From the Silverstone International Trophy, Jim Clark, Dan Gurney and Colin Chapman flew straight to Indianapolis for testing of the new quad-cam Ford-engined Lotus 43s. In the photo album below we follow Jim’s progress through the month of May – back to Europe for the Monaco GP on May 10; to the US again for Indy qualifying on May 16; to Mallory Park and then Crystal Palace for May Bank Holiday racing; to Zandvoort for the Dutch GP on May 24; and then back to Indy for the 500 on May 30 (Memorial Day – a Thursday in 1964). That’s three big races in one month – with F2 and sports car meetings and lots of testing in addition. Images: LAT Photographic and The Henry Ford
Upon arrival at Indy on the Monday after Silverstone, Jim was annoyed to find that his car wasn’t ready. He thus sat out the first day of testing, listening-in to Dan Gurney’s reports. In the foreground, Colin Chapman applies some tank tape to the 43’s bodywork joins. Note that Dan here is running Jim’s aeroscreen
Still in casual trousers but now wearing the top half of his Dunlop overalls, Jim chats to Jack Brabham during that first day of Indy testing. Jack has just won the International Trophy at Silverstone and is running his own Offy-powered car at the Speedway. Note the asymmetric suspension and the fuel tank on the left side only
Much of the discussion at the test is whether Lotus should run Firestones or Dunlops. The British tyres are quicker but show early signs of chunking. Dunlop’s Dick Jeffries confirms that new batches will be made for the race and so Lotus, after much deliberation – and after asking the Firestone personnel to make a special trip to Indy for meetings! – decide to race Dunlops
It’s now the Tuesday of the Indy tests and Jim watches as Dan lowers himself into the blue-and-white Lotus 43-Ford, windscreen now converted to “Dan-spec”. Colin, clipboard in hand, stands left and on the right, holding a pyrometer, is Dunlop’s Vic Barlow
Jim finally gets to run and is immediately up to speed, matching Parnelli Jones’ 155 mph laps with apparent ease. He’s also wearing a new Bell helmet with the peak painted in dark blue rather than the regular Border Reivers white. He would race with this peak at Mallory, Crystal and Zandvoort (but not at Monaco, where he raced peakless) before reverting to a white peak for the Indy 500 on May 30
Aside from Dan and the roadsters of AJ Foyt and Parnelli Jones, major opposition at Indy would also come from the very talented Bobby Marshman. Driving one of the 1963 Lotus 29s updated with the four-cam Ford, Marshman, with Chapman’s blessing, did much of the four-cam testing and proved to be very quick at Indy throughout the month of May
Following the indecent speed of the Lotus-Fords in 1963, something of a war was waged at Indy in ’64 – front-engined versus rear, Firestone versus Dunlop, Offys versus Fords. This note sums up the home support for Parnelli and his Firestone-tyred, front-engined roadster
Although sponsored by Pure fuel and oils in 1963, Lotus switched to the American version of Esso in 1964. Here Colin Chapman stands by the Enco (as it was known) refuelling rig in Gasoline Alley
Colin Riley (left) chats to a Ford mechanic prior to an engine change. Note the little-used dart board in the Team Lotus garage…
Jim and Dan missed Friday practice at Monaco but in the case of the World Champion it made little difference. He qualified on the pole and was leading easily when his Monaco nemesis again intervened. First, the right rear roll-bar mounting broke on the Lotus 25. Jim called in quickly to have the complete bar removed – and still could have won but for an engine failure later in the race. His adaptation to the 25’s handling problem was remarkable
A lovely LAT shot of Jim lifting a wheel at the exit from Casino Square during practice
The right roll-bar mounting broke early in the Monaco GP, when Jim was pulling away from the pack with ease. Many observers believe the failure was caused on the first lap, when Jim brushed the straw bales at the fast exit of the chicane. I doubt this for two reasons: one, it was the right-hand-side that broke and, two, Jim states in the updated version of his autobiography that it was later proved back at the factory that the failure would have occurred regardless of whether he’d skimmed a wall or not. The design was subsequently modified
Jim, Colin and Dan flew straight back to the States after Monaco – another 4:30am wake-up call on the Monday after the race! – for Indy qualifying. Jim took the pole with a record four-lap average of 156.406 mph, then flew straight back to England to race the Ian Walker Lotus 30 at Mallory Park. A police escort helped him up the M1 motorway in the Bank Holiday traffic; he duly won the race (the only win for the 30); and then he drove back to Balfour Place with Sally in his white Radbourne Elan
Jim had won two-out-of-two so far with the F2 Ron Harris Lotus 32-Cosworth but at Crystal Palace on May 18 he ran into engine problems. The glory on this occasion went to the young Austrian, Jochen Rindt, although both David Hobbs (MRP Merlyn) and Graham Hill (John Coombs Cooper) were also very quick. Here Jim glides the 32 through the shadow and light of London’s own circuit
