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F1History - #22 1971

https://gofile.io/d/TFf8jDQu

SEASON SUMMARY

Ken Tyrrell’s first full season as a constructor was phenomenal one as not only did he help driver Jackie Stewart to collect the title, but his second driver, Francois Cevert, ranked third as Tyrrell scored more than double the points of closest challenger BRM in the constructors’ championship. With Ferrari’s challenge fading, it was left to Ronnie Peterson to shine in his second year of F1. Although he failed to win, four second places for March were enough for him to end the season as runner-up. Lotus fell from being champions in 1970 to fifth overall, failing to win a race for the first time since 1959

FIVE, IN THE BLINK OF AN EYE

The 1971 Italian GP was one of the closest ever. Ronnie Peterson led onto the final lap from Francois Cevert. On reaching the last corner, Peterson slid wide, Cevert went for the inside and was blocked by Peter Gethin. Mike Hailwood and Howden Ganley were right there too, but Gethin won for BRM, by 0.01 from Peterson, with all five covered by just 0.61 seconds.

EVERYTHING BUT A WIN

Stepping up from a privately run March to the works team for his second year in F1, Ronnie Peterson starred and became Jackie Stewart’s chief rival as the Ferrari challenge wilted. Second place at Monaco was followed by another at Silverstone, then two more in the Italian and Canadian GPs. For good measure, he also won the F2 title.

STEWART’S RACE, STIFFERT’S WIN

Jackie Stewart was heading for a win in the Austrian GP that would wrap up the title three race early, but his Tyrrell broke a driveshaft and Jo Siffert found himself leading for BRM. Siffert was chased by Stewart’s team-mate Crancois Cevert until his gearbox broke and then won from Emerson Fittipaldi. With Jacky Ickx retiring, Stewart was crowned anyway.

BRM’S DOUBLE DISASTER

In a year that brought joy to BRM racers Pedro Rodriguez and Jo Stiffert, with strong form for the Mexican and a win in Austria for the Swiss, both also paid the ultimate price. Rodriguez was killed in an Interserie sports car race at the Norisring, then three months later Siffert suffered suspension failure in the Rothmans victory Race at Brands Hatch.

SAME TEAM, DIFFERENT NAME

Glance down the entry list for Italian GP and it looks as though Emerson Fittipaldi had swapped teams, as he was entered in a Lotus fielded by World Wide Racing, rather that John Player Team Lotus. This was due to the legal ramifications that continued after Jochen Rindt’s death at Monza in 1970, with Lotus fearing prosecution from the Italian authorities.

TWO RIGHTS, TWO LEFTS

Used to host the United States GP since 1961, Watkins Glen offered more of a challenge in 1971 as it was give nan extra loop that added 1.027 miles (1.652km) to its lap. This addition, known as The Anvil, was added after The Loop and offered a downhill left-hander and then a pair of right-handers, The Toe and The Heel, and then an uphill left.

NEW CIRCUITS

The French GP moved to a new home when it swapped old school and hilly Clermont-Ferrand for Paul Richard, an ultra-modern circuit in the south of France. Its key feature was its 1-mile (1.6km) Mistral Straight, with the Signes corner at its far end a challenging high-speed right-hander that tested a car’s handling as well as the driver’s bravery.

NEW DRIVERS

The most spectacular debut from any of 1971’s 13 F1 debutants came from Mark Donohue when he turned up for the Canadian GP in Penske-entered McLaren and came third. One race later, Howden Ganley who had a good first year with BRM took a fourth. Niki Lauda had a one-off for March but showed no sign that he’d become a three-time world champion.

IN MEMORIAM

The year was already a sad one before the deaths of Pedro Rodriguez and Jo Siffert, as Ignazio Giunti didn’t get to add to the four outings he’d had to Ferrari in 1970 (his best result was fourth at Spa) as he was killed in a sports car race in Buenos Aires when he ploughed into Jean-Pierre Beltoise’s stricken Matra as it was being pushed back to the pits.

