Posts Tagged ‘Ferrari 156’

baghetti syracuse gp 1961

Giancarlo Baghetti on the way to his maiden Grand Prix win in his first GP aboard Ferrari 156 chassis 0008. He won four Grands Prix in 1961; the French at Reims, and three non-championship events here at Siracusa on April 24, in Napoli thee weeks later, and the Coppa Italia at Vallelunga in October …

The Syracuse locals are enjoying Giancarlo’s delicate touch and the glorious howl of the little 1.5-litre V6 around the 3.478 mile Sicilian street circuit, look closely at the kids in the trees!

While the 156 was the class of the field in 1961, Baghetti beat a field of depth in Syracuse. Dan Gurney and Jo Bonnier were second and third in Porsche 718s, then came Jack Brabham’s works Cooper T55 Climax, Roy Salvadori’s Cooper T53 Climax, and in sixth and seventh places were Jim Clark and Lorenzo Bandini in Lotus 18 Climax and Cooper T51 Maserati respectively.

John Surtees’ Cooper Climax sandwiched by the Gurney and Bonnier Porsche 718s at Syracuse in 1961 (Motorsport)
Moss chasing Baghetti and Gurney; Lotus 18, Ferrari 156 and Porsche 718 (B Cahier)
Moss in a Rob Walker Lotus 18 Climax chases Jo Bonniers’ Porsche 718 at Syracuse. Jo was third and Moss eighth with a misfiring engine (unattributed

Despite the presence of the-greats, Baghetti popped the Ferrari into second slot on the grid behind Gurney on pole. He didn’t make a great start, appearing in seventh place at the end of the first of 56 laps, but used the power of the car to progress forward through the field to lead Gurney and Surtees by the end of the sixth lap.

Once in front he led with calm, consistent precision, keeping Dan at bay to win by five seconds. The youngster’s only mistake was to whistle up the escape road at the hairpin on his victory lap when he missed his braking point whilst waving to an adoring Sicilian crowd!

The car Giancarlo raced is the very first mid-engined Ferrari – the 246P Richie Ginther debuted at Monaco in 1960, chassis 0008. This morphed progressively from a 2.5-litre GP car into the prototype 1.5-litre GP 156 by the 1960 season’s end. See this story about a most significant Ferrari, it is a great pity Enzo destroyed it along with all of its other 156 brothers and sisters; https://primotipo.com/?s=ferrari+246p

0008 always raced with the 65-degree 1.5-litre V6 rather than the definitive 1961 120-degree variant which Richie Ginther was to give debut at Syracuse, but didn’t at the last minute due to oil scavenge problems revealed in testing at Modena. Checkout this article on the testing of the 120-degree motor here; https://primotipo.com/2018/09/11/ferrari-156-testing/

Innes Ireland and Jim Clark- #20 is Jim’s Lotus 21 Climax (B Cahier)
Graham Hill, BRM P48/57 Climax FPF (unattributed)
Giancarlo, Syracuse 1961 (unattributed)

By the start of 1961 0008 was already an old nail, so Ferrari were happy to hand the machine over to a grouping of Italian car clubs – the Federazione Italiane Scuderia Automobolistiche (FISA) as a means of developing promising Italian drivers. While the car was entered by FISA, it was prepared by the factory – very well prepared as it transpired!

Giancarlo had impressed in 1960 at the wheel of a Dagrada Lancia Formula Junior, and was awarded the FISA drive. About ten of these front-engined FJ’s were built by Milanese, Angelo Dagrada who was known to Giancarlo via modifications he had made to Baghetti’s industrialist father’s Alfa Romeo 1900 road car, the family owned a foundry in Milan. Giancarlo cut his racing teeth with this Alfa and Abarths in local events.

These interesting cars bucked the Italian trend of using the ubiquitous Fiat inline-four in favour of the Lancia Appia 1098cc ten-degree V4 which was light and compact – and powerful after vast development of the standard cylinder head turned it into a crossflow unit.

Giancarlo aboard his Dagrada Lancia FJ at Monza on 25 April 1960 (unattributed)

Giancarlo was seventh in the 1960 Campionato ANPEC/Auto Italiana d’ Europa Formula Junior Championship with one win from only three point scoring rounds. In front of him was Colin Davis, Jacques Cales, Denny Hulme, Lorenzo Bandini, Henri Grandsire and Henry Taylor.

Baghetti’s win depicted in the advertisement below was a big one, the VIII Trofeo Bruno e Fofi Vigorelli at Monza on April 24-25 attracted 43 cars, 16 were non-qualifiers. Giancarlo won both his heat and one of the two finals, to win on aggregate from Juan Manuel Bordeu and Henri Grandsire aboard Stanguellini Fiats. The class field included such notables as Colin Davis, Carlo Facetti, Carroll Smith, Lorenzo Bandini, Rob Slotemaker, Ludovico Scarfiotti, Geki Russo, Gerhard Mitter, Eric Carlsson, John Whitmore, Teodoro Zeccoli and Tony Maggs.

In the Campionato Italiano, he was equal fourth with Geki Russo behind Renato Pirocchi, Roberto Lippi and Antonio Maglione, and second in the Prova Addestrativa behind Antonio Maglione.

Some sources have it that Giancarlo was a controversial choice for the FISA ride, but if you look at the races entered/won, his strike rate looks pretty good. In addition, his Dagrada was generally felt to be an inferior weapon to the Stanguellini Fiat used by most of his rivals; the choice stands the sniff test I think, whatever the case, he certainly grasped the opportunity with both hands.

Baghetti’s purple patch continued at Posillipo a month later when he won the Gran Premio di Napoli on May 14, again at the wheel of 0008.

