The Boxer that Wasn't . . . but it was a Looker and a Winner!

 

1970 saw the launch of several remarkable new Formula 1 cars.  For technical innovation the Lotus 72 was attention grabbing.  A great success in its own right, it proved to be highly influential in providing a new basic chassis architecture, one adopted by most F1 designers over several subsequent seasons.   The March 701 was quite the opposite – a hastily conceived and constructed machine, characterised by conventional technologies, but astonishing in its production history, with no less than five examples on the grid for the first race, just 3 months after its design had been initiated.  Ironically, it was the deficiencies of the 701, attributable largely to the very short design/initial development period, which gave rise to the third notable car, the Tyrrell 001.  Commissioned by Ken Tyrrell to replace the March he had bought for Jackie Stewart’s World Championship defence, it was itself created rapidly (and secretly) in mid-season.  A good blend of the well-proven, with some innovation, it was the basis of Stewart’s further two World Championships, in ’71 and '72.

The World Championship had been an achievement for BRM in ’62, but since then there had been missteps such as the H16 engine and nothing much, (just eight), in the way of race victories.  By the end of the decade the team had a new V12 engine, but it needed the arrival of Tony Southgate in ’69 for a worthy chassis to be designed.  His P153 fulfilled the role and enabled a return to front-running competitiveness.  Ferrari too had endured a lean decade, just 12 Grands Prix won, only 2 Driver’s Championships – Phil Hill in ’61 and Surtees in ’64.  After the formula revision in ’66, Ferrari had deployed a 60° 3.0 V12, which yielded only 3 victories.  Following the Scuderia’s refinancing enabled by the FIAT deal, a new 12 cylinder was developed for the ’70 season.  This time Ferrari’s Race Department Technical Director, Mauro Forghieri, opted for a 180° (flat) V12, a layout he believed would offer two distinct advantages in comparison with the then dominant Ford Cosworth DFV: 1) a lower centre of gravity, for enhanced handling characteristics, and, 2) a lower physical profile, allowing greater/’cleaner’ air flow to the rear wing, for enhanced aerodynamic properties.  And though the engine was the subject of great interest and admiration in its own right, Forghieri also took great pains to create an elegant and functionally effective chassis/body to carry it – the 312B.

Ironically, the 312B was as good as it was thanks to the mediocre nature of its V12 predecessor.  Efforts to improve the engine’s power output for the ’69 season actually resulted in a car that was not as quick as it had been in ’68.  Ferrari’s reaction was to reassign Forghieri from his ‘normal’ duties with the race team and devote his full attention to the design of a new engine and car.  This was undertaken at a new purpose-created facility in Modena, freeing Forghieri from distractions that would have proliferated had he been in/around the Maranello factory.  Supporting him were Giancarlo Bussi, engines specialist and Franco Rocchi, chassis expert – a leadership team that had worked together effectively since ’62. 

However much the rest of us had enjoyed the sixties, Enzo Ferrari had spent the decade mainly fuming rather than swinging.  He had endured disrespect from the Ford Motor Company, firstly in the eventually failed negotiations for its acquisition of his company, then followed by four years of humiliation on track, ’66-69, at Le Mans when the Blue Oval’s coarse but effective GT40s outgunned his elegant, thoroughbred 330 P3s, 330 P4s and 312P Prototypes.  The lack of Formula 1 victories already mentioned was all the more embarrassing given that it had been a winning decade for the (mainly British) constructors Ferrari himself so despised.  Their success was still increasing, all the more so from ’67 when the loathsome ‘garagisti’ acquired access to the ‘off-the-shelf’ Cosworth DFV V8 engine, which, just to add insult to injury, wore Ford badges on its cam covers.  But, while Ferrari was seething as he viewed all this, Forghieri was closely studying Costin and Duckworth’s handiwork and analysing its several very positive features.  He then made it his business to incorporate these into his own new design, intent on ensuring that however good the V8 was, his Flat 12 would be better.