Jim made up for that disappointment by again having a ball with the Ford Lotus Cortina. He won his class at Crystal and is shown here in characteristic, early-1964 understeer pose
Jim drove his first Grand Prix at Zandvoort in 1960 – and was quick from the start. He raced the shark-nosed Ferraris hard there in 1961; he should have won there in 1962, when he debuted the new Lotus 25; and he won easily in Holland in 1963. In 1964 the pattern continued: Jim won the race at a canter. Note the tan Jim Clark driving gloves, that dark blue peak and the masking tape to protect him from flying stones
Dick Scammell checks the rear of Jim’s Lotus 25 on the Zandvoort grid while Colin gets the low-down. Behind, Bruce McLaren settles into the works Cooper while John Surtees, with Maruo Forghieri to his left, adjusts his helmet
Detail of the masking tape used by Jim at Zandvoort in 1964. He would use similar taping at Indy six days later
A study in concentration – on this occasion taken by Gary Bramstein, a US serviceman who in 1964 attended several European F1 races and is a massive Jim Clark fan
Special interior of the Radbourne Elan Jim used in 1964. Note additional switches on centre console and plush steering wheel boss
Jim had already made three separate trips to Indy before he finally returned for the race proper on Thursday, May 30, 1964. Exhausted by then thanks to the constant attention, the waiting around and the endless travel, Jim, like everyone, nonetheless became a part of it all when the marching bands struck up their tunes
With the gentlemen having started their engines, Jim, now with white peak, sets off for the pace laps. Eventual winner, AJ Foyt, is on the left and Bobby Marshman, who qualified second is behind. It was a capacity crowd
Dave MacDonald, the very talented American whom Jim knew well from the sports car series in the previous winter, qualified 14th in Mickey Thompson’s unwieldy, wide Ford rear-engined car, the Allstate Special. Its bodywork was much-altered by race day, featuring trim tabs and scoops front to rear. A glass-fibre-encased 45 gal fuel tank, containing nitro and other exotics, sat on the left of the driver
Indy veteran, Eddie Sachs, drove this Ford rear-engined Hallibrand special sponsored by Red Ball, the company that would ride to victory with Graham Hill in 1966
After gaining places right at the start, the brilliant Dave MacDonald was killed at Turn 4 on the lap when he spun into the angled extension of the inner pit retaining wall. The car exploded into flames and bounced into the path of oncoming cars
Eddie Sachs, who first raced at The Speedway in 1953, died when he tried to squeeze between MacDonald’s burning car and the outer wall. He hit the Allstate Special broadside. Both Johnny Rutherford and Jack Brabham drove through the inferno – and both had the perspicacity to accelerate onwards, using the slipstream of their cars to extinguish the flames
The crowd’s reaction says it all as the flames and smoke tell a terrible story
After a 90 minute delay, during which time he just sat by his car, back against a front wheel, Jim Clark again took the lead of the Indy 500. He was soon under tremendous pressure from Marshman, however – as seen here. It was Bobby’s consistently low line that settled the issue: he grounded-out the engine, causing an oil leak
As at Monaco, Jim then looked set for victory…only to run into trouble of a different kind: those Dunlops began to vibrate and then to chunk – and the rear suspension broke as a result. After a nasty moment on the home straight, Jim slid the 34 to a halt on the Turn 1 infield
A traumatic day ends with a walk back to Gasoline Alley. Jim peels off his gloves while doing his best to accommodate well-wishers
Jim’s 34 after its rear suspension failure. Note chunking on the left-rear tread. Thus ended Jim’s Month of May (50 years ago). It was violent and in many ways it was disappointing. There was no time to stop or to think, however, for he was a professional racing driver. The next race beckoned: the Belgian Grand Prix at Spa on the ultra-fast circuit that he’d disliked since 1958
Paddy Hopkirk’s win in the Monte-Carlo Rally 50 years ago was more than just another stat for the history books. It was a ground-breaker, a medium for cultural change. For one thing, the Monte back then was really big – the biggest rally of the year and one of the most widely-covered international sporting events of western Europe’s new year. For another, he won in a Mini – in a Morris Cooper S, to be precise – and minis, at the point, were the thing, whether you were talking Mary Quant or Sir Alec Issigonis. The talk, before the Monte, was of the big Ford Falcon Sprints prepared by Holman and Moody in Charlotte, North Carolina (two of which were to be driven by Graham Hill and Bo Ljungfeldt) – and of the other rally-tuned classics: the Ford (Dagenham) Cortina GTs of Vic Elford and Henry Taylor and of course Eric Carlsson’s Saab. It was Paddy, though, who on on handicap. He didn’t know he was close until he got to Monte-Carlo, where Bernard Cahier gave him the nod. Then it was a matter of completing that final stage without incident. He did, complete with white shirt and tie – and thus he changed the world. He received telegrams from the Prime Minister and from the Beatles. His name would live on for longer than anyone could imagine.