On this occasion he finished the 60 lap, 150km road course race in front of Peter Ashmore’s Lotus and Bandini’s Centro Sud Cooper T51 Maserati, after Roy Salvadori gave chase early in the race, only to be thwarted by a puncture in his Yeoman Credit Cooper Climax.

The entry was devoid of championship front runners on this occasion, they were otherwise engaged at Monaco, Stirling Moss in one-of-those drives won the race aboard Rob Walker’s Lotus 18 Climax, one of three championship events which didn’t go to the 156 that season. The German GP also fell to Maestro Moss in the nimble, less powerful Lotus 18, and at Watkins Glen Innes Ireland won the first GP for Team Lotus, and himself, aboard a Lotus 21 Climax.

GP di Napoli, Posillipo 14 May 1961 grid. Baghetti 156 at left, Roy Salvadori, Cooper T53 Climax and then Gerry Ashmore’s Lotus 18 Climax at right. Row two is Ian Burgess’ Lotus 18 Climax at left and Lorenzo Bandini’s Cooper T51 Maserati at right. Row three is Giovanni Alberti, de Tomaso Osca at left and Menato Boffa, Cooper T45 Climax at right. Baghetti won from Ashmore and Bandini (unattributed)
Hill, Ginther and Von Trips – Ferrari 156 by three front row at Reims in 1961 (unattributed)
Reims start with Thillois in the distance, July 2, 1961. Up front its Hill, Ginther and von Trips from left to right, with Moss in the Walker Lotus 18/21 Climax on his own, and the rest- winner Giancarlo was Q12 but started poorly and is the red spec almost straddling the dashed-yellow line, about six cars from last. All of which says a lot about the Italian cars power and torque out of the slow Muizon and Thillois corners (Motorsport)
Who said the Lotus 21 had better brakes than the Ferrari 156?! Innes Ireland runs into strife under brakes whilst attempting to slip under Giancarlo watched by Jim Clark in another 21, Graham Hill, BRM, Jo Bonnier, Porsche 718, Bruce McLaren’s Cooper T55 Climax and Dan Gurney in the other works Porsche 718, Reims 1961

0008 went back to the factory for a freshen up and then joined the three factory entries of Phil Hill, Taffy von Trips and Richie Ginther at Reims on the July 2 weekend for the French Grand Prix.

There he took a stunning victory a tenth of a second clear of Gurney’s Porsche 718 with Jim Clark’s Lotus 21 Climax a further minute adrift. It was an all Ferrari front row with Hill on pole and Ginther and von Trips alongside, Giancarlo was Q12.

Hill led from the start, in that order, until Richie spun giving third place to Moss’ Lotus 18 Climax – behind this group there was a massive slipstreaming battle involving the Gurney and Bonnier Porsche 718s, the works Lotus 21 Climax’ of Jim Clark and Innes Ireland, Graham Hill’s BRM P48/57, Bruce McLaren’s Cooper T55 Climax and Giancarlo.

Two of the most important aspects of longevity for a race photographer are a sense of self preservation and fleetness of foot …Bonnier, Baghetti, Clark and Gurney, Reims 1961 (unattributed)
Clark, Baghetti and Ireland exit Thillois (Motorsport)
Spinner Ginther in front of Lucien Bianchi, Lotus 18/21 Climax (B Cahier)
Gurney and Baghetti in the final stages (B Cahier)

Taffy had engine trouble after 18 laps so he was out, Phil Hill spun on the surface which was becoming very slippery in the intense heat on lap 38, he managed to restart but was a lap down. Then Ginther led, but he too spun, and had no sooner recovered before having engine problems – no oil pressure after 40 laps, Moss had brake problems so he too retired after completing 31 laps.

Progressively the challengers fell away leaving a man-on-man battle which went on for many laps, with the lead changing by the lap between Dan Gurney – one of the finest drivers of the era – and still to win his first championship Grand Prix, and GP debutant Giancarlo Baghetti.

On the final lap, Dan out-braked Giancarlo into Thillois, the last corner, but on the sprint to the line – with more punch than the four-cylinder Porsche – Baghetti dived out of Gurney’s slipstream a couple of hundred yards before the finish in a perfectly timed move to win by the narrowest of margins from Gurney, Clark, Ireland and McLaren.

Giancarlo’s 1961 run of success wasn’t over yet, as noted at the outset, he won the minor, Prima Coppa Italia at Vallelunga on October 12. This time he raced a Porsche 718, winning both 30 lap, 106 km thirty minute heats from pole, taking the overall win on aggregate from Ernesto Prinoth, Lotus 18 Climax, and Nino Vaccarella’s Cooper T51 Maserati.

The balance of Baghetti’s career is dealt with in this article, sadly, the precocious talent of 1961 faded way too quickly; https://primotipo.com/2015/05/08/giancarlo-baghetti-lotus-49-ford-italian-grand-prix-1967/

Aintree 1961 (Echo)
Coppa Italia, Vallelunga October 12, 1961. #24 Nino Vaccarella rebodied Cooper Maserati T51, #2 Ernesto Prinoth, Lotus 18 Climax and at right Giancarlo Baghetti, Porsche 718. The Lotus 18 Maserati on row two is Gaetano Starrabba (unattributed)

The 1961 Ferrari 156 : Technical…

For early 156 Dino enthusiasts these photographs of 0008 taken by Bernard Cahier at Siracusa on this Tuesday April 25, 1961 long-weekend will be of great interest as they show the first chassis in its definitive 1961 form.

All 156’s built and raced in 1961-1962 started right here, or I guess twelve months before if you argue that the original 2.4-litre 246P version of 0008 was the starting point, which of course factually it was.

