Posts Tagged ‘Jacky Ickx’

Ickx

The halycon days of politically incorrect advertising, doncha’ miss-em!?

That is Jacky Ickx under that fine femine form. Ickx arrived from Ferrari at Brabham at the end of’ ’68 and left to go back at the end of ’69 but not before winning two Grands’ Prix in the BT26, its fortunes transformed by the replacement of the troublesome 4 cam, 32 valve Repco ‘860 Series’ 3 litre V8 used in 1968, with the ubiquitous 4 cam, 32 valve 3 litre Ford Cosworth DFV V8 for 1969.

One of Grand Prix Racings’ interesting historic footnotes would have been to see if Repco could sort the problems of the ‘860’ to determine if the engine could match the world championship winning pedigree of the Repco ‘620 Series’ and ‘740 Series’ engines which won titles for Brabham and Hulme in 1966 and 1967 respectively…

Ickx won at the Nurburgring and Mosport Park, Canada in the BT26.

The return to Ferrari worked for him, he narrowly missed out on the 1970 title won posthumously by Jochen Rindt, mind you Brabhams’ 1970 car, the BT33 was every bit as competitive as his Ferrari that year.

As to the Castrol missy, Brabhams’ oil company was Gulf in 1969, so not quite sure where she fits in, but who cares!?

Jacky Ickx, Brabham BT26 Germany 1969

Jacky Ickx Brabham BT26 Ford winning the German GP at the Nurburgring from pole and achieving fastest lap, Ickx an acknowledged ‘Ring-Meister’. Jackie Stewart was 2nd and Bruce McLaren 3rd, Matra MS80 Ford and McLaren M7 Ford respectively. (Sutton)

Photo Credit…

Sutton Photography

forg

Mauro Forghieri asks Jacky Ickx about his wonderful creation on the Belgian GP grid, Spa 1970. Inboard front suspension, top rocker actuating a spring/shock, lower wishbone. Twin radius rods at rear in evidence. Single top link, and lower wishbone also used at rear. Well protected Lucas fuel injection trumpets, and low nature of engine clear (R Schlegelmilch)

Jacky Ickx awaits the start of the Belgian Grand Prix, he finished eighth amongst a fantastic battle between Pedro Rodriguez and Chris Amon on this spectacular, fast and oh-so-dangerous classic circuit in the Ardennes…

Amon left Ferrari at the end of 1969 , a team he adored and had raced for since 1967. He had been very competitive throughout in F1, Sports Prototypes, and the Tasman Series, but the Championship F1 victory he sought had eluded him.

spa 1970

Spa vista 1970 (Bruce Thomas)

Mauro Forghieri designed the all-new 312B for 1970…

The core of the design was a horizontally opposed 12 cylinder engine utilising only 4 main bearings to minimise power-sapping frictional losses. The ‘Boxer’ engine layout allowed a very low centre of gravity and cleaner airflow for the rear wing amongst other benefits.

boxer

Engine ‘Type 001’. 180 degree, DOHC, four valve, Lucas fuel injected ‘Flat 12’. Distributor, coil and Dinoplx electronic ignition. Very oversquare at 78.5×51.5 Bore/Stroke, 2991cc. 11.8:1 compression ratio, circa 460BHP at 12000RPM in 1970, rising to over 525BHP throughout the 70’s (unattributed)

Chris tested the car late in 1969, several massive engine failures convinced him to leave the team to drive a competitive car powered by the dominant, powerful and reliable Ford Cosworth DFV V8. And so it was that his Cosworth DFV powered March was beaten throughout the season by the 312B’s and in Belgium by the BRM P153 V12 of Rodriguez.

Chris’ Ferrari departure proved to be another of Amon’s poor timing decisions, his capacity for being in the ‘right place at the wrong time’ was legendary. Forghieri’s design was both reliable and fast in 1970, Ickx won three races and newcomer Clay Regazzoni one- Ferrari narrowly missed the drivers and constructors titles to Jochen Rindt, posthumously, and Lotus.

In fact the engine was brilliant, one of the greatest in F1, powering cars which took Niki Lauda (1975 and 1977), and Jody Scheckter (1979) to world titles, and in endurance form winning all the classic endurance events but the two 24 Hour races at Le Mans and Daytona. In its early form the DOHC, four valve, Lucas injected, 2991cc engine developed around 460BHP at a time the DFV developed circa 435BHP.

The chassis of the 312B was also new and whilst not a ‘full-monocoque’, the combination of aluminium reinforced space-frame tubing was very effective and forgiving to drive.

Newcomer Ignazio Giunti was the best placed Belgian GP 312B in fourth, Ickx having a variety of problems. The race was won by Rodriguez by a second from Amon with Jean Pierre Beltoise third, a further 1.43 minutes adrift, such was the pace of Pedro and Chris.

Amon set a new lap record in his chase of Rodriguez at 152MPH, but Pedro was ‘Spa fit’ having set a 160MPH lap in a 4.5 litre flat 12 Porsche 917 the week before…oh to have seen either race!

There was a chicane at Malmedy for the Grand Prix which was unused during the 1000 Km classic but all the same, 160MPH was the fastest ever lap-time of a road circuit anywhere in the world at the time.