Thus the Flat 12 was an expression of the concept of functionality which majored on optimising power output by minimising internal frictional losses and thermal inefficiencies.  These concerns in turn demanded careful management of lubricant, especially to minimise surge and non-beneficial churn while enabling efficient scavenging and consistent delivery to all areas/parts of the unit.  Equally important was a reduction in the number of rotational contacting surfaces, most notably, the crankshaft.  This vital component could have been expected to have been borne by 7 main bearings, but Forghieri specified just 4.  As for thermal efficiency, he incorporated several of the relatively novel gas flow/ignition features seen in the DFV – charge swirl being a significant example.  Having ensured that his design would include these DFV-like plus points, he then piled on those that were associated with a 12 cylinder engine, optimising them with clever materials-specification – so, for example, capitalising on an inherent capability to rev to higher speed, he took this to the next level by using the ultra lightweight titanium alloy for the connecting rods.

One characteristic of the DFV that Forghieri did not attempt to replicate was its casing stiffness which allowed it to be load bearing.  A major benefit of this was that it enabled a weight/strength-efficient chassis architecture whereby the engine could be simply bolted to the rear face of the monocoque tub without the need for any support structure such as a subframe.  Additionally, the engine block in combination with the commonly-used Hewland DG300 transmission’s case, provided a robust/stable entity onto which the rear suspension components could be directly mounted.  In the 312B, however, an engine of significantly greater length than the DFV gave rise to the need for a means of chassis-integrated support.  This requirement in turn gave rise to a feature of the Ferrari which was not only functionally efficient but also a prominent element of its distinctive aesthetic character – the beam extending rearward from behind the cockpit.  The engine was attached to the beam’s underside and was further carried by a subframe which also supported the transmission and rear suspension.  The engine installation configuration was not exclusively dictated by the rigidity characteristics of the crankcase.  Against the recent/current contemporary trend, Forghieri did not opt for a monocoque chassis – that of the 312B was a sort of halfway house, being in the main a spaceframe with attached (riveted) aluminium sheet panels providing both a 3D form and strengthening of the multitube frame.

 

While Colin Chapman and Maurice Philippe were finalising the side radiator cooling system on the Lotus 72, which along several other aspects would revolutionise the early-1970s Formula 1 car paradigm, Forghieri chose to retain a conventional, nose-mounted location for the 312B.  But, just behind its radiator, the front suspension featured inboard springs/dampers, an arrangement shared only with the new Lotus, the Brabham BT33 and Surtees TS7 of the season’s new cars.  The bodywork in this area was both functionally efficient and aesthetically very pleasing – flattened and subtly down-sloping nose/wide radiator intake, white coloured front winglets, central NACA duct opening, raised lip/cut outs for the inner ends of the rocker arms, radiator duct outlet sculpting and small flared cowlings for the rear mountings of the top wishbones.  And, possibly the most ‘characterful’ element of the frontal bodywork was to be seen behind these details: the overlaid curvaceous cockpit surround with blue-tinted, bubble-form Perspex screen.

 

Behind the cockpit, the low placed cam covers and mesh-protected inlet trumpets, together with the white exhaust headers, gave the rear of the car a terrific, purposeful ‘look.’  Above, the twin plane rear wing was both unusual and aesthetically pleasing.  A central vane located the forward aerofoil surfaces to the rollover bar.  Thus the wing appeared two-piece, the vane bisecting it longitudinally.  The vane and end plates were finished in red, while the flat wing surfaces were in white.  This colour scheme was continued, providing excellent visual integration, by the white coloured twin air intake boxes located under the rear of the wing.  These were specified to deliver cooling air to the oil radiators mounted at the extreme rear of the car.

