Code:
[b]The Rock....[/b]
Monaco, das kleine aber feine Fürstentum an der Riviera ist Austragungsort eines der Traditionsreichsten Automobilrennens: Der Grand Prix von Monaco.
Der Motorsport in Monaco ist eng verbunden mit der Familie Noghes, vermögende Zigarettenfabrikanten die gute Verbindungenen zur Fürstenfamilie der Grimaldis hatten. Alexandre Noghes wurde 1909 Präsident des SAVM - Sport Automobile Velocipedique Monegasque dem lokalen Rad und Automobilclub. Im Jahr 1911 organisierte dieser Club eine Rally bei der Teams an 11 verschiedenen Orten in Europa starten und als Zielpunkt Monte Carlo hatten. Der Beginn des Rallyklassikers Rally Monte Carlo. 1925 wandelte dann der SAVM seinen Namen in Automobile Club de Monaco. Der Sohn von Alexandre Noghes, Anthony, war es der im Jahr 1928 die Idee aufbrachte einen Grand Prix in den Strassen von Monte Carlo auszutragen.Eine Idee die von dem damaligen Fürsten Louis II begeistert aufgenommen und unterstützt wurde, und im Jahr 1929 in den ersten GP von Monaco mündete. Seitdem war Monaco mit Unterbrechungen in den Jahren 1938-1947, 1949, 1951, 1953+54, Austragungsort eines Grand Prix. Ab 1955 war Monaco dann regelmäßiger Austragungsort eines Fgormel 1 Weltmeisterschaftslaufes. 1955 war auch das Jahr in dem Alberto Ascari mit seinem Lancia D50 in das Hafenbecken stürtzte. Den zweiten Zwischenfall dieser Art gab es dann 10 Jahre später : Paul Hawkins versenkte seinen Lotus 33 im Hafenbecken.
Das dritte Mal als Autoversenken in Monaco gespielt wurde war es ein dramaturgischer Höhepunkt für den Film „Grand Prix“.
1965 : Der 133 GP seit Einführung der Weltmeisterschaft im Jahre 1950, der 23. GP von Monaco
Es ist der 30.Mai 1965, das Wetter ist warm und trocken, der Himmel hält sich jedoch bedeckt.
Die Fahrer haben insgesamt 100 Runden a 3,145 km zwischen den Leitplanken und Häusern zu bewältigen. Seit dem letzten Weltmeisterschaftslauf, East London Süd Afrika, sind mitlerweile 5 Monate vergangen. Für die Fahrer und Rennteams waren das jedoch keine Ereignislose Zeit gewesen, es gab genügend nicht zur Weltmeisterschaft zählende Rennen.
An diesem Rennwochende in Monaco fehlten jedoch zwei große Namen im Grand Prix Sport :
Jim Clarck und Dan Gurney glänzten durch Abwesenheit. Da der Monaco GP auf das gleiche Wochenende wie das 500 Meilen Rennen in Indianapolis fiel hatten die Teams und Fahrer zu entscheiden an welchen Rennen sie teilnehmen wollen. Dan Gurney und das Team Lotus mit Jim Clark entschieden sich für das Rennen in den USA, was sich für Jim Clark auch auszahlte ( im wahrtsen Sinne des Wortes :) ) : er gewann das Rennen.
In Monaco konnte Graham Hill die Pole Position holen. Neben ihm am Start hatte er Jack Brabham stehen. Dahinter folgten Jackie Stewart und Lorenzo Bandini, während die dritte Reihe von John Surtees ind Richard Attwood geteilt wurde.
Insgesamt gingen 16 Fahrer an diesem Wochenende an den Start.