The bodywork of the car is ‘unique’ in that it has two supplementary air intake slots on the cowling, it’s very sleek compared to 0008 as it was in early 1960, to the form shown above. The shark-nose was supposedly low-drag, Carlo Chiti deployed it in his 1961 sportscar designs as well, the approach was a function of work in Ferrari’s scale-model wind tunnel.

It may well be that the shark-nose design was suggested to Chiti by Medardo Fantuzzi, one of Ferrari’s favoured external body-builders. He modified a Maserati 250F for Kiwi Ross Jensen (#2508) in this manner in late 1957, and then two other 250Fs for Temple Buell (#2533 and 2534). Fantuzzi built the 156 and sportscar bodies.

Maserati 250F ‘2508’, ex-Moss/Jensen, when owned and raced by Brian Prescott at Wigram, NZ in April 1961. Medardo Fantuzzi nose to the fore (Classic Auto News)

Medardo Fantuzzi with the three ‘shark nose’ Maserati 250Fs at his Modena factory in late 1957 or early 1958. Jensen’s at left – he finished second to Jack Brabham in the January 11, 1958 NZ GP in his upgraded car – the two Temple Buell machines alongside (unattributed)

Doug Nye described the chassis thus ‘The multi-tubular chassis itself was crude and hefty looking, not as unimpressive as a Cooper’s – not least of all its tube runs were straight – but not a patch on the lightweight lattice of a Lotus, BRM or even a Porsche.’ Big, butch, beefy and crude the chassis was, but it certainly did the job in 1961. It was only when the chassis sophistication of the Brits was harnessed to the power of the Coventry Climax and BRM V8s in 1962 that the class of ’61 became the dunce of ’62.

The main chassis rails were made of 1 1/2 inch steel spaced vertically 15 inches apart, the 120-degree motor required bulged top rails for installation, whereas the 65-degree unit did not, its rails were straight. The 120-degree frame swallowed the earlier motor whereas the wide engine wouldn’t fit into the narrower 65-degree frame.

Suspension front and rear comprised upper and lower braced wishbones and coil spring/damper (Koni) units, roll bars were adjustable both front and rear although it appears Giancarlo didn’t race with a rear fitted in Siracusa. Chiti set the cars up with bulk static negative camber, I guess the race Dunlops fitted to the 156 liked the setup.

156 cockpit, Monaco 1961
Engine bay of 0008 at Syracuse. Note the beefy spaceframe chassis Doug Nye described as being welded together by ‘Mr Blobby’. 65-degree second series Tipo 156 V6, bore/stroke 73×58.8mm, circa 180bhp fed by three 38mm Webers. The 120 degree engine had two bespoke triple choke Weber 40IF3C carbs. Note the large transaxle and starter motor, no rear roll bar fitted, suspension by upper and lower wishbones, ventilated disc brakes are inboard

The 1.5-litre Vittorio Jano (and team) designed 65-degree V6 first appeared as a front-engined F2 car in 1958. The DOHC, chain-driven, two-valve, twin-plug, triple Weber fed motor developed circa 180bhp @ 9000rpm and was fitted to a scaled down version of the then current 2.5-litre Lancia D50 derived – and then further evolved – V8 engined 801 F1 chassis, then designated 156.

The capacity of Jano’s V6 engine grew progressively to 2417cc in which form the Ferrari Dino 246 won the 1958 drivers championship for Mike Hawthorn.

As time went on it became clear Ferrari had the makings of an excellent car for the new 1.5-litre F1 which commenced on January 1, 1961, and which was expressed in the evolution of 0008 from a chubby, pudgy 2.4-litre F1 car at Monaco in May 1960 a svelte shark-nosed 1.5-litre F2 machine before Monza in September.

Chiti’s definitive engine for 1961 was a new variant of the Dino using a very wide-angle V6 of 120-degrees to lower the engines centre of gravity, and simplify manufacture of the engine’s crank. A motor of this width would not have fitted comfortably into the front-engined Dino 246/256 chassis.

The two camshafts were still chain driven, the heads still two-valvers, and still twin-plug. The dimensions of the 1960 Solitude 65-degree engine were adopted – bore/stroke of 73mm x 58.8mm for a capacity of 1476.6cc. Nye reports that all of the major castings were made in Siluminum, the 120-degree engine weighed 225 pounds, 30 pounds less than the good ‘ole Coventry Climax 1.5-FPF four cylinder motor.

Carburettors were bespoke, beautiful Weber triple-choke type 40 IF3C. Ferrari initially claimed 190bhp @ 9500rpm but ‘initial tests only yielded 177, which was still 30 more than the FPF’ used by the English teams in 1961. Jano also gave the existing 65-degree engine a bit of a tickle as a second-string unit, pending enough 120-degree engines to go around the three car Scuderia Ferrari team. When the FISA team were present four 156s presented a formidable challenge to the opposition…

Compare and contrast. Richie’s 156 0001, the prototype 120-degree engine chassis during the 1961 Monaco GP weekend. Note how low that engine sits in the chassis, trick triple throat Webers clear
(G Cavara)
0008 butt, Syracuse 1961
(B Cahier)

While the V6s in either format were delicate, compact little things, the transaxle was anything but- however it did prove problem free, as Ferrari gearboxes down the eons have tended to be. The same ‘boxes were used with both engines – these 16.25 inch long units were developed versions of the five speed and reverse transaxle used in 0008, with the clutch assembly exposed to the breeze on the end plate. The thing looks bigger than it actually was due to a wide bell-housing between engine and transmission to push the engine forward in the frame to obtain the weight distribution Chiti sought.

