30-08-2005, 05:49 PM
http://forums.atlasf1.com/showthread.php...adid=82054
:racer:
A couple of days ago I was bored to tears by somebody banging on about the good old days versus the standard procedures and practises of Bernie's modern form of industrialised, homogenised, packaged Formula 1 racing.
I have also been contacted by several would-be readers of 'BRM Volume 3' - fed up with our constant postponements of its publication. Well, it's on the way now - and one of the items in it will be this internal team report on the 1965 French GP, which pretty much highlights 'The way it was...' and this should tell us all why F1 managers and entrants wanted somebody like Mr E to shake things up, and make it all run like clockwork... To me it's lost the charm, but it must be a wee bit easier on the blood pressure...
I hope I'll be excused for using up so many electrons...but I thought this might trigger some memories on other aspects of 'The way it was...'
The author was BRM Chief Engineer and Team Manager - the late, the incomparable, Tony Rudd.
June 27, 1965 Grand Prix de lACF, Clermont-Ferrand, France 40 laps,
The usual three cars were delivered - all fitted with P62 gearboxes, using the Brands Hatch ratios. Car 2615 was fitted with engine 5621, car 2616 had 5610 and car 2617 engine 5629. Tony reported:
Available information showed that the circuit was 2,500 feet above sea level, which means that the full throttle mixture strength should be reduced l°. It was also understood that the width of the circuit had been increased from 6 to 7 metres, which led us to believe that there would be a considerable amount of loose stones at the edges of the circuit. The cars were, therefore, fitted with gauze stoneguards over the intakes, which slightly reduced the performance.
FIRST PRACTICE was held under thundery conditions with high humidity - air temperature 32°C, Barometer 26.9. Stewart, who drove here last year, was first away; and after 7 laps, the best of which we made 3 mins. 25.9 secs., and the officials -3 mins. 26.1 secs. came in and reported that the car was under-steering and misfiring away from the hairpins. His oil temperature was 110°C. water temperature 100°C, and he was qetting 11,200 r.p.m. on the long uphill stretch, and 11,000 r.p.m. on the shorter downhill section. All the indirect gears were too high, particularly 2nd.
The new R.7 tyres were replaced by R.6s, and he went out again for a further 7 laps, the best of which was 3 mins. 22.5 secs. He reported that the understeer was more pronounced, but that the misfiring was nearly cured by weakening the mixture.
Graham Hill meanwhile had done 5 laps in car 2616, stopping at the pits every other time to complain of a sticking throttle, and that the suspension was far too hard and the car was sliding across the road. While the car was being changed to the Monte Carlo roll bar set up, he went out in the training car for 5 laps, (using R.6 tyres) the best of which was 3 mins. 38.6 secs., oil temperature was 110°C, water temperature 100°C. Maximum r.p.m. around 11,000. He believed that the car was over-steering slightly, so the rear roll bar was softened 2 notches. This car had been set up with zero anti-dive on the front suspension. The driver believed that the front suspension felt softer in this condition, but was not yet in a position to offer any constructive information.
He ran for 1 lap, and then we were informed that the car had crashed on the downhill section before the quarry, but the driver was unhurt. He subsequently appeared on the back of Stewarts car, and reported that the throttle stuck open, He felt all right but would probably be stiff to-morrow.
'He was then sent out in car 2616 for 5 laps, the best of which was 3 mins.28.7 secs. The front tyre pressures were increased 3-lbs on Stewarts car to combat the understeer, and he ran 4 laps in this condition, the best of which was 3 mins. 23.8 secs. He felt that this was a little better, but not the answer - the front roll bar was moved to the soft position and the gear ratio lowered one, with the proviso that he would lift off at 11,500 r.p.m. on the straights. As this work was carried out right at the end of practice the two mechanics concerned, Perkins and Collins, sustained numerous minor burns from hot exhaust pipes and other components.
We were then told by the officials, led by Mons: Acat of Le Mans, that we had 15 minutes in which to retrieve the crashed car. Due to the chaotic paddock arrangements, most of this time was spent extracting the Leyland from the paddock, which was then prevented from leaving by police. We attempted to recover the pit equipment in the Ford; this was also prevented by the police, who compromised when the car reversed to the pits.
