[10][24] The two New Zealanders, McLaren and Amon, led the first lap with Surtees up to third as the Maserati fell back.[10] On the fourth lap Siffert planted the Maserati into the haybales at Tertre Rouge. When he finally got back to the pits the car was retired with damage to the oil tank and suspension. It was an underwhelming end to Maserati's presence at Le Mans.[21][25] But his was not the first retirement: the Ferrari Dino was gone. Baghetti had over-revved the engine terminally damaging it.[26] Teodoro Zeccoli put his Alfa Romeo in the sandtrap at Mulsanne. He excited the spectators by stripping to his underwear in a long, unsuccessful attempt to dig it out.[19][10][25]

Back at the front, McLaren and then Amon set about building a lead on the Ferraris, setting new lap records. After two hours only the top four cars were now on the lead lap with Miles ahead of the Ferraris of Scarfiotti, Bonnier and Parkes.[25] But going into the third hour it all started going wrong for Ford. Hill had already fallen away with clutch problems costing 40 minutes in the pits and the French Ford had broken its gearbox when Trintignant had missed a gearchange.[27] The Filipinetti and Walker cars went out with blown head gaskets on the same lap, and when the McLaren/Miles car broke its gearbox the Ford challenged was beaten in only three hours.[3] Small consolation was Phil Hill's new lap record of 3:37.5 as he vainly attempted to make up the 10 laps of lost time.[27]

This now left the race to Ferrari – the three works cars battled for the lead with the Maranello car of Bonnier/Piper. Fifth was the Gurney/Grant Cobra. Both the leading Porsche, of Mitter/Davis, and Alpine of Bianchi/Grandsire were out within three hours – with clutch and gearbox problems respectively. In the fourth hour, Gregory brought the NART Ferrari into the pits misfiring. However, after changing the distributor, losing 30 minutes, the car was ready again. Gregory found Rindt changed and ready to leave. With nothing to lose they agreed to push flat-out, rejoining in 18th.[28][29]

Night

As the sun was setting came the only major accident of the race. Dutchman Rob Slotemaker went off at the fast Maison Blanche corner but was unhurt. His Triumph Spitfire was the same car that had careered towards the pits in the previous year's race when Mike Rothschild had been overcome by exhaust fumes.[19]

After seeing off the Fords, the Ferraris also started having problems. First to fall was the Maranello car. An exhaust broke and Bonnier, choking from the fumes, bought the car in from third to retire as night fell.[5] The gearbox of Parkes/Guichet got jammed in fifth gear. During the night, all of the P2s got delayed by cracks in their brake discs, which in turn gave problems in suspension, each losing 30-60 minutes or more in getting the issues fixed.[27]

The Cobras had been running very well – at 2am the two Shelby-entered cars were running 4th and 5th, Johnson ahead of Gurney. But the head-gasket problem in the Fords also affected two of the Cobra engines including Johnson's. The French entry had been afflicted with clutch issues. Coming up to half-time, the Gurney/Grant car's motor mounts began to crack and the strain of the engine vibration eventually broke the crankshaft.[17][27]

As the leaders were having troubles, the 275LMs kept running reliably. By halfway, the surprise leader was the French privateer Pierre Dumay chased hard by the NART car of Gregory/Rindt (catching them by at least 5 seconds a lap after the earlier delay[1][28]) and the Ecurie Francorchamps GTB of “Beurlys”/Mairesse. Parkes and Guichet had charged back to fourth ahead of the Porsches of Klass/Glemser and Linge/Nöcker. There were only 27 cars left running.[30]

Morning

Soon before 8am the Alpine of previous class-winner Roger Delageneste and veteran Jean Vinatier was retired with ignition problems when comfortably leading the class and running 16th overall. This had just followed the loss of the smallest car in the field, the fellow works Alpine M63B that had been leading the Thermal Index, when it was stopped by a broken conrod.[15]

At 8am, Gosselin had completed 232 laps, with Parkes and Rindt just a lap behind. Mairesse was fourth 3 laps further back with Nöcker in fifth (223 laps), Surtees (221) Vaccarella (220) then Koch, Spoerry and Pon all on 217 laps rounding out the top-10.[10] Against the odds, the privateers held the lead for ten hours until just after midday. A tyre blowout at speed on the Mulsanne Straight did severe damage to the rear bodywork. Dumay got the car back to pits but crucial time was lost with the panelbeating.[3] By the time they rejoined, Rindt and Gregory had a five-lap lead.

With less than three hours to go the little Austin-Healey Sprite of Rauno Aaltonen and Clive Baker, which was looking good for the two Index prizes after the demise of the Alpines, broke its gearbox.[16][24] Soon after the weakened transmission of the Parkes/Guichet P2 also finally gave out, with them having fallen to fifth.[5][4] After their hard charging, the leaders were also nursing a failing transmission. Gregory, in his last stint, was letting the clutch out in corners to coast through them.[28]

Finish and post-race

In the end, despite the fragile differential, the NART car cruised to victory. It packed up completely on the slow-down lap back to the paddock.[28] They kept their five-lap lead over the Dumay/Gosselin car. Three laps further back, and first GT, was Mairesse and “Beurlys” in the Ecurie Francorchamps Ferrari GTB.