1971 Calendar

SOUTH AFRICAN GRAND PRIX

KYALAMI • ROUND 1 • DATE: 6TH MARCH 1971

Laps: 79 • Distance: 201.458 miles/ 324.216 km • Weather: Hot & bright

SPANISH GRAND PRIX

MONTJUICH PARK • ROUND 2 • DATE: 18TH APRIL 1971

LAPS 75 • Distance: 176.484 miles /284.25 km • Weather: Hot & Bright

MONACO GRAND PRIX

MONTE CARLO • ROUND 3 • DATE: 23RD MAY 1971

LAPS 80 • Distance: 155.967 miles / 251.6 km • Weather: Warm but dull

DUTCH GRAND PRIX

ZANDVOORT • ROUND 4 • DATE: 20TH JUNE 1971

Laps: 70 • Distance: 182.93 miles / 293.51 km • Weather: Warm but wet

FRENCH GRAND PRIX

CIRCUIT PAUL RICARD • ROUND 5 • DATE 4TH JULY 1971

LAPS 55 • Distance 198.251 mi1es / 319.55 km • Weather Hot & bright

BRITISH GRAND PRIX

SILVERSTONE • ROUND 6 • DATE: 17TH JULY 1971

Laps: 68 • Distance: 199.33 miles / 320.314 km • Weather: Warm & bright

GERMAN GRAND PRIX

NURBURGRING • ROUND 7 • DATE: 1ST AUGUST 1971

Laps. 12 • Distance: 170.256 miles / 274.02 km • Weather Warm & bright

AUSTRIAN GRAND PRIX

OSTERREICHRING • ROUND 8 • DATE: 15TH AUGUST 1971

Laps. 54 • Distance: 198.337 miles / 319.194 km • Weather Warm & bright

ITALIAN GRAND PRIX

MONZA • ROUND 9 • DATE: 5TH SEPTEMBER 1971

Laps. 55 • Distance. 196.368 miles / 316.25 km • Weather Hot & bright

CANADIAN GRAND PRIX

Mosport park • ROUND 10 • DATE: 19TH SEPTEMBER 1971

LAPS 64 • Distance 157.361 miles / 253.248 km • Weather: Warm but wet

UNITED STATES GRAND PRIX

WATKINS GLEN • ROUND 11 • DATE: 3RD OCTOBER 1971

Laps. 59 • Distance. 199.251 miles / 320.665 km • Weather Warm & bright

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F1History So Far .. #01 1950 to #17 1966

1950 to 1966

F1 History - #1 1950

SEASON SUMMARY

Grand Prix racing was finally formlised in 1950 with the launch of a Formula One World Championship that comprised six grand prix, plus the Indianopolis 500, after the immediate post-war years had a series of non-championship races. Alfa Romeo arrived with the fastest car and its one-two-three finish in the opening race showed how their rivals had a lot of catching up to do. The venerable Lago-Talbot was the best of the rest until Ferrari introduced its 375 racer for the final round at Monza. Across the year, Alfa Romeo stayed out in front, winning all six races, as lead driver Giuseppe “Nino” Farina beat Juan Manuel Fangio to the title.

F1 History - #2 1951

SEASON SUMMARY

Juan Manuel Fangio shifted up a gear in 1951 and assumed a dominant position in the Alfa Romeo team as he mastered the two-stop runs the thirsty 159s required to beat anything that Ferrari could throw at him. The 40-year-old Argentinian was made to fight, though, as the Ferrari challenge accelerated. Indeed, he would have been beaten to the title by Alberto Ascari had Ferrari not got its tyre choice wrong at the final round in Spain. These Italian teams reigned supreme, filling the top six places at three of the season's seven grands prix, leaving only scraps for Lago-Talbot and BRM to fight over

F1 History - #2 1952

SEASON SUMMARY 

In order to stop grid sizes from dwindling and more than make up for Alfa Romeo’s withdrawal, it was all change for 1952 as the World Championship was run to less powerful F2 regulations to enable new constructors to be able to afford to participate. This worked, and eight new constructors joined the series. Yet none could challenge Ferrari, which had already prepared for the switch to smaller engines, and a Ferrari 500 won each of the seven grands prix. Piero Taruffi won the opening round at Bremgarten, while team leader Alberto Ascari took a shot at the Indianopolis 500. Thereafter, Ascari was unbeaten, with Giuseppe Farina usually second.

F1 History - #4 1953

 SEASON SUMMARY

Having stormed to the 1952 World Championship title, Alberto Ascari was able to become the first driver to claim two Fl crowns in succession as Ferrari continued to rule the roost in 1953. The Italian driver didn't have it all his own way, though, as the challenge from Maserati grew stronger through the campaign, its A6GCM getting closer and closer to the Ferrari 500. Juan Manuel Fangio finally stopped Ferrari's run on the last corner of the season-closing Italian GP. Such was the domination of these two Italian marques that they locked out every podium between them, with Gordini's best being a fifth place.

