Silverstone. 1970. The Daily Express BRDC International Trophy in association with GKN. A non-championship F1 race, true enough – but an F1 race nonetheless. BRM and Ferrari stayed away but the field still included such names as the 1969 World Champion, Jackie Stewart, Jochen Rindt, Chris Amon, Jack Brabham, Piers Courage, Denny Hulme, Bruce McLaren and Graham Hill. Even more significantly, Jackie and Chris were both racing irascible March 701s, Jackie on Dunlops, Chris on Firestones. No driver felt comfortable with the handling of the new Robin Herd-designed March that year but there was no turning back: Ken Tyrrell had bought 701s for Jackie and Johnny Servoz-Gavin/Francois Cevert as stopgaps prior to the late-summer completion of Derek Gardner’s prototype Tyrrell; and Chris had left Ferrari for what he perceived to be the better reliability of the Ford Cosworth DFV. He signed for March long before he knew that Jo Siffert, Mario Andretti and Ronnie Peterson would also be racing 701s – and that was in addition to the two Tyrrell March drivers.
By any standards, then, the racing was going to be close. No-one doubted Jackie Stewart’s talent; finally, though, we were going to see Chris Amon up there in direct competition with him, their difference in tyres notwithstanding. Chris had won big sports car races for McLaren in 1965/66, had won Le Mans for Ford in 1966 and had been a major front-runner at Ferrari from 1967-69. Always, though, with an F1 victory in sight, a mechanical drama had intervened – particularly in 1968, when the Ferrari V12 had been truly quick. Thus Chris’s desire to race in 1970 with the three-year-old (and very proven) DFV engine design.
It had been tense from the start. In South Africa, on March 6, Chris and Jackie qualified second and third behind Jack Brabham’s rapid new Cosworth-powered BT33. The lap times of the two March drivers were identical but Chris took the honour because he had been out on track first. Jackie then scored two wins in a row – at Brands Hatch on March 22 and then in the Spanish GP at Jarama on April 19. On both occasions, Jackie’s Dunlops had had the edge and Tyrrell’s preparation and organisation had proved vastly superior to the unwieldy factory March set-up. With the new Ferrari showing lots of promise in the hands of Jacky Ickx, Chris was wondering again if he was ever going to win an F1 race.
Then came Silverstone where, as at Brands, March entered just one works car for Chris Amon. Tyrrell did likewise with Jackie. It would be something of a showdown…
Thanks to the AP Archive, we now have a brief video taste of what happened next. In its original form this hithertoo-unseen film had no sound and so I hope you enjoy the comments I’ve added, together with some freeze-frame analysis of Amon, Stewart, Rindt and Courage. I was also delighted to discover a little F3 footage in the opening sequence so I’ve included that, too. F3 was brilliant back then and David Walker was on the threshold of a golden period that stretched through to the end of 1971. I first saw Dave race at Catalina Park, Katoomba, Australia, in 1964 and quickly became a fan. I liked to think I was the only guy with a “Dave the Rave” Walker GLTL tee-shirt this side of Avalon Beach, NSW, and I spent many happy hours with Dave in 1972, when we were both experiencing a full season of F1 for the first time (he as Emerson’s team-mate at JPTL, I as a young journalist working for David Phipps).
Like Chris, Dave never achieved F1 results commensurate with his talent.
My colleague, Peter Darley, was quickly in touch last week after we posted the summary of Jim Clark’s stunning 1965 British GP victory. I’m indebted to him for the gallery below. As the official photographer to Team Lotus in the 1960s, Peter was invited onto the British GP podium “float” in 1965. He clicked away as, first, the winning Lotus 33B was wheeled up onto the flat-top and then as Jim donned Jim Endruweit’s pullover before receiving the garland and trophy. “Actually, I was holding Jim’s favourite cardigan,” recalls Peter, but Jim Endruweit offered him his sweater while I was busy taking photos. When Colin saw the cardigan in my hand he said ‘Good. I’ll have that. It’s a bit chilly up here…’ – which is why you see Colin wearing Jim’s cardigan and Jim Clark the baggy Endruweit sweater. Jim E sat at the front, looking a bit cold…”
Here’s Peter at the head of the victory group, recording history. (Peter has already published two superb books that no serious enthusiast should be without – Jim Clark – Life at Team Lotus and 1965: Jim Clark & Team Lotus: the UK races. And he has a new book due out shortly, juicily entitled Pit and Paddock.)