The crashed car was found against a large sandstone cliff, with the right front severely damaged. The throttles were stuck one-third open a stone about ¾ cube was stuck between the right throttle and the gauze, while the left return spring was hooked on the edge of the plate instead of the lever, so that the throttle would not completely close. This spring could have been levered off by a stone. A set of straight and parallel tyre marks led back some 50 yards up the road, to an 80-mile an hour corner 100 yards away.
The car was loaded into the transporter with some difficulty, during which the officials and the police were involved in some altercation, and alternatively instructed us to remove the wreck as quickly as possible or clear the vehicles from the circuit as quickly as possible. On attempting to leave the circuit by the Royat exit, we were prevented from doing so by the police, but around the next corner we encountered a police road block and we were sent back to the Royat exit.
After some difficulty a gap was made in the straw bales. Graham Hill drove his car through first, followed by a mechanic with Stewarts car. The transporter dislodged some straw bales on to the police radio unit; and in the altercation, a mechanic ran into the back of Graham Hills car, damaging the nose of Jackie Stewarts car, and the tail of Graham Hills.
Stewart meanwhile was headed off by the police, and did not re-appear for 4 hours.
Graham Hill reported that the engine in his own car had gone up to 130°C. oil temperature, was blowing blue smoke from the exhausts and seemed very unwilling. These appeared to be the symptoms of a scavenge pump failure, or excessive scavenge back pressure. Since the engine has to be removed for access to the scavenge pump, it was decided to replace with the spare engine, which had a proved scavenge pump. The scavenge oil system was checked through during the engine change and no restriction could be found.
Stewart then arrived and reported that he had on one occasion, when changing from 5th to 6th, inadvertently found 4th, and over-revved his engine. As there was insufficient time to carry out the full over-revving checks, the connecting rod bolts and bottom end of the engine were checked, together with the exhaust tappets.
Heavy rain fell before SECOND PRACTICE. The circuit was completely enveloped in mist, so that the pits could not be seen from the paddock - a distance of less than 100 yards. Air temperature was down to 19°C, and the Barometer had risen to 27.1. Several disputes occurred between competitors, race organisers and police - we were only involved in two. The Police claimed we had too many vehicles in the paddock; but as they all had the correct pass nothing could be done.
We were also informed that pit signals were to be given from the outside of the hairpin before the pits. This was in accordance with French law and the race regulations. No reference to this requirement could be found in the regulations, or the supplementary regulations; and in conjunction with Dragoni, Team Manager of Ferrari, we flatly refused to comply on the grounds that it was impossible for the drivers to look at pit signals and negotiate a hairpin bend. After enlisting the aid of the President of the C.S.I. and offering to signal from the refuelling area, which was halfway along an uphill straight after the pits some 500 yards away, we were told that we would have to signal from the roof of the pits.
PRACTICE finally got under way 5 minutes late, with Stewart running on R.7 rears and R.6 fronts. He ran for 6 laps, the best of which was 3 mins. 24.6 secs. and reported that the bad visibility had not constituted a serious problem, and the track was nearly dry. The car was still understeering. R.7 front tyres were then fitted for 5 laps, the best of which was 3 mins. 20.8 secs. which at that time was the fastest so far recorded. It was significant that the oil temperature was down to 90° and water 80 , which even allowing for the drop in ambient, showed that the shortened nose had reduced temperature on this slow circuit.
Graham Hill meanwhile, who was very stiff and bruised following yesterdays accident, had gone out for 10 laps and had gradually brought his times down to 3 mins. 28.5 Sec.. He did not feel that the engine was pulling particularly well, but as he had not yet settled down, preferred not to comment.
Stewart felt that he would probably go faster if he had the higher axle ratio; this was re-fitted and he went out for 5 laps, the best of which we made 3 mins. 18.7 secs. At the same time Bandini did 3 mins.19.1. and Clark in the 4-valve Lotus burst out on the circuit. He was retrieved by Bonnier, who ran out of fuel, and both of them finally arrived on Ginthers Honda.
Stewarts car was then fitted with new tyres for the race and filled up with fuel. During this process we were interrupted by the officials, who told us we were not allowed petrol in the pits. He was, therefore, sent out with the car half full. The tyres bedded in very quickly, so that his third lap was 3-19-5.
At this time Clark did 3 mins. 18.3. in the training Lotus, and Surtees 3 mins 19.l. in his Ferrari.