F1 History - #5 1954

 SEASON SUMMARY

Having stormed to the 1952 World Championship title, Alberto Ascari was able to become the first driver to claim two Fl crowns in succession as Ferrari continued to rule the roost in 1953. The Italian driver didn't have it all his own way, though, as the challenge from Maserati grew stronger through the campaign, its A6GCM getting closer and closer to the Ferrari 500. Juan Manuel Fangio finally stopped Ferrari's run on the last corner of the season-closing Italian GP. Such was the domination of these two Italian marques that they locked out every podium between them, with Gordini's best being a fifth place.

F1 History - #5 1955

 SEASON SUMMARY

Mercedes-Benz had near total control in its first full year of F1. However, the season was shorter than planned due to the 1955 Le Mans disaster leading to the cancellation of four of the six remaining races. Lancia quit on the spot, while Mercedes raced until the end of the year before withdrawing. Nothing should take away, though, from Fangio's third F1 title and the way he brought on young British talent Stirling Moss. Mercedes's high point was filling the first four places at the British GP Behind them, Lancia showed good form, but their decision to quit meant that struggling Ferrari was able to take over its cars for 1956.

F1 History - #7 1956

 SEASON SUMMARY

With Mercedes and Lancia gone, this proved to be Ferrari's year, as it abandoned its largely unsuccessful 1955 cars and concentrated on developing the more competitive D5Os that Lancia left behind. Left without a drive, Juan Manuel Fangio headed to Ferrari, while Stirling Moss went to Maserati, the drivers winning the first and second grands prix, respectively. However, over the course of the seven rounds, it was Fangio who pulled ahead. But the title would have gone to Fangio's Ferrari team-mate Peter Collins - he won two rounds, but he gave up his title shot at the Monza finale, having handed his car over to Fangio, whose own D50 had failed.

F1 History - #8 1957

 SEASON SUMMARY

Juan Manuel Fangio claimed a then-record fifth F1 title, this time with Maserati, after tiring of the politics within the Ferrari camp. And he did it in imperious fashion. After a one-two-three finish for Maserati in the opening race, the writing was on the wall, especially when Fangio won the next two races. However, Vanwall led the first serious British push for gold, with Stirling Moss leading its challenge as it became the first British team to win a World Championship round. Then Ferrari upped its game too, but Fangio's consistency meant that the Argentinian took what would be his final title at the age of 46.

F1 History - #9 1958

 SEASON SUMMARY

World Championship seasons began to become longer, moving up from seven to 10 races. This gave time for a narrative to develop, and 1958 stands out as one of F1's most dramatic. The plot: Fangio going into semi-retirement and Ferrari finding form again and having to weather an ever stronger attack from Vanwall. The British team fielded Stirling Moss - again sticking to driving for a British team - the immaculate Tony Brooks, and young charger Stuart Lewis-Evans. Between them, they won six of the races, while Ferrari team leader Mike Hawthorn won just one, but this was enough for him to sneak home as Britain's first world champion.

F1 History - #10 1959

SEASON SUMMARY

The days of F1 being for front-engined cars were clearly numbered as Cooper team leader Jack Brabham landed a major blow to the establishment. While Ferrari and BRM were still running traditionally-shaped cars, Cooper continued to pioneer its smaller cars with the engine behind the driver's shoulders. More nimble, lighter, less thirsty and kinder to their tyres, Cooper's cars started the campaign with a win for Brabham in Monaco, then added another. There was also a victory for team mate Bruce McLaren and two for Stirling Moss in a privately entered version. BRM finally took a win and Tony Brooks won twice for Ferrari, but the message was clear.

F1 History - #11 1960

SEASON SUMMARY

Jack Brabham made it two F1 titles on the trot, and this one was certainly less

fraught for the Australian as his new, low-line Cooper T53 kept him ahead of the pack. Team-mate Bruce McLaren started the season with a win, but Brabham prevailed thanks to a run of five wins in succession during the middle of the season. Rob Walker Racing changed from Cooper cars to Lotus and Stirling Moss shone, outpacing the works Lotus attack that was led by Innes Ireland. Many teams already had their eyes on the rule changes coming in 1961, including Ferrari, who had a thin season, with Phil Hill winning the Italian GP but ranking only fifth.