Ed Hugus, the reserve driver, declared many years later that he actually drove a whole shift in the winning LM. Just before dawn, Gregory had pitted unexpectedly exhausted and his glasses-vision impaired by the pre-dawn mist. However Rindt was sleeping somewhere and could not be found, so Hugus took over driving duties for a few hours. This was controversial because - according to the regulations- Gregory would not have been allowed to drive again once Hugus replaced him (which he actually did) and the car should have been disqualified. However, no one officially recorded it nor was Hugus credited with co-driving duties.[31] Hugus, from discretion or that he could not get through the crowd to the podium,[1] never made public claims on this story, which was revealed only in late 2000s, when after his death one of his fans made public a letter written to him by the pilot giving all the details.[32]

Fourth was the works Porsche of Herbert Linge and Peter Nöcker. Their trouble-free run also netted them the Index of Performance prize ahead of the winning Ferrari. In fifth was their GT stablemate of Gerd Koch / Toni Fischhaber who in turn won the Index of Thermal Efficiency, despite having to be pushed over the line.[24][22][4]

After losing nearly two hours replacing their clutch in the middle of the night, the NART Ferrari of Rodriguez/Vaccarella was the only P2 to finish, coming in 7th, 28 laps behind the winner.[5] The only Ford-engined car to finish was the Sears/Thompson works Cobra in 8th. After a collision with an Alfa Romeo around midnight while running 5th, they had nursed their battered car with oil-pressure issues to the end over 30 laps behind the GT-winning Ferrari.[17]

Tenth, and first British car home, was the Rover-BRM turbine. It covered a lesser distance than in 1963 as an early off by Hill had sucked sand into the engine causing constant overheating issues. A notable experiment however the issues with fuel consumption and heat management meant the project was impractical for road application and cancelled. [14][4] In a race of attrition there were only fourteen finishers and British cars filled the final five places with two class wins. These included rally specialists Simo Lampinen and Jean-Jacques Thuner for Triumph's final appearance.[19] It was the also the final appearance for MG for 40 years. Paddy Hopkirk and Andrew Hedges once again had a low-maintenance reliable race with a consecutive race finish.[16] It was a race of attrition with only 14 cars finishing. Surprisingly, for the first time ever, not a single French car finished the race.

So another debacle for Ford, with only one of the eleven Ford-engined cars finishing. A silver lining was, with a class win the next month at Reims, the Cobra-Ford clinched the GT Championship.[17] Later in the year Ferrari indeed sold a portion of his company, not to Ford, but to FIAT.[5]

Official results

Finishers

Results taken from Quentin Spurring's book, officially licensed by the ACO[33] Class Winners are in Bold text.

Pos Class No Team Drivers Chassis Engine Laps
1 P
4.0
21 United States North American Racing Team United States Masten Gregory
Austria Jochen Rindt
(United States Ed Hugus[1][31][32])
Ferrari 250LM Ferrari 3.3L V12 348
2 P
4.0
26 France P. Dumay
(private entrant)
France Pierre Dumay
Belgium Gustave ‘Taf’ Gosselin
Ferrari 250LM Ferrari 3.3L V12 343
3 GT
4.0
24 Belgium Ecurie Francorchamps Belgium Willy Mairesse
Belgium “Beurlys” (Jean Blaton)
Ferrari 275 GTB Ferrari 3.3L V12 340
4 P
2.0
32 Germany Porsche System Engineering Germany Herbert Linge
Germany Peter Nöcker
Porsche 904/6 Porsche 1968cc F6 336
5 GT
2.0
36 Germany Porsche System Engineering Germany Gerhard ‘Gerd’ Koch
Germany Anton ‘Toni’ Fischhaber
Porsche 904/4 GTS Porsche 1968cc F4 325
6 P
4.0
27 Switzerland Scuderia Filipinetti Switzerland Dieter Spoerry
Switzerland Armand Boller
Ferrari 275LM Ferrari 3.3L V12 324
7 P
5.0
18 United States North American Racing Team Mexico Pedro Rodríguez
Italy Nino Vaccarella
Ferrari 365 P/P2 Spyder Ferrari 4.4L V12 320
8 GT
5.0
11 United Kingdom AC Cars Ltd. United Kingdom Jack Sears
United States Dick Thompson
AC Cobra Daytona Coupé Ford 4.7L V8 304
9 P
+5.0
3 Italy Iso Grifo Prototipi Bizzarrini France Régis Fraissinet
France Jean de Mortemart
Iso Grifo A3C Chevrolet 5.4L V8 303
10 P
2.0
31 United Kingdom Owen Racing Organisation United Kingdom Graham Hill
United Kingdom Jackie Stewart
Rover-BRM Rover 1992cc Turbine 284
11 GT
2.0
39 United Kingdom British Motor Corporation United Kingdom Paddy Hopkirk
United Kingdom Andrew Hedges
MG MGB Hardtop MG 1801cc S4 283
12 P
1.3
49 United Kingdom Donald Healey Motor Company Australia Paul Hawkins
United Kingdom John Rhodes
Austin-Healey Sebring Sprite BMC 1293cc S4 278
13 GT
1.15
60
(reserve)
United Kingdom Standard-Triumph Ltd. Switzerland Jean-Jacques Thuner
Finland Simo Lampinen
Triumph Spitfire Triumph 1147cc S4 274
14 GT
1.15
54 United Kingdom Standard-Triumph Ltd. Belgium Claude Dubois
France Jean-François Piot
Triumph Spitfire Triumph 1147cc S4 263