To enter the gallery, click on the first image – but please note that all the photographs are the copyright of Peter Darley and cannot be reproduced without his written permission.
Pre-race, and Jim looks a little tense as he sits on the pit wall with team-mate Mike Spence. He wears his favourite cardigan – the one Sally Stokes gave him for Christmas in 1964
On the grid. Note orange-tinted goggle lenses. Light rain was forecast but didn’t eventuate
Jim controlled the race in the Lotus 33B-Climax until the 32-valve engine suddenly began to lose oil pressure. Graham Hill closed the gap…
Chief Mechanic, Jim Endruweit, stares at his stopwatch as Sally looks aghast at the diminishing lead. Bob Dance, right, has seen it all before…
By switching off the engine through the quick corners, Jim nurses his car to the finish. It’s an historic victory
Now up on the float behind the tractor, Jim explains to Colin Chapman what transpired in the closing laps
Jim and Colin are slightly concerned about the number of people around the front of the 33B
A nice cockpit close-up as Colin rises to help his family onto the float
Bell Magnum off, Jim fills in more details. Around the back of the car, Leo Wybrott has a laugh
Silverstone’s Jimmy Brown – a fellow Scot – looks a little worried about the crowds that are now streaming onto the pit straight. Dick Scammell (below right) chats to Jim and Colin
Dougie Bridge (left) looks thoughtful. Note Jim Endruweit’s pullover already on Jim’s lap
Jim waves to the crowd before donning the pullover. From left to right: Dougie Bridge, Jim, Willie Cowe, Leo Wybrott, Colin Chapman and Dick Scammell
The trophy presentation takes place on the float. Dean Delamont of the RAC (left) and the Hon Gerald Lascelles assist with the honours
The garland was as much a part of the presentation as the trophies
Colin notices Peter Darley holding Jim’s cardigan and says “I’ll have that!”
With Leo all smiles in the background, Clive, Sarah and Jane Chapman join their father in waving to the huge crowd
Appropriately, a lovely convertible Lotus Elan drives a path through the crowd
It’s a bit breezy out on the circuit but they’re both well-prepared!
July 10, 1965. RAC British GP, Silverstone Jim Clark strolled onto the grid for the British GP wearing his fawn Sally Swart cardigan over his blue Dunlop overalls. As with all the drivers on all the cars that day, his name was big on the side of the car: “Clark”. In the red-upholstered seat of the 33B (now R11 again, with the four-valve Climax) sat his dark blue Bell Magnum with its crisp, white peak. For this race he chose tan kangaroo skin “Jim Clark” driving gloves (from a range that also included red and black). No-one in the Silverstone crowd denied they were about to see an absolute master again at work. It wouldn’t matter if the race was another Jim Clark walkover: that was as it should be. The home crowd accepted Clark for what he was – a quiet genius who was also a sheep farmer from the Borders. There were no complaints back then about the “lack of overtaking” or the “one or two place-changes” that would invariably characterise the race; in 1965, when the Beatles had yet to grow their hair long and Mini Coopers were genuinely mini – like the Mary Quant skirts – and the girls wore headscarves when they rode in open-topped MG Midgets, life was there to be touched, not consumed in ever-larger spoonfuls.
Jim qualified on the pole but only 0.2sec away from Graham Hill’s BRM. Richie Ginther was third in the much-improved Honda, fractionally quicker than Jackie Stewart in the other BRM. Richie was quickly away from the line in a nice demonstration of Honda power but Jim was soon in front.1965 British Grand Prix.