The new car was ready to begin testing behind closed doors by the summer.  The task was largely down to Chris Amon, Ferrari’s lead driver since ’67.  In the two and a half years since, he had, especially in ’68, won numerous poles and led races, only to encounter problems enforcing retirement.  Fearful that his career was at a peak, yet with no victories to his name and now with a growing ‘unlucky’ tag being attributed to him, Amon was racked with doubt that another season with the Scuderia would do justice to his obvious talent and skill.  But his initial reaction to the 312B’s performance and handling was very positive, so his optimism must have grown . . . only for it soon to be extinguished.  As mileage accrued, problems snowballed, especially – and crucially – with the engine.  It became apparent that there was an underlying bottom end lubrication issue.  As major failures of pistons and the crankshaft occurred repetitively, a consensus arose that ill-controlled oil surge was to blame.  Also of concern was the robustness of the crankshaft, particularly in regard to torsion stress.  Given that the crankshaft was running in just the four main bearings, there was focus too on the pair either side of the centre as these were of the plain type - thus the precise grade of the bronze used was critical.   But, whatever the cause, Amon was spooked, and after yet another truncated session and failed engine, walked away.  That he was too hasty is evident when the statistics for the 1970 season are reviewed.  From 24 race starts there were just three engine-related retirements.  Furthermore, none of these was a structural/main reciprocating parts failure – Ickx’s car was affected by external damage to the sump in South Africa; in France it was a valve damaged by an ingested stone and in Italy Giunti failed to finish because of a defective fuel metering unit.

Ferrari acted swiftly to replace Amon, re-employing Jacky Ickx, who had left the Scuderia for the Brabham team after the ’68 season.  On first acquaintance with the 312 in October ’69, he was favourably impressed, especially pleased with the engine’s drivability and the amount of torque it was generating.  However, as the final stages of pre-debut development progressed, an ongoing area of focus was on oil consumption.  Eventually it was considered prudent to incorporate a ‘reserve’ oil tank located on the transmission and able to be ‘opened’ for discharge into the main tank by a driver-operated hand control.

 

Initially, the Scuderia kept things simple, entering a single car for Ickx at the first four Grands Prix.  The opening round was on March 7^th at the Kyalami circuit in South Africa.  In practice the 312 immediately showed encouraging competitiveness against the front runners – the March 701, Brabham BT33 and the Lotus 49, all of which were Cosworth DFV-engined.  It was quicker than the also Ford-powered McLarens and the V12 Matras and BRMs.  Ickx qualified 5^th, 7 tenths down on the pole-winning March of Jackie Stewart and just a tenth slower than Jochen Rindt’s Lotus.  There were though several engine issues for the Ferrari mechanics to attend to, limiting the mount of track time Ickx was able to enjoy.  He was nevertheless able to make an excellent start to the race, moving up to second behind Stewart on the opening lap.  By the sixth lap he was passed by eventual winner, Brabham, but remained at the front of the following pack until he had to cede position to the McLarens on laps 16 and 17.  Nearly 40 laps later, the 312 was in collision with Jo Siffert’s March and the flat 12 sustained damage to its sump with resulting oil loss dictating the car’s retirement.  With the strong qualifying performance despite problems, the initial running in second place and given that Ickx’s best lap was the 8^th fastest, it was an encouraging debut.

There was a 6 weeks gap between the Kyalami race and Round 2 of the championship, held at the bland circuit at Jarama in Spain.  The non-championship Race of Champions event had taken place at Brands Hatch in late March, but Ferrari had chosen not to enter, focusing attention on problem solving/development, including further track testing at the Autodromo di Modena.  The most significant feature of the Jarama weekend was the first race event appearance of the unconventional Lotus 72.  In the early stages of practice Rindt experienced some ominous troubles with the 72, while Ickx spent more idle time than he’d have liked while attempts were made to better assure consistent lubrication in the flat 12 engine.  Modifications included revised oil tanks and piston rings.  A further diversion for Ickx was the request that he run some laps on Michelin tyres to compare their qualities with the Firestones specified for the 312.  Maybe because of such distractions, Ickx qualified down in 7^th, only the third of the six 12 cylinders cars present.  But his start was very good, gaining places to be running 5^th as the order settled on lap 1, only to be rammed by Jackie Oliver’s BRM P153, out of control thanks to a broken stub axle.  The Ferrari’s tanks took the full force of the impact and there was an immediate fuel spillage, in turn causing a fire engulfing both cars.  While both drivers were able to get out of their cars unaided, Ickx ran into the BRM, falling onto the fuel soaked tarmac.  Things appeared very serious when Ickx’s overalls were seen to be ablaze.  Happily – as was not always the case in the era -competent help and functional fire-fighting equipment was quickly on hand and the Belgian was saved from really serious burns.  The intensity of the fire – and its race-long duration, pulled off to the outside of track – was such that the 312 #002, was totally destroyed.

