The Belgian GP’s craziest finish

The Grand Prix of Belgium at Spa last Sunday was one of the most dramatic motor races in the world championship series. No one looked like touching Dan Gurney in his Brabham-Climax, who had made the lap record look rather silly and, apart for a brief period when John Surtees (Ferrari) took the initiative, led the race from start to lap 29.

The Brabham pit was caught napping when Dan called in for some petrol two laps from the end and there wasn’t a drop to be had. Graham Hill thereupon seized the lead and Bruce McLaren fell heir to second place, ahead of Jim Clark, who had been delayed by a 30-second pitstop on lap 28. Gurney’s 40s lead over Hill had now dropped to over 30s behind the leader.

Then, on that last incredible lap, Graham went through 20s ahead of McLaren, who now led Gurney by just 6s, with Clark several seconds adrift. Dan decided to risk the fuel situation and make a bid for second spot.

At Stavelot, Hill’s engine cut out – the Bendix fuel pump had failed with less than five kilometres to go. The unfortunate Gurney’s tank dried up completely, so it looked like McLaren’s race.

Fate struck yet another blow, for coming down to La Source hairpin Bruce’s engine also dried up – no fuel.

However, he had sufficient way on to coast down. Clark seemingly came from nowhere and, actually within the pit area, hurtled past the helpless Cooper driver.

It certainly was one of the most remarkable GP finishes of all time! Clark did not realise he had won, and certainly didn’t think for one moment that it was McLaren’s car he had overtaken.

This was the fastest 1500cc race run at Spa-Francorchamps, Jimmy’s average speed working out at 213.709km/h (132.79mph). Gurney’s sensational series of lap records culminated with a 3m49.2s, 221.465km/h (137.60mph). This was achieved on the 27th lap.

Of the 18 starters, 10 were classified, third, fourth, fifth and sixth places going to Jack Brabham, Richie Ginther, Hill and Gurney respectively. Both BRP cars finished, in seventh and 10th places. Peter Revson actually finished 11th, but was disqualified for receiving a push start. Mechanical bothers eliminated both V8 Ferraris, Surtees on lap four and Lorenzo Bandini’s on lap 12.

This was Clark’s third successive victory in the Belgian GP, another unique achievement for the Flying Scotsman, now James Clark OBE!

The Spa-Francorchamps circuit in the Ardennes vies with Nurburgring as being the world’s finest road circuit. Improvements through the years have resulted in a venue which places the highest possible emphasis on skilful driving, and calls for maximum use of a racing car’s performance.

Former slowish corners have been altered to such an extent that they are now very fast swerves and, despite the fact that the only section which could be called a ‘straight’, between Malmedy and Stavelot, actually contains tricky kinks, the lap record exceeds 135mph.

This is no circuit for the inexperienced pilot, for Spa requires impeccable judgement, particularly on the fast swerves

The only other road circuits where such speeds are possible are the somewhat featureless Reims course with its long straight on the Soissons road, the artificial circuit at Monza, and, most rapid of all, the mostly flat-out track at Enna, Pergusa.

This is no circuit for the inexperienced pilot, for Spa requires impeccable judgement, particularly on the fast swerves. Also, it is a most fatiguing course, for nowhere can drivers relax their concentration; even passing the pits can be perilous, with conductors straining to catch signals, and at the same time placing their cars for the deceptive left-hander at Eau Rouge. In truth, at Spa-Francorchamps, the slightest error could lead to disaster!

The circuit measures 14.2 kilometres (8.82 miles), and in the Grand Prix it has to be covered 32 times. Although roads are normally open to traffic, it is a permanent course provided with concrete grandstands and pits installations.

The start takes place on a slightly down gradient, followed immediately by the left-hander over a bridge straddling Eau Rouge, and then a twisting uphill section with hordes of spectators on the drivers’ left.

The older circuit went through a difficult S-bend, still used in rally tests, but nowadays cars join the old road near the top of the rise. A snaking, high-speed right-hander is followed by a kink leading into the twin right-hand swerves of Burnenville and Malmedy.

Challenges of Spa made all the more immediate by spectators’ proximity on sections of public road

Photo by: David Phipps

Then comes the so-called Masta straight, where cars reach maximum speed, the pilots always conscious of damp patches under the trees, and the notorious kink somewhere in the centre of the section where not a few cars have come to grief.

Stavelot demands a most accurate approach, for this fast right-hander suddenly tightens up where least expected, and the crowd has seen on many occasions some remarkable gyrations after drivers have completely lost it! This is a spectacular corner, and it is extremely interesting to watch how different pilots treat it.

