Dan Wins

French GP

In Porsche ROUEN, France-Making a tri­

umphant return to racing after their abortive showing at Zand­voort and Monaco earlier this year, Porsche outlasted the more fra­gile English equipment to win the French Grand Prix on the hilly Rouen circuit at 103.229 mph. It was the first-ever Grande Epreuve victory for both Porsche and Dan Gurney.

Second and the only other dri­ver not to make a pit stop was Cooper's Tony Maggs, while Richie Ginther (BRM) finished 3rd after having been delayed at the start.

Fastest lap (2:16.9) was by Gra­ham Hill's BRM (106.900 mph) who led most of the distance.

The Ferrari team wasn't on hand, a metalworker's strike in Italy having tied up the factory. Phil Hill was there as a spectator and the only good thing about it, from his point of view, was that Graham Hill didn't win any points either so their standings in the champion­ship race remain the same.

It was plain at Reims the week (Continued on Page 4)

French GP

Results Driver, Car Behind 1. Dan Gurney, Porsche ......... _ .. _ ...... Won 2. Tony Maggs1 Cooper ............. _._ l lap 3. Richie Gintner, BRM ............ _ 2 laps 4. Bruce McLaren, Cooper ......... _ .. 3 laps 5. John Surtees, Lola ... , .... -.. ----·- 3 laps 6. Carel de Beaufort Porsche ...... 3 laps 7. M. Trintlgnant, Lotus .................. 4 laps 8. Trevor Taylor, Lotus·----··---- 6 laps 9. Graham Hill, BRM .................... _.10 laps

10. Jo Bonnier, Porsche ............. -.. 12 laps Av Spll-103.229 mph, New Record. (Old

recorll-100.02 mph, Fangio, Maseratl, 1957)

fastest LIP-106.900 mph, Graham HII� BRM, New Record. (Old record-102.7i; mph, Musso, Ferrari, 195n

= al

LATE NEV\IS First, you may notice that your CP is a couple days late. It's

later in one way, but much earlier in another since the 2-day delay made it possible to include HENRY MANNEY'S full report on the British GP. CP will do this from now on whenever a major inter­national event takes place the weekend before the regular printing date. Okay?

As CP does to press,lit appears definite that MICKEY THOMP· SON will not get to make his attempt on the Land Speed Record. The first three miles of the 12-mi stretch was simply too rough for the unsprung Challenger I to make the try. Not wasting time, though, since he's announced that he will retire from active par­ticipation this weekend, Mickey hopped into a specially-tuned Pon­tiac and racked up a total of 28 new stock car records ••• every­thing from 1 km to 10 mi for both the standing and flying start.

The next day, Mickey and LLOYD COX took a 421-cu-in Pon­tiac out on the 10-ml circle to go after all the records up to the 24-hr mark. A broken rocker stud halted the attempte after 770mi but they broke all the stock car records up to that point. Big­gest one to fall was the 500-mi mark at 140.62 mph.

BRITISH GP

TO JIM CLARK By HENRY N. MANNEY

AINTREE, Eng.-After all the alarums and excursions of pre­vious races, the 15th RAC Grand Prix, run on the 3-mile Aintree circuit in glorious old-world Liver­pool, was comparatively unevent­ful as Jim Clark (Lotus 25 Cli­max) led from start to finish to win at 92.25 mph, almost 10 mph faster than von Trips' average in 1961 and 3 mph faster than the old 2.5-liter record of Brabham's Cooper in 1959.

FIRST WORLD CHAMPIONSHIP win for Porsche and for Dan Gurney came at the French GP at Rouen. Gurney is 2nd American to win a World Championship event. (Photo Henry Manney)

Second home, and doing the best job for Lola so far this year, was John Surtees while McLaren (Cooper), G. Hill (BRM) and Brabham (Lotus) filled the next three places. Porsche placed no­where after their Solitude and Rouen showing, the only Ferrari present (for Phil Hill) failed to go fast or finish, and thus it would seem quite likely that an English­man will be the new World Cham­pion with three definite races to go.

After a few showers and a rather rowdy saloon car race which was won by Jack Sears (Jaguar 3.8) at 77.81 mph, the sun came out and so did jillions of Midlanders to watch practically everyone who owns an F-1 car in England line up on the grid.

CLUBS MERGE

IN SO CALIF LOS ANGELES-Southern Cali­

fornia's two warring sports car clubs have signed an "intent to

merge" which, when completed, will result in the California Sports Car Club Region of SCCA and the United States Sports Car Club, a USAC affiliate, becoming one club.

The news, announced here on July 12, caught drivers and of­ficials alike by complete surprise.

The first result of the "intent to merge" was to permit SCCA members to participate in USSCC's Pomona road races on July 21-22.

It appears that the mechanics of the merger will require six weeks to two months to complete. Until that time the two clubs will "co­operate" in race presentation and other affairs without prejudice on either side.

Thl:ee representatives from each group were selected to serve as an "interim board" pending com­pletion of the merger. These were Lindley Bothwell, Dr Chet Bur­graff and Denny Shutes from USSCC and Lew Spencer, Joe Weissman and Otto Zipper of the Cal Club.

D. D. Michelmore and JimPeterson, presidents of the two clubs, agreed that the cause of "peace" would be better served if neither was on the "interim board."

The official announcement to Cal Club members said that the $150,000 USSCC lawsuit against the Cal Club had been dissolved.

The announcement also said that a new ll-man Board of Directors for the · "new" club would be elected by the combined member­ship of the two groups and that the name of the new club would be decided in the same way.

Though not included in the an­nouncement, it is understood that the "merged" club will seek af­filiation with both SCCA and USAC.

USAC president Tom Binford, (Continued on Page 2)

CP Editorial

MIDWEST SAYS NO TO FIA There's been some interesting double-shuffling going on lately.