I spoke to Paddy recently about that Monte win and what it meant to him – then and now.
Alastair Caldwell (right, with headset, talking to James Hunt at Mosport, in 1976) is our guest this week on The Racer’s Edge – which means that at last we can sit him down and talk to him in outrageous detail about those early days at McLaren, about Bruce winning his first race in a car bearing his own name – and about the tricks they used to play back in 1976, when James Hunt fought Niki Lauda all the way to the Drivers’ World Championship. We also catch up with Charlie Kimball, the son of the former McLaren and Ferrari Design Engineer, Gordon Kimball. Last Sunday, Charlie won his first IndyCar race (with Chip Ganassi Racing) Images: LAT Photographic; TRE Production: Knockout TV in association with F1 Racing
From Indy Qualifying, Jim flew to Nice from London, where he had been staying on Monday and Tuesday in the apartment of his friend, Sir John Whitmore. They had first met in 1959, when they had shared Ian Scott-Watson’s Lotus Elite at Le Mans, and they had stayed in touch ever since. Their bond, ironically, had been their shared despair after Alan Stacey’s death. A farmer like John and Jim, Alan had been hugely helpful to Whitmore in the early years. At Le Mans in ‘59, with Alan now on the verge of a full F1 career and driving at Le Mans a factory Lotus 17 with Keith Greene, the three of them had had a ball, with Alan very much playing the role of the mentor. Early in that Le Mans week, over dinner at the Team Lotus hotel in a little village away from the main town, John had read aloud a report in L’Equipe about one of the drivers having an artificial leg. Jim, still very new to motor racing, was both appalled and disbelieving. “Disgusting,” he said, making it unclear whether he was talking about the lies in the article or the concept itself.
Jim was up bright and early the following morning, in his usual way, and knocked on the door of the room being shared by John and Alan.
“Come on. Wake up. Rise and shine. Time to get going.” Then silence. Jim had seen Alan’s prosthetic leg lying on the floor by the bed. The next sound was of Jim’s feet, running as far away as possible.
A few days later, John and Alan were still laughing at Jim’s embarrassment…
Alan was killed at Spa the following year in a Team Lotus 18 – in the second Grand Prix of Jim’s career – when, it is said, he hit a bird at high speed. (Some people close to Team Lotus are convinced that the steering column broke on Alan’s car and that the “bird” story was merely a cover.) Jim was of course devastated – but thought instantly of John, who had been even closer to Alan. Thus the mateship.
John’s small two-bedroom, two-bathroom flat was in Balfour Place, Mayfair – an ideal location for racing drivers on the move. The Lotus factory at Cheshunt was half an hour away. And London was great for Heathrow and Gatwick airports, Crystal Palace, Brands Hatch and of course the A1 – the road to Scotland. After days – weeks – of non-stop travel, these two days in Mayfair for Jim offered a welcome break. John’s wife, Ghinsella, caught up with Jim’s washing – including his blue Dunlop overalls – and Jim finalized the detail arrangements of his travel over the next few weeks. He would return immediately to Indianapolis after Sunday’s Monaco Grand Prix; then he would race at Mosport; then, two days later, he would race at Crystal Palace. He’d return to Balfour Place at that point before leaving for Spa, for the Belgian GP.