Up through the gears on the long, winding section to Blanchimont, then on to the deceptive and extremely dangerous left-hand swoop past the RACB Clubhouse, where Dick Seaman and Archie Scott Brown met their end. A sudden shower of rain, while elsewhere the circuit is bone-dry, is the hazard that is experienced more often than is generally realised.

With drivers braking hard for the vicious right-hand hairpin at La Source, an unexpectedly slippery surface can play havoc. From there is a short rising section to the pits, and downhill again to Eau Rouge.

This then is the scene of the Grand Prix of Belgium, third round in the world championship. The sleepy town of Spa, and its environs, suddenly stir to life, and become the focal point of motor racing activity.

Those who come to take the waters move confusedly around in an atmosphere completely strange to them, but such is the fever of full-scale GP racing that by Sunday many of them will be thronging the slopes of the Ardennes, and afterwards will talk about the race excitedly on hotel terraces and in the cafes long after the last transporter has rolled away.

The hotels for miles around are packed to capacity, many people putting up in Spa itself, or Malmedy and Stavelot, while others go for the pleasant highland hostels overlooking Spa, such as the historic Annette et Lubin, named after two medieval lovers who are said to have cast themselves over the cliff-top in a tragic suicide pact. The Portugal, in town, is a well-known meeting place, but incredibly noisy being on the main road from Liege and Brussels.

Training opened on Friday under blue skies and a hot sun, one of the surprises that the Ardennes can produce in June. Despite the optimism of the organisers, the general opinion was that Honda would not appear.

Clark employs the tailpipes of his Lotus as an impromptu seat while chatting to Gurney

Photo by: Motorsport Images

New machinery included a brand new BRM, with modified steering, an even smaller frontal area and the loss of several vital pounds; oddly enough, it was fitted with the older six-speed gearbox. Lotus had rebuilt the Aintree-pranged 33 for Clark, but also had a couple of 25Bs.

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Ferrari had a pair of V8s, and a spare V6, the 12-cylinder car not being ready for race testing.

The superbly turned-out cars of the Parnell stable included Revson’s Lotus-BRM 24, but Mike Hailwood was a doubtful starter, after riding to victory in the motorcycle TT races with a temperature as high as the BRM petrol pumps at Zandvoort. Jo Bonnier had a problem, namely Cooper or Brabham. The former had serious misfiring problems, while the latter had a seating position which Jo found to be almost impossible.

Gurney was the man of the moment after the practice session. In his Brabham-Coventry Climax he turned in a lap of 3m50.9s, 219.835km/h (136.60mph), the fastest ever at Spa-Francorchamps. This was no less than 4.3s quicker than his nearest rival, Surtees in the Ferrari. Then came Hill and Ginther, with 3m57.2s and 3m57.3s respectively.

Also under the four-minute mark were Clark (Lotus-Coventry Climax), 3m57.5s, McLaren (Cooper-Coventry-Climax), 3m58.8s, and Bandini (Ferrari) 3m59.2s.

Scuderia Centro-Sud cars were missing; apparently the transport had broken down on the way from Modena. So Giancarlo Baghetti and Tony Maggs were both spectators. Maurice Trintignant’s BRM was also an absentee. With 12 invited drivers automatically qualifying, and the next four fastest being in line for starting money, the rest of the field could race only for what they could pick up in the way of prize money.

It was not a good day for Clark, his engine misbehaving itself and leading to few completed laps

Saturday was even hotter, with a shade temperature on the circuit of 90 degrees. At 3pm Ginther opened the session in his BRM. Hill went out in the new car. Both Lotus and BRM had decided to try out 13-inch and 15-inch tyre equipment, leaving the choice on the times achieved.

It was not a good day for Clark, his engine misbehaving itself and leading to few completed laps. He did shoot off the escape road at Stavelot, reappeared again, and the eagle eyes of Armstrong’s Keith Greene, who was with us at the corner, spotted that he had changed over to the Type 33. Colin Chapman must have arranged for this switch, for the Lotus garage was close by.

Some really determined driving was seen by Hill, after he too had switched cars, leaving the older car out on the circuit and getting a lift back on the tail of Innes Ireland’s BRP-BRM. Finally Hill got down to 3m52.7s, and in so doing pushed Peter Arundell into the 3m52.8s bracket, for the Lotus man cleverly managed to take a tow from the slightly quicker Owen machine.

Out came Gurney for a couple of quick laps, his 3m51.7s being again fastest of the day. Meanwhile, team-mate Jack Brabham had been cruising round, suddenly turned on the wick and recorded 3m52.8s.