F1 History - #12 1961

SEASON SUMMARY

Phil Hill came out on top in the first year of new regulations as Ferrari arrived ready for the new challenge. Their rivals were much less prepared after the British teams in particular had spent most of 1960 fighting to prevent the planned reduction in engine capacity. While Ferrari's new car and engine were race ready, other teams had to rely instead on F2 engines that offered notably less power, until they developed their own. To become world champion, Hill had to beat Ferrari team-mate Wolfgang von Trips, and resist flashes of brilliance from Stirling Moss. It only went the American's way, though, when the German was killed in the Italian GP.

F1 History - #13 1962

SEASON SUMMARY

This World Championship boiled down to a two-way fight between two British drivers: Graham Hill and Jim Clark. It ought to have been between three British drivers, but Stirling Moss was fortunate to survive a pre-season accident and so spent the year on the sidelines with head injuries. So, it was Hill for BRM, a team perhaps facing its last year before backing was withdrawn, versus Clark for burgeoning Lotus. Hill drew first blood at Zandvoort, but they would swap wins through the season until they travelled to South Africa for the final round. Clark's car broke and so Hill secured what would be BRM's only F1 title.

F1 History - #14 1963

SEASON SUMMARY

After finishing second in the drivers' and constructors' championships in 1962, it was clear that Jim Clark and Lotus were going to be the combination to beat. Lotus continued to lead the technical advances in F1, with the Lotus 25 still the class of the field, but it was Clark's level of performance, which put him on a different plane to his rivals, that really made the difference. BRM's Graham Hill and Richie Ginther tried their best and John Surtees impressed for Ferrari. After leading but retiring in Monaco, Clark ended up on the podium at the remaining nine grands prix, winning seven of them.

F1 History - #15 1964

SEASON SUMMARY

John Surtees made history in 1964 when he became the only person to date to win world championship titles on both two wheels and four. His second year with Ferrari was marked by clear progress and his two wins set him up to be part of a three-way shoot-out at the final round. It was there that he pipped fellow British drivers Graham Hill and Jim Clark to the crown. Even more thrilling for Ferrari, especially after its double title success in 1961 was followed by an atrocious year in 1962, was the fact that it also landed the constructors' championship.

F1 History - #16 1965

SEASON SUMMARY

If Jim Clark had felt frustrated by losing the 1964 title battle due to mechanical failure, he bounced back in style in 1965. The Scot stormed to the final title of F1's 1.5 litre age at a canter by winning six of the nine grands prix he contested in his Lotus. BRM proved to be the best of the rest and Graham Hill won twice to end the years as runner-up, while his impressive new team-mate Jackie Stewart ranked an impressive third overall. Then, in the final race of the year, Honda showed its remarkable progress as its driver Richie Ginther was first to the chequered flag in Mexico.

F1 History - #17 1966

SEASON SUMMARY

It was all change for 1966, as the maximum size for engines was doubled to three litres and Jack Brabham's team was the one that reacted best to the return of power. It could easily have been Ferrari's year, as the team had new engines ready to go, but internal politics led to lead driver John Surtees leaving. This cleared the way for Brabham to win four races in a row and so land his third F1 drivers' title. Lotus struggled with a 2-litre Climax engine until it upgraded to a 3-litre BRM, but that came too late to save Jim Clark's year. .

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F1History - #17 1966

https://gofile.io/d/GGG9TM

SEASON SUMMARY

It was all change for 1966, as the maximum size for engines was doubled to three litres and Jack Brabham's team was the one that reacted best to the return of power. It could easily have been Ferrari's year, as the team had new engines ready to go, but internal politics led to lead driver John Surtees leaving. This cleared the way for Brabham to win four races in a row and so land his third F1 drivers' title. Lotus struggled with a 2-litre Climax engine until it upgraded to a 3-litre BRM, but that came too late to save Jim Clark's year.

A DOUBLING OF CAPACITY

Although the upgrade to 3-litre engines and an increased minimum weight of 500kg (1,102lb) had been announced in 1963, few teams were ready, with the British teams holding out for a change only to 2 litres. Power rose from 210 to 350bhp. Brabham's Repco engine wasn't as powerful as Ferrari's V12 but it was torquier and more reliable.

A BELGIAN WATERSHED

Sudden rain wreaked havoc at Spa-Francorchamps when Jo Bonnier spun and four others took evasive action. Further on, Jackie Stewart's BRM hit a telegraph pole and a house, leaving him trapped upside down in his car, with the cockpit filling with fuel. Unsurprisingly, Stewart went on to lead the campaign to make F1 safer.