Nice was bright and sunny when Jim and Colin arrived on Wednesday, May 22. They drove out to Monaco by the coast road, stopping on the way to check in to their regular hotel in Eze sur Mere. Little more than a railway station and a small café today, Eze in 1963 was somewhat more prosperous, boasting a couple of good restaurants, a garage and a small market. The Team Lotus hotel, LaBananeraie, was perfect for the group’s needs, boasting a spacious, secure, three-car garage out the back in which the Lotus 25s could be housed. Towing race cars to circuits on public roads was not only normal back then; it was a part of the show. Spectators would line the streets, awaiting their favourites – and sometimes, if the travel distances was short, the cars would be driven under their own power. Nothing clears a crowd faster than a quick blast of Ferrari V12…
Jim had brought with him to Europe his newly-painted Bell Magnum helmet and wore it for the first time at Monaco on Thursday, when he was fastest. The overall look was completely different: it was as if the slightly thicker Bell had been specifically designed for the gorgeous, slow-slung lines of the Lotus 25. And Jim again wore a white peak! It was as if the ’63 season was entering a new phase, and the Jim Clark era was now upon us.
Jim was unnerved for a second or two on Thursday when he spied a black cat running across the track by the pits. He wasn’t about to label himself “superstitious” but, in that world, back then, he wasn’t going to go out of his way to walk under ladders or spill salt on the table. He was delighted, then, to see the car suddenly freeze and scamper back the way it had came. Nor was he reluctant to tell a few of his friends about it, either!
Practice over – and the temporary pole secured – Jim then joined his fellow drivers in a GPDA meeting at the Hotel Metropole. These gatherings had been a regular fixtures at F1 races ever since the drivers had first got together in a formal way at Monaco, in 1960. As a group, they were now respected by the team owners and by the circuit organizers – something that couldn’t be said about the drivers’ group of the 1950s, the UPPI (Union of Professional Pilotes International). Jo Bonner presided over the GPDA meetings; Autocar’s Sports Editor, Peter Garnier, recorded the minutes for posterity. As well as discussing important safety and organizational issues, the drivers also took time to talk to one another. In Jim’s case, he was keen to learn about Dan Gurney’s first drive in the new Brabham (Dan had been eighth quickest on a troublesome day) and to discuss the growing shortage of Coventry Climax Mk 111 engines. Just as Dan had been obliged to miss Silverstone, now Jack Brabham himself was flying straight back to England to pick up a replacement for the engine that had failed that morning. There was also general chit-chat about the new, sticker Dunlop R6s, now re-designed around the 1962-spec 28 deg cord angle. In theory, this greatly improved the tyre’s breakaway without detracting from its better adhesion. A bit like Pirelli reverting to Kevlar casing in 2013!
Problem was, the new Dunlops were also in short supply. The bulk of them would only reach Monaco, by truck, late on Thursday night.
Matters of Moment in that GPDA meeting: the prize for the best-run Grand Prix would go to Zandvoort. The Taffy von Trips trophy for the best private entrant would go to Count Carel de Beaufort; and Graham Hill would receive a Roy Nockolds painting for winning the 1962 World Championship.
F1 practice was also held on Friday back then – but at the absurdly early hour of 7:30am, by which time two Formula Junior sessions had also been staged. The idea was to have everything over by 9:00am, thus allowing the town to go about its usual business. The track was cold but Jim was faster still. Then, with the day still ahead, it was all over. Jim joined other drivers on Carribee, the yacht hired by Ken Gregory (Stirling Moss’s manager) and the former driver, Mike McKee. After a few hours in the sun, enjoying life with his mates Bruce McLaren, Dan Gurney and Lorenzo Bandini, it was back to Eze for a look at the cars and an early dinner at La Bananeraie. It turned out that Cedric Selzer and the boys had had a relatively easy day with the 25s – particularly as a nice blonde seemed to have joined the team as wheel-polisher and go-fer. Jack Brabham, meanwhile, had flown his own single-engined Cessna 180 back to England to pick up a replacement Climax engine. He planned to be back in Monaco by late afternoon but was held up by bad weather in France. He didn’t make it until about 5:00pm on Saturday – by which time the Climax in Dan’s car had also burned a piston.