Graham Hill had run for another 8 laps and was down to 3 mins. 24.0. He then reported that he felt his car was under-steering; the rear roll bar was stiffened. He was sent out again - came in the following lap complaining of clutch slip. The sump level was abnormally high, so the catch tank was drained and the clutch treated with Pyrene. He managed one flying lap at 3 mins. 23.5. before the clutch slipped again.
There were several more battles between various competitors, the police and race organisers, but fortunately we were not involved in any.
The engine in Graham Hills car was checked to find why oil was getting on the clutch. No. 6 cylinder was found to be blowing, indicating a broken piston ring. It was, therefore, decided to fit the engine from the crashed car with the fuel injection system from the spare engine, which had now been correctly tuned to the circuit. During the engine change the clutch tension was increased by l%, as clutch slip seemed to be becoming rather more prevalent.
While new tappets were being fitted to the engine in Jackie Stewarts car, it was found that two roller tracks on the nearside inlet camshaft were very badly worn. Previous attempts to fit a new camshaft in the car have always been unsuccessful; but in the circumstances we had no choice. Fuel consumption on both cars was the same, indicating that 28 galls. were required for the race. As the main tanks only hold 27 galls, this meant that the auxiliary system had to be used.
Normal Pre-Race Checks were carried out, with no other problems coming to light. As it would be necessary to flow test the auxiliary fuel systems, the cars were taken out to the circuit early on Race day, as the only fuel available was in the Shell tanker, which was confined to the fuel area, on the instructions of the Police. After both cars had been fuelled, we attempted to tow them to the paddock, but the police insisted that we towed them in the direction of the race, as the Rover-B.R.M. was making a high speed demonstration lap. After we had covered some 4 kilometres of the circuit, we encountered a Police road block, where the cars were delayed for over an hour. The block was only cleared when all the Formula 3 cars on their warming up lap arrived - so that there was a double line of cars, including all the Formula 1 competitors except Ferrari, and all the Formula 3 competitors, together with the parade of Veteran cars and the Michelin Band.
When we finally returned to the paddock, there was insufficient time to fully test (sic) the fuel systems, section by section, but fortunately the complete system operated satisfactorily.
At this time we were informed that signals would be given from in front of the pits in the usual fashion, but that the signallers must wear a Le Mans bracelet. These would be issued immediately from the Control Tower. The various mechanics assembled at the control tower, and the usual chaos ensued. Fortunately, our mechanics were sealed into their bracelets; but some of the less fortunate, including the Brabham signallers, were still there before the two warming up laps as the officials had run out of bracelets.
'We suspected that in these circumstances there would be some confusion over topping up with fuel after the two warming up laps; an extra two gallons were therefore put into both cars.
Both cars came in after one lap, Stewart complaining of a sticking throttle, which was fortunately traced to one of the mounting screws for the additional stoneguards touching the throttle. Graham Hill complained that his clutch was dragging, and as this could not be rectified in time to give him another lap on his new R.7 tyres, scrubbed R.6s were fitted.
Meanwhile, there was the most appalling confusion with race officials switching off engines that were being warmed up, as the Prime Minister was arriving, 20 minutes late. Two officials visited our pit, one to tell us that we were permitted to top up the fuel system, but that the fuel must then be immediately removed from the pit - and the other accompanied by a fireman and a gendarme, to ensure that we had no petrol in the pit. At one stage both Ferraris were being wheeled away, having been withdrawn by their team manager - and there appeared to be a free fight in the Brabham pit.
There was a tremendous amount of confusion on the dummy grid; but fortunately the actual start of the RACE was effectively carried out; but Bandini turned sideways and nearly spun coming out of the first corner, causing Stewart to take to the grass to miss him. This let Clark get right away so that in two laps Clark was 6 seconds ahead. Graham Hill had made a fairly good start, but even so was 12th. On the 3rd lap, Stewart got by Bandini. Graham Hill was now 10th, as Rindt had spun and hit Amon, taking him off the road. By the 5th lap, Graham Hill was 40 seconds behind Clark, lapping at 3 min.31.0. while Stewart was still hanging on in 2nd place, 6 seconds behind Clark and 8 seconds in front of Surtees, whose engine had begun to misfire. Stewart was lapping around 3 mins.23.0.
By the 10th lap, Stewart was still 6 seconds behind Clark, lapping now at 3 mins.21.0. which was the new lap record, and had if anything gained slightly on Clark in the last 2 laps. Graham Hill was 11th, 18 seconds behind Siffert and lapping at 3 mins 29.0.
