Behra-Porsche was a Formula One constructor which entered four World Championship Grands Prix across the 1959 and 1960 seasons. The constructor started - and finished - two races, both in the 1960 season, but scored no championship points in the process.

Jean Behra was a French racing driver, who by the end of the 1950s was a stalwart of the Formula One paddock. He had achieved success earlier in the decade with the Maserati team, but was contracted to Ferrari for the 1959 season.[1] Despite his obligations to Ferrari, Behra commissioned Porsche to build a Formula 2 single-seater car, taking componentry from the Porsche 718 'RSK'. The chassis for the car had already been designed by former Maserati engineer Valerio Colotti, who subsequently adapted it so that components from the 718 RSK could be used.[1] The vehicle was named the 'Behra-Porsche' and painted in the Bleu de France colour of the Frenchman's homeland.[1]

The car made an initial outing at the 1959 Monaco Grand Prix, with Behra's good friend Maria Teresa de Filippis at the wheel. de Filippis was unable to qualify, however, and the car did not start the race.[1][2]

After the French Grand Prix, Behra was dismissed from the Ferrari team following an altercation with the team manager.[3] This meant, however, that Behra was able to race the Behra-Porsche himself in the upcoming German Grand Prix.[1]

The German Grand Prix was the only one ever to be held at the AVUS circuit in Berlin. Not only had Behra entered the Behra-Porsche into the Grand Prix, he had also entered his RSK sportscar into a support race. It was in this race that Behra crashed fatally, spinning out over the top of the infamous AVUS banking and being thrown from his vehicle. Behra hit a flagpole and fell to the ground, fracturing his skull and breaking many ribs. It was concluded by a doctor on the scene that he died on impact.[4]

Following Behra's death, the Behra-Porsche was acquired by Lloyd Casner for the Camoradi International team. The first of the Behra-Porsche's two outings in 1960 was in the Argentine Grand Prix on 7 February. Masten Gregory took 12th place in the race, four laps behind the leader.[5] Towards the latter half of the season, Fred Gamble became the last driver to pilot the Behra-Porsche in a World Championship Grand Prix. The 1960 Italian Grand Prix, which was noted for a boycott by the three British teams, saw Gamble take 10th place. He was the last finisher, nine laps down on the leader.[6]

Behra-Porsche as a Formula One constructor
Founder(s)Jean Behra
Formula One World Championship career
EnginesPorsche 547/3 1.5 F4
EntrantsJean Behra
Camoradi International
First entry1959 Monaco Grand Prix
Last entry1960 Italian Grand Prix
Races entered4 (2 starts)
Race victories0
Constructors' Championships0
Pole positions0
Fastest laps0

Complete Formula One World Championship results


Year Entrant Chassis Engine Tyres Driver 1 2 3 4 5 6 7 8 9 10 WCC Pts
1959 Dr Ing F. Porsche KG Behra-Porsche RSK Porsche 547/3 1.5 F4 D MON 500 NED FRA GBR GER POR ITA USA NC 0
Italy Maria Teresa de Filippis DNQ
Jean Behra Behra-Porsche RSK Porsche 547/3 1.5 F4 D France Jean Behra DNS
1960 Camoradi International Behra-Porsche RSK Porsche 547/3 1.5 F4 D ARG MON 500 NED BEL FRA GBR POR ITA USA NC 0
United States Masten Gregory 12
United States Fred Gamble 10


  1. ^ a b c d e Long, Brian (2008). Porsche Racing Cars: 1953 to 1975. Veloce Publishing Ltd. p. 74. ISBN 1904788440.
  2. ^ Richard Williams (11 January 2016). "Maria Teresa de Filipis". Retrieved 10 September 2016.
  3. ^ ""Behra fired after Ferrari punch up"". Retrieved 9 September 2016.
  4. ^ "Jaap Grolleman" (4 October 2015). ""Driver Spotlight: Jean Behra"". "". Retrieved 10 September 2016.
  5. ^ "1960 Argentine Grand Prix". Archived from the original on 22 December 2014. Retrieved 20 September 2015.
  6. ^ "1960 Italian Grand Prix". Archived from the original on 22 December 2014. Retrieved 20 September 2015.
  7. ^ Small, Steve (1994). The Guinness Complete Grand Prix Who's Who. Guinness. pp. 51, 137, 148 and 164. ISBN 0851127029.
1959 Formula One season