As commented on in CP some time ago ("& from the Midwest," June 30, 1962), there was concern over the Road America 500 at Elkhart Lake on Sept. 9 because it was not only an SCCA Na­tional but also listed on the FIA international calendar as a Manu­facturers' Championship event for GT classes II and ill.

After much cogitation, the FIA listing was dropped. The de­cision was not surprising. High SCCA officials took the rap for it ("Because of the size and prominence the '500' has obtained as a National event, the SCCA will not sanction an FIA Grand Tour­ing Car Manufacturers' Championship race originally planned to be tun concurrently . . . ") but there's a bit more to the story than that, quite a bit more.

Admittedly, there were complications-two sets of rules, two sets of classes, and so on. There was also pressure from, strange to say, the drivers themselves .• Their attitude appeared to be, "We've supported Elkhart Lake with our efforts for all these years and now they're going to bring in Ew·opean stars and fac­tories . .. and even pay them money!"

Also affecting the decision was the peculiar situation that has prevailed this year wherever GT cars and sports/racing cars have run together. Whether or not you like GT racing, it has not been a rousing success under these conditions and the "Challenge Mon­dial " or "Prototype" cars have stolen the limelight wherever thetwo' types of cars have run together. Therefore, it was reasoned, itwould not be a good idea to introduce a large segment of the coun­try to international racing under this handicap.

Perhaps, however, these things a1·e only convenient excuses and there's another and even more alarming reason for shucking off the international aspect of the Road America �00. 'I'.he�'s !10 doubt that Road America has a very good fmancial thing m its present "two Nationals annually" setup and so does SCCA. The reasoning therefore goes like this: Why go to the expense of at­tracting Ew·ope� stars �d facto�·y entries when the crowd� �eep growing, the entries remain huge, and the money from adm1Ss10ns (and sanction fees) keeps rolling in?

This philosophy, though perhaps it can be justfied in this par­ticular instance, ignores the handwriting th�t is demo?strably _on the pit wall regarding the advent of what is called (m the M1d­west) "professionalism" and most of the rest of the world calls "international racing."

One example not too far 1·emoved from Elkhart Lake shows clearly that the handwriting IS on the pit waU. Otherwise, how do you explain the position now enjoyed by Mosport Park?

(Continued on Page 2)

A Ferrari for Phil Generally speaking, the teams

were constituted as they have been earlier this year, the only real news being that Ferrari had finally coughed up one car for reigning

(Continued on Page 5)

British GP

Results Driver, Car Behind

l. Jim Clark, Lotus ................ -........ Won 2. John Surtees, Lora ........ -•. --... 0:49.2 3. Bruce Mclaren, Cooper ........ -....... 1:44.8 4. Graham HIii, BRM ....... -........ -..... 1,56.8 5. Jack Brabham, Lotus .... --··---1 lap 6. Tony Maggs, Cooper ...................... 1 lap 7. Masten Gregory, Lotus _____ l lap 8. Trevor Taylo!j Lotus ..... -...... -.... 1 lap 9. Dan Gurney, l'Orsche .......... --·-·· 2 laps

10. Jack Lewis, Cooper ........................ 3 laps 11. TonY Settember (Eme,yson/; 12. Ian Burgess (Cooper); 13. Rich e Ginther <BRM); Carel de Beaufort (Porsche); 15. Jay Chamberlain (Lotus)! 1$. Innes Ire­land (Lotus) Av Spd-92.25 mph new record. (Old

record: 89.88 mpr\, Brabham, Cooper, 1959)

fastest Lap-93.91 mph, new record. (Old record: 92.31 mp1!, Moss, BRM, & Mc· Laren, Cooper, 1%9)

JIM CLARK set new lap and race records as he won the British GP In Lotus 25.

(Photo by Henry Manney)

Page 4

Gurney's French GP (Continued from Page 1)

before that a good percentage of the English cars were getting pr et­ty tired in bone and body, an ail­ment in many cases difficult to cure as Coventry-Climax has is­sued an ukase that there were to be no more important spares till September.

If you blew up the V -8, in other words it's back to the old 4-banger. Gearb~xes as well are getting a bit sloppy and the up-hill-and­down-dale 4.065 mi Rouen cir­cuit with its bottom-cog hairpin is almost as bad as Monaco.

In spite of this, though, a fast downhill section mit curves effect­ively sorts out the men from the boys and on the first day's prac­tice no less than 12 runners got below Musso's 1957 record of 2: 22.4, the best eventually being Lotus' Jim Clark with 2 :14.8.

Next quickest were Graham Hill (BRM ) and McLaren (Coop­er) and so these three occupied the' front row of the grid with Brabham (Lotus) and Surtees (Lola) right behind.

Gurney occupied the third row with Gregory and Ireland's Lo­tuses the 8-cyl Porsche having un­derg~ne much cutting, shutting, and stiffening since the last meet­ing as evinced by radius rods to the front wishbones and wider-base rear wheels.

Rotund Toto Roche, the organ­iser from Reims, was for some rea­son entrusted with the starting flag here and although I don't sup­pose there could be much connec­tion, the BRM of Ginther refused to commence with the others and in fact only got away after atten- . tion at the pits.

Graham Hill Leads His teammate Graham Hill,

(both BRMs were sporting twin low exhausts) had jumped into the lead, however, and was staying ahead of Surtees, Clark, McLaren, Brabham, and Gurney.

The fuel-injected BRM was ap­preciably faster around the sharp Nouveau Monde hairpin, all the Climaxes splutteripg and banging, with Trevor Taylor in Clark's old monococque Lotus and Trintig­nant in Walker's Lotus afflicted worst of all.

In spite of this, the doughty Surtees held grimly on to Hill's BRM and the two of them pulled out a slight lead from Clark and McLaren, who in turn were separ­ated by a sizeable gap from Brab­ham and Gurney.