Lotus had rebuilt the 33, crashed at Aintree, for Clark and also had a couple of 25Bs

Photo by: David Phipps

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Ferraris were none too happy, both Surtees and Bandini suffering from intermittent misfiring, and barely getting under the four-minute mark.

Bonnier, who had switched to the Cooper, lost it completely at La Source when the brakes failed, sending officials running in all directions, before he clouted the wall at the hotel. He stepped out shaken but unhurt, the Cooper looking decidedly secondhand.

Trevor Taylor had a most spectacular gilhooley at the same spot, and for the same reason but, apart from ruining a couple of tyres, got away without hitting anything.

In the pits, Coopers had quite a moment when Phil Hill’s car suddenly burst into flames, due to some fault in the ignition lead system. However, this was soon got under control, and little damage resulted.

Revson, who had steadily been improving his times, delighted the Parnell stable by turning in a 3m59.9s, with the Lotus-BRM – this was easily the quickest of the independents, and a certainty to pick up starting scratch.

Bonnier had been complaining of the handling of the Brabham. Damper settings were altered, the steering checked and rechecked, but the handling was even worse. Just as training finished, it was discovered that he had a slow puncture!

Clark eventually managed to do 3m56.2s to give him a third-row spot on the grid. McLaren, whose car had also been misbehaving, improved to 3m58.2s. Chris Amon did 4m00.2s, with the Parnell Lotus-BRM 25.

Baghetti and Maggs were both out with Centro-Sud BRMs, the transporter having been mended. Bob Anderson was none too happy with his Brabham, being very short of revs. Andre Pilette’s Scirocco was also sick.

Bonnier switched from Brabham to Cooper, then crashed the latter after his brakes failed

Officials were most impressed with the sportsmanship of Anderson. He was offered more starting money as an inducement, but refused, saying that he could not guarantee his engine lasting more than a couple of laps. Maggs also became a spectator, his BRM having transmission problems.

Clark decided to drive his older 25B car, while Graham Hill selected the new monocoque, in which mechanics had installed the 1964 gearbox.

In the evening, sheet lightning was followed by torrential rain, but race day dawned fine and sunny. It was a case of up to the circuit early, for the organisers had decided to have an official weigh-in at Francorchamps.

By the time zero hour had approached, a vast crowd filled very available vantage point. There was a threat of rain, but local experts thought it would hold off.

Starting grid (rows of 3-2-3)

1 Dan Gurney (Brabham) 3m50.9s

2 Graham Hill (BRM) 3m52.7s

3 Jack Brabham (Brabham) 3m52.8s

4 Peter Arundell (Lotus) 3m52.8s

5 John Surtees (Ferrari) 3m55.2s

6 Jim Clark (Lotus) 3m56.2s

7 Bruce McLaren (Cooper) 3m56.2s

8 Richie Ginther (BRM) 3m57.2s

9 Lorenzo Bandini (Ferrari) 3m58.8s

10 Peter Revson (Lotus) 3m59.9s

11 Chris Amon (Lotus) 4m00.1s

12 Trevor Taylor (BRP) 4m00.2s

13 Jo Siffert (Brabham) 4m02.7s

14 Jo Bonnier (Brabham) 4m02.7s

15 Phil Hill (Cooper) 4m02.8s

16 Innes Ireland (BRP) 4m04.0s

17 Giancarlo Baghetti (BRM) 4m07.6s

18 Andre Pilette (Scirocco) 4m22.9s

Brabham, Hill and Gurney line up on the three-wide front row of the grid

As the drivers walked towards their cars from the briefing it was noticeable that Bandini was limping badly. It seems that he received a peppering of buckshot in his foot as a result of a hunting accident a week earlier. Bonnier was suffering from a very sore neck and didn’t look too comfortable.

On to the dummy grid went the 18 contestants, and after what always seems like an inordinately long period, down they went to the new starting grid. Up went the Belgian flag, poised for a couple of seconds, then with a snarl of engines, off they set to Eau Rouge after a perfect getaway.

Arundell shook the populace by out-accelerating the entire front row from his spot in row two, and leading the field as they tore up the hill, with Gurney and Graham Hill in hot pursuit.

At Stavelot, Gurney charged in front of Arundell, while Surtees had moved into third place, and as they swept down into the hairpin the Ferrari swept into second spot.

Down past the pits, and it was Gurney, Surtees, Clark, Arundell, G Hill, Brabham, McLaren, Ginther, Bandini, P Hill, Baghetti, Taylor, Ireland, Siffert, Bonnier and Pilette. Dan had pulled out a 2s lead, his standing start lap being done in 4m00.8s.