THE BIRTH OF A CHAMPION TEAM

Bruce McLaren added a second string to his bow in 1964 when he started building racing cars. Just two years later, he left the Cooper team and appeared on the grid at Monaco with the first McLaren F1 car, the M2B. Finding a competitive engine was a problem shared with other teams, but it was the first step in an incredible success story.

BOLSTERING THE GRID

With grid sizes averaging 18 cars, it was decided that the approximately 14-mile (22.5km) Nurburgring had ample space for more entrants for the German GP, and so allowed 11 F2 cars to join. The best of these, Jean-Pierre Beltoises Matra, finished eighth, after the hest-qualified one, Jacky Ickx's own Matra, which started 17th, crashed out of the race on lap two.

REIMS LAST ROLL OF THE DICE

The French GP turned another page in its history as it was the 11th and last to be held at Reims (plus four between 1932 and 1948). Victory went to Jack Brabham, after John Surtees (now at Cooper) and Lorenzo Bandini (Ferrari) had led early on. Brabham's victory marked the start of a four-race winning streak that landed him the title.

CAPTURING THE ACTION

World champion for Ferrari in 1961, Phil Hill had a very different role in 1966 as he was tasked with driving a camera car during practice in Monaco and for the opening lap of the Belgian GP to capture footage that would be used in John Frankenheimer's movie Grand Prix. He used a Lotus 25 and McLaren M3A respectively, with cameras mounted to film the action Sequences.

AN ITALIAN WINS AT HOME

Ferrari's heavy engine hampered its form, so it was a relief when Ludovico Scarfiotti, who was brought in mid-season, stepped up to win the team's home race at Monza. Team-mates Lorenzo Bandini and Mike Parkes led early on, but Scarfiotti was in front at the end, to become the first Italian winner of the Italian GP since Alberto Ascari in 1952.

NEW CONSTRUCTORS

McLaren would become the most important of the four new arrivals in 1966, while Matra would land the title in 1969. Shannon was destined to only ever be a makeweight. Dan Gurney's Eagle marque would be the most successful at its first attempt, and the team ranked seventh thanks to the American racer finishing fifth twice.

IN MEMORIAM

John Taylor had impressed in the first three grands prix, but collided with Jacky Ickx in the German GP and his David Bridges Brabham burst into flames, leaving him terribly burned. The other Fl driver to die was American sports car ace Walt Hansgen, whose best result was fifth in the 1964 United States GP, who fatally crashed in a test at Le Mans.

NEW DRIVERS

Of the 11 new drivers, Jacky Ickx and Jean-Pierre Beltoise impressed with their F2 outings in the German GP. Unusually, two drivers who dipped their toe in the F1 pond went on to set up F1 teams in the late 1970s. These were Guy Ligier, who created his eponymous team in 1976, and Alan Rees, who was one of the five founders of Arrows.

1966

Calendar

MONTE CARLO • ROUND 1 • DATE: 22ND MAY 1966

Laps: 100 • Distance: 195.113 miles/314.5 km • Weather: Warm & hazy

SPA-FRANCORCHAMPS • ROUND 2 • DATE: 12TH JUNE 1966

LAPS 78 • Distance: 244.825 miles /394.8 km • Weather: Wet & dull

REIMS • ROUND 3 • DATE: 3RD JULY 1966

Laps: 48 • Distance: 247.613 miles /398.496 km • Weather: Very hot & bright

OBNANDS HATCH • ROUND 4 • DATE 16TH JULY 1966

LAPS 80 • Distance: 212.1 miles /341.184 km • Weather: Warm, drizzle then drying

ZANDVOORT • ROUND 5 • DATE 24TH JULY 1966

LAPS 90 • Distance 234.279mi1es / 377. 37 km • Weather Warm & bright

NURBURGRING • ROUND 6 • DATE: 7TH AUGUST 1966

Laps: 15 • Distance: 212.518 miles / 342.15 km • Weather: Warm & wet

MONZA • ROUND 7 • DATE: 4TH SEPTEMBER 1966

Laps. 68 • Distance: 242.956 miles / 391.0 km • Weather Warm & bright

WATKINS GLEN • ROUND 8 • DATE: 2ND OCTOBER 1966

LAPS 108 • Distance 248.400 miles / 399,762 km • Weather: Cool & dull

MEXICO CITY • ROUND 9 • DATE: 23RD OCTOBER 1966

Laps. 65 • Distance. 201.945 miles / 325.0 km • Weather Warm & bright

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