On the 10th lap, though, the Porsche suddenly picked up two places as Brabham aand then Mc-

Laren trickled slowly into the pits; the retaining ring holding the right rear coil sprin g had br oken on the Brabham Lotus and L'il Brucie had made an excursion into the grass and bent something vi­tal. After a bit of fiddling, he got going again but not with his for­mer elan.

Pace Begins to Tell The rot had already well started,

as Ireland's Lotus had vanished with a flat tire from kerb-klip­ping and both Gregory and Sif­fert 's Lotus-BRM's fiended the clutch. Most of the backmarkers were in and out of the pit s like rabbits in a, hutch and Taylor st ruggled in working the throttle linkage over his shoulder.

Bonnier r an over something hard and 10st low gear, most em barras­sing out of the hairpin, and Maggs in the second Cooper was grad­ually working his way up after being 8th in the early stages.

As t he laps reeled off it seemed that Graham was running as well as ever but he could not relax as Surtees and Clark were on his trail. The Lola began to slow with an elusive misfire, though, that would afflict it one lap and not the next, and soon Surtees was forced to call at his pit.

Clark thus attained 2nd and set out after the BRM with a ven­geance, turning some 2:18.4 as he did so, but his brand-new 25 was not strictly au point and the lead­er 's 20 sec cushion remained the same.

Hill's BRM Shunted The Lotus driver received help

from an unexpected quarter, how­ever, when Jack Lewis lost con­trol of his Cooper while being lap­ped and shunted Graham's BRM up the back, causing the leader to spin off and lose time getting started again.

Clark thus assumed first on the 30th tour, almost half distance, but his joy was short, as three laps later, with Hill looming up in his mirror, a ball joint housing broke in the Lotus front suspension and he was out.

This let Hill's BRM up in the lead again, with a gap of 26 secs between himself and the 2nd-place Gurney. The next cars up were Surtees (on the point of being lapped), Maggs, Ginther, de Beau­fort's Porsche, Bonnier's 8-cyl dit­to, McLaren, Trintignant, and Tay­lor.

The drama wasn't over yet, how­ever,as eight laps later the unlucky Hill coasted to a stop at the hair­pin, his throttle linkage broken. While he did get going again, the BRM would barely creep and it

JACK BRABHAM's Lotus goes bouncing through the air during practice for the French GP. Jack had just made a brake pad change, failed to get stopped and leaped over the traffic island. (Photo by Henry Manney)

GURNEY AVERAGES 102.7 MPH FOR FIRST AT FRENCH GP--ON DUNLOP ROUEN, FRANCE, 8th July, 1962-The 219.5 mile French Grand Prix was a one, two, three affair this year for Dan Gurney in a Porsche, Tony Maggs in a Cooper and Richie Ginther in a B.R.M. All three drove on Dunlop, continuing this tire's string of Grand Prix victories-longest in the annals of International Racing. Rewarding as these wins are to Dunlop research and design, they are not an end in themselves. Tire concepts that work well on the track must be made to work equally well at high speeds on the highway. Such a tire is the Dunlop Road Speed RS5-highway equal to the Dunlop R5 racing tire. The Road Speed RS5 has stam­ina, staying power and tenacity in tight turns even in the wet. Re­mqrkably quick starts and stops are a rule of the Road Speed RS5. If you drive a high speed, high performance car, match it with the Road Speed RS5. It's that kind of tire. Write for more information. Dunlop Tire and Rubber Corporation, Buffalo 5, N.Y.

DAN GURNEY, heading for his first grand epreuve win, passes B,arbham's Lotus at French GP. Gurney's flat-8 Porsche outlasted the opposition to win by almost a full lap from Tony Maggs. (Photo Manney)

would seem that the linkage fail­ure was due to something jam­med in the injector system.

Gurney Takes Lead One man's meat, etc. , etc., and

a surprised Gurney sailed through into the ,first position with a solid lap's lead and only 12 to go. Al­most simultaneously Surtees aban­doned his 2nd place with a visit to his I pit to see if any more gears could be found and let Maggs and Ginther in ahead of him while McLaren speeded up a bit and passed into 4th only a few tours from the end.

Everyone else was driving to finish, especially Dan, and as the remaining time ticked off the usual lines of gendarmes formed along the front of the grandstand and also on the line in front of the pits lest someone else than a French photographer get a shot of the finish.

The end of the 54th lap came up and to copious applause, Dan Gur­ney rushed across the line, arm upraised to win the 1962 French GP for Porsche. Almost immedi­ately the German and U.S. nation­al anthems were played while everyone stood at attention.

Accident After Race McLaren motored through and

then Surtees, going very slowly and looking for a way to get into his pit as the car was very tired indeed. But he was prevented from doing so by a thick line of coppers. As Surtees got to the end of the pit counter, Trintignant arrived going fairly slowly and also wish­ing to enter his pit. Trint was forced out to get around Surtees so he could continue.

Just then Trevor Taylor arrived at speed to take the checker and, finding his way blocked, went straight up the back of Trintig­nant.

There was the most God-awful noise, bits of tin and fiberglass flew in the air, and then all we heard were fire sirens and the noise of the cops (who had caused the whole mess ) keeping the pit crews from seeing if their drivers were all right.

Fortunately the drivers were all right, but two cars were written off and if the accident had hap­pened 50 yards further up the road Le Mans '55 would have seemed like a picnic.

Great Win for Dan All this hoo hah rather over­

shadowed Gurney's meritorious win and a pity it is too. Porsche have put in a lot of hard develpment work and even if the car's per­formance in the early stages shows that it needs more, this victory comes just at the time when it may persuade the dissension-rid­den Porsche works to continue racing.

Gurney himself, as the hardest working driver around, has had this win coming to him for some time. Perhaps it is significant that his racing number ... 30 ... came before Bonnier's?