Did Not Finish

Pos Class No Team Drivers Chassis Engine Laps Reason
DNF P
4.0
20 Italy SpA Ferrari SEFAC United Kingdom Mike Parkes
France Jean Guichet
Ferrari 330 P2 Spyder Ferrari 4.0L V12 315 Gearbox
(23hr)
DNF P
1.3
48 United Kingdom Donald Healey Motor Company Finland Rauno Aaltonen
United Kingdom Clive Baker
Austin-Healey Sebring Sprite BMC 1293cc S4 256 Gearbox
(22hr)
DNF P
4.0
19 Italy SpA Ferrari SEFAC United Kingdom John Surtees
Italy Ludovico Scarfiotti
Ferrari 330 P2 Spyder Ferrari 4.0L V12 225 Gearbox
(18hr)
DNF GT
2.0
37 France A. Veuillet
(private entrant)
France Robert Buchet
Netherlands Ben Pon
Porsche 904/4 GTS Porsche 1968cc F4 224 Oil leak
(17hr)
DNF P
4.0
22 Italy SpA Ferrari SEFAC Italy Lorenzo Bandini
Italy Giampiero Biscaldi
Ferrari 275 P2 Ferrari 3.3L V12 221 Valves
(17hr)
DNF GT
1.6
44 Luxembourg Equipe Grand Ducale
Luxembourgeoise
Luxembourg Nicholas Koob
France Alain Finkelstein
Alfa Romeo Giulia TZ/2 Alfa Romeo 1570cc S4 218 Engine
(19hr)
DNF GT
1.6
41 Italy Autodelta SpA Italy Roberto Bussinello
France Jean Rolland
Alfa Romeo Giulia TZ/2 Alfa Romeo 1570cc S4 217 Engine
(18hr)
DNF GT
5.0
9 United States Shelby-American Inc. United States Dan Gurney
United States Jerry Grant
AC Cobra Daytona Coupé Ford 4.7L V8 204 Crankshaft
(16hr)
DNF P
2.0
35 Germany Porsche System Engineering Germany Günter Klass
Germany Dieter Glemser
Porsche 904/6 Porsche 1991cc F6 202 Camshaft
(16hr)
DNF P
1.3
47 France Société Automobiles
Alpine
France Roger Delageneste
France Jean Vinatier
Alpine A110 M64 Renault-Gordini 1296cc S4 196 Ignition
(16hr)
DNF GT
1.3
55 France Société Automobiles
Alpine
France Jacques Cheinisse
France Jean-Pierre Hanrioud
Alpine A110 GT4 Renault-Gordini 1108cc S4 196 Clutch (21hr)
DNF P
1.15
61
(reserve)
France Société Automobiles
Alpine
France Robert Bouharde
France Pierre Monneret
Alpine A110 M63B Renault-Gordini 1002cc S4 187 Ignition
(16hr)
DNF GT
5.0
10 United States Shelby-American Inc. United States Bob Johnson
United States Tom Payne
AC Cobra Daytona Coupé Ford 4.7L V8 158 Head gasket
(12hr)
DSQ P
1.15
51 France Société Automobiles
Alpine
France Roger Masson
France Guy Verrier
Alpine A110 M64 Renault-Gordini 1150cc S4 148 premature water
change
DNF P
4.0
25 Belgium Ecurie Francorchamps Belgium Gerhard Langlois van Ophem
Belgium “Eldé” (Leon Dernier)
Ferrari 275LM Ferrari 3.3L V12 146 Clutch (12hr)
DNF GT
2.0
38 France J. Franc
(private entrant)
France “Franc” (Jacques Dewes)
France Jean Kerguen
Porsche 904/4 GTS Porsche 1968cc F4 130 Out of fuel (10hr)
DNF GT
5.0
59
(reserve)
Switzerland Scuderia Filipinetti United Kingdom Peter Sutcliffe
United Kingdom Peter Harper
AC Cobra Daytona Coupé Ford 4.7L V8 126 Head gasket
(10hr)
DNF P
1.15
50 France Société Automobiles
Alpine
France Philippe Vidal
United States Peter Revson