On the 18th lap, it started to rain slightly; Clark immediately drew away from Stewart, so that on the 20th lap, he was 15 seconds ahead. Surtees had made a pit stop to investigate his misfiring and was now 50 secs, behind Stewart. Stewarts lap time had dropped to 3 mins. 27.6 secs. and Graham Hills to 3 mins. 29.6.
By the 30th lap. Graham Hill was in 6th place, gaining a second to a second and a half per lap on Bandini, who was 20 secs. ahead of him. By now Graham Hills lap times were 3 mins. 24.0O. while Stewart was 22 seconds behind Clark, lapping at 3-21.5 with Surtees over a minute behind in 3rd place.
On the 35th lap, with 5 laps to go, it was obvious that Graham Hill could not catch Bandini, who had speeded up, and the gap was now 17 seconds - even though Graham Hill was now lapping at 3-22.0, while Stewart, who was now 27 seconds behind Clark, was lapping at 3:21.5 but with two laps to go, Bandini lost his rear wheel, letting Graham Hill into 5th place while Jackie Stewart finished 2nd, 26 secs. behind Clark.
Stewart complained that his car understeered more in the race than it did in practice. It had a spell of misfiring accelerating away from the hairpins, when he was having to take it easier in the wet; but once the track completely dried the misfiring disappeared. He thought he might have got a little closer to Clark, but he never could have passed him,-although he felt had he not been baulked by Bandini at the beginning of the race so that he could have sat on Clarks tail, he could haven stayed with him.
Graham Hill said that his clutch became completely inoperative on about the 3rd or 4th lap, and that he had to drive without it, which was a handicap getting into bottom gear for the hairpin. He did not feel that the engine was particularly lively and thought the track became very slippery as the race progressed.
The clutch trouble was finally traced to a fractured pipe in the hydraulic line, which was probably damaged during the second engine change. Had he had the use of his clutch, he may possibly have finished in front of Surtees in 3rd place, although his 37th lap, which was his fastest, was only a second slower than Stewarts fastest lap.'
DCN
(com a devida vénia) :noworry:
:racer:
A couple of days ago I was bored to tears by somebody banging on about the good old days versus the standard procedures and practises of Bernie's modern form of industrialised, homogenised, packaged Formula 1 racing.
I have also been contacted by several would-be readers of 'BRM Volume 3' - fed up with our constant postponements of its publication. Well, it's on the way now - and one of the items in it will be this internal team report on the 1965 French GP, which pretty much highlights 'The way it was...' and this should tell us all why F1 managers and entrants wanted somebody like Mr E to shake things up, and make it all run like clockwork... To me it's lost the charm, but it must be a wee bit easier on the blood pressure...
I hope I'll be excused for using up so many electrons...but I thought this might trigger some memories on other aspects of 'The way it was...'
The author was BRM Chief Engineer and Team Manager - the late, the incomparable, Tony Rudd.
June 27, 1965 Grand Prix de lACF, Clermont-Ferrand, France 40 laps,
The usual three cars were delivered - all fitted with P62 gearboxes, using the Brands Hatch ratios. Car 2615 was fitted with engine 5621, car 2616 had 5610 and car 2617 engine 5629. Tony reported:
Available information showed that the circuit was 2,500 feet above sea level, which means that the full throttle mixture strength should be reduced l°. It was also understood that the width of the circuit had been increased from 6 to 7 metres, which led us to believe that there would be a considerable amount of loose stones at the edges of the circuit. The cars were, therefore, fitted with gauze stoneguards over the intakes, which slightly reduced the performance.
FIRST PRACTICE was held under thundery conditions with high humidity - air temperature 32°C, Barometer 26.9. Stewart, who drove here last year, was first away; and after 7 laps, the best of which we made 3 mins. 25.9 secs., and the officials -3 mins. 26.1 secs. came in and reported that the car was under-steering and misfiring away from the hairpins. His oil temperature was 110°C. water temperature 100°C, and he was qetting 11,200 r.p.m. on the long uphill stretch, and 11,000 r.p.m. on the shorter downhill section. All the indirect gears were too high, particularly 2nd.
The new R.7 tyres were replaced by R.6s, and he went out again for a further 7 laps, the best of which was 3 mins. 22.5 secs. He reported that the understeer was more pronounced, but that the misfiring was nearly cured by weakening the mixture.