On lap two, Surtees closed on Gurney and in so doing recorded 3m52.2s. The pair had pulled out 10s on Clark, and behind there was a fascinating dogfight featuring Graham Hill, Arundell, Brabham and McLaren. Farther back, Baghetti led a jostling bunch comprising Taylor, Ireland, Siffert, Amon, Bonnier and Revson. Phil Hill had moved up over Ginther and Bandini to take eighth place.

Then came excitement: at Malmedy, Surtees took the lead from Gurney. Clark took back 2s, but Hill and co were rapidly closing up on him. Ireland took Baghetti, and Siffert hustled past Taylor.

Dan turned on the wick on lap four to retake the initiative from Surtees. Alas for Ferrari hopes! A horrible clatter came from the engine on the way to Blanchimont, and the unlucky John’s race was run. He continued slowly, and eventually arrived at his pit to abandon. Chris Amon’s motor went bang, also at Blanchimont, and the car was left by the roadside.

Gurney chases Surtees, who held a brief lead before his engine succumbed to ‘mechanical bothers’

Photo by: Bernard Cahier / Getty Images

Gurney was setting a tremendous pace, pulling away from Clark and co at over 2s a lap. With five tours completed, the race order was: 1 Gurney (19m39.4s, 133.72mph); 2 Clark (19m51.5s); 3 G Hill (19m52.6s); 4 McLaren (19m55.2s); 5 Arundell (19m56.9s); 6 Brabham; 7 P Hill; 8 Ginther; 9 Bandini; 10 Ireland; 11 Baghetti; 12 Siffert; 13 Pilette; 14 Revson; 15 Bonnier.

Bonnier stopped to have the near-side rear wheel looked at, while Revson, who once or twice had come down to Eau Rouge in neutral, called in for the Parnell mechanics to have a look-see. Both restarted.

While Gurney tore round at express speed, driving with superb judgement and looking immensely safe, a fierce battle had broken out behind. Clark and G Hill were almost wheel-to-wheel, with McLaren their constant shadow.

By seven laps, Gurney had stretched his lead over the pursuing trio to 17s. Hill and Clark were swapping places, with Jim usually getting his nose in front as they tore past the pits. Ireland stopped on lap eight to have his steering checked, while Bonnier, suffering from his stiff neck, decided to call it a day.

While Gurney tore round at express speed, driving with superb judgement and looking immensely safe, a fierce battle had broken out behind

Next time round, the trio order was Hill, McLaren, Clark, some 21s behind the Californian. Into the pits went Bandini with lots of surplus oil around. He restarted without dropping a place.

The 10-lap order was as follows: 1 Gurney (39m02.2s, 134.56mph); 2 G Hill (39m23.6s); 3 McLaren (39m23.9s); 4 Clark (39m24.9s); 5 Arundell (39m41.6s); 6 Brabham; 7 P Hill; 8 Ginther; 9 Bandini; 10 Baghetti; 11 Siffert; 12 Taylor; 13 Revson (nine laps); 14 Pilette; 15 Ireland.

Dan had at last gone under Surtees’s figures with a 3m52.1s. However, next man to get under it was Clark with 3m51.3s – a new absolute record, beating the old 2.5-litre figures by 0.6s. In doing this, he rocketed past both Hill and McLaren for second spot.

Gurney, travelling even faster, brought the record down to 3m51.2s, 136.42mph. Now it seemed likely that we would have the first-ever 220km/h laps at Spa!

Hill’s victory hopes were extinguished when his fuel pump failed with less than 5km to go

Photo by: Rainer W. Schlegelmilch / Motorsport Images

Graham Hill passed Jimmy again, also with a 3m51.3s lap. McLaren must have been thereabouts, for his Cooper was tacked on to his rivals’ cars. Gurney now had a 25s advantage.

While Arundell, Brabham, P Hill and Ginther circulated with a respectable distance between them, Siffert, Baghetti and Taylor were engaged in a stern contest. Ferrari’s day was over, when Bandini abandoned at his pit.

Out on the circuit, both Phil Hill and Pilette retired with engine troubles, as Ireland managed to get going again after a length pitstop.

On lap 15, Siffert broke a piston and he too was stuck far from base. The race order was now: 1 Gurney (58m19.3s); 2 Clark (58m47.1s); 3 G Hill (58m47.1s); 4 McLaren (58m48.3s); 5 Arundell (59m27.9s); 6 Brabham; 7 Ginther; 8 Baghetti; 9 Taylor; 10 Revson; 11 Ireland.

Gurney had set another lap record with 3m51.0s, 136.54mph.

Graham Hill repassed Clark, just as Gurney doubled Baghetti and Taylor.