At any rate, there have been four GPs now and four different makes have scored. With a new Lola frame for Aintree and per­haps a new Ferrari, perhaps we 'can stretch this interesting sit­uation further!

See you there.

FERRARI WINS IN AUVERGNE BUT LOTUS 23 STEALS SHOW

By HENRY N. MANNEY PARIS- Down in the Massif

Central of France near Clermont­Ferrand there is a sporting if rather dangerous circuit much be­loved of the French even if no Grande Epreuve has ever been run there. On the same date as the Solitude meeting, though, there was a sports/GT meeting which counted at least in GT for the World Manufacturers' Champion­ship.

Naturally there were scads of Ferraris driven by such luminaries as Guichet, Abate, Orieiller, and Vaccarella with only Maggs' Aston to stop them; realizing, though, that nobody is going to come far to see an exclusively GT race, the organizers also included a catch-all class for sports/proto­types which drew several Abarth­Simcas and three Lotus 23s.

Regardless of the fact that the Lotuses had been turned down at Le Mans, no trouble was exper­ienced here and so two 1500s (twin cam) appeared for Arundell and Rees while a similar 1000 was entrusted to rally driver B. Consten.

The usual Lotus luck held in spite of record practice times as first Arundell took his Junior off into the shrubbery in the Jr race, using up the car and putting him­self temporarily in too much of a swivet to drive in the sports go two hours later.

Australian Paul Hawkins then took over the 1500 but, finding it all too easy after his usual Sprites and things, touched the valves on the first lap and thereafter went very' slowly. Alan Rees, No. 2 Junior driver, had spun a couple of times in the Jr affair and deemed it sufficient to take his class, sports first, and over-all 2nd instead of pressing winner Abate's 2-min margin.

Consten, in his first sports drive, took 9th overall, beating not only Vaccarella's Ferrari "wagon" but the fastest Abarth-Simca (Bian­chi), the fastest Porsche (Barth) and the fastest Alfa (Foitek).

Abate himself tempered his usual speed with caution and moved busily up through the field from a bad start, passing Simon, Rees, Vaccarella, Oreiller, and Guichet by the 5th lap.

At the end, Abate averaged 73.7 mph and had a comfortable lead

over Rees, Simon (Ferrari GT), Guichet (GTO) , Oreiller (GT), Noblet (GT), Maggs (Aston GT­who nevertheless won the over 3-liter), de Langeneste (GT) , and Consten.

Laureau and Spychiger were 2nd and 3rd in their class with two Bonnets of Renault derivation, bea ting several Porsches and Alfas. Good show for a French car.

In the Junior race, run in two heats, the two Team Lotus entries of Arundell and Rees handicapped themselves as already noted and so it became a straight fight be­tween Maggs (Cooper-BMC) and France's Jo Schlesser (Brabham­Ford.)

Inasmuch as the BMC-engined Coopers are appreciably down on power to the Fords, it is certainly a compliment to both Maggs' skill and Cooper's good judgement that the young South African came out on top by winning the first heat with a good margin.

Schlesser copped 2nd on the line by a rather hairy maneuver but even so he shows himself the most enterprising of the French "com­ingmen." It is a change to see a blue car someplace but at the back even if the machinery is made in England. Third was an­other Frenchman, Grandsire (Lotus), who headed Rees and a long string of other Hornsey prod­ucts.

Auvergne Mtn Results

1. Carlo Abate, Ferrari GTO ................ Won 2. Alan Rees, dohc Lotus 23 P ............ 1:48 3. Andre Simon, Ferrari GL .............. 2:30 4. Jean GUichet, Ferrari GTO ................ 2:41 5. Henri Oreiller, Ferrari GL .............. 3:56 6. Pierre Noblet, Ferrari GL .......... 1 lap 7. Tony Maggs, Aston Zagato GL .... 1 lap 8. Roger de lageneste, Ferrari GT 2 laps 9. Bernard Consten, dohc Lotus 23 P. 2 laps

10. Lucien Bianchi, Simca-Abarth P. 2 laps 11. Nino Vaccarella (Ferrari P), 12. Ger­ard Laureau (Bonnet P), 13. Tony Spy­chiger (Simca-Abarth), 14. Edgar Barth (Porsche Carrera GT), 15. Hans Herrmann (Simca-Abarth P), 16. Jean Vinatier (Bon­net P), 17. Robert Buchet (Porsche­Abarth GT), 18. Paul Armagnac (Bonnet P), 19. Carl Foitek (Alta GT), 20. Claude Bobowski (Fiat Abarth P), 21. Jimmy Blumer (Austin Cooper P), 22. Paul Hawk­ins (Lotus 23 P).

AV SPD-73.7 mph FASTEST LAP-Vaccarella (3.0 Ferrari

P), 75.94 mph GT CHAMPIONSHIP PO I NTS-GT-III (Over

2 liters), Ferrari, 9; Aston Martin, 1; GT­" (1-2 liters), Porsche, 9; Alta, 4.

NOTE: GT-Grand Touring; P-Prototype

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WHAT A DIFFERENCE a year makes. Last year's British GP was all Ferrari. This year British cars took 1st through 8th. Here winner Jim Clark has just lapped Phil Hill's Ferrari. (Photo by Henry Manney)

Clark All the Way at Aintree (Continued from Page 1)

Champion Phil Hill. In spite of various rumors, this machine was ... ..--""�-... �--not all-new but the 1962 car with gearbox in front of the diff, the normal V-6 engine was used.

Spotlighting the advance in de­sign since Trips' win last year, Phil found himself back in the 5th row of the grid this year while Clark, Surtees, and Innes Ireland (UDT Lotus) held down the front ahead of McLa1·en and G. Hill.

Gurney (Porsche) and Ginther (BRM) sandwiched B onnier 's Porsche in the 3rd while at the back yet two more American driv­ers competed in the shape of Tony Settember (Emeryson) and Jay JOHN SURTEES, driving the latest Lola for Bowmaker-Yeoman, finish­Chamberlain (Lotus), there being ed 2nd at British GP behind Lotus 25 of Jim Clark. (Photo Manney) 21 starters in all.