Graham Hill meanwhile had done 5 laps in car 2616, stopping at the pits every other time to complain of a sticking throttle, and that the suspension was far too hard and the car was sliding across the road. While the car was being changed to the Monte Carlo roll bar set up, he went out in the training car for 5 laps, (using R.6 tyres) the best of which was 3 mins. 38.6 secs., oil temperature was 110°C, water temperature 100°C. Maximum r.p.m. around 11,000. He believed that the car was over-steering slightly, so the rear roll bar was softened 2 notches. This car had been set up with zero anti-dive on the front suspension. The driver believed that the front suspension felt softer in this condition, but was not yet in a position to offer any constructive information.
He ran for 1 lap, and then we were informed that the car had crashed on the downhill section before the quarry, but the driver was unhurt. He subsequently appeared on the back of Stewarts car, and reported that the throttle stuck open, He felt all right but would probably be stiff to-morrow.
'He was then sent out in car 2616 for 5 laps, the best of which was 3 mins.28.7 secs. The front tyre pressures were increased 3-lbs on Stewarts car to combat the understeer, and he ran 4 laps in this condition, the best of which was 3 mins. 23.8 secs. He felt that this was a little better, but not the answer - the front roll bar was moved to the soft position and the gear ratio lowered one, with the proviso that he would lift off at 11,500 r.p.m. on the straights. As this work was carried out right at the end of practice the two mechanics concerned, Perkins and Collins, sustained numerous minor burns from hot exhaust pipes and other components.
We were then told by the officials, led by Mons: Acat of Le Mans, that we had 15 minutes in which to retrieve the crashed car. Due to the chaotic paddock arrangements, most of this time was spent extracting the Leyland from the paddock, which was then prevented from leaving by police. We attempted to recover the pit equipment in the Ford; this was also prevented by the police, who compromised when the car reversed to the pits.
The crashed car was found against a large sandstone cliff, with the right front severely damaged. The throttles were stuck one-third open a stone about ¾ cube was stuck between the right throttle and the gauze, while the left return spring was hooked on the edge of the plate instead of the lever, so that the throttle would not completely close. This spring could have been levered off by a stone. A set of straight and parallel tyre marks led back some 50 yards up the road, to an 80-mile an hour corner 100 yards away.
The car was loaded into the transporter with some difficulty, during which the officials and the police were involved in some altercation, and alternatively instructed us to remove the wreck as quickly as possible or clear the vehicles from the circuit as quickly as possible. On attempting to leave the circuit by the Royat exit, we were prevented from doing so by the police, but around the next corner we encountered a police road block and we were sent back to the Royat exit.
After some difficulty a gap was made in the straw bales. Graham Hill drove his car through first, followed by a mechanic with Stewarts car. The transporter dislodged some straw bales on to the police radio unit; and in the altercation, a mechanic ran into the back of Graham Hills car, damaging the nose of Jackie Stewarts car, and the tail of Graham Hills.
Stewart meanwhile was headed off by the police, and did not re-appear for 4 hours.
Graham Hill reported that the engine in his own car had gone up to 130°C. oil temperature, was blowing blue smoke from the exhausts and seemed very unwilling. These appeared to be the symptoms of a scavenge pump failure, or excessive scavenge back pressure. Since the engine has to be removed for access to the scavenge pump, it was decided to replace with the spare engine, which had a proved scavenge pump. The scavenge oil system was checked through during the engine change and no restriction could be found.
Stewart then arrived and reported that he had on one occasion, when changing from 5th to 6th, inadvertently found 4th, and over-revved his engine. As there was insufficient time to carry out the full over-revving checks, the connecting rod bolts and bottom end of the engine were checked, together with the exhaust tappets.
Heavy rain fell before SECOND PRACTICE. The circuit was completely enveloped in mist, so that the pits could not be seen from the paddock - a distance of less than 100 yards. Air temperature was down to 19°C, and the Barometer had risen to 27.1. Several disputes occurred between competitors, race organisers and police - we were only involved in two. The Police claimed we had too many vehicles in the paddock; but as they all had the correct pass nothing could be done.