And for much of the distance the race indeed belonged to Clark and the Team Lotus 33B. Graham Hill, in the BRM – absolutely a part of the BRM, with his graceful opposite-lock slides and his London Rowing Club Everoak helmet looking as though they were the two key fixtures around which Tony Rudd had designed the car – pushed Jim hardest; Grahamby three-quarter distance, however, the race seemed clearly to be another one for Clark. By lap 64, with 16 to run, Hill, in brake trouble, was some 35 seconds away in second place.
Then Jim’s Climax V8 began to lose oil pressure – first at Stowe, momentarily, and then at Club and Woodcote. On the straights the needle would flicker back to centre. With every passing lap, the plunges grew worse; a blow-up – a rare blow-up in this final year for Coventry Climax in Formula One – seemed inevitable. What to do? What to do?
Jim had no help from the pit wall other than the usual updates about the diminishing gap. With no radio communication, Colin Chapman was oblivious to the problem. They could hear reports of what seemed to be a mis-fire but on the pit straight the Climax engine sounded strong. Jim needed to think it out for himself – think it out with all his brainpower and with the experience of his days as a part-time mechanic in the Jock McBain garage, and the time spent in many a track- and roadside moment, mending broken cars. Even in 1965 Jim could often be seen helping with wheel changes or plug checks or obscure mis-fire diagnoses at major races throughout the world.
And so he decided on a cure: he decided to kill the engine through all the fast corners, thus minimising the piston or main bearing damage when the surge was at its greatest and the lubricant at its thinnest.
He would think it through and then he would do it: he would approach Stowe in top, brake and change down to fourth – and then find neutral at probably 130 mph before switching off the engine. He would have no throttle to help him balance a slide; he would not be able to apply any power until the 33B was straight. Instead, Jim realized that he was going to have to attempt an even earlier-than-normal approach to the corner – an approach based around exactly the right moment and speed at which to rotate the car; and then, when it was more or less straight, he was going to have to declutch it back to life. All this without losing the race to a fast-approaching Graham Hill. Prior to the problem, Jim had been lapping comfortably in the mid-1min 33s/34s. Now, in switch-off mode, his lap times were up in the 1min 35/36s.
Stowe, Club, Woodcote…Jim focussed his de-clutching remedy on these three (long, fast) corners. At Copse and at Becketts he kept the engine running but again tried extending the straights as much as possible. Sometimes he fought oversteer (left); other is was understeer (below). Only the year before, when he had been giving Colin Chapman a ride around Silverstone in a Cortina-Lotus, had his boss been surprised by what he perceived to be Jim’s “very early” approach to the corners. Jim had replied that this was the way he always drove, regardless of whether he was in the F1 car, the Lotus 30, the Cortina or the F2 Lotus 35.
Now, in these excruciatingly long and dramatic closing minutes, he was turning in to all the corners even earlier. He could hear the Dunlop tyres scrubbing off speed in the bland silence of the cut engine, mid-Stowe – but only in the distance, as if he was vaguely aware of aircraft flying overhead. His mind, his concentration, was a tunnel. Feel the moment. Apply the steering lock…now…engage third…de-clutch…now.1965 British Grand Prix.
Those pit signals narrated a story he didn’t want to read. Once before – at the ’62 International Trophy – Graham had passed him on the line at Silverstone. Literally on the line. (Bruce McLaren had also pipped him the same way in a Mini race – but that was another story.) Today it was different. Today it was Jim Clark versus the failing engine. It was the Lotus 33B, with all its grip and balance and driveability, suddenly racing within itself. And he was the man in the middle.
Three laps to go. Two. He had consistently managed to keep his lap times about two and a half seconds adrift of par. Once or twice the engine had sputtered before screaming back to life. He could see Graham in his mirrors as he reached top gear on Hangar Straight. Concentrate. One more time around Stowe. Once more around Club. The crowd, in his peripheral vision, was a waving sea of arms. Graham was with him now, catching him assuredly. Jim re-lit the Climax one more time. Third. Fourth. Abbey Curve. Fifth. Down to Woodcote. Fourth. Extend the straight. Delay the lateral load. Power on.
Chequered Flag. Last lap: 1min 36.8sec. Enough to win by 3.2 sec – a whole half-a-second more than the Clark-Hill margin in the 1964 British GP!