Jim was again quick on Saturday afternoon, when the session was run from 2:00pm – 3:15pm. Perenniel gearbox worries aside, the 25 was running perfectly – so much so that Jim was happy to run full tanks for most of the afternoon while he pushed the R6s to the limit. (With more grip on line, he was only a second slower than his Thursday, empty-tank, pole time.) Jim also completed a few laps in the spare car (fitted with the old carburettored Climax engine), lapping as quickly as the Ferraris and fourth-fastest overall. The Brabham engine issues remined dire but everyone was deeply moved when Jack stood aside to let Dan have the only spare Climax for the race on Sunday. Drawn to Jack because of his decision to run a Lotus 24 for the first half of the previous season (while he was working on his own car) – and also because of the Indy ties with Dan – Colin Chapman then offered the spare Team Lotus 25 for Jack to race on Sunday. The 1959-60 World Champion readily agreed, even though he would be unable to put in a single lap with it before the flag dropped.
Serious work over for the day – Jim was on the pole from Graham Hill, John Surtees, Innes Ireland and Dan Gurney – everyone settled back to watch the Formula Junior race. An electrical problem had ruined his day when he was leading the FJ race by a mile in 1960, so he was not really surprised when Peter Arundell, who had won his heat in the Team Lotus 27, retired from the final early with a blown engine. Richard Attwood went on to win in the MRP Lola from an excellent Frank Gardner (Brabham).
Sunday, May 26, 1963 was a gorgeous day – much like May 26, 2013. There were no support races; instead, great F1 drivers from the past were paraded in open sports cars. Prince Rainier drove a few laps of the circuit in his Porsche Super 90. The drivers, staring at 100 laps of Monaco, gathered in the pits beneath the trees.
Louis Chiron, Clerk of the Course, presided over a shambolic drivers’ briefing on the grid. Photographers pushed and shoved; some drivers listened, others joked with friends. “Remember it is a sport,” said Chiron. “Good racing, good driving, good amusement and God bless you.” As Bruce McLaren later, “We knew how hot it was going to be and we knew that it wasn’t exactly going to be very amusing…”
Jim was instantly in trouble. In total contrast to his full-tanks run on Saturday, his engine coughed badly under acceleration. He couldn’t believe it. Perhaps it was a plug or something. Perhaps it would clear itself over the opening lap.
It did not. The mis-fire persisted. Graham had unsurprisingly out-dragged him into Ste Devote and down out of Casino Square, and into Mirabeau and the Station Hairpin, he was all over the BRM. Out on the seafront, however, and on the fast run through Tabac and towards the Gasworks Hairpin, the BRM pulled away as it was a 2-litre car.
Jim couldn’t understand what was happening. And so he just drove with the problem, trying to apply the power in different throttle loads – and trying, of course, to find ways of braking so late that he could sustain an attack.
It’s interesting to note, I think, that very, very few reports of the day mention Clark’s problems in this early phase of the race. Observers and spectators were enthralled, instead, by Jim’s attempts to outbrake Graham and his BRM team-mate, Ritchie Ginther, into the Gasworks Hairpin – and by the BRM drivers always regaining the initiative under acceleration. It never occurred to reporters that Clark was adjusting his driving in order to compensate for a problem. They saw Jim hit the cement dust bags protecting a fire hydrant with the left rear wheel on about lap 15 and they put it down to “Clark under pressure”. They saw Jim throwing the 25 around with armfulls of opposite lock and they just assumed he was having fun…
It was when the engine problem began to go away that Jim worked out for himself what had been happening: “The trouble stemmed from the two little pipes which stuck up behind my head and above the engine. These were fuel tank breathers and at the start, with full tanks, they tended to blow excess fuel out of the top whenever I accelerated hard. This would blow fuel straight back down the injector pipes and thus richen the mixture. The engine would bang and splutter. It was murder. Whenever I was out on my own with no-one around I could scramble through the corners and have the car running properly before anyone noticed but when, in the early phase of the race, I was fighting both Graham and Ritchie, I kept losing places. I’d pass Ritchie into a corner and then there would be this bubble, bubble, snort, bang and while I was trying to clear the system Richie would pass me again. Eventually, though, I managed to get with it, pass Ritchie and pull away. Of course, as the race progressed, less and less fuel came up the breathers and the trouble gradually disappeared.”
Jim was leading easily – just as he had led the FJ race in 1960 and then again the Grand Prix in 1962 – when it all went suddenly, finally, wrong. Wary of the gear selection trouble that had coloured the early-season races, he was now changing gear nice and precisely, easing the lever into the next slot without any strain. Suddenly, into Tabac, changing from fourth to third, the gearbox jammed. He still had drive – in fourth gear – but the gear lever was in “neutral”. He tried the lever again – and suddenly the car was in second, spinning itself to a standstill in the middle of the Gasworks Hairpin. Declutching did nothing. The car was locked in second. Jim’s first reaction was to jump from the 25 and thus to warn a fast-approaching Graham Hill, who at that point was ten seconds behind. Then, drained, he walked quickly back to the pits.