Alpine A110 M64 Renault-Gordini 1150cc S4 116 Engine
(10hr)
DNF GT
5.0
12 France Ford France S.A. France Jo Schlesser
United States Allen Grant
AC Cobra Daytona Coupé Ford 4.7L V8 111 Clutch (10hr)
DNF P
5.0
17 United Kingdom Maranello Concessionaires Ltd. United Kingdom David Piper
Sweden Jo Bonnier
Ferrari 365 P2 Ferrari 4.4L V12 101 Ignition
(9hr)
DNF P
4.0
23 United Kingdom Maranello Concessionaires Ltd. Belgium Lucien Bianchi
United Kingdom Mike Salmon
Ferrari 275LM Ferrari 3.3L V12 99 Gearbox
(8hr)
DNF P
+5.0
2 United States Shelby-American Inc. United States Phil Hill
New Zealand Chris Amon
Ford GT40X Ford 7.0L V8 89 Clutch (7hr)
DNF GT
5.0
14 United Kingdom Ford Advanced Vehicles United Kingdom Sir John Whitmore
United Kingdom Innes Ireland
Ford GT40 Ford 4.7L V8 72 Head gasket
(6hr)
DNF GT
1.15
52 United Kingdom Standard Triumph Ltd. United Kingdom David Hobbs
Netherlands Rob Slotemaker
Triumph Spitfire Triumph 1147cc S4 71 Accident
(7hr)
DNF P
+5.0
1 United States Shelby-American Inc. United Kingdom Ken Miles
New Zealand Bruce McLaren
Ford GT40X Ford 7.0L V8 45 Gearbox
(4hr)
DNF P
1.3
46 France Société Automobiles
Alpine
Belgium Mauro Bianchi
France Henri Grandsire
Alpine M65 Renault-Gordini 1296cc S4 32 Gearbox
(3hr)
DNF P
+5.0
6 Switzerland Scuderia Filipinetti Switzerland Herbert Müller
United States Ronnie Bucknum
Ford GT40 Ford 5.3L V8 29 Head gasket
(3hr)
DNF P
5.0
7 United Kingdom Rob Walker Racing Team United States Bob Bondurant
Italy Umberto Maglioli
Ford GT40 Ford 4.7L V8 29 Head gasket
(3hr)
DNF P
2.0
30 United Kingdom Anglian Racing Developments United Kingdom Richard Wrottesley
United Kingdom Tony Lanfranchi
Elva GT160 BMW 1991cc S4 29 Clutch (4hr)
DNF GT
1.6
42 Italy Autodelta SpA Italy “Geki” (Giacomo Russi)
Italy Carlo Zuccoli
Alfa Romeo Giulia TZ/2 Alfa Romeo 1570cc S4 22 Oil pipe (2hr)
DNF P
2.0
33 Germany Porsche System Engineering United Kingdom Colin Davis
Germany Gerhard Mitter
Porsche 904/8 Porsche 1985cc F8 20 Clutch (4hr)
DNF GT
2.0
62
(reserve)
France C. Poirot
(private entrant)
France Christian Poirot
Germany Rolf Stommelen
Porsche 904/4 GTS Porsche 1968cc F4 13 Gearbox (2hr)
DNF P
5.0
15 France Ford France S.A. France Maurice Trintignant
France Guy Ligier
Ford GT40 Spyder Ford 4.7L V8 11 Gearbox (2hr)
DNF GT
1.3
53 United Kingdom Standard Triumph Ltd. United Kingdom Peter Bolton
United Kingdom Bill Bradley
Triumph Spitfire Triumph 1147cc S4 6 Engine (1hr)
DNF P
5.0
8 France J. Simone
(private entrant)
Switzerland Jo Siffert
Germany Jochen Neerpasch
Maserati Tipo 65 Maserati 5.0L V8 3 Accident damage
(1hr)
DNF P
1.6
40 Italy SpA Dino SEFAC Italy Giancarlo Baghetti
Italy Mario Casoni
(Ferrari) Dino 166P Ferrari 1593cc V6 2 Engine (1hr)
DNF GT
1.6
43 Italy Autodelta SpA Italy Teodoro Zeccoli
France José Rosinski
Alfa Romeo Giulia TZ/2 Alfa Romeo 1570cc S4 1 Accident (2hr)