Traditio1111] Fluffed Start At practically every race this

season there has been some sort of gefuffle on the starting line and Ainu·ee was no exception; on the reconnaissance lap Ireland dis­covered the loss of first and second in his Lotus' gearbox and thus, while everyone swept away, sat immobile on the grid.

Afte1· a short pit stop Ireland got going, but the field headed by Clark, Surtees, Gurney, McLaren, Brabham and Graham Hill was al­ready a long ways away on the first of the 75 laps.

The good Jim knows Aintree well and, although grimly dogged by Fearless John, opened out a gap between them and the next four runners.

Gurney, as befits the victor of Rouen, was giving the Porsche a good ride in 3rd and looked like staying there until the 13th lap when it started showing signs of clutch slip and dropped back gradually through the field.

G. Hill's BRM in 5thGraham Hill's BRM, with four

pipes each side collected tidily down below, had gotten by Brab­ham's Lotus already into 5th but couldn't get closer than smelling distance to McLaren's Cooper who

in turn was waiting for the hitherto fragile Lotus and Lola to break.

Nothing much happened up front except for Clark rocketing around in the lead but there were some jolly old dices going on in back. Cooper second man Maggs was involved in a scrap with Bon­nier (Porsche) who eventually got by only to retire later with a broken ring and pinion. Masten Gergory in the second of the UDT Loti, Climax-engined this time as the BRM has been whipped out, was passed by those two and then got involved with Salvadori in the second Lola, who eventually got ahead a bit until he too retired with "ignition difficulties."

Next up was Phil and Ginther (BRM), who as old teammates swapped places energetically t?ut politely for quite a few laps with Phil taking to the grass on one occasion at Melling Crossing.

Trouble for Ginther Richie eventually got the better

of this duel as the Ferrari seemed to be developing even less power than it has showed so far this sea­son; the BRM jinx must have settled on Ginther personally, though, as he stopped temporarily out on the course on the 44th lap

1-2-3 AT BRITISH GP

ON DUNLOPAINTREE, England-Jim Clark, John Surtees _and Br�ce �c­

Laren finished first, second and third this year at Amtree with Jrm Clark averaging a record-breaking 92.25 mph in his Lotus. All three drove on Dunlop, adding to this tire's string of victories ... longest in Grand Prix racing.

Wins like this are just the beginning for a Dunlop tire concept. Performance features that survive the track must be evolved to serve equally well at high speeds on the highway. Such a tire is the Dunlop Road Speed RS5--speedy kin and highway e9ual to the Dunlop RS racing tire. The RS5 has stamina, road-staying power, and tenacity in the turns even in the wet. Fast starts and stops are the rule of the Road Speed RS5.

If you drive a high speed, high performance car, match it with

the Road Speed RS5. It's that kind of tire. Write for more infor­mation. Dunlop Tire and Rubber Corporation, Buffalo 5, N.Y.

with a wire loose on the fuel pump.

Phil didn't profit by this much, however, as he lost bis 9th place three laps later when a valve fe]] in.

Of the others, Taylor (Lotus) dropped a lap when be stopped early on to secure a loose carbur­etor bell, de Beaufort broke his clutch hydraulic line about the same time which cut his usual ex­uberant progress somewhat, Set­tember was slowed with odd hand­ling later traced to a loose rear wheel, Chamberlain found himself unexplainably down on revs, Sei­del retired his new Lotus-BRM with general debilitation, and Shelley's Lotus boiled.

Clark Sets Lap Record So about from the first quarter

of the race we bad Clark pulling away easily, showing his mastery of the car and cow'Se by the fast­est lap of 1:55 (93.91 mph), an­other new record, while Surtees (Lola), McLa1·en (Cooper), G. Hill (BRM), Brabham (Lotus) and Maggs (Cooper) trailed behind at varying distances waiting for the others to disappear. They didn't, and in fact G. Hill narrowly es­caped being lapped as the end of the race rolled around.

After the high percentage of retirements earlier this season, it was refreshing to see that only five cars dropped out although it was a pity that Phil Hill was one even if the Ferrari wasn't really competitive. Perhaps something will turn up for the German GP.

At any rate, Clark pulls himself back into contention for the cham­pionship with 18 points, second only to Graham Hill who still leads with 19. Since McLaren has 16, Phil 14, and Surtees 13, with the nearest Porsche tied with the steady Maggs at 9, you can see that the race is still very open in­deed and not by any means sewed up.

With additional stiffening in the chassis, the Lolas are now more competitive, there should be an­other 25 for Taylor at the Nurburg Ring, Maggs is getting better all the time . . . so don't take any bets!

See you in Germany.

Page 5

IT'S DAN AGAIN AT SOLITUDE

DAN GURNEY led every lap of Solitude GP. Here he leads Jim Clark's Lotus and the rest of the pack on the opening lap. Win, coupled with his French GP win, gave Dan two wins in two weeks. (Photo Sloniger)

By JERRY SLONIGER STUTTGART, Germany-This

business of winning Formula I races appears habit-forming, at least for Dan Gurney and his flat-8 Porsche. Exactly a week after posting his first championship win Dan turned in another trophy per­formance on Porsche's home ground. He took the Solitude race from a meagre but eager field by leading every lap of the 25. Jo Bonnier was 2nd with the other team Porsche car.

Actually I think Gurney drove harder and more beautifully at Solitude than he did in Rouen where it was a waiting game against many faster cars. At Soli­tude the American was clearly slower in top speed than Jim Clark's Lotus 25 but he refused to admit it. Clark got the jump at the start and led into the first fast left-hand sweep but Gurney got inside him up the hill, took the wide line at the climbing hairpin and refused to give ground though Clark bad him beaten in theory.