Thus ended Jim’s first Championship Grand Prix of 1963. The gearbox problems would continue (both Trevor Taylor and Jack had transmission problems in the race) but Cedric Selzer was not slow in coming up with solution to the fuel mixture issue: he fitted a motorcycle tap to the cockpit for Spa and gave Jim an instruction he would never forget: “It’s like a factory. It opens up and it closes down!”
They had an early night at La Bananeraie: on Monday, May 27, Colin, Jim and Dan flew from Nice to London on the 6:00am BOAC Comet. From there, via New York and Chicago, they would fly again to Indianapolis. The 500 would take place on Thursday, May 30.
Captions, from top: Lap one, Monaco, 1963. Graham Hill leads for BRM, with Jim lying second in the mis-firing Lotus 25-Climax. Then come Ritchie Ginther (BRM) and John Surtees (Ferrari); Jim Clark and Sir John Whitmore compare notes at Le Mans in 1959 while Ian Scott-Watson’s Lotus Elite is given unscheduled attention. Ian can be seen to the right of Sir John’s legs – and that’s Jabby Crombac with arms folded; Jim shares a laugh with the very excellent Alan Stacey; La Bananeraie as it is today, now run by the grandson of the of the original owners. It’s overgrown but Bohemian: the bulk of the hotel is now an artist’s studio but the bar is still pretty much as it was; F1 cars often split the everyday traffic en route to the track. This is (I think) Bernard Collomb’s Lotus 24; Louis T Stanley’s shot of Jim aboard the good ship Carribbee after early practice on Friday. Note the Dunlop race trousers!; the garages around the back of La Bananarie; the bar/restaurant where Team Lotus refreshed in May, 1963; Cedric Selzer (right) and Colin Chapman (checked shirt) shepherd Jim back to the Lotus pit after his retirement. Photos: Sir John Whitmore, Louis T Stanley, LAT Photographic, Peter Windsor Collection
There have been very few F1 films like Weekend of a Champion – films in which one of the world’s best directors has been invited inside our sport to do with it what he wills. Roman Polanski played the role of that director at Monaco, 1971. He met Jackie Stewart socially, he became captivated by the man’s aura…and so he made a film about him. At Monaco. Over a race weekend.
The result, in my view, was brilliant. We see Jackie and Helen Stewart in their hotel suite, chatting about Jackie’s shaving or his lack of appetite. We see the always-cool Editor of l’Equipe, Edouard Seidler, walking down the famous Monaco hill with Jackie and Helen, pulling at his ever-present Gitanes. We see Francois Cevert, wide-eyed and barritone, asking Jackie about gear-change points and ratios. We see Yardley BRM stickers on the toolboxes of the Tyrrell mechanics. We see Jackie talking about that famous gear lever knob with the ever-dour Roger Hill. We see all the details that the TV feeds then – as now – never show(ed).
Weekend of a Champion was this week re-screened at Cannes (where it won an award in 1972) because it has been re-mastered and added-to. We reach what we think is the end…but instead we see Jackie (now Sir Jackie) and Roman, in the same Hotel de Paris suite, 42 years on. They talk about Jackie’s sideburns in the film, and about Jackie’s fear, that day back in 1971, that race day would be wet. “The Goodyears were just so much slower than the Firestones in the wet around there,” says Sir Jackie, reminding you that not once in the original film does he speak badly of Goodyear, despite the frustrations. They talk about the terrible death-rates of the time and Roman, quite rightly, highlights the “success” of Stewart’s campaign for safety.
Mostly, though, they have a laugh. And this is what is so memorable about Weekend of a Champion. Stewart, in what he now looks back as a “very trendy” time, comes over in situ as the lithe, nimble, athlete-superstar that he was. “That is why I made that film,” Polanski told me last night. “I made it because Jackie was this amazing driver who was also so articulate, so lucid. He is the film.”