Did Not Practise

Pos Class No Team Drivers Chassis Engine Reason
DNQ P
1.15
56 France Abarth France France Claude Ballot-Léna
France Franck Ruata
Abarth 1000 SP Fiat 998cc S4 Did not qualify
DNA P
+5.0
4 Italy Iso Grifo Prototipi Bizzarrini Belgium Pierre Noblet
Switzerland Edgar Berney
Iso Grifo A3C Chevrolet 5.4L V8 Did not arrive
DNA P
+5.0
5 Italy Iso Grifo Prototipi Bizzarrini Switzerland Silvio Moser
Portugal Mario Cabral
Iso Grifo A3C Chevrolet 5.4L V8 Did not arrive
DNA GT
5.0
16 United Kingdom John Willment Automobiles Australia Frank Gardner
United Kingdom Alan Rees
AC Cobra Daytona Coupé Ford 4.7L V8 Did not arrive
DNA P
2.0
34 Germany Porsche System Engineering Porsche 904/6 Porsche 1991cc F6 Did not arrive
DNA P
1.6
45 France Société d’Etudes & Construction France Alain Bertaut
France André Guilhaudin
CD 3 Alfa Romeo 1570cc S4 Did not arrive
DNP GT
4.0
57
(reserve)
United States North American Racing Team Ferrari 275 GTB Ferrari 3.3L V12 Not required
DNP P
4.0
63
(reserve)
Belgium Ecurie Francorchamps Ferrari 275LM Ferrari 3.3L V12 Not required
DNP GT
2.0
66
(reserve)
Switzerland Scuderia Filipinetti Switzerland Dieter Spoerry
Switzerland Jacques Calderari
Porsche 904/4 GTS Porsche 1968cc F4 Not required
DNP GT
1.6
69
(reserve)
France C. Laurent
(private entrant)
France Claude Laurent
France Pierre Gelé
Lotus Elan Lotus 1598cc S4 Not required

Class Winners

Class Prototype
Winners
Class GT Winners
Prototype
>5000
#3 Iso Grifo A3C Fraissinet / de Mortemart Grand Touring
>5000
no entrants
Prototype
5000
#18 Ferrari 365 P/P2 Spyder Rodriguez / Vaccarella Grand Touring
5000
#11 AC Cobra Daytona Coupé Sears / Thompson
Prototype
4000
#21 Ferrari 275LM Gregory / Rindt Grand Touring
4000
#24 Ferrari 275 GTB Mairesse / “Beurlys”
Prototype
3000
no entrants Grand Touring
3000
no entrants
Prototype
2500
no entrants Grand Touring
2500
no entrants
Prototype
2000
#32 Porsche 904/6 Linge / Nöcker * Grand Touring
2000
#36 Porsche 904/4 GTS Koch / Fischhaber
Prototype
1600
no finishers Grand Touring
1600
no finishers
Prototype
1300
#49 Austin-Healey Sebring Sprite Hawkins / Rhodes Grand Touring
1300
no entrants
Prototype
1150
no finishers Grand Touring
1150
#60 Triumph Spitfire Thuner / Lampinen
  • Note: setting a new Distance Record.

Index of Thermal Efficiency

[34]

Pos Class No Team Drivers Chassis Score
1 GT
2.0
36 Germany Porsche System Engineering Germany Gerhard ‘Gerd’ Koch
Germany Anton ‘Toni’ Fischhaber
Porsche 904/4 GTS 1.10
2 P
4.0
26 France P. Dumay
(private entrant)
France Pierre Dumay
Belgium Gustave ‘Taf’ Gosselin
Ferrari 275LM 1.07
3 P
1.3
49 United Kingdom Donald Healey Motor Company Australia Paul Hawkins
United Kingdom John Rhodes
Austin-Healey Sebring Sprite 1.05
4 P
2.0
32 Germany Porsche System Engineering Germany Herbert Linge
Germany Peter Nöcker
Porsche 904/6 1.03
5= P
4.0
21 United States North American Racing Team United States Masten Gregory
Austria Jochen Rindt
Ferrari 275LM 1.00
5= GT
4.0
24 Belgium Ecurie Francorchamps Belgium Willy Mairesse
Belgium “Beurlys” (Jean Blaton)
Ferrari 275 GTB 1.00
5= GT
2.0
39 United Kingdom British Motor Corporation United Kingdom Paddy Hopkirk
United Kingdom Andrew Hedges
MG MGB Hardtop 1.00
8 P
4.0
27 Switzerland Scuderia Filipinetti Switzerland Dieter Spoerry
Switzerland Armand Boller
Ferrari 275LM 0.95
9= GT
5.0
11 United Kingdom AC Cars Ltd. United Kingdom Jack Sears
United States Dick Thompson
AC Cobra Daytona Coupé 0.91
9= P
2.0
31 United Kingdom Owen Racing Organisation United Kingdom Graham Hill
United Kingdom Jackie Stewart
Rover-BRM 0.91
  • Note: Only the top ten positions are included in this set of standings.