The 1959 Formula One season was the 13th season of FIA Formula One motor racing. It featured the 1959 World Championship of Drivers and the 1959 International Cup for F1 Manufacturers, contested concurrently over a nine race series which commenced on 10 May and ended on 12 December. The season also included a number of non-championship Formula One races.

Jack Brabham won the World Championship of Drivers in a sport still reeling from the death of several drivers, including reigning champion Mike Hawthorn. The International Cup for F1 Manufacturers was awarded to Cooper–Climax.

1959 German Grand Prix

The 1959 German Grand Prix was a Formula One motor race held at the Automobil-Verkehrs- und Übungs-Straße in West Berlin on 2 August 1959. It was race 6 of 9 in the 1959 World Championship of Drivers and race 5 of 8 in the 1959 International Cup for Formula One Manufacturers. It was the 21st German Grand Prix and was only the second time the race was not held at the Nürburgring. AVUS had previously held the original German Grand Prix in 1926. The race was held over two 30 lap heats of the eight kilometre circuit for a total race distance of 498 kilometres.

In a unique Formula One race format, first, second and third were all claimed by the same team, Scuderia Ferrari. British driver Tony Brooks was declared the winner ahead of American team mates Dan Gurney and Phil Hill. All three drove Ferrari Dino 246s.

1959 Pau Grand Prix

The 1959 Pau Grand Prix was a Formula Two motor race held on 18 May 1959 at the Pau circuit, in Pau, Pyrénées-Atlantiques, France. The Grand Prix was won by Maurice Trintignant for the second year in a row, driving the Cooper T51. Bruce McLaren finished second and Lucien Bianchi third.

Apollon (Formula One)

Apollon was a Formula One racing car constructor from Switzerland. The team participated in one Formula One World Championship Grand Prix but failed to qualify. The team was formed by racing driver Loris Kessel.

Boro (Formula One)

Boro was a Formula One team from the Netherlands run by the brothers Bob and Rody Hoogenboom.

Their single car was built by the Ensign team, but was renamed Boro after their main sponsor, HB Bewaking, ended up as proprietor of the car after a legal dispute with Ensign owner Morris Nunn.

In the small Dutch town of Bovenkerk, the Hoogenboom brothers set up a factory to work on the N175. They entered a total of eight Grands Prix between 1976 and 1977, but failed to make a lasting impression. The team achieved finishes in only two events, the best being eighth place for Larry Perkins in the 1976 Belgian Grand Prix.

Casner Motor Racing Division

Casner Motor Racing Division – also known as America Camoradi (casner motor racing division), Camoradi USA or Camoradi International – was an American racing team of the 1960s known for racing Maserati Birdcage sports cars, and a Porsche and Cooper in Formula One. It was founded by Lloyd "Lucky" Casner in 1960, after he gained interest in the Maserati Tipo 61 in August 1959, and was created to race in the 24 Hours of Le Mans. The Camoradi team won the 1000km Nürburgring in 1960 despite a broken fuel line halfway through the race. The team achieved victory again in 1961, however, due to the unreliability of their cars they never won Le Mans. Camoradi also purchased a single Tipo 63 (a more powerful and faster car) but it also suffered the reliability problems of the Tipo 61s.

Camoradi USA was incorporated in the summer of 1959 and ended due to mismanagement and loss of sponsorship 18 months later.

Casner stayed on in Europe and re-incorporated his efforts as Camoradi International (1961). Camoradi International continued with sponsorship from Dow Chemical, Maserati and Porsche, and with drivers Stirling Moss, Graham Hill and Masten Gregory. Casner was killed at a LeMans practice in 1965 while trying to qualify a Maserati Tipo 151 for the French distributor, due to a mechanical failure.