Nye records that Ferrari appear to have built eight chassis during 1961. 0008 was numbered in the 246 Dino sequencing, in addition there were new chassis’ serials 0001-0006, with two appearing under the 0003 number. Von Trips won the Dutch and British GP’s in 0004 which was destroyed in his fatal Monza accident, Hill won at Spa in 0003, and Monza in 0002 while Giancarlo won at Reims in our friend, 0008.

And what about poor old 0008 you ask?

Giancarlo raced it at Aintree in the British GP the week after Reims (#58 below) doing enough damage to the prototype for it to be scrapped; he crashed at Waterways Corner while avoiding another competitor having his own moment when running in twelfth place from Q19. Of course all the 156s were ultimately destroyed, but if only one of the many chassis built between 1960-1962 were to have been preserved surely it would be this one…

(Echo)

Giancarlo above while up front Taffy von Trips won the July 15 British Grand Prix from his teammates Hill and Ginther, Jack Brabham was best of the rest, 68 seconds behind Von Trips in his Cooper T55 Climax.

0008 in the Aintree paddock, note the different nosecone fitted to the car compared to that used in the Syracuse heat. Wire wheels were very much old hat by this stage, Ferrari retained them in 1962 but Campagnolo’s were part of the 156/63 package in 1963.

Etcetera…

(B Cahier)

Whether the shark-nose was more aerodynamic or not is a moot point. Didn’t Carlo Chiti put his styling stamp on the Ferraris of the time with these oh-so-distinctive visual cues.

I’m cheating a bit here, this Ferrari launch shot in Maranello was in February 1962 not that the 156 was much different, to its cost – 246SP at left.

(B Reeves)

Baghetti in the FISA 156 from Moss’ Rob Walker Lotus 18 Climax at Syracuse in 1961. Nice.

(Echo)

Dry practice at Aintree, Baghetti from Von Trips, the winner, chassis 0008 from 0004. The former was scrapped after this race, the latter destroyed in Taffy’s horrific accident at Monza in September.

Bibliography…

‘History of the Grand Prix Car’ Doug Nye, Veloce Today article by Pete Vack, F2Index, Wikipedia, F1.com

Photo Credits…

LAT, Motorsport, Bernard Reeves, Giuseppe Cavara, Getty Images-Bernard Cahier, Echo Liverpool, B St. Clare-Tregilgas, Classic Auto News

Tailpieces: Giancarlo Baghetti at the wheel of his Ferrari 156 during 1961…

baghetti 1961 (unattributed)

 

(unattributed)

Listen Mauro, I think we need to try this. Baghetti, place unknown in 1961, Ferrari 156.

Finito…

fazz 1

(GP Library)

Brand spanking new Ferrari 156, the aluminium body still unpainted awaits its Modena test in early 1961…

fazz 2

(Klemantaski)

Its all happening in this shot.

Its the first track test in April 1961 of the new 120 degree 1.5 litre DOHC, 2 valve V6 which offered a lower centre of gravity to the dominant cars of that year. Phil Hill was crowned World Champion of course, in a year of tragedy for the team, ‘Taffy’ von Trips lost his life at Monza late in the season.

Bending over the car’s nose is Luigi Bazzi, Ferrari’s ‘Senior Technician’ of the time, the large fella to Bazzi’s left is famed ‘panel basher’ Medardo Fantuzzi who made the sexy bodies of these cars and many other Ferrari’s. Carlo Chiti, the cars designer, has his hand in the cockpit. Richie Ginther, ace racer/tester gets comfy before the off. In the hat behind Richie is Romulo Tavoni, Team Manager and leaning against Enzo’s Ferrari 250GT is the chief himself and Phil Hill.

Superb G Cavara cutaway of the jewel like Ferrari 120 degree V6, the key elements of which are beautifully clear

Etcetera…

Rear suspension and bodywork detail at Zandvoort during the Dutch GP weekend in May 1961.

Upper and lower wishbones- the bottom one quite widely based, with coil spring/Koni shocks and an adjustable roll bar.

Cockpits of the day were minimalist- we are a year or so away from leather bound wheels in Ferrari cockpits.

Veglia tach and gauges probably displaying water temperature and oil temperature and pressure. Classic Ferrari ‘open gate’ change to the right which lasted all the way to the semi-automatic paddle-shift boxes pioneered by Ferrari in the 3.5 litre 640 V12 in 1989.

Ferrari 156 at the Nürburgring during the August 1962 German GP weekend, by this stage of things the dominant car of 1961 has been well and truly surpassed by the Lotus 25 Climax and BRM P57- Graham Hill won aboard the latter that weekend,.

65 degree V6 in this chassis, note the spaceframe chassis which looks a bit ‘wonky’ in the length above the cam covers of the engine- Doug Nye christened the Ferrari welders of the day ‘Mr Blobby’ given the finesse and finish displayed. They worked ok in 1961 mind you!

(B Cahier)

Four 156’s were entered at the Nürburgring in 1962, here is the World Champion, Phil Hill. He DNF with suspension failure after 15 laps, Ricardo Rodriguez was the best placed Ferrari driver in sixth, Giancarlo Baghetti was tenth and Lorenzo Bandini DNF after an accident on lap 5.

Credits…

GP Library, Louis Klemantaski Collection, G Cavara

Tailpiece…

enzo

(Klemantaski)

An earlier test than the one above, this chassis fitted with the 65 degree V6. Chiti is at left then the boss, another gent and copiously making notes is famous Ferrari engineer, Mauro Forghieri, then in his early days with the Scuderia. I’m intrigued to know who the mechanic is.