Index of Performance

Taken from Moity's book.[35]

Pos Class No Team Drivers Chassis Score
1 P
2.0
32 Germany Porsche System Engineering Germany Herbert Linge
Germany Peter Nöcker
Porsche 904/6 1.248
2 P
4.0
21 United States North American Racing Team United States Masten Gregory
Austria Jochen Rindt
Ferrari 275LM 1.220
3 GT
2.0
36 Germany Porsche System Engineering Germany Gerhard ‘Gerd’ Koch
Germany Anton ‘Toni’ Fischhaber
Porsche 904/4 GTS 1.211
4 P
4.0
26 France P. Dumay
(private entrant)
France Pierre Dumay
Belgium Gustave ‘Taf’ Gosselin
Ferrari 275LM 1.201
5 GT
4.0
24 Belgium Ecurie Francorchamps Belgium Willy Mairesse
Belgium “Beurlys” (Jean Blaton)
Ferrari 275 GTB 1.190
6 P
4.0
27 Switzerland Scuderia Filipinetti Switzerland Dieter Spoerry
Switzerland Armand Boller
Ferrari 275LM 1.136
7 P
1.3
49 United Kingdom Donald Healey Motor Company Australia Paul Hawkins
United Kingdom John Rhodes
Austin-Healey Sebring Sprite 1.120
8 P
5.0
18 United States North American Racing Team Mexico Pedro Rodriguez
Italy Nino Vaccarella
Ferrari 365 P/P2 Spyder 1.096
9 GT
2.0
39 United Kingdom British Motor Corporation United Kingdom Paddy Hopkirk
United Kingdom Andrew Hedges
MG MGB Hardtop 1.068
10 P
2.0
31 United Kingdom Owen Racing Organisation United Kingdom Graham Hill
United Kingdom Jackie Stewart
Rover-BRM 1.056
  • 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 – P.Hill, #2 Ford GT40X – 3:33.0secs; 227.51 km/h (141.37 mph)
  • Fastest Lap – P.Hill, #2 Ford GT40X – 3:37.5secs; 222.80 km/h (138.44 mph)
  • Distance – 4,677.11 km (2,906.22 mi)
  • Winner's Average Speed – 194.88 km/h (121.09 mph)
  • Attendance – 300 000+[12]

Challenge Mondial de Vitesse et Endurance Standings

As calculated after Le Mans, Round 8 of 9, with the best 6 results counting (full score in brackets)

Pos Manufacturer Points
1 Italy Ferrari 49 (53)
2 West Germany Porsche 22 (24)
3 United States Ford 19
4 United Kingdom AC-Ford 14
5= United States Chaparrel 9
5= Australia Brabham 9
7 United Kingdom Lola 6
8 Italy iso 2
9 Italy Abarth 1
Citations
  1. ^ a b c d e f Spurring 2010, p.178-9
  2. ^ a b Spurring 2010, p.175
  3. ^ a b c d e Spurring 2010, p.176-7
  4. ^ a b c d e Moity 1974, p.99-101
  5. ^ a b c d e Spurring 2010, p.181
  6. ^ Fox 1973, p.196
  7. ^ Laban 2001, p.148
  8. ^ a b Spurring 2010, p.182-3
  9. ^ Fox 1973, p.197
  10. ^ a b c d e f g Clarke 2009, p.157: Car & Driver Sept 1965
  11. ^ Spurring 2010, p.186
  12. ^ a b c d e Clarke 2009, p.156: Car & Driver Sept 1965
  13. ^ Spurring 2010, p.184
  14. ^ a b Spurring 2010, p.191
  15. ^ a b Spurring 2010, p.196-7
  16. ^ a b c Spurring 2010, p.198
  17. ^ a b c d Spurring 2010, p.188
  18. ^ Spurring 2010, p.185
  19. ^ a b c d e Spurring 2010, p.195
  20. ^ Spurring 2010, p.203
  21. ^ a b Spurring 2010, p.189
  22. ^ a b Clarke 2009, p.166: Autosport Jun25 1965
  23. ^ Spurring 2010, p.201
  24. ^ a b c Clarke 2009, p.161: Autosport Jun25 1965
  25. ^ a b c Clarke 2009, p.162: Autosport Jun25 1965
  26. ^ Clarke 2009, p.142: Road & Track Sept 1964
  27. ^ a b c d Clarke 2009, p.158: Car & Driver Sept 1965
  28. ^ a b c d Henry 1988, p.101-4
  29. ^ Fox 1973, p.198
  30. ^ Clarke 2009, p.165: Autosport Jun25 1965
  31. ^ a b Pete Vack (12 July 2006). "Ed Hugus, Obituary and Appreciation". www.velocetoday.com. Retrieved 16 February 2015.
  32. ^ a b "News: Ed Hugus". www.jochen-rindt.at. Retrieved 16 February 2015.
  33. ^ Spurring 2010, p.2
  34. ^ Spurring 2010, p.171
  35. ^ Moity 1974, p.172

References

  • Armstrong, Douglas – English editor (1966) Automobile Year #13 1965-66 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
  • Henry, Alan (1988) Fifty Famous Motor Races Northamptonshire: Patrick Stephen Ltd ISBN 0-85059-937-7
  • 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 1965 entries, results, technical detail. Retrieved 28 February 2018
  • Le Mans History – Le Mans History, hour-by-hour (incl. pictures, YouTube links). Retrieved 28 February 2018
  • World Sports Racing Prototypes – results, reserve entries & chassis numbers. Retrieved 28 February 2018
  • Team Dan – results & reserve entries, explaining driver listings. Retrieved 28 February 2018
  • Unique Cars & Parts – results & reserve entries. Retrieved 28 February 2018
  • Formula 2 – Le Mans 1965 results & reserve entries. Retrieved 28 February 2018
  • YouTube – Pt 1 of 3 colour film (20mins total). Retrieved 28 February 2018
  • YouTube – 30min colour film following the Triumph team. Retrieved 28 February 2018
  • YouTube – 6min b/w footage of the last lap. Retrieved 28 February 2018
  • YouTube – 3min modern film of the race-winning Ferrari. Retrieved 28 February 2018
  • ‹See Tfd›(in French) Le Mans 1965 in Automobile Historique n°48, May 2005
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.