Graham Hill 1:32,500
Jack Brabham 1:32,800
Jackie Stewart 1:32,900
Lorenzo Bandini 1:33,000
John Surtees 1:33,200
Richard Attwood 1:33,900
Bruce McLaren 1:34,300
Denny Hulme 1:34,500
Bob Anderson 1:35,500
Jo Siffert 1:36,000
Frank Gardner 1:36,000
Mike Hailwood 1:36,500
Joakim Bonnier 1:36,500
Paul Hawkins 1:37,000
Ronnie Bucknum 1:37,000
Paul Richard Ginther 1:39,700
[quote]
[COLOR=blue][B][SIZE=large]Bruce McLaren on Setting up a GP Car :[/SIZE][/B][/COLOR]
[URL=http://imageshack.us][IMG]http://img515.imageshack.us/img515/7357/brucemclarenol7.jpg[/IMG][/URL]
http://fp.gplegends.plus.com/articles/McLaren.htm
The following is taken from MOTOR RACING magazine, from two articles published in the May and June 1965 editions. I have combined the two articles. The first, by John Bulmer, a motor sport journalist was his views on how he thought GP cars would be set up for particular circuits. At the end of the article he invited responses from those in the know and Bruce McLaren wrote the second article in response to the first. So while the first article is of less value than the second, it is necessary to include it to understand Bruce's article. In addition, those parts of Bulmer's suggestions which are not contradicted can carry more weight.
Monaco
John Bulmer - Monaco has always struck me as a circuit calling for considerably less understeer than most others. In two places in particular - the Gasworks and Station hairpins - the requirement would seem to be a tight cornering radius coupled with the ability to put on the power quickly and smoothly without having to resort to a deliberate violent oversteer. The cars which I have timed the quickest in these places have been those which have shown just a little understeer going into the corner, the understeer being then gradually neutralised, perhaps just to the point of slight oversteer under power coming out.
It is a circuit which puts a tremendous strain on transmissions, even when the driver is probably using only four speeds of his gearbox. and one which demands instant engine pick-up out of slow corners. Many an engine has stammered its way off the leader board at Monaco through poor pick-up. On the score of brakes, these have to work very hard four times a lap -at the two hairpins. the Mirabeau turn above the station, and at the chicane. It is at the chicane, in particular, that a driver must have complete confidence in his brakes; here, he is travelling very fast, and the slightest pulling will upset his line into what many experts consider to be the most demanding point on the course.
Bruce McLaren - Certainly you want controllability. In other words you want the car to go exactly where you point it. You want the tail to flick or slide out the moment you ask it to. You don't want understeer; you don't want a car that's going to plough ahead in a straight line. So first of all you change things so that you have a lot more oversteer than you had at Silverstone a week or two earlier.
You shouldn't do this just by fitting a big rear roll bar, because that will just tend to destroy traction on the inside rear wheel. Similarly, you don't want the shock absorbing to be too severe. When you arrive at the top of the hill before the Casino, then go round the roundabout before shooting down past the Tip Top, you don't want to be pulling the wheels right off the ground. One snag on this circuit is that you are liable to bottom the nose on the upwards slope into the Tobacconist's Corner, because you hit the brakes hard just about the time you arrive at the ramp. This really buries the car down on the front bump stops when you have full tanks.
One thing which I always find helps a bit at Monaco is to sit up a little bit higher in the cockpit, perhaps pushing the steering wheel forward an inch or so, and lifting the back of the seat a bit. You can see kerbs a little better that way.
John's description of the hairpin technique was pretty much perfect, and here the whole secret of coming out of the hairpin quickly is your low gear ratio and the way your fuel injection carburates, if you see what I mean. You've got to have the engine spinning fast enough to give you plenty of torque when you open the throttle at the apex of the corner, and you also want it to come on smoothly and cleanly; if the engine coughs or splutters there you've lost half a second straight away. Fuel injection has been quite a help over the last couple of years in this direction, and the Coventry Climax engines, with their lower rpm range, are better off if you're stuck with a high low gear.
It may sound silly that one can be stuck with a `high low gear', and you might well say, `Then why don't you do something about it?'. But with very high-revving engines and relatively big tyres you get certain mechanical limitations. There is only a certain physical size to which you can reduce the pinions in the gearbox, and that limits your low gear ratio.[/quote]
Am Start konnten die beiden BRM von Graham Hill und Jackie Stewart die Führung übernehmen, gefolgt von Bandini, Surtees, Brabham und McLaren. In Runde 25 dann lief Graham Hill als Führender als erster auf den zu überrundenden Bob Anderson auf. Anderson umrundete den Kurs sehr langsam da er mit mechanischen Problemen zu kämpfen hatte, er sollte es jedoch bis zur 85. Runde schaffen und landete als 9. in der Wertung. Als Graham Hill allerdings auf ihn auflief war Hill aufgrund der langsamen Fahrt von Anderson gezwungen einen „Ausgang“ zu nehmen um eine Kollission zu vermeiden. Dieser kleine Ausflug warf Graham Hill dann auf den fünften Platz zurück und brachte Jackie Stewart an die Spitze des Feldes. Zumindest für die nächsten 4 Runden, bis zu seinem Dreher in St.Devote. Er kam danach auf der 4. Position vor seinem Teamkollegen Graham Hill zurück ins Feld. Jack Brabham übernahm nun die Führung in Monaco, er hatte sich zwischenzeitlich an beiden Ferraris vorbei gekämpft. Aber er konnte auch nicht auf dieser Position bleiben, in der 43. von 100 Runden musste er seinen Rennwagen wegen Motorproblemen abstellen.