Its a stunning shot of the cars unbelievable lines, their purity complete with the Borrani’s off the car…

Finito…

monaco 1961

A famous win for Moss, Rob Walker and the Lotus 18 Climax…

1961 was the first year of the 1.5 litre F1; Ferrari were dominant with their powerful 156’s, the little V6 was the most potent engine, the chassis not a patch on the best of the Brits but overall the Scuderia had a great year.

However, the mastery of Moss prevailed several times during 1961. The first of these performances in his lithe, nimble 1.5 Coventry Climax Mk2 engined Lotus 18 is portrayed in the season opening event by John Ketchell’s art.

The great cockpit view shows Moss chasing Jack Brabham’s Cooper T55 Climax and Richie Ginther’s Ferrari 156.

grid

Grid shot: #20Moss Lotus 18 Climax, #36 Ginther’s Ferrari 156 and #28 Clark Lotus 20 Climax front row. Gurney’s Porsche 718 and Phil Hill’s Ferrari 156 on row 2 (unattributed)

image

Hill’s Ferrari, Clark outside #28 , Moss inside with the missing bodywork, #16 Tony Brooks BRM P48/57 Climax#36 Ginther and the silver nose of Gurney’s Porsche 718 (GP Library)

 

Credit…

John Ketchell, GP Library

Tailpiece: Maestro Moss…

moss mastery

Moss Mastery; totally relaxed as he gets every bit of performance out of the chassis of his year old Rob Walker owned Lotus 18; works drivers Clark and Ireland are in the new Lotus 20. Side bodywork removed to provide cooling air on the hot May day. Moss won Lotus’ first championship GP win with this victory (Geoff Goddard)

baghetti lotus 49

Giancarlo Baghetti relaxes during the Italian Grand Prix weekend, he had a ‘one off’ drive of the Team Lotus spare ’49, backing up Jim Clark and Graham Hill…

He qualified well back on the grid, 17th, and retired on lap 50 whilst running 6th with an engine failure. John Surtees took a fabulous last corner win from Jack Brabham, winning Hondas’ first Grand Prix since Ginthers’ victory in the last race of the 1.5 Litre Formula in Mexico, 1965.

Baghettis’ career started with immense promise, famously winning his first championship Grand Prix, the French in a great dice with Dan Gurney (Porsche) in a Ferrari 156 in 1961….

Baghetti French GP 1961

The stone chips on the nose of Baghettis’ 156 bear witness to the closeness of the race, third place went to Jim Clarks’ Lotus 21 Climax. (sutton images)

French GP finish 1961

Toto Roche waves the chequered flag for Baghetti, winning a famous victory over Dan Gurneys’ Porsche 718, French GP Reims 1961, his championship race debut. (Unattributed)

Baghetti started racing in 1956 in an Alfa Romeo 1900Ti and built a solid reputation as he moved into Formula Junior in 1959. In early 1961 he was selected to drive for the Italian FISA team, an organization formed to promote young Italian drivers by entering them in Non-Championship Grands’ Prix.

FISA struck a deal with Scuderia Ferrari to run a 1960 F2 Ferrari Dino 156 (in effect the prototype of the 1961 F1 car) in the first non-championship races of 1961. The results were amazing, Baghetti, not necessarily the best credentialled candidate won on his GP debut in Syracuse in front of Gurney, Surtees, G Hill, Brabham, Moss, Salvadori, Ireland and Bandini.

syracuse GP baghetti

Giancarlo Baghetti ahead of Dan Gurney Syracuse GP April 1961. Ferrari Dino 156 from Porsche 718. The first of Giancarlos’ wins against stong opposition. (Unattributed)

He followed up with another win in the Napoli GP in May beating Ashmore, Lotus 18 Climax and Bandini Cooper T53 Maserati 2nd and 3rd as well as Roy Salvadori, Andre Pilette and Tim Parnell.

FISA persuaded Ferrari to hire them a 1961 ‘Shark Nose’ for their driver to make his championship GP debut at Reims, he was allocated the car which was to be driven by Equipe National Belge driver Olivier Gendebien, the car quickly repainted from yellow to red.

Phil Hill took pole from Ferrari teammates Von Trips and Ginther, Baghetti 12th fastest. The 3 works Ferrari’s disappeared at the start, only Moss managed to stay near them. Even a quick spin by Ginther dropped him behind the Lotus, but he was soon able to re-pass Moss such was the Ferraris’ power advantage.

Baghetti had made his way to the front of the chasing pack. When Moss was forced to pit with brake problems, the four Ferrari’s lead, this didn’t last as Von Trip’s engine died in the heat.

Hill spun on the melting road surface. The American lost over 2 laps as he tried to restart his hot engine. This left Ginther in the lead with Baghetti fighting the Porsches of Dan Gurney and Jo Bonnier to hold on to second place, a battle that became even more significant a couple of laps later as Ginther pulled off the track with no oil pressure.

Baghetti recounts the last laps …’It was a very hard race. It was hot. The asphalt was melting, the radiator was blocking up and I saw the temperature starting to soar. Luckily I was behind the two Porsches of Gurney and Bonnier and relied on getting a tow along the straights. What you must remember is that this was my first Grand Prix and both Gurney and Bonnier were trying to frighten me by running on either side of me, but I thought that if they could do things like that and get away with it, then I could do it too.

Three laps from the end Gurney and I were fighting for the lead and I realized that to finish first I needed to be in the perfect position to slipstream. Going into the last corner I was right behind Gurney so that as we came out I was on his tail. He sat right in the middle of the track because he obviously knew what I was going to try to do. I waited and when I saw him glance in his mirror when I was on his left, I quickly switched to the right and got past him to win the race.’