Gurney wasn't interested in theories. He had that exceedingly grim "go-faster" face on all the way. He and Clark exited from

European Race Briefs

NURBURG RING-The 12-hr race for touring sedans was won by a 3.8 Jaguar driven by Peter Lindner and Hans Walter. A Lan­cia Flaminia ran 2nd with another Jaguar 3rd. Class wins were scored by Mini-Cooper, Fiat Abarth, Glas Isard, Volvo 122-S, Volvo PV-544 as well as the Jag­uar and Lancia.

BENELUX CUP RACE d Zandvoort for F-Jrs was won by Belgian Robert Crevits in a Lotus. A Merlyn driven by Andre Pilette took 2nd and a Lova with Tony Feanch was 3rd.

TRENTO BEDONE hillclimb was won by Ludovico Scarfiotti in a 2-liter V-6 Ferrari. Heini Walter, driving Porsche's flat-8 2-liter, took 2nd.

CASTLE COMBE meet in Eng­land saw Chris Summer's Chev­powered Cooper set a new lap record as he won the 10-lap Formula Libre race.

MONT BLANC RALLY was won by a French team, Trautmann and Laurent, driving a Mini­Cooper. The Meunier/Brifford Jag­uar took 2nd and the Spinedi/ Spinedi team was 3rd in a Ferrari.

BUENOS AIRES 6-hr sedan race at the Autodrome was won by an Alfa TI Giulietta. Ten laps back in 2nd and 3rd was a BMW 700 and a Panhard.

PHOENIX PARK, Ireland, 15-lap Gold Flake race was won by S. J. Taylor's Lotus Elite. Mike Templeton won the F-Jr race in a Lotus.

SNETTERTON, Eng., Scott­Brown Memorial Trophy race was won by Graham Hill driving UDT's 2.5-liter Lotus 19. Mike Parkes was 2nd, John Surtees 3rd, both in Ferrari Berlinettas. Hill, driving a 3.8 Jaguar, also won the saloon car race ahead of P. G. Sachs' Corvette-engined Chevy II.

the Hedersbach hairpin side by side with Clark a hair down on torque. From there it was Gurney on skill, using all the road, includ­ing the white lines that separated the pavement from hay bales every lap until the Lotus challenge faded in the late rounds.

Clark, to give him his due, was bothered in the early going by a fluffy motor that cost those prec­ious tenths in the tough corners, while the flat-8 with air con­ditioning ran flawlessly right through the dry-wet-dry afternoon.

When the rains came at lap 20 Gurney demonstrated a perfect throttle foot, picking a wide line for the corners and then accelerat­ing gently without having to lift off to control the power. Clark was less careful and exited into a fence. He limped into his pits but was unable to continue. His Lotus teammate, Trevor Taylor, also visited the scenery but continued the race Without losing a place.

The team Lotus duo were the only competitors Porsche had to fear on home ground since all other works entries were declined or withdrawn for a F-1 event fall­ing only seven days after Rouen and six before Aintree. Clark did his best with a new record lap in training but it wasn't enough on Sunday when Dan undercut the mark, leaving the track standard at 3:55.6 or 108.4 rnph. The record he broke was his own from 1961.

Behind this 8-cyl event the Soli­tude run featured what amounted to a second race for four-cylinder F-I cars, led an the way by IanBurgess in the Anglo-American Equipe more-or-less Cooper/Cli­max. Ian was outdoing himself with a very steady effort that left even de Beaufort's ex-works Porsche behind. Carel was plagued by shock absorber bothers, how­ever.

The run ended with Dan lapping everybody but teammate Bonnier's flat-8 Porsche (balked at the start by photogs) and Taylor, with Burgess 4th and de Beaufort 5th.

SOLITUDE GP-1. Oan Gurney (Porsche 8), 2. Jo Bonnier (Porsche 8), 3. Trevor Taylor (Lotus 8), 4. la11 Burgess (Cooper 4), 5. ca.rel de Beal/fort (Porsche 4), 6. Gerhard Mitter (Lo­tus 4li 7. Heinz Schllfer (Porsche 4), 8. Ber­nard i;ollomb (Cooper 4). Av spcl-100.72 mph. Fastest faP-Gurney, 108.4 mph (new record).

Italian GP Postponed

PARTS-Just in passing, I hear that extensive works are going on at Monza to improve it from the spectator safety point of view . . . a clear case of locking the stable very late.

The significant thing is that these works won't be done in time for the scheduled Sept. 2 Italian GP. The organizers have an­nounced that it will be held on Sept. 16-the date of the now-can­celled Spanish GP.

Haven't heard anything from FIA on this postponement but they'll probably allow it.

Why not move it to Pescara? Better course anyway.

-Henry Manney

Page 6

Die Van der Feen from the MIDWEST

HAPPY MID-OHIO It's now clear that the new Mid-Ohio Sports Car Course is a major,

happy factor-and it couldn't happen to a more deserving area. The in­augural event, a July 6-7-8 Drivers' School sponsored by NE Ohio Re­gion, was a stunner. Sixty students attended, shepherded by some of the top .national license holders and officials in the Midwest as instruc­tors. Hard to believe, but all came away singing the circuit's praises.

Sentiment was summed up by Jesse Coleman, Area 4 chief stew­ard and well-know starter: "This course has everything it needs to make it a success."

It was clear to everyone that the owners of Mid-Ohio really care. President Les Griebling and manager Chuck Akins received compliments practically unheard of in this sport : "Wonderful they are doing everything we ask ... they do things right and thor­oughly."

Driver amenities, including showers, are dazzling. There are 18 communications stations con­nected by underground cables. Ab­solutely an all-out effort in safety­consciousness is evident. Spectator facilities were not pushed for the crowd-less School. They will be brought up to the other stan~ards for the first race meet, a RegIOnal, Aug. 18-19.