Then it came! “Enfin-deux-cents kilometres heure!” Gurney had crashed the 3m50s barrier with a sensational 3m49.8s, 137.25mph (220.887km/h). His lead had now stretched to 32s over Clark, who had managed to squeeze past Hill again.

The race pattern remained unchanged, but on lap 19 Arundell came into his pit, with the water temperature gauge almost round again! Clouds of steam shot up as the header-tank cap was released, but Arundell dropped to seventh before he restarted – a lap behind the leaders. His fifth place was inherited by Brabham – nearly 40s ahead of Ginther.

Interest could not be relaxed, with Gurney’s meteoric progress, and the terrific struggle for second place. So fast was Dan motoring that the race speed of 135.5mph was almost on the old absolute lap record!

Clark’s stop for a water top-up on lap 28 cost him 30s – seemingly putting him out of the running

Photo by: Sutton Images

So with 20 laps gone, and 12 to go, the order of battle was: 1 Gurney; 2 G Hill; 3 Clark; 4 McLaren; 5 Brabham; 6 Ginther; 7 Arundell, 19 laps; 8 Taylor; 9 Baghetti; 10 Revson; 11 Ireland.

Hill was definitely pulling away from Clark and shadow McLaren. Brabham and Ginther were a lonely fifth and sixth. Nothing seemed to be able to stop Gurney, whose race average at 25 laps now exceeded the circuit lap record. Arundell and Revson both had had pitstops.

Gurney celebrated his 26th tour by doubling Ginther. The 27th lap saw the Brabham driver bring the record down to a scorching 3m49.2s, 137.61mph.

On the very next lap there was sensation, when Clark scooted into his pit for some water. McLaren shot up to third place and was way up Eau Rouge before the world champion restarted. Hill was firmly in second place, 38s behind Gurney, and 25s in front of McLaren.

Hill sailed majestically past the excited multitude in the tribunes and at Eau Rouge to start his last lap

It was on lap 30 that the incredible turn-up for the book began. Down from La Source, it was seen that Hill was leading the race, and that Gurney was making for his pit. The Californian shouted for some gas – but there wasn’t a drop in the Brabham pit.

Dan made his decision – risk it and try for second place. The crowd was in a turmoil. Their cheers were mixed with sympathy, for he could not possibly catch Hill, and might even have a job overtaking McLaren.

Out came the watches. Hill sailed majestically past the excited multitude in the tribunes and at Eau Rouge to start his last lap. Then, 20s later, came McLaren – a 6s gap, and Gurney tore past in pursuit, with Clark apparently out of the running.

Impatiently, everyone waited for the leader to reappear. Four minutes – no Hill. The seconds ticked away and then the amazed spectators saw McLaren coming down to La Source, seemingly with the race in his pocket. Along with him was Ginther, a lap in arrears.

Runner-up Bruce McLaren rehydrates after managing to coax his running-on-fumes Cooper home

Photo by: Rainer W Schlegelmilch / Motorsport Images

The finish was incredibly confused. The chequered flag was mistakenly waved at an astonished Ginther. Meanwhile McLaren was seen to be coasting down towards the finish line.

Out of the blue came a flash of green and yellow. About a hundred yards from the line, Clark hurtled past the helpless McLaren.

For a while there was stunned silence, then all bedlam broke loose. Chapman and his men did a war dance, while the men of BRM and Brabham scratched their heads, not believing what had happened.

In this amazing motor racing chapter of incidents, Gurney had run right out of fuel, Hill had his Bendix pump cease to function, while the unfortunate McLaren’s motor gulped its last few fluid ounces at La Source!

The drama was not over yet. Clark’s engine swallowed its last drop of fuel on his extra lap, and he was brought in to receive his garland in an official car. Hill arrived on the back of Arundell’s car! Ireland gave Siffert a lift, while the Spa single-seater taxi service was completed when Baghetti carried both Pilette and Phil Hill back.

Clark had commiserated with Gurney round at Stavelot, where the record-breaker borrowed some petrol and duly arrived at the pits to thunderous cheering.

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It was certainly a most extraordinary race – lost for a few litres of 100 octane!

Results (32 laps – 279.7 miles)

1 Clark (2h06m40.5s, 132.79mph)

2 McLaren (+3.4s)

3 Brabham (+48.1s)

4 Ginther (+1m58.6s)

5 Hill (-1 lap/fuel pump)

6 Gurney (1 lap/out of fuel)

7 Taylor (-1 lap)

8 Baghetti (-1 lap)

9 Arundell (-4 laps/overheating)

10 Ireland (-4 laps)

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Baghetti joins Spa’s ‘single-seater taxi service’, giving a lift to (Phil) Hill and Pilette

Photo by: Rainer W Schlegelmilch / Motorsport Images