Camoradi USA was America's first industry-backed international racing team, pioneering the industry backing of racing as we know it.

At a midsummer 1959 SCCA race in Miami, while racing a Ferrari 250TR, Casner met fellow driver Fred Gamble. During the victory presentation at the end of the race, Casner announced his intention of racing in Europe and was looking for people to help him fund this venture. Gamble introduced himself to Casner and offered to help him with publicity, working as a motor journalist and the two formed a partnership to create a racing team.

Gamble, inspired by Ecurie Ecosse, the Scottish National Racing Team that spawned Jim Clark and Jackie Stewart, suggested an American “Olympic Team” of motor racing to challenge the Europeans for World Championships.

Casner’s amateur racing team of friends had called themselves Camoradi Racing Team. So the professional team was incorporated as Camoradi USA, America’s first industry-sponsored racing team with the best drivers from all race series in the best cars that could be acquired.

Gamble, who had a public relations background, surveyed the New York adverting agency market, to determine their involvement with the auto industry. He set up appointments for Casner with various advertising agencies looking for sponsorship for the new racing team. They met with success with the agency of Young & Rubicam, whose major client was the Goodyear Tire & Rubber Company. Gamble, who knew Tony Webner, Goodyear’s first Manager of Racing, convinced him to support their proposal. Casner and executives from Young and Rubicam made a presentation to the management of Goodyear and won big financial support, tires and engineering support. With the world’s largest tire company supporting them, Camoradi quickly received sponsorship Shell/BP, Excide, Champion, DA Lubricants, Koni, Dow Chemical and Guest Airways.

The only American sports car of that era was, of course, the Corvette, which was needed as the GT challenger in their campaign for the World Sports Car Championship. Casner met with Chevrolet President Ed Cole and Corvette "god-father" Zora Duntov. They enthusiastically offered their support with two competition option Corvettes plus parts and technical support and a generous financial contribution. However, with an agreed industry ban on racing involvement, this support was disguised as a "testing contract" and the cars were supplied thru Don Allen Chevrolet of Miami. Sadly, due to production delays, the Corvettes were not delivered until after the first 1960 World Championship 1000 km race, Buenos Aires.

Casner went to Europe in September 1959 and approached a bankrupt Maserati who had their new Birdcage T61, but no finances to race a factory team. Camoradi was their answer for 1960. Casner also formed an alliance with Porsche’s Huschke Von Hanstein and brought two cars from the late Jean Behra’s estate – lightweight Carrera and the special Behra-Porsche F2, which served as a test bed and prototype for the Porsche’s 1960 F2 cars and 1962 F1 1,500cc Formula.

Camoradi “works” Maseratis, led every World Sports Car Championship race of 1960, and won only the 1,000 km Nurburging with Gurney/Moss. Led Nassau 1959 (Shelby DNF, Mechanical), Porsche RSK 2 Liter winner (Bonnier), GT winner Porsche Carrera (Cuevas); 1960 1,000 km Buenos Aires (Gurney/Gregory DNF Mechanical and accident); Argentine GP (Gregory Behra-Porsche); Havana GP for Sports Cars – 8 car entry, winning overall Moss Maserati, 2 Liter Gregory Porsche RSK, GT Corvette Jeffords, under 2 liter GT Cuevas Porsche Carrera; Sebring 12 hour, largest team entry ever of 8 cars, 3 Maseratis (Gurney/Moss led 8 hours DNF Mechanical), 2 Porsche Carreras (under 2 liter GT winner and 2nd OA GT Sheppard/Dungan), 2 Corvettes Jeffords/Weustoff/Gamble (Gamble drove 12 hours solo – only one of two known to have done this – earned press notice as “iron man” Gamble). OSCA 750 (McCluggage/Windridge DNF).