Also fand sich Bandini als vierter Fahrer auf der Führungsposition wieder. Graham Hill arbeitete sich derweil an den vor ihm fahrenden Piloten vorbei und in Runde 65 konnte er sich den Platz im Rennen wieder holen den er am Anfang schon gehabt hatte : Die Führung. In Runde 77 dann konnte Jackie Stewart den anderen Ferrari Fahrer John Surtees überholen und sich den dritten Podestplatz sichern. So sah dann auch der Zieleinlauf aus : Graham Hill vor Lorenzo Bandini vor Jackie Stewart.
Runde 79 brachte dann noch Dramatik in das Rennen . Paul Hawkins drehte sich mit seinem privat eingesetztem Lotus 33 und landete im Hafenbecken. Der Wagen brauchte nach dieser Vollwäsche eine lange Zeit zum trocknen, Paul Hawkins überstand das Bad körperlich unbeschadet. Der Unfall könnte die Inspiration zu der bekannten Monaco Szene aus dem Film Grand Prix gewesen sein :)
Das Ergebniss:
Sieger : Graham Hill, er konnte 1965 seinen dritten Monaco Sieg in Folge erreichen
100 Runden a 3,145 km = 314,5 km in 2 Std 37 min 39,6 sec
von 16 gestarteten Fahrern kamen 10 Fahrer in die Wertung :
100 Runden gefahren :
Graham Hill
Lorenzo Bandini
Jackie Stewart
1 Runde zurück
John Surtees
2 Runden zurück
Bruce McLaren
Jo Siffert
3 Runden zurück
Joakim Bonnier
8 Runden zurück
Denny Hulme
Bob Anderson 15 Runden zurück
Paul Hawkins noch als 10. gewertet , 21 Runden Rückstand
Ausfälle
Jack Brabham, in Runde 43 Motor
Richard attwood, in Runde Unfall
Ronnie Bucknum, Runde 33 gear linkage
Frank Gardner, Runde 29 engine mounting
Mike Hailwood, Runde 11 Getriebe
Richie Ginther, Runde 1 halfshaft
[quote]
[COLOR=blue][B][SIZE=large]Was Jack Brabham über das Rennen berichtete :[/SIZE][/B][/COLOR]
[URL=http://imageshack.us][IMG]http://img328.imageshack.us/img328/695/brabham9jt.jpg[/IMG][/URL]
http://fp.gplegends.plus.com/articles/JB4.htm
Monaco Grand Prix - May 30 1965
The next problem was preparing for the Monaco GP, and we sweated out every day, hoping that Coventry Climax would be able to produce a four-valve-per-cylinder engine. They did manage to get it to us just in time for it to be installed in the chassis, but Tim Wall and Roy Billington had to work terrifically hard to do this and then drive the 800-odd miles down to Monte Carlo. Denny, due for his first GP outing, still had Dan's car, since there hadn't been time to look at his own.
The first day's practice at Monaco was wet. I found the new engine, though not impressive at low revs, was extremely good high up the rev range, and it certainly had more poke than any 1 ½ litre V8 I had driven before. But because of the rain I took things pretty easily; losing a car on the Monaco circuit can be disastrous, and I didn't want to bend it before the race.
On the Friday morning we were starting to get somewhere with sorting out the injection system at the bottom end of the rev band. But about half-way through the practice period the rev counter drive broke, and this put an end to motoring, though I had fourth fastest time with 1 minute 33.9 seconds. This was pretty good, but not good enough, because front row of the grid is important at Monaco, and I knew the car would go quicker.