Ecurie Francorchamps

Ecurie Francorchamps was a Belgian motor racing team. They are principally known for running privateer cars in Formula One and sports car racing during the 1950s and 1970s. The team was founded by racing driver Jacques Swaters. Between 1952 and 1954 Ecurie Francorchamps raced in Formula One, and raced in sports cars into the 1970s.

Ed Hugus

Edward James Hugus (30 June 1923-29 June 2006) was an American racing driver.

Elva (car manufacturer)

Elva was a sports and racing car manufacturing company based in Bexhill, then Hastings and Rye, East Sussex, United Kingdom. The company was founded in 1955 by Frank G. Nichols. The name comes from the French phrase elle va ("she goes").

Ferrari 250

The Ferrari 250 is a series of sports cars and grand tourers built by Ferrari from 1953 to 1964. The company's most successful early line, the 250 series includes many variants designed for road use or sports car racing. 250 series cars are characterized by their use of a 3.0 litres (2,953 cc) Colombo V12 engine designed by Giaoccino Colombo. They were replaced by the 275 and 330 series cars.

Ferrari 275

The Ferrari 275 is a series of front-engined V12-powered grand touring automobiles with two-seater coupé and spider bodies produced by Ferrari between 1964 and 1968. The first 275 series cars were powered by a 3.3 L (3286 cc) dual overhead camshaft Colombo 60° V12 engine producing 260–320 hp (190–240 kW). An updated 275 GTB/4 was introduced in 1966, with a revised four overhead camshaft engine producing 300 hp (220 kW). The 275 series were the first road-going Ferraris equipped with a transaxle and independent rear suspension.Pininfarina designed the 275 coupé and spider bodies, while Scaglietti designed the 275 GTS/4 NART Spyder, of which only 10 were made.Motor Trend Classic named the 275 GTB coupé/GTS spider as number three in their list of the ten "Greatest Ferraris of all time", and the 275 GTB/4 was named number seven on Sports Car International's 2004 list of Top Sports Cars of the 1960s. In a September 1967 road test, Road & Track described the NART Spyder as "the most satisfying sports car in the world."

Ferrari F12

The Ferrari F12berlinetta (also unofficially referred to as the F12 Berlinetta or the F12, and unofficially stylized as the F12B for short)(Type F152) is a front mid-engine, rear-wheel-drive grand tourer produced by Italian automobile manufacturer Ferrari. The F12berlinetta debuted at the 2012 Geneva Motor Show, and replaces the 599 grand tourer. The naturally aspirated 6.3 litre Ferrari V12 engine used in the F12berlinetta has won the 2013 International Engine of the Year Award in the Best Performance category and Best Engine above 4.0 litres. The F12berlinetta was named "The Supercar of the Year 2012" by car magazine Top Gear. The F12berlinetta was replaced by the 812 Superfast in 2017.

In 2014, the F12berlinetta was awarded the XXIII Premio Compasso d'oro ADI. Accepting the award was Ferrari’s Senior Vice President of Design, Flavio Manzoni.

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.

Formation finish

A formation finish in a motor race is when multiple vehicles of the same team cross the finish line in formation, usually side-by-side. Typically it happens when a team's car are running in the top positions at the end of the race with a clear advantage over their competitors. Team directors often orchestrate formation finishes to demonstrate their superiority. A formation finish should not be confused with a "1–2 finish"; not all formation finishes occur as a result of a team's cars finishing first and second in a race, and not all 1–2 finishes are completed in formation.

Jacques Swaters

Jacques Swaters (30 October 1926 – 10 December 2010) was a racing driver from Belgium and former team owner of Ecurie Francorchamps and Ecurie Nationale Belge.

Jochen Rindt

Karl Jochen Rindt (German: [ˈjɔxn̩ ˈʁɪnt]; 18 April 1942 – 5 September 1970) was a German-born racing driver who represented Austria during his career. In 1970, he was killed during practice for the Italian Grand Prix and became the only driver to be posthumously awarded the Formula One World Drivers' Championship.