At the Nurburgring, Gamble qualified the “Yank Tank” Corvette 3rd among the big GT’s (several 250 GT Ferraris), but didn’t get to drive in the race as co-driver Lee Lilley started the race and DNF with a wheel bearing failure. Gurney/Moss won overall, Gregory/Munaron 4th in the team’s two T61 Maseratis entered.

At the Le Mans 24 hours, Gregory/Daigh led with the famed Streamliner Birdcage Maserati, set a 3-liter lap record and top speed record of 170 mph, DNF with engine failure, other two long tail Maseratis DNF with electrical faults. Gamble/Lilley drove their Corvette conservatively to finish 10th overall.

All Camoradi Maseratis were prepared and maintained by the factory and in European races managed by Maserati. Camoradi’s role was primarily financial. Gamble was the only full-time principal in Europe, living in Modena, Italy.


Derrington-Francis Racing Team was a short-lived Formula One team from Britain. It was founded by Stirling Moss' former chief mechanic, Alf Francis, and engine tuner Vic Derrington, acquiring an old Automobili Turismo e Sport Tipo 100 car after the ATS operation had closed in 1963. The car, named the Derrington-Francis ATS after the team's founders, featured a spaceframe chassis, a short wheelbase and square-shaped aluminium body panels.The car made its début in the 1964 Italian Grand Prix, where it was driven by Portuguese driver Mario de Araujo Cabral. Qualifying 19th on the grid, Cabral fought with Peter Revson and Maurice Trintignant for the first part of the race, before an ignition problem forced him to retire on lap 25. Cabral was to have driven the car in future events, but Dan Gurney damaged the single chassis in private testing and the team did not make another race appearance.

Ecurie Nationale Belge

Ecurie Nationale Belge (also known as Equipe Nationale Belge or ENB) was a Formula One and sportscar racing team in the 1950s and 1960s, which was formed through a merger of Jacques Swaters' Ecurie Francorchamps and Johnny Claes' Ecurie Belge.

In Formula One, the team used a variety of different chassis through the years: Ferrari, Cooper, Lotus, Emeryson as well as a car of their own construction, the ENB, which participated in a single World Championship Grand Prix, the 1962 German Grand Prix.


Emeryson was a Formula One constructor briefly in 1956, and then again briefly in 1961 and 1962.

Fred Gamble (racing driver)

Fred K. Gamble (born March 17, 1932 in Pittsburgh, Pennsylvania) is a former racecar driver from the United States. He participated in one Formula One Grand Prix, the 1960 Italian Grand Prix, on September 4, 1960. He finished 10th overall driving the Formula Two Behra-Porsche, scoring no Championship points.

Fry (racing team)

Fry was a Formula Two constructor from the United Kingdom. The team was founded by David Fry and Alec Issigonis, whose previous employer John Parkes at Alvis brought his son Mike Parkes as a development driver. The car, built to Formula 2 specifications, was fitted with a Coventry Climax engine and was constructed with several advanced concepts, featuring a semi-monocoque design, an extreme forward driving position and a shark fin on its rear.

The Fry F2 made its début appearance in June 1958 at Brands Hatch, with Parkes finishing its first race sixth at the Crystal Palace circuit. Appearing in a number of Formula Two events throughout 1958 and 1959, the car was entered for the Formula One 1959 British Grand Prix. Parkes did not qualify for the race, setting the 27th fastest time, and the car was not entered for another World Championship Grand Prix. The car participated in several more races, before the final appearance with a second-place finish at the Brands Hatch Boxing Day event.

Maria Teresa de Filippis

Maria Teresa de Filippis (11 November 1926 – 8 January 2016) was an Italian racing driver, and the first woman to race in Formula One. She participated in five World Championship Grands Prix, debuting on 18 May 1958, but scored no championship points. Though her Formula One racing career was brief, she won races in other series and is remembered as a pioneer in the sport.

McGuire (Formula One)

McGuire was a Formula One racing car constructor founded by Australian driver Brian McGuire. The team participated in one Formula One World Championship Grand Prix but failed to qualify.