We were also informed that pit signals were to be given from the outside of the hairpin before the pits. This was in accordance with French law and the race regulations. No reference to this requirement could be found in the regulations, or the supplementary regulations; and in conjunction with Dragoni, Team Manager of Ferrari, we flatly refused to comply on the grounds that it was impossible for the drivers to look at pit signals and negotiate a hairpin bend. After enlisting the aid of the President of the C.S.I. and offering to signal from the refuelling area, which was halfway along an uphill straight after the pits some 500 yards away, we were told that we would have to signal from the roof of the pits.
PRACTICE finally got under way 5 minutes late, with Stewart running on R.7 rears and R.6 fronts. He ran for 6 laps, the best of which was 3 mins. 24.6 secs. and reported that the bad visibility had not constituted a serious problem, and the track was nearly dry. The car was still understeering. R.7 front tyres were then fitted for 5 laps, the best of which was 3 mins. 20.8 secs. which at that time was the fastest so far recorded. It was significant that the oil temperature was down to 90° and water 80 , which even allowing for the drop in ambient, showed that the shortened nose had reduced temperature on this slow circuit.
Graham Hill meanwhile, who was very stiff and bruised following yesterdays accident, had gone out for 10 laps and had gradually brought his times down to 3 mins. 28.5 Sec.. He did not feel that the engine was pulling particularly well, but as he had not yet settled down, preferred not to comment.
Stewart felt that he would probably go faster if he had the higher axle ratio; this was re-fitted and he went out for 5 laps, the best of which we made 3 mins. 18.7 secs. At the same time Bandini did 3 mins.19.1. and Clark in the 4-valve Lotus burst out on the circuit. He was retrieved by Bonnier, who ran out of fuel, and both of them finally arrived on Ginthers Honda.
Stewarts car was then fitted with new tyres for the race and filled up with fuel. During this process we were interrupted by the officials, who told us we were not allowed petrol in the pits. He was, therefore, sent out with the car half full. The tyres bedded in very quickly, so that his third lap was 3-19-5.
At this time Clark did 3 mins. 18.3. in the training Lotus, and Surtees 3 mins 19.l. in his Ferrari.
Graham Hill had run for another 8 laps and was down to 3 mins. 24.0. He then reported that he felt his car was under-steering; the rear roll bar was stiffened. He was sent out again - came in the following lap complaining of clutch slip. The sump level was abnormally high, so the catch tank was drained and the clutch treated with Pyrene. He managed one flying lap at 3 mins. 23.5. before the clutch slipped again.
There were several more battles between various competitors, the police and race organisers, but fortunately we were not involved in any.
The engine in Graham Hills car was checked to find why oil was getting on the clutch. No. 6 cylinder was found to be blowing, indicating a broken piston ring. It was, therefore, decided to fit the engine from the crashed car with the fuel injection system from the spare engine, which had now been correctly tuned to the circuit. During the engine change the clutch tension was increased by l%, as clutch slip seemed to be becoming rather more prevalent.
While new tappets were being fitted to the engine in Jackie Stewarts car, it was found that two roller tracks on the nearside inlet camshaft were very badly worn. Previous attempts to fit a new camshaft in the car have always been unsuccessful; but in the circumstances we had no choice. Fuel consumption on both cars was the same, indicating that 28 galls. were required for the race. As the main tanks only hold 27 galls, this meant that the auxiliary system had to be used.
Normal Pre-Race Checks were carried out, with no other problems coming to light. As it would be necessary to flow test the auxiliary fuel systems, the cars were taken out to the circuit early on Race day, as the only fuel available was in the Shell tanker, which was confined to the fuel area, on the instructions of the Police. After both cars had been fuelled, we attempted to tow them to the paddock, but the police insisted that we towed them in the direction of the race, as the Rover-B.R.M. was making a high speed demonstration lap. After we had covered some 4 kilometres of the circuit, we encountered a Police road block, where the cars were delayed for over an hour. The block was only cleared when all the Formula 3 cars on their warming up lap arrived - so that there was a double line of cars, including all the Formula 1 competitors except Ferrari, and all the Formula 3 competitors, together with the parade of Veteran cars and the Michelin Band.
When we finally returned to the paddock, there was insufficient time to fully test (sic) the fuel systems, section by section, but fortunately the complete system operated satisfactorily.
At this time we were informed that signals would be given from in front of the pits in the usual fashion, but that the signallers must wear a Le Mans bracelet. These would be issued immediately from the Control Tower. The various mechanics assembled at the control tower, and the usual chaos ensued. Fortunately, our mechanics were sealed into their bracelets; but some of the less fortunate, including the Brabham signallers, were still there before the two warming up laps as the officials had run out of bracelets.