I always tell people that I stopped smoking when I left school, but when I started up the engine at the end of practice, to drive back to our garage, I began smoking again-for the third time in a few days! In fact, it was a blessing in disguise, because we found that the injection pump needed changing, and this was half the answer to our problem about power low down. The fire meant a complete renewal of all the injection pipes and all the ignition wiring.
The final practice on the Saturday afternoon went better. I spent some of the session playing around with different lengths of megaphones. In theory the longer pipes should have given more punch low down, but I found that in fact the shorter pipes produced better lap times.
It just happened that the car was right towards the end of the training period, when John Surtees looked like pushing me off the second row of the grid. So I went out and had a go. With a lap in 1 minute 32.8 seconds (more than a second quicker than I had gone previously) I snatched pole position . . . but only for a brief period. I didn't know that Graham Hill had gone out when he had spotted me leaving the pits, and he knocked out an even quicker lap. All the same, I was happy to be on the front row for the start, and happy that the engine seemed to be performing well.
Tyre wear during practice seemed to be pretty good to me, and there didn't appear to be any concern about it until about half an hour before the race began, when the Goodyear people told me, `We're afraid you're only going to do 80 of the 100 laps on the tyres you have on the car'. I was far from being convinced that this was so, and I wasn't relishing the prospect of starting a GP on new tyres, particularly at Monaco where it takes a lot of laps to scrub in a set. Anyway, I went to the grid with two new rear tyres and a new one on the nearside front wheel.
This tyre change meant that I would have no chance at all of winning the race if it went smoothly, and in fact I had lost 15 to 16 seconds to Graham Hill and Jackie Stewart before I was able to start motoring at their speed. I also had the disadvantage of having both Ferraris in front of me.
I got some terrific wheelspin at the start, because of the unscrubbed tyres which gave no traction worth mentioning. It took some 12 to 15 laps to get the tyres in the right condition ... and me, too, after frightening myself a few times with some wild slides! Several times 1 found the car sliding across the road and feeling as though it would never come under control again before I hit something solid-and the Monaco circuit is simply littered with hard objects all the way round.
But with the tyres scrubbed I started to get in the groove. First of all, I got on the tail of the two Ferraris, in time to see Graham Hill pushing his BRM back from the escape road at the chicane. A few laps later I flashed past Jackie Stewart, whose BRM was facing the wrong way on the hill up to the Casino. By this time I had only Bandini in front of me, because I had got past Surtees. There was no real trouble getting ahead of Surtees, who saw me in his mirror and pulled over like a gentleman, but I had a lot more trouble trying to overtake Bandini. The flat-12 Ferrari seemed to be extremely slow in the hairpins-particularly at the station-but was very fast indeed on acceleration out of the slow corners. I just couldn't squeeze through when he put his foot hard down.
In the end I did manage to overtake Bandini, by out-braking the Ferrari at the Gasworks Hairpin, and then found it possible to pull away a little-not much, but enough to feel safe. At that stage things were going well, and I wasn't having to drive absolutely flat. Graham wasn't then starting to catch up materially, and I settled down to some smooth motoring, hoping that nothing would break. Then I lost my rev counter. In fact this didn't slow me down at all or make the car harder to drive, because by then I was well in the groove and making gearchanges at exactly the same points on the circuit.
But what I didn't know then was the reason for the rev counter packing up. What happened was that part of the rev counter drive had come adrift and jammed between the rev counter gearbox and the camshaft, and this pulled the rev counter gearbox off the back of the engine. This resulted in the engine losing oil from the back of the cam box, and in turn this brought on oil surge. The next thing was a very sudden locking-up of the engine as I came out of Tabac Corner. I had to be mighty quick getting the clutch out, otherwise 1 would have clobbered the wall on the way out of the corner.
So that was that. A big disappointment, but at least it showed that this new Climax unit is very promising. Incidentally, the engine I had at Monaco had the larger valves, which made it better at the top end but not so good low down; in fact, the smaller valve version would, I think, have been better at Monaco.
Graham's drive at Monaco was absolutely terrific. He really had a go. I don't think he has ever driven a better race, and to score three times in succession is a record which I feel will probably never be equalled.[/quote]