Brian McGuire first started to race in the British-based Shellsport G8 International Series in 1976, as a private entry with the Formula One-specification Williams FW04. He also entered the car for the 1976 British Grand Prix but was only listed as a reserve and never made it on to the track. For the 1977 season McGuire made extensive modifications to the Williams and it was entered for the 1977 British Grand Prix as the McGuire BM1. However, the car was uncompetitive in the special pre-qualifying sessions, slower than all the other entrants except Mikko Kozarowitzky who had an accident, and McGuire failed to make it through to the full qualifying sessions. Brian McGuire was killed at the wheel of the car at Brands Hatch later in 1977.

Porsche Grand Prix results

These are the complete results achieved by Porsche cars and engines in Formula One, including Formula Two races that were held concurrently.


The Realpha, also known as RE, was a Rhodesian Formula One racing car. The car was built by Ray Reed at his base in Gwelo, and was structurally based on a Cooper. Like many South African home-built Formula One cars of the time, it was fitted with an Alfa Romeo Giulietta engine.Under the "Ray's Engineering" banner, Reed entered the car in the non-championship Rand Grand Prix Formula One event in South Africa in late 1964, but retired due to an engine failure during the first heat. He also entered the 1965 South African Grand Prix, but the entry was withdrawn before the race when Reed was killed in an air crash.The car later appeared at the 1966 Rhodesian Grand Prix, the last round of that year's South African Drivers Championship, entered by local driver Peter Huson, but he retired from the race after an accident.


Team Rebaque was a Mexican Formula One entrant and constructor, based in Leamington Spa, UK. They participated in 30 Grands Prix, initially entering cars bought from Team Lotus, before finally building a car of their own. The Rebaque HR100 was entered for the team's final three races before the team's closure. The team qualified to race on 19 occasions, and achieved one World Constructors' Championship point with its best finish of sixth at the 1978 German Grand Prix.


Scirocco was a Formula One constructor from the United Kingdom. They participated in seven World Championship Grands Prix, entering a total of nine cars, as well as numerous non-Championship Grands Prix. Scirocco also provided chassis for private entrants.


Tec-Mec (full name Studio Tecnica Meccanica) was a Formula One constructor from Italy. Founded by former Maserati designer Valerio Colotti in 1958, they participated in a single Grand Prix, scoring no World Championship points.

Tec-Mec used an improved, lightened version of the Maserati 250F, named the F415. The car was upgraded by the 250F's designer, Colotti, and financed by Lloyd Casner of Camoradi International. The team made its single outing in the 1959 United States Grand Prix, but the car, driven by Fritz d'Orey lasted six laps before retiring, having qualified 17th on the grid ahead of only the midget racer of Rodger Ward.Colotti sold the design studio at the end of the year, and the company continued to produce cars for the Formula Junior series.

Valerio Colotti

Valerio Colotti (Modena, 1925 - 19 January 2008) was an Italian automotive engineer, known for his early work with Ferrari and Maserati chassis and transmission systems.

He joined Ferrari in 1948, working under Aurelio Lampredi, followed by employment with Maserati (1953–1957), until the company dropped factory works racing. In 1958 he started his own company, known as Tec-Mec (Studio Tecnica Meccanica).

Tec-Mec, assisted by Giorgio Scarlatti, attempted at the tipo F/415 Formula One car, mostly based on the Maserati 250F, in which Colotti had been deeply involved. There was cooperation with Behra-Porsche (1959) and others such as

Stirling Moss, who failed in his racing with Cooper T51, fitted with Colotti's, unfortunately rather unreliable, gearboxes.

Colotti's cooperation with Alf Francis lead to the widely used in competition Colotti-Francis gearbox systems.

With Wolfgang von Trips he designed the Trips-Colotti-Auto Union (TCA), and later their transmissions

were used in Alfa Romeo 33 Stradale (1967).

The company is now called Colotti Trasmissioni and is run by his sons Marco and Paolo.

2019 season


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