Cooper’s Bruce McLaren, whose British GP was dogged by a problem with fourth gear, was almost lapped for the third time as Jim took the chequered flag. He quipped later in his Autosport column: “At least I’m the only driver this year who can claim to have been in a photo finish with Jim Clark!”
In the style of the day, the newspapers would report on Sunday that “Jim Clark was forced to nurse his engine in the closing laps due to a mechancial problem”, with emphasis on Graham’s fighting finish. Nothing more. Easy reading. Something about which to talk – a little. No-one suggested – as is clear now – that not a single other driver in the history of our sport, with the possible exception of Stirling Moss – could have won that race, that day, in the way that Jim Clark won at Silverstone.
Afterwards, the 33B was pushed up onto a flat-top. Everyone clambered aboard – Colin, with his children, Sarah, Jane and Clive; Mike Spence, who had pushed John Surtees hard on the way to finishing an excellent fourth; all the Team Lotus mechanics; and Sally, of course. A Lotus Elan split the crowds ahead. The tractor chugged forwards. Jim, remarkably fresh, shivered as a late Saturday breeze feathered in from the north. He looked around for the cardigan that wasn’t there. Instantly, Jim Endruweit removed the (fawn) pullover he’d been wearing on the pit wall throughout the race. It was a perfect fit. Win No 25 (appropriately!)
The 1964 Daily Express International Trophy meeting at Silverstone for Jim Clark brought all four seasons in a day: on one brilliant uSaturday, in front of a packed crowd, Jim raced the F1 Lotus 25-Coventry-Climax, the Ian Walker Lotus-30-Ford, the Ford Lotus Cortina and the Ian Walker Lotus Elan-Ford 26R. And then he rushed away for two days of testing at Indianapolis.
Images: LAT Photographic, The Henry Ford
Identical attitudes from Mr Clark as he balances the Ian Walker Elan (left) and Lotus 30 (below) through Becketts. Both cars shared the same backbone-chassis principle. The IWR Elan always handled well (despite Jackie Stewart finding his Chequered Flag car very knife-edgy) and the 30, which flexed, was driveable in the wet and semi-wet (whenever its irascible mechanical components allowed). Jim adopts a similar pose with the Lotus 25 in the header: note that the left front Dunlop, mid-corner, is pointing in exactly the same direction as those of the Elan and the 30 – dead straight, in other words (and therefore textbook-perfect). In the Cortina (below) Jim was by contrast always playing with understeer
Perfectly balancing smaller diameter rear Dunlops on an oily Silverstone track surface, Jim Clark wins the British GP
After a whirlwind start to the year Jim Clark was able to relax for a few days. Three successive wins enabled him to enjoy the farm like never before; and, back in Balfour Place for a few days before the run up to Silverstone, Sir John Whitmore was full of Rob Slotemaker’s antics and all the recent racing news. In between, however, there was the little matter of the Milwaukee test. The Indy Lotus 29-Fords had basically been garaged at the Speedway since the race but, in the build-up to the Milwaukee 200 on August 18, rebuilds and further fettling took place at Ford’s headquarters in Dearborn, Michigan. Jim flew to Chicago on July 10 and on July 12 completed a successful day at the one-mile Milwaukee oval, running through Dunlop tyre compounds and in the process raising the average lap speed – over one mile! – by nearly 5mph.