The School saw 60 entrants, 50 of whom passed the rigid tech in­spection. Compliments on the qual­ity of the School poured in. All students were required to acc~u­late at least five hours of drlvmg to get their permits. Chuck Diet­rich, chief instructor, conducted much of the lecture work. Chuck Stoddard, chief steward, led the on-course instruction. Instructors drove students' cars and rode as passengers before let tin g their charges go off on their ?wn. Even a written test was reqUIred of as­pirants.

Weekend climax was a 10-lap student race. It came just after a shower, giving valuable experience of driving on a wet surface. No incidents, no hitches for the week­end; and the schedule was adhered to throughout.

It looks as if the Mid-Ohio cir­cuit near Lexington, Ohio, will have a lot of business Aug. 18-19 and many more weekends in the future. It's the first private road course in a state that has long had a more-than-proportionate amount of sports car interest, sports car clubs, sports car sales, an~ c0Il!­petition license holders. MId-OhIO is big news of the best kind. Wel­come.

More on the Giulia The newly announced 1570cc

Alfa Romeo Giulia, from pictures just received of the sedan version, is almost a complete body re-de­sign. The quad - headlights and

small grille of the 2600 are copied, but smaller. Fenders, greenhouse and sides have been boxed out in the Berlina model in the habit of the drear y "new Italian school" of square streamlining. Announced horsepower of 106 at 6000 rpm is SAE type hor ses. The DIN rating is 92. Thus, this is a "Standard," not "Veloce" version of the new en­gine. No word if a hot variation is forthcoming. Weight of the Spider and Sprint is up about 55 pounds over the Giulietta models.

Wheel Speil Big SCCA National at Meadow­

dale in prospect, Aug 4-5, with the new management doing its darndest to put it over large. Mid­America Auto Racing under Ralph Banghart is trying hard and im­proving everything they can lay their hands on for drivers and spectators. Social note on the event: THE place to go, The Brass Fox restaurant, St. Charles, Ill., is no longer owned by Allan Ross and Jim Dryden. New owners are not "race crowd."

The Rand-Porsche Corp. of Chi­cago is adding a Honda franchise to the premises. Frank Rand has sold his RS-60 and is taking de­liver y of an Elva VI into which will be tucked a Porsche Super 90 engine. Oh my ... Bob Schroeder of Dallas is taking delivery of a 1500cc de Tomaso sports car to go with his Formula Senior item of the same breed . .. B,ud Seaverns is chairman of the Road America 500 weekend. George Lamberson, Chief Steward. Interesting group of Stewards of the Meeting in­cludes Fr.ank Falkner, Jim Kim­berly, Tracy Bird, and Cameron Argetsinger .. . SCCA Competition Committee will give top priority to establishing a corps of licensed technical inspectors. Much like the successful Chief Steward Program.

Rumors of a newly-scheduled SCCA National at IRP this fall are ill-founded. Indianapolis Re­gion has requested October dates for a National, all right-but Oc­tober, 1963.

Though it's just catching on in the East, clubs belonging to Mid­west Sports Car Council have long charged for pit and paddock passes. "Driver plus one free pass" is the rule with various member clubs charging and rating workers dif­ferently. But the general policy holds at all MWCSCC events and has pr evented the pass-abuse syn­drome from raising its pernicious head. .

Buick Hybrid Wins Again atThompson THOMPSON, Conn.-In points,

a hybrid powered by a Buick aluminum V -8 seems to be the top performer at the Thompson circuit since Bob Colombo sian repeated his May victory on July 15th iIi his Buick Mustang.

But the factory-builts weren't out of it, either, Dave Schiff demonstrating that as he worked his Porsche RS-60 past six CM cars and threatened the Mustang itstlf toward the end.

Third at the end of the 40-mi modified race was John Meyer in his Meyer Spl.

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Another demonstration of the wonderful age of F -J r was made by Bill Smith in a Cooper Jr. Running with the Unrestricteds, the race started with Jack Walsh way out front in Stutz Plaisted's 1500cc Cooper Climax.

But Smith wasn't content with 3rd place. On lap 3, he got past Phil Cade's old Maserati mono­posto and then, picking up 1-2 secs a lap, caught and passed Walsh on the 9th time around.

In doing the chore, Smith turned the fastest time of the day, 69.95 mph.

The two closest races of the day were in classes A and D Prod. In the former, both in Corvettes, Bob Brown held off Mike Gam­mino for nearly half the race, then overcooked things and went over the sand bank at turn one in his Corvette.

The D race, Frank Gorman (Healey), Ralph Troiano (Alfa) , William Takas (Porsche S) and Ralph De Ciantis (Alfa) had at it in wondrous fashion and you couldn't have gotten a bet on any­body until the final flag fell with De Ciantis in front, Takas 2nd and Troiano in 3rd.

-Ken Parker

COMPETITION PRESS

Tweedale Lola Wins Handicap

VINELAND, N. J.- Art Twee­dale, Lola 1100, won the 35-lap, 52.5-mi handicap feature at Vine­land on July 8.

All the modifieds ran in one event with the HM boys sent off first , 35 secs ahead of the GM contingent, a bit more than a lap over the FM cars and so on to more than 3 laps advantage over the CM gang.

Getting into 2nd on the 33rd (of 35) laps was W. S . Shamlein's Elva V. Third, showing that the handicappers didn't miss all that far, was John Holmes in the ex­Ollie Schmidt 750cc Lola-Osca. Ken Butler finished 4th after hold­ing the lead for the first nine laps in his 750cc Osca.

The bigger machinery was ad­ditionally handicapped by a slip­pery track resulting from 95-de­gree heat and much spilled oil. Ed Lowther tore around ferociously in his Lister-Chev but went out after 18 laps. Best of the big stuff at the finish of the handicap was G. Carlson's Healey-Chev in 9th place.