Giancarlo Baghetti became the first man in history to win his debut World Championship Grand Prix.

ferrari 156 cutaway

James Allingtons’ cutaway drawing of the 1960 Ferrari 156 F2 car, chassis ‘008’ the car used by Baghetti at Syracuse and Naples was the prototype 1960 car fitted with ’61 ‘Sharknose’ body. Multi-tubular spaceframe chassis, suspension by upper and lower wishbones front and rear. 1476cc 65 degree DOHC 2 valve Weber carbed V6, 185bhp@9200rpm. 5 speed ‘box. Later spec ’61 cars had the 120 degree V6 190bhp@9500rpm. (James Allington)

Baghetti qualified mid-grid for the British GP, spinning off the wet Aintree circuit during the race. For his home GP at Monza he qualified 6th, the other four Ferrari’s were faster. This was the day that von Trips was expected to win the world title, but it was not to be, ‘Taffy’ crashed to his death after contact with Clarks’ Lotus 21, the car flew into the crowd killing 11 spectators on lap two. Baghetti raced at the front until his engine blew on lap 14 and Phil Hill won the race to seal the first World Championship for an American driver. Giancarlo set the fastest lap.

His season ended with his 4th and last GP win, he took victory in a little known event to decide the ‘Prima Coppa Italia’ (Italian Championship for Drivers) at Vallelunga, Baghetti won the 2 heats in a Porsche 718 when his Ferrari was not available for the event. Lorenzo Bandini and Baghetti were tied for the Championship , this event was organised to decide the winner.

What a debut GP season!

ferrari 156 drawing

1961 spec Ferrari 156. (Scuderia Ferrari)

For 1962 Baghetti joined Phil Hill, the ’61 champion in the works Ferrari team (Rodriguez driving a third car occasionally). Enzo rested on his laurels thinking that the 156’s didn’t require evolution to continue their dominance but the Brits had caught up.

BRM, Lotus and Cooper produced cars to beat the Ferrari’s. Lotus debuted the epochal monocoque chassis Lotus 25 at Zandvoort and Coventry Climax produced their FWMV 1.5 V8 in quantities, the BRM team also built a V8, the Type 56 available to customers as well as the ‘works’ BRM P57’s. The British teams shortcomings in 1961 were their engines, the relatively old 1.5 litre variant of the Climax FPF not ‘man enough’ for Ferrari’s powerful V6. It was different in 1962 when their engine power was equivalent to their chassis mastery…

Baghetti scored points at Zandvoort and Monza, but Ferrari was in total turmoil and for 1963 he joined Hill in the mass exodus to Carlo Chiti’s ATS team, an unmitigated disaster for all involved, it effectively destroyed his F1 career. Baghetti drove Centro Sud’s old BRM P57 in 1964, he returned to race in F2, F3 and sports and touring cars, also making an annual apperance at the Italian GP, his last in the Lotus 49 in 1967.

baghetti spa

‘Hitchin a ride’: Baghettis’ BRM P57 gives Phil Hill and Bob Anderson a lift at the end of the 1964 Belgian GP, Spa. Giancarlo was 8th in the race won by Clarks’ Lotus 25 Climax. Hill raced a Cooper T73 Climax and Anderson a Brabham BT11 Climax (G Clayton)

baghetti brabham 65 italian

Brabham entered a third car for Giancarlo at the 1965 Italian GP. He qualified the BT7 Climax poorly in 19th, the engine failed on lap 12 in the race won by Stewarts’ BRM P261. (Unattributed)

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Baghetti at the wheel of a factory Ferrari 275 P2 during Targa 1965, DNF with Jean Guichet. (Unattributed)

After a huge accident at Monza in a Ferrari Dino 166 F2 car in the ‘Monza Lottery GP’ in June 1968 he retired from driving, working as journalist and photographer. He succumbed to cancer in 1995 age 60.

No-one has ever repeated the feat…a quasi factory Ferrari drive on the results of a ‘journeyman’, won his first 3 GP’s, 4 for the year, one of them a championship event and then so rapidly disappeared from sight…

baghetti italian gp 1966

Baghetti at the wheel of a Ferrari Dino 246, Monza, Italian GP 1966. Q16, raced Spences’ Lotus for 5th until the car failed in the race won by Scarfiottis’ Ferrari 312. Car was lent to him by Scuderia after his Parnell  Lotus BRM failed in practice. (Unattributed)

Baghetti Ferrari 156 1962

Giancarlo Baghetti, Ferrari 156 1962. The class of the field in 1961 were at best also-rans in 1962. He is smiling so it must be at the seasons commencement… (Unattributed)

Photo and other Credits…

Mel Turbutt, motorsportretro.com, Sutton Images, James Allington, Scuderia Ferrari, The Auto Channel

Finito…

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The beautifully finished and trimmed cockpit of Clarks’ Lotus 25 at Monaco 1963. Leather bound Mota-Lita steering wheel, a dash full of Smiths instruments including its famed chronometric tach and right hand change for the 5 speed ZF ‘box. Naked aluminium of the monocoque chassis below the shift lever. (Yves Debraine)

The tell-tale on Jim Clarks Lotus 25 after his retirement from the 1965 Monaco Grand Prix is at 9500rpm…

He was comfortably in the lead of the race by 14 seconds when the car engaged 2 gears at once on the entry to the Gasometer hairpin. Graham Hill inherited a lead he maintained to the race’ conclusion.

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Clark in classical pose. Lotus 25 Climax. (Eric Della Faille)

The Lotus 25, the first ‘modern monocoque’ appeared at the Dutch Grand Prix in 1962 and was much copied for the 1963 season. For ’63 the car remained much unchanged other than small details and power increases from the Coventry Climax FWMV 1.5 litre quad cam, 2 valve V8.