Dan Gurney, who also tested at Milwaukee, had meanwhile shared a Ford Galaxie with Jack Brabham in the Six-Hour Race at Brands Hatch on July 7. A massive spin at Paddock in the rain (due to having to run Firestone wets on the front and Goodyear dries on the back) had cramped his style somewhat. Mike Parkes had cleaned up at Silverstone in his GTO Ferrari but, worryingly, the day had been ruined by two fatal accidents – one (John Dunn) at Abbey in the Formula Junior race and another in the pit lane (Mark Fielden, whose stationary Lotus was hit by a car spinning its way out of Woodcote). The excellent Sheridan Thynne, who would later become Commerical Director of Williams F1, won his class and set fastest lap at Snetterton in a Mini and a few days later wrote poignantly to Autosport, suggesting that a Safety Committee be convened to look into all matters of motor racing safety “before they were underlined by fatal accidents”. Sadly, as ever, his words went unheeded: a third person (a pit lane scrutineer, Harald Cree) would be killed at Silverstone on British GP race day when the very talented Christabel Carlisle spun her Sprite into the Woodcote pit wall. In another Woodcote incident, former driver and future Goldhawk Road car dealer, Cliff Davis, would exhibit immense bravery as he leapt onto the track to clear it of debris after an MGB rolled itself to destruction. Davis was later deemed to have saved several lives. Lorenzo Bandini, who would finish an excellent fifth at Silverstone in his the old, red, Centro Sud BRM, had not only won for Ferrari in the big sports car race at Clermont-Ferrand but had also been a part of the first all-Italian win at Le Mans on June 15-16. He co-drove a Ferrari 250P with Ludovico Scarfiotti; and, in the Formula Junior race at Clermont, Jo Schlesser had won from an amazing line-up of future stars – Mike Spence, Peter Arundell, Tim Mayer, Richard Attwood, David Hobbs, Alan Rees and Peter Revson. John Whitmore himself had won the Mini race at Silverstone after a big dice with Paddy Hopkirk – and Tim Mayer, that FJ star and future McLaren driver – had even raced a Mini at Mallory Park, door-to-door with Paddy Hopkirk. Whilst up in Scotland, Jim had been able to catch up with young Jackie Stewart, who had won at Charterhall in the Ecurie Ecosse Tojeiro on the same day as the French GP; and, finally, with the London premiere of Cleopatra set for July 31, Jim had thought it a good moment to ask Sally Stokes if she might be free for a night on the town…
The British Grand Prix was held on Saturday, July 20, (oh for a return to Saturday racing!) which meant that the big event of the weekend would undoubtedly be Graham Hill’s party at his Mill Hill house on the Sunday. Prior to that, there was a little bit of business to which to attend. Most of the F1 teams began testing on Tuesday, prior to practice on Thursday and Friday morning, and Jim was almost immediately on the pace. I say “immediately”: a loose oil line lost him time on Thursday morning but he was quickest by a whole second from Graham Hill (spaceframe BRM) later that day and fractionally faster than his Indy team-mate, Dan Gurney (Brabham), on Friday. Jim thus took the pole with a 1min 34.4sec lap of Silverstone, equaling Innes Ireland’s very fast practice times with the BRP Lotus 24-BRM at the International Trophy meeting on May 11. (Years later, when I chatted to Jim Clark at some length, he re-iterated what he frequently said about the space-frame Lotus 24: it was an easier car to drive than the 25 and in Jim’s view could just have capably have won races in both 1962 and 1963. Indeed, Innes’ Goodwood-winning Lotus 24 was actually being advertised for sale by the time of the British GP, viewable at BRP’s headquarters in Duke’s Head Yard, Highgate High Street, London N6. It wasn’t sold that year, as it turned out, and was raced again, in Austria and Oulton Park, by Innes. Jim Hall then drove it – for BRP – at Watkins Glen and Mexico.)
Still running a five-speed ZF gearbox (whilst team-mate Trevor Taylor persisted with the six-speed Colotti on carburettors), Jim’s trusty, fuel-injected Lotus 25/R4 had now blossomed into its ultimate, legendary 1963 form: Colin Chapman had decided to run a wide yellow stripe down the car, front to rear, co-ordinating the yellow with the wheels and the “Team Lotus” lettering and pin-striping down the cockpit sides. The car also ran the Zandvoort-spec aeroscreen. Jim, as ever, wore his Dunlop blue overalls, his peakless Bell helmet, string-backed gloves, Westover boots and, for when he was out of the car, helping the mechanics or strolling over to the Esso caravan or the paddock cafe for a cuppa, his dark blue Indy Pure jacket. The 25, meanwhile, finally wore a new set of Dunlops – around which revolved the usual number of discussion points. On this occasion it was gear ratios: as part of the compromise with the five-speed (but more reliable) gearbox, Jim and Colin decided to race smaller-diameter rear Dunlops.