312 b cutaway

(W Buhrer)

 

312 b spa

Jacky Ickx, Ferrari 312B, La Source hairpin, Spa 1970 (R Schlegelmilch)

 

312 b cockpit

The very cosy, comfy cockpit of Ickx’ Ferrai 312B. Lockout for reverse gear in the gated 5 speed ‘box plain to see , Momo steering wheel, Veglia instruments, just luvverly in every way (R Schlegelmilch)

Etcetera…

dfv

An all Ford DFV powered front row at the races start: Jochen Rindt’s Lotus 49 wedged by Amon’s March 701 on the nearside and Stewart’s similar pole winner on the outside…Ickx the best of the 12’s on this ultimate power circuit on the second row (unattributed)

 

rindt

Out into the Ardennes Forest …Rindt from Ickx, Beltoise, Brabham in the distance and the yellow speck Peterson…Lotus 49 DFV, Ferrari 312B, Matra MS120 V12, Brabham BT33 DFV, and March 701 DFV (unattributed)

 

pedro spa

But Pedro Rodriguez won the day in the BRM P153 V12…over the years there have been rumours the BRM engine was ‘fat’ that day, but these have been scotched by Doug Nye amongst others. Also, Pedro was supreme at Spa and Tony Southgates’ P153 and ’71 P160 BRM’s were fast, if not always reliable race-winners (unattributed)

Photo and other Credits…

Bruce Thomas, Rainer Schlegelmilch, Illustrations by Werner Buhrer

Checkout Allan Brown’s great oldracingcars.com description of the cars and chassis by chassis history; https://www.oldracingcars.com/ferrari/312b/

Finito…

512s

Fabulous shot of Derek Bell ‘on line’ on the approach to La Source hairpin, he finished 8th sharing this ‘Ecurie Francorhamp’ 512S with Hughes De Fierlant…

Jo Siffert and Brian Redman won the race in the dominant car of 1970/71, the Porsche 917K. These 5 litre 12 cylinder , 450-500 BHP cars are still spoken of in awe 45 years later by those fortunate enough to see, or drive them.

Ferrari were very busy in 1970 with F1 and their beloved sportscar programs. Porsche kept it simple, subcontracting the preparation and racing of the cars to John Wyer Engineering and Porsche Salzburg, they were not distracted by F1.

On paper, the V12, spaceframe chassis 512S should have given the Flat 12, space-frame chassis 917 a better run for its money than it did…

The early season Sebring 12 Hour win flattered to deceive. The suitably ‘tweaked 512S ,’71 updated 512M showed  early potential to ‘serve it up’ to the 917 horde, but the Ferrari factory didn’t race it in ’71, the 15 cars built or converted from 512S spec were raced by privateers only, there is an interesting article to be written there!

The 512S is one of my ‘Top 10 Racing Cars’ a fabulous device if not Maranello’s most successful…

homologation

(unattributed)

25 512S all in a row?…Maranello late 1969…

Twenty five cars were required by the governing body, the CSI for homologation into Group 5

The cars are all lined up ready for inspection, the yellow ‘Francorchamp’ car stands out.

The investment was huge compared with the small production runs of previous models, only three P4’s were built (and one P3 converted to a P4).

Fiat ‘took over’ Ferrari’s road car division in 1969 and put racing support arrangements in place going forward, without that their would have been no 512 program, the company probably would not have had the working capitial to build so many cars with sales not exactly certain.

Spa 1000 Km 1970 pits

(CA Caillier)

More 512S all in a row, mechanics fettle Bells’ car, #21 is the Schetty/Merzario Scuderia Ferrari 512S which finished seventh, the best placed 512S was the Ickx/Surtees machine in second.

Etcetera…

512 spa camera

Busy pit stop for the Ickx/Surtees 2nd placed 512S. Surtees jumping in, Ickx clear in the helmet behind, Spa 1970 (Rainer Schlegelmilch)

 

Andretti at Daytona in 1970

 

Engine, transmission and rear suspension detail of one of the works cars, Daytona 1970

 

 

 

The Ferrari compound above at Le Mans in 1970.

The Dick Attwood/Hans Hermann Porsche 917K won the race with the best place of the eleven 512S which started the race was the NART entry driven by Sam Posey and Ronnie Bucknum.

#8 is the Art Merzario/Clay Regazzoni entry DNF after 38 laps with a collision, the #5 Jacky Ickx/Peter Schetty was also involved in a collision in which a marshal was killed after completing 142 laps. The car to the left without a number showing is the Derek Bell/Ronnie Petersen car which had a valve fail after only 39 laps- worse was bearing failure of the #6 Nino Vaccarella/Ignazio Giunti 512S after only seven laps were completed. Not a memorable Le Mans for Ferrari at all.

512S Long-tail during the filming of ‘Le Mans’ in 1971 (Getty)

Photo Credits…

A Caillier, Rainer Schlegelmilch, Getty Images

Tailpiece…

512 spa schetty

Peter Schetty, 7th Ferrari 512S chasing the winning Siffert/Redman Porsche 917K, Spa 1970 (Rainer Schlegelmilch)

Finito…