Lucas fuel injection was adopted and a changed bore/stroke ratio allowed higher rpm and power.

Lotus retained the ZF gearbox but also tried a 6 speed Colotti-Francis ‘box and later in the season a Hewland 5 speed transmission which would soon become ubiquitous.

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Surtees gesticulating at the fast approaching Ginther. (Marti)

John Surtees and Richie Ginther in Ferrari T56 and BRM P57 respectively scrapped for much of the race, this shot is on the entry to the Gasometer hairpin. Ginther tries to pass with Surtees gesticulating in protest.

Ginther finished second to teammate Hill, with Surtees, sitting in a pool of oil and with falling oil pressure finished fourth and set fastest lap on the last lap and the lap record. McLaren was third in his Cooper T66 Climax.

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John Surtees eyes focused on a Monaco apex, Ferrari T56/156. (Yves Debraine)

Ferrari competed with interim cars for much of the season using the V6 engines which won the World Championships in 1961. The 1964 car appeared at Monza powered by a V8, the development of the car in ’63 setting up Surtees’ tight title victory in 1964.

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Surtees again, here chasing winner Graham Hill’s BRM P57. (unattributed)

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Clark enroute to what seemed a certain victory, before the intervention of gearbox dramas in his lithe, lissom utterly luvverly Lotus 25. (Unattributed)

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To the victor, the spoils. Graham Hill ‘The King of Monaco’ after the first of his 5 wins in the Principality. (Getty Images)

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Lotus 25 Climax cutaway drawing by James Allington…

This short article makes no attempt to put into perspective one of the most successful and influential racing cars of all time, the first ‘modern monocoque’ includes amongst its relatives all monocoque racing cars built since its debut at Zandvoort in May 1962.

‘Monocoque’ construction by riveted ‘D section’ light alloy longerons attached to fabricated steel bulkheads front and rear.

Front suspension by upper top rocker operating inboard mounted coil spring /damper unit, lower wishbone and adjustable sway bar. Rear suspension by upper top link, inverted lower wishbone and coil spring/damper unit and adjustable sway bars. Cast alloy uprights front and rear.

Girling disc brakes, rack and pinion steering.

Wheelbase 91 inches, track front 51.5 inches, rear 51.75 inches, overall length 146 inches, dry weight 990 pounds. Wheel sizes 5X15 front and 6 or 6.5X15 inches at rear.

Coventry Climax FWMV 1.5 litre 90 degree V8. Bore 67.8mm, stroke 51.6mm, 1496cc, Lucas fuel injection, compression ratio 10.5:1, weight 290lb, 194bhp @ 8500rpm.

ZF gearbox mainly used in 1963 but Colotti and Hewland also tried.

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Clark and Chapman with a ’63 spec 25, its essential elements as described above. (Unattributed)

Clarks 1963 Championships…

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Jim Clark, Dutch Grand Prix June 1963. Jim zooms his Lotus 25 between the North Sea sand dunes at Zandvoort on his way to victory. (Yves Debraine)

That Jim Clark and the Lotus 25 were the fastest combination in 1962 was not in doubt but Coventry Climax reliability was not as great as BRM’s that year. In 1963 the promise of ’62 was realised with Clark winning five Grands’ Prix and both the Drivers Championship for himself and the first Manufacturers Championship for Lotus.

Clark finished second in a Lotus 29 Ford in his first foray to Indianapolis and further demonstrated his versatility with wins in cars as diverse as the Lotus 23 sports car and Ford Galaxie touring car/saloon that year.

Clark became the standard by which other drivers were judged in 1963, if not earlier.

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The cover shot of Clark is at the Dutch Grand Prix, Clark won on the 25’s debut there in 1962 and in 1963 and 1964, all in 25’s and in 1965 in the updated Lotus 33 also Climax FWMV V8 powered.

Oulton Park Gold Cup 1963…

clark winning oulton gold cup 1963

Not only did Jim Clark win the Oulton Park Gold Cup during 1963 but he also recorded some stunning in car footage at the Cheshire circuit in his Lotus 25, such footage very rare at the time.

There were four Non-Championship F1 races in the UK alone in 1963, lucky Brits! The footage is amazing on so many levels not the least of which is a drivers eye period view of the circuit; typical track edges, the lack of run off areas and the topography of trees, ditches and the like for the unwary…and this is a circuit devoid of the ‘special obstacles’ of the ultra dangerous road circuits of the day on which Clark raced. The Nurburgring, Spa, Reims, Pescara and Longford here in Australia spring to mind.

Ok, he is not racing but the precision and accuracy for which he was renowned is also on display…

An ace in every sense of the word.

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Etcetera…

Lotus 25 camera car

Clark tootling thru the Oulton paddock in his ‘camera car’, its a bit hard to pick out the beefy mount against the dark background. And to think in the day of the ‘GoPro’ this was how it was done only a short time ago. Even when the specialists at Channel 7 in Australia popularised in car footage in the ‘Bathurst 1000’ in the late 70’s the heavy rig occupied a good percentage of the rear seat area…progress! (Unattributed)

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Photo Credits…

Yves Debraine, Eric Della Faille, Marti, James Allington cutaway drawing, Automobile Year 13, Peter Windsor

Finito…

 

 

 

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Phil Hill and Ricardo Rodriguez, 1962 Belgian Grand Prix, Spa. You can hear the crowd and smell the Ferraris’ in these magnificent John Ross shots…

Ferrari ‘stole the march’ on the competition in 1961, they were ready with a squadron of 156’s, whilst the British teams laboured with their 1.5 litre Coventry Climax FPF four cylinder engines until the BRM P56, and Coventry Climax FWMV V8’s were ready…

Only Stirling Moss provided much in the way of opposition to the Ferraris’ in 1961, Phil Hill winning the title. By 1962 the 156’s were as uncompetitive as they had been the class of the field the prior year.