Bruce McLaren, driving the beautiful, low-line works Cooper-Climax, stopped practice early on Friday to begin preparation for the race. While John Cooper supervised the job list, Bruce, as was his style, took his new E-Type Jag down the infield runway to the apex of Club Corner, there to watch his peers. At this point I can do no better than to record the words he later gave to Eoin Young for Bruce’s wonderful, regular, Autosport column, From the Cockpit:
“Dan Gurney had got down to a time equaling Jim’s best, and Jim was out to see if he could do better. Graham was in danger of being knocked off the front row so he was out too, and for 15 minutes, while Jim, Graham and Dan pounded round, I was graphically reminded of the reason why people go to see motor racing.
“When you’re out in an F1 car you haven’t got time to think about the fact that you’re moving fast: you’re concentrating on keeping the movement of the car as smooth and as graceful as possible, getting the throttle opened just that fraction quicker than last time and keeping it open all the way when you’ve got it there.
“At Silverstone you concentrate on shaving the brick walls on the inside, just an inch or two away, and you hold the car in a drift that, if it were any faster, would take you into a bank or onto the grass. If you are any slower you know you are not going to be up with those first three or four. You know perfectly well you are trying just as hard as you possibly can, and I know when I’ve done a few laps like this I come in and think to myself, well, if anyone tries harder than that, good luck to them.
“But you haven’t thought about the people who are watching. At least I haven’t, anyway, but there at Club Corner the role was reversed and I was watching…
“Jim came in so fast and left his braking so late that I leapt back four feet, convinced that he wouldn’t make the corner, but when he went through, working and concentrating hard, I’m sure his front wheel just rubbed the wall. I barely dared to watch him come out the other end.
“It struck me that Clark and Gurney’s experience at Indy this year may have had something to do with their first and second places on the grid. Silverstone is just one fast corner after another, taken with all the power turned right on and the whole car in a pretty fair slide but, nevertheless, in the groove for that corner. Something like Indy, I should imagine.
“I’ve seen a lot of motor racing and if I could get excited over this I can imagine how the crowd of 115,000 on Saturday must have felt.”
Saturday was one of those great sporting occasions in the United Kingdom. One hundred and fifteen thousand people were crammed into Silverstone by 10:00am; and by 2:00pm, by which time they’d seen Jose Canga two-wheeling a Simca up and down pit straight; Peter Arundell win the FJ race from “Sally’s MRP pair” (Richard Attwood and David Hobbs); Graham Hill demonstrating the Rover-BRM turbine Le Mans car; an aerobatic display and the traditional drivers’ briefing, everyone was ready for the big event. Dan Gurney settled into his Brabham with Jim Clark to his right in the Lotus 25. To Dan’s left, Graham Hill, the World Champion, lowered his goggles under the pit lane gaze of young Damon. Making it four-up at the front, Dan’s team-mate, Jack Brabham, sat calmly in his BT7. With but minutes to go, Jim asked for more rear tyre pressure: Silverstone had felt decidedly oily on the formation lap. The 25 had never been more oversteery.
Jim was slow away on this occasion: wheelspin bogged him down. He was swarmed by the lead pack as they headed out of Copse and then onwards to Maggotts and Becketts. The two Brabham drivers – showing how relatively closely-matched the top Climax teams were in 1963 – ran one-two; then came Bruce McLaren in the svelte Cooper, then Hill and then Jim. They were running nose-to-tail – and sometimes closer than that. Gurney pitched the Brabham into oversteer at Club; Jack, helmet leaning forwards, kicked up dirt at the exit of Woodcote.
The 25 was also tail-happy; you could say that. Jim felt the car to be little better than it had been before the start – particularly now, on full tanks. Around him, though, everyone else seemed to sliding around. Maybe it was just the circuit after all…
Jim began to dive deeper into the corners, to gain a tow – and then to pull out of that tow under braking. By lap four he was in the lead and pulling away…whilst Bruce McLaren was pulling up on the entry to Becketts Corner, the Climax engine blown in his Cooper. There was no quick rush back to the pits for Bruce, no beat-the-traffic early departure. Instead, as on Friday, he stayed and watched, for that is what great athletes do.