Rindt started motor racing in 1961. Switching to single-seaters in 1963, he was successful in both Formula Junior and Formula Two. In 1964, Rindt made his debut in Formula One at the Austrian Grand Prix, before securing a full drive with Cooper for 1965. After mixed results with the team, he moved to Brabham for 1968 and then Lotus in 1969. It was at Lotus that Rindt found a competitive car, although he was often concerned about the safety of the notoriously unreliable Lotus vehicles. He won his first Formula One race at the 1969 United States Grand Prix. He had a very successful 1970 season, mainly racing the revolutionary Lotus 72, and won five of the first nine races. In practice for the Italian Grand Prix at Monza, he spun into the guardrails after a failure on his car's brake shaft. Rindt was killed owing to severe throat injuries caused by his seat belt; he was pronounced dead while on the way to hospital. As his closest competitor Jacky Ickx was unable to score sufficient points in the remaining races of the season, Rindt was awarded the World Championship posthumously.

Overall, he competed in 62 Grands Prix, winning six and achieving 13 podium finishes. He was also successful in sports car racing, winning the 1965 24 Hours of Le Mans paired with Masten Gregory in a Ferrari 250LM.

Rindt was a popular figure in Austria and his success resulted in increased interest in motorsport and Formula One in particular. He hosted a monthly television show titled Motorama and set up a successful exhibition of racing cars in Vienna. During his time in Formula One, he was involved, alongside Jackie Stewart, in a campaign to improve safety in Formula One. Rindt left behind his wife, Nina, and a daughter, Natasha.

John Whitmore (racing driver)

Sir John Henry Douglas Whitmore, 2nd Baronet (16 October 1937 – 28 April 2017) was a pioneer of the executive coaching industry, an author and British racing driver.

Lloyd Casner

Lloyd Perry Casner (August 30, 1928 in Miami, Florida – April 10, 1965 in Le Mans, France) was and American race car driver and the creator of the Casner Motor Racing Division team.

An airline pilot by trade, "Lucky" Casner developed an interest in the Maserati Birdcage, and started his team in order to enter the 1960 24 Hours of Le Mans. In August 1960, a Tipo 61 entered by Casner's Team Camoradi, driven by Stirling Moss and Dan Gurney, won the 1000 km of Nurburgring.

Sharing a Birdcage with Masten Gregory, Casner won the 1961 1000km Nürburgring for Team Camoradi, but never won Le Mans. He was killed when he crashed a new Maserati during testing for the upcoming 1965 24 Hours of Le Mans. He was featured in the 1961 film The Green Helmet.

Casner participated in one non-Championship Formula One race, the 1961 Glover Trophy.

North American Racing Team

The North American Racing Team (NART) was a motorsports racing team active from 1958 to 1982. It was created by businessman Luigi Chinetti to promote the Ferrari marque in United States through success in endurance racing.

It was created in 1958 when Chinetti received backing from wealthy racers George Arents and Jan de Vroom. Ferrari already had a close relationship with Chinetti due to his success in selling the maker's road cars in the important American markets, and thus NART received a continuous line of Ferrari racers and support from factory mechanics.

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.

Racing stripe

Racing stripes, also called Le Mans stripes and Rally stripes, were applied to racecars to help identify them in the field during races. The term "racing stripe" is also used to refer to diagonal lines painted on watercraft hulls, usually of those belonging to a country's coast guard.

Sport in Austria

Sport is widely practiced in Austria both in professional and amateur competitions. The most popular sports are association football, alpine skiing and ice hockey.

Tony Lanfranchi

Tony Lanfranchi (25 June 1935 – 7 October 2004) was a British racing driver. He competed in many various events throughout a long racing career, including the 1965 24 Hours of Le Mans for Elva, non-championship Formula One races in 1968, and the British Formula Three Championship. Later in his career, he competed in saloon car racing, including the British Touring Car Championship.

"In his early racing days in Huddersfield he raced sports cars, including a Healey Silverstone, Austin-Healey and then an Elva Courier, in which he was quite successful in 1961. Nationally he made his mark in 1963 with an Elva-Ford Mk. VI."

On 16 September 1962, Lanfranchi won the inaugural Harewood hillclimb, setting the Fastest Time of the Day at 51.61s driving an Elva Mk VI.

In 1967, Lanfranchi was due to make his Formula One debut in the BRDC Daily Express Trophy meeting at Silverstone, but the transporter of the J.A. Pearce Racing Organisation burned out in the paddock prior to first practice. Three cars were totally destroyed and Lanfranchi was sidelined.In 1980, a biography titled Down the Hatch : the life and fast times of Tony Lanfranchi by Mark Kahn was published.In 2004, Lanfranchi died after suffering from cancer in his later years.

Willy Mairesse

Willy Mairesse (1 October 1928 – 9 September 1969) was a Formula One and sports-car driver from Belgium. He participated in 13 World Championship Grands Prix, debuting on 19 June 1960. He achieved one podium and scored a total of seven championship points. He committed suicide in a hotel room in Ostend after a crash at the 1968 24 Hours of Le Mans forced an end to his career.Peter Revson once described the intensity of Mairesse before a race at Spa, Belgium. Revson looked into his car and saw Mairesse's "furrowed" face, beetled brows, and eyes which were almost tilted and their colour changed. "It was almost like looking at the devil."

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