And so you watched the reactions of some of the guests. I sat behind Damon Hill, who was seeing the extensive footage of his father for the first time. “It was a bit scary seeing my Dad in that form but I loved the film. Just loved it,” he said afterwards. Alain Prost, too, was captivated. “Just amazing. It reminded me of my early days in F1, when things were also changing so quickly.” Allan McNish, too: “You can see why Jackie is who he is. Even then, he was so much more than just a racing driver…”
I cornered Jackie afterwards and pursued some details:
“Nice to see that NAZA race suit again. And the lovely Westover shoes…”
“Och no. They weren’t Westovers. Everyone thought they were. You know what they were? Hush Puppies. I needed a bit of extra sole support because I always walked on my toes and I was beginning to have problems. Everyone at the time said you had to have very thin-soled shoes for maximum feel but it was like the gloves: I started to wear gauntlet gloves with much thicker palms with flame resistance. Didn’t change my feel at all….”
“Why were you so on edge that weekend?” asked McNish at the star-bedecked post-film party.
“I didn’t know it at the time, but I had a blood imbalance that would become a duodenal ulcer in 1972. I wasn’t sleeping well. I was tetchy. You can see it when I get annoyed with that photographer before the start. That shouldn’t have happened. It was a sign that things weren’t right.”
We had a laugh about the famous scene in which Jackie and Roman, on the inside of the entry to Casino Square, watch F3 practice. “Now he’s got it all wrong,” says Jackie, pointing to John Bisignano (who sportingly would say a few years later, “that was the end of my racing career!”). “But he’s ok. And so is he. He knows doing…”
“Do you remember who that was?” I asked.
“ Looked like James Hunt.”
This is the film’s most prominent feature – its exposure of the warts as well as the laughs. It is a reminder that F1 was, and is, a never-ending movie, a 24-hour, 365-day TV show in which all the players must, and should, co-operate. Certainly this was Stewart’s philosophy of the time. I loved, too, the post-race Gala. Jackie and Helen are there with Princess Grace (looking much more like Grace Kelly than the podium photos ever allowed), with the Prince, with Ringo Starr and others – but so, too, are many of the other drivers of the day – the guys who hadn’t won in the afternoon. Pedro Rodriguez. Jo Siffert. Graham Hill. Jacky Ickx. Ronnie Peterson.
“When I see that film, I just think of the romance of it all,” said Allan McNish, walking back in a late-night drizzle to fetch his car. “They were all at the post-race party. That was lovely to see.”
Weekend of a Champion will be re-released soon in France by Pathe and in other regions thereafter. This latest version was Co-Produced by Mark Stewart Productions.
I guess, after the flak they have received in recent weeks, that it is no surprise to see Pirelli making a compound change at this point of the season and at this point in the build-up to the Spanish GP. I’m surprised, though, that the change involved their orange (hard) tyre and not the much-maligned (yellow) (“one-lap”) soft tyre that will next be seen in Monaco.
Pirellis’ official statement says that “this latest version of the hard compound is much closer to the 2012 tyre, with the aim of giving the teams more opportunity to run a wider range of strategies in combination with the other compounds, which remain unchanged”.
As far as I understand it, the main change from 2012-13 was not actually to the stickiness of the hard tyre but to its operational range – ie, the working range was “lower” last year – “lower” as in a lower temperature window of operation. The 2013 hard tyre, with a “higher” working range, has been more prone to graining and wear “below” the window – and it is this problem that Pirelli are endeavoring to fix.
On the basis of Bahrain, one could conclude that this change isn’t necessarily good for LotusF1 (which found its way nicely into the hard tyre’s high working range without any graining issues) and also for Force India. For Mercedes and Ferrari, meanwhile, this latest change might be an improvement. There’s now more chance, in summary, for more teams to find some sort of sweet spot on the hard tyre (which is being used in conjunction with the medium in Spain) than was the case in Bahrain. (In both races, the compound selection was/is hard-medium).
The soft tyre, meanwhile, remains unchanged – which, as I say, is a surprise. That tyre will be used at Monaco (in conjunction with the supersoft) so the outcome there is anyone’s guess. One presumes that the soft around the streets of Monaco will assume the role of at least the medium, if not the hard – and that the supersoft could be the equivalent of the soft in China. All of which means that there should be plenty of pit stops in the over-crowded Monaco pit lane (if that is what you want) and that qualifying at Monaco – already knife-edgy because of the nature of the circuit and the problems posed by traffic – will have the added element of one-lap tyre perfection. Don’t be surprised, therefore, to see several drivers using the prime tyre in Q3 at Monaco – as Sebastian Vettel did in 2012.