Bruce: “Jimmy came through with his mouth open and occasionally his tongue between his teeth. The tyres were holding a tenuous grip on the road with the body and chassis leaning and pulling at the suspension like a lizard trying to avoid being prized off a rock by a small boy. Then Dan arrived, really throwing the Brabham into the corner, understeering and flicking the car hard until he had it almost sideways, then sliding through with the rear wheels spinning and the inside front wheel just on the ground…”It was a demonstration of four-wheel-drifts; it was Jim Clark rhythmically poised like never before in an F1 car, the small-diameter Dunlops combining with the surface oil to produce a slide-fest of classic proportions. There was no need for a score of passing manoeuvres to make this British GP “work” for the crowds; there was no need for forced pit stops or for overtaking aids. It was enough, this day at Silverstone, for the fans, and for drivers of the quality of Bruce McLaren, merely to see a genius at work.
Jim won the British Grand Prix by 20sec from John Surtees’ Ferrari and Graham Hill’s BRM (for both Brabham drivers also lost their engines after excellent runs). Graham, who, like Innes Ireland, was always fast at Silverstone, ran short of fuel on the final lap and was pipped by Big John, the lone Ferrari driver, on the exit from Woodcote. The race was also notable for Mike Hailwood’s F1 debut – he finished an excellent eighth (or, in today’s parlance, “in the points”) with his Parnell Lotus 24, and for the seventh place of his exhausted team-mate, the 19-year-old Chris Amon. Chaparral creator/driver, Jim Hall, also drove well to finish sixth with his Lotus 24. For this was a tough, hard race – 50 miles longer than the 2013 version and two and a quarter hours in duration. Jim Clark waved to the ecstatic crowd on his slow-down lap (no raised digits from James Clark Jnr) and, to the sound of Scotland the Brave – a nice touch by the BRDC – and to the lucid commentary of Anthony Marsh, bashfully accepted the trophies on a mobile podium that also carried the 25. Colin Chapman wore a v-necked pullover and tie; Jim looked exalted. He had won again at home. He had won his fourth race in a row. He had the championship in sight.
To Mill Hill, then, they repaired – and then, for a change in pace, to the following weekend’s non-championship race at Solitude, near Stuttgart.
Captions, from top: Jim Clark drifts the Lotus 25 on the greasy Silverstone surface; racing driver/flag marshal, Cliff Davis, whose selfless action at Silverstone saved several lives; Bruce McLaren finds slight understeer on the Cooper at Stowe; the two Brabham drivers, Gurney and Jack, together with McLaren and Hill, crowd Jim’s 25 at the start; classic four-wheel-drift from Jim Clark. The low apex walls were always a test at 1960s Silverstone; Scotland the Brave heralds the winner of a long, fast British Grand Prix. Two hours, 14 min of brilliant motor racing Images: LAT Photographic. Our thanks to AP and Movietone News for the following superb, colour, video highlights:
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In the meantime – again, in case you haven’t seen it – have a look at the episode below. We filmed it on the Wednesday before Silverstone at LotusF1’s headquarters in Oxfordshire with the support of Avanade, the IT systems company. This is a good example, I think, of an F1 partner company using digital media to tell a story that you wouldn’t necessarily see or hear on the conventional platforms. I enjoyed, too, the chat with Alan Permayne. Which reminds me: if you haven’t yet joined the F1 Racing magazine Global Fan Community, then you should do so now. GFC members will be given exclusive opportunities to ask questions of our featured guests – and to be in the running for some great prizes. The winner from this interview was Mr Colin Bowett, from the UK. His question to Alan: “Do you think it’s odd that Kimi doesn’t do a track walk on Thursdays?” Some excellent LotusF1 merchandise will now be coming Colin’s way. You can join the GFC by going to the appropriate link published in the latest edition of F1 Racing.