In the. production car feature, Charlie Hayes made a successful return to Vineland in his Berlin­etta but had to trail DuBois' Cor­vette for the first 6 laps and wait for the Detroitster to spin at the end of the back straight.

-John W. Bornholdt

SCHROEDER'S F·SR WINS AT HAMMOND

HAMMOND, LA.-Neither rain, nor heat, nor the threat of being squashed by a field of monster modifieds could ' prevent Bo b Schroeder from winning at Ham­mond on July 15 in his Alfa-pow­ered de Tomaso F-Sr.

Schroeder got off the grid in 4th behind three Corvette-powered specials, quickly passed Mason O'Keiff's Kurtis-Chev, then took out after Bob Riley's Linx.

I For the next several miles it was the Linx on the straight and the de Tomaso in the corners but with the de Tomaso eventually taking 2nd.

Then came the r un .for the In­gram cup, Schroeder trailing Bill Moore's Devin-Corvette by about 50 yds. Finally, pushed by the de Tomaso, the Devin packed up and Schroeder romped home free at an average speed of 88.13 mph.

O'Keiff motored in to finish 2nd and Tom Charles' Ferrari Mondial was 3rd.

In case you were wondering what happened to the two stand­bys of Louisiana racing, Bill Fuller and Harry Washburn, they were watching from the pits. Fuller blew the D-J ag' s engine in prac­tice and Washburn's Cooper­Maser, recently purchased from Hap Sharp, pumped the oil pres­sure clean through a couple of rings and the head gasket while trying to win the modified pre­lim.

Schroeder won that one too, after Washburn dropped out. Big day for the driver who was once the "poor boy" of the Texas Raid­ers but who's now established as a respectable threat in any race.

-D. J. Cipnic

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July 28, 1962

Class G'S Newest Tiger

The biggest sensation in class G modified racing since the advent of the Lola is the de Tomaso driven by Jim Scott-an "unknown" car with an "unknown" driver who has won GM in three straight SCCA Nationals.

First. a little background. The car is owned by Ollie Schmidt, Winnetka, III., himself a pretty fair country driver as attested to by his SCCA National Championships with a Lola-Osca in 1960-61. Jim Scott, the driver, a partner in a VW-Porsche agency in Liber­tyville, III., drove his first novice race just over a year ago, cam­paigned a Porsche last year', then, after teething trouble with the de Tomaso's rear suspension, won the GM class at the Elkhart Lake, Lime Rock and Lake Garnett Nationals ..• and made it look easy!

Higher and longer (but lighter) than most of its opponents, the de Tomaso is "a little Lotus in the front, a little Lola in the rear" and a lot of de Tomaso everywhere. The transmission/differential unit is partly Citroen, partly de Tomaso. The gears are unique, they don't even look like gears. There are small triangular fittings on the side and meshing is not done on the tops of the teeth but from the side. Operation is so good that the clutch is not used after eng,aging first ge:ar-and that's pretty good.

At present, no additional 1100cc de Tomasos are likely to appear as builder Alessandro de Tomaso is now concentrating on his F-1 car and on an 8-cyl 2-liter version of the 1100cc car. But do Sco~t and Schmi~t ca~e? Not likely, they're going after the SCCA National championship aand. the way things are going, they're bound to be the odds-on favorites. -Dic Van der Feen

DE TOMASO SP,ECIFICATIONS Wheelbase, in ............................................. 87 Track, F & R, in ......................................... 52 Overall length ............................................ 162 Overall width ................................................ 56 Height (top of screen) .............................. 29 Weight, approx, dry, Ibs ......................... 735 Whee ls, front....Amadori magnesium 13 x 5 Wheels, rear . .Amadori magnesium 13 x 6lh Tire Size, front.. ........................... .450 x 13 Tire Size, rear ................................ 550 x 13 Brakes: Amadori l1·in discs, single·caliper Steering lock·to·lock .......................... 2 turns Suspension, Front: Independent, unequal

length A·arms, coil springs & anti·roll bar.

Susp~n.sion, Rear: Independent, parallel trailing arms, lower A·arm upper strut, anti·roll bar. '

Chassis: Triangular space type round mild steel tubing ,

Body.............................................. Aluminum Engine Location ........................................ Rear Engine Details: 4·cyl Osca, dohe, 70 x 70.8

mm bore x stroke, 1093 cc, 116 hp at 7750 rpm, two Weber 38DCOEA carbs, coil ignition

Gearbox: de Tomaso/Citroen 5-speed close ratio

Fuel capacity .................... 10 plus 12.4 gals Price, FOB Chicago .............................. $7500

Betts Scores Again at CDR CASTLE ROCK, ColO.-Bob

Betts continued his domination of Continental Divide Raceways at the "Castle Rock Challenges" by winning both features in his tired old Cooper Jr. He also managed to take another chunk out of the course record, turning 2:10.4, a time bettered only by Carroll Shelby with the Scarab back in the old days at 2 :09.

It was a small and rather strange modified field that he de­feated, with major competition re­moved Saturday when Chuck Hall flipped his Elva Jr in practice. Hall was uninjured in the accident, which brought about a reversal of the planned wrong-way running of the event to give out-of-towners a square go.

Second behind Betts in the finale was Hank Candler, who came to the races with an Isis Jr,

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... and this little Porsche to the track.

~aw a new Elva VI in the pits that looked inviting, bought it, and pro­ceeded to go faster and faster the rest of the day. Third was Chuck Fredericks in a Corvette Spl.

To add interest to the program, Sunday saw a challenge race, with various pairs of closely matched cars in "grudge" races. In each case, either one or the other won, and the spectator s watched and wondered who was supposed to, or what it meant if they did. Or didn't.

For the rest, re-read June. What is a very active region with a very lovely course going to do to make a big event? Tune in August 11-12; it's a cliff-hanger.

-John Jerome

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