'We suspected that in these circumstances there would be some confusion over topping up with fuel after the two warming up laps; an extra two gallons were therefore put into both cars.
Both cars came in after one lap, Stewart complaining of a sticking throttle, which was fortunately traced to one of the mounting screws for the additional stoneguards touching the throttle. Graham Hill complained that his clutch was dragging, and as this could not be rectified in time to give him another lap on his new R.7 tyres, scrubbed R.6s were fitted.
Meanwhile, there was the most appalling confusion with race officials switching off engines that were being warmed up, as the Prime Minister was arriving, 20 minutes late. Two officials visited our pit, one to tell us that we were permitted to top up the fuel system, but that the fuel must then be immediately removed from the pit - and the other accompanied by a fireman and a gendarme, to ensure that we had no petrol in the pit. At one stage both Ferraris were being wheeled away, having been withdrawn by their team manager - and there appeared to be a free fight in the Brabham pit.
There was a tremendous amount of confusion on the dummy grid; but fortunately the actual start of the RACE was effectively carried out; but Bandini turned sideways and nearly spun coming out of the first corner, causing Stewart to take to the grass to miss him. This let Clark get right away so that in two laps Clark was 6 seconds ahead. Graham Hill had made a fairly good start, but even so was 12th. On the 3rd lap, Stewart got by Bandini. Graham Hill was now 10th, as Rindt had spun and hit Amon, taking him off the road. By the 5th lap, Graham Hill was 40 seconds behind Clark, lapping at 3 min.31.0. while Stewart was still hanging on in 2nd place, 6 seconds behind Clark and 8 seconds in front of Surtees, whose engine had begun to misfire. Stewart was lapping around 3 mins.23.0.
By the 10th lap, Stewart was still 6 seconds behind Clark, lapping now at 3 mins.21.0. which was the new lap record, and had if anything gained slightly on Clark in the last 2 laps. Graham Hill was 11th, 18 seconds behind Siffert and lapping at 3 mins 29.0.
On the 18th lap, it started to rain slightly; Clark immediately drew away from Stewart, so that on the 20th lap, he was 15 seconds ahead. Surtees had made a pit stop to investigate his misfiring and was now 50 secs, behind Stewart. Stewarts lap time had dropped to 3 mins. 27.6 secs. and Graham Hills to 3 mins. 29.6.
By the 30th lap. Graham Hill was in 6th place, gaining a second to a second and a half per lap on Bandini, who was 20 secs. ahead of him. By now Graham Hills lap times were 3 mins. 24.0O. while Stewart was 22 seconds behind Clark, lapping at 3-21.5 with Surtees over a minute behind in 3rd place.
On the 35th lap, with 5 laps to go, it was obvious that Graham Hill could not catch Bandini, who had speeded up, and the gap was now 17 seconds - even though Graham Hill was now lapping at 3-22.0, while Stewart, who was now 27 seconds behind Clark, was lapping at 3:21.5 but with two laps to go, Bandini lost his rear wheel, letting Graham Hill into 5th place while Jackie Stewart finished 2nd, 26 secs. behind Clark.
Stewart complained that his car understeered more in the race than it did in practice. It had a spell of misfiring accelerating away from the hairpins, when he was having to take it easier in the wet; but once the track completely dried the misfiring disappeared. He thought he might have got a little closer to Clark, but he never could have passed him,-although he felt had he not been baulked by Bandini at the beginning of the race so that he could have sat on Clarks tail, he could haven stayed with him.
Graham Hill said that his clutch became completely inoperative on about the 3rd or 4th lap, and that he had to drive without it, which was a handicap getting into bottom gear for the hairpin. He did not feel that the engine was particularly lively and thought the track became very slippery as the race progressed.
The clutch trouble was finally traced to a fractured pipe in the hydraulic line, which was probably damaged during the second engine change. Had he had the use of his clutch, he may possibly have finished in front of Surtees in 3rd place, although his 37th lap, which was his fastest, was only a second slower than Stewarts fastest lap.'
DCN
(com a devida vénia) :noworry:
..................................................................................................................
I know you believe you understand what you think I said, but I am not sure you realize that what you heard is not what I meant....
.................................................................................................................
I know you believe you understand what you think I said, but I am not sure you realize that what you heard is not what I meant....
.................................................................................................................