Colin Chapmans monocoque Lotus 25 made its debut at Zandvoort in 1962, and Coventry Climax and BRM V8’s were plentiful, Graham Hill winning the title in his BRM P57, Clarks 25 suffering unreliability it was not to have in succeeding years…

Hill and Rodriguez duelled throughout the race, Hill pipping the Mexican by a tenth of a second from Clark and Hill, first and second!

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Hill and Rodriguez into the downhill plunge before Eau Rouge during their long duel (John Ross)

Ferrari 156 arrives at Spa - transporter

Phil Hill #9, and Willy Mairesse #10 156’s arrive from Maranello atop the Fiat transporter, a third car is underneath, Ferrari entered cars for Ricardo Rodriguez and Giancarlo Baghetti as well, we may well need 4 car teams in 2015 to swell the diminishing list of solvent entrants in GP racing! (unattributed)

Credit…

John Ross Motor Racing Archive

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Olivier Gendebien in the Ferrari 250 Testa Rossa 59 he shared with Phil Hill to second place in the Nurburgring 1000Km in 1959…

Olivier was an interesting driver, born in Belgium in 1924 he fought the Germans as part of the Belgian Resistance movement, joined the Britsh Army and became a paratrooper.

After the War he worked in the forestry industry in the Belgian Congo and met a rally driver, commencing his own rally career. He won the Tulip Rally with Pierre Stasse in an Alfa 1900 Ti in 1954 and soon  came to the attention of Enzo Ferrari who signed him as both a Sports Car and occasional Grand Prix driver.

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Another view of Gendebiens # 4 TR at rest in the ‘Ring pits. #1 is the winning DBR1 of Moss/Fairman, #15 is the Porsche RSK 718 of Umberto Maglioli/ Hans Hermann (Pinterest)

Grands Prix…

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1961 Belgian GP, Spa. Gendebien finished fourth in a Ferrari 156, behind the other similar cars of Phil Hill, ‘Taffy’ Von Trips and Richie Ginther, Hill on his way to the 1961 World Championship.Gendebiens car is painted in Belgiums national racing color, yellow, the car entered by ‘Equipe National Belge’. Less powerful than his teamamtes cars, the 156 was still a formidable weapon (Pinterest)

He competed in 15 Grands Prix, making his debut in a Ferrari 625 in Argentina 1956 finishing fifth. His best season was in 1960 at the wheel of a ‘Yeoman Credit’ Team Cooper Climax , his best results in the French and Belgian Grands Prix.

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Olivier Gendebien in the 1960 British GP, Silverstone. ‘Yeoman Credit’ Cooper T51 Climax (The Cahier Archive)

Sports Car Ace…

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Ferrari 250 Testa Rossa 59, Olivier Gendebien, Sebring 1959. Gendebien shared the car with Americans Chuck Daigh, Phil Hill and Dan Gurney (Pinterest)

Whilst he was quick in a single-seater he was supreme in Sports Cars, Phil Hill the only driver who was his equal in the Ferrari Team during this period.

He first won Le Mans with Phil Hill in 1958, winning again with him in 1961 and 1962. He also won in 1960 with Paul Frere, his fellow Belgian. He won the Tour of Sicily, the Tour de France, and the Reims 12 Hour twice. Victorious also in the Targa Florio and Sebring 12 Hours thrice, he won the Nurburgring 1000Km once.

Gendebien was from a wealthy family, and under pressure to quit racing by his wife, retired after his fourth Le Mans win in 1962 aged 38. During retirement he ran a succession of businesses dying in the South of France in 1998.

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Pitstop for the Gendebien/Ricardo Rodriguez/Mairesse Ferrari Dino 246SP, Targa Florio winners 1962 (Pinterest)

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Le Mans 1959. The Gendebien/Hill Ferrari 250 TR 59, with Olivier sitting on the car talking to Phil Hill. Salvadori/Shelby won in an Aston Martin DBR1. Car # 15 is the Cliff Allison/ Hermanos da Silva Ramos TR . Both DNF(Pinterest)

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Gendebien, left,  and Hill enjoy the spoils of their 1962 and last Le Mans victory together. Olivier retired shortly thereafter. Car was a Ferrari 330 TRI/LM. The last front engined car to win Le Mans. Hill competed well into the decade, his last international win the Brands Hatch 1000km in a Chaparral 2F in 1967. (Pinterest)

 


Etcetera…

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1959 French Grand Prix in a Ferrari Dino 246. Olivier finished fourth in the race won by his teammate Tony Brooks in a similar car. Olivier made his GP debut in a much less competitive Ferrari 625 in Agentina 1956 but still finished 5th on debut (Pinterest)

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Ferrari pits Spa 1961. The 4 156 cars being prepared, Gendebiens yellow car contrasts the # 2 car of Von Trips, the winning #4 of Phil Hill, and Richie Ginthers third placed car # 6. The more you look the more you see… (Pinterest)

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Same scene from the other side of the Ferrari pit (Pinterest)

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Belgian butt shot..rear of Gendebiens Ferrari 156, Spa 1961 (Pinterest)

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Gendebien watching the Ferrari 250 TR 61 of Ireland/Moss/Fulp/Tavano whizz past. It was disqualified for illegal refuelling. Olivier finished second in a 250GTO with Phil Hill. the race was won by the Bonnier/Bianchi Ferrari Tr 61 (Pinterest)

Photo Credits…

The Cahier Archive, Pinterest

The End…