At Monaco Ickx qualified 5^th, quickest of the 12 cylinder cars entered, but 1.5 seconds off Stewart’s pole-winning pace.  Though he moved up to 4^th as the race got underway, his 312 was an early retirement, with a broken driveshaft UJ after only 11 laps.

Next up was Ickx’s ‘home’ race at Spa.  With the 312 by now a ’known quantity,’ Ferrari finally bowed to political pressure that had been building to have an Italian at the wheel, entering a second car for Ignazio Giunti.  On the demanding Francorchamps circuit, Ickx put in an excellent qualifying performance, recording the 4^th fastest time, again the leading 12 cylinder.  Giunti, making his F1 debut, was within 2 seconds of Ickx’s time, good enough for 8^th on the grid.  In the race, Ickx maintained 4^th place for almost 80% of the race distance, only to have to make an unscheduled pit stop because of a cockpit fuel leak, rejoining with enough time lost to relegate him to 8^th place at the finish.  In contrast, Giunti consolidated his excellent qualifying effort by completing the race in 4^th place, earning the Scuderia its first World Championship points of the season.

A fortnight later, there were again two 312s for the next Grand Prix, at Zandvoort.  But this time the second chassis was for Clay Regazzoni.  This was to be Regga’s Formula 1 debut – and not before time, as he was already 30 and had been a front line presence in Formula 2 in ’68 and ‘69, driving mainly for Tecno, but also for Ferrari; he continued with Tecno in the category in ’70, winning the European Championship by a clear margin from Derek Bell and Emerson Fittipaldi.

Forghieri had been continuing to seek more power/greater reliability and new pistons were being tried. But both cars gave several engine problems during practice – notably overheating, fuel system anomalies and exhaust fractures.  Despite this, Ickx managed to qualify his car 3^rd, with Regazzoni 6^th.  Good, but salutary, not just for the Scuderia, but also for the other leading teams, they were .5 second and 1 second off Rindt’s pole time, reflecting the coming-right of Lotus’s daring 72 design.  Nevertheless, Ickx’s start was exemplary and he got the jump on both Rindt and Stewart, leading the Grand Prix until lap 2 when Rindt reasserted the superiority of the 72, moving up to first place by an outside pass at Tarzan.  Though Rindt simply cleared off, Ickx comfortably held Stewart behind in 3^rd.  This seemed set to continue for the rest of the race, but Ickx’s 312 suffered a rear puncture not long after half distance.  Though this enforced a pit stop and delay, he was able to recover to 3^rd by the end, one place in front of teammate, Regazzoni.

Giunti was back in the second car for the French Grand Prix at Clermont-Ferrand, 5^th July.  The circuit didn’t suit several of the drivers – the numerous gradients/corners induced a number of motion sickness cases, and loose stones flying up from the tarmac were a source of personal-safety concern – the latter validated in practice by a facial injury sustained by Rindt; (and indeed this hazard was again encountered at the circuit two years later when Helmut Marko lost an eye in similar circumstances).  Ickx however, was apparently not intimidated, securing pole position with a lap half a second quicker than Beltoise managed in the Matra MS120.  Giunti was 11^th.  With every hope of a maiden win for the 312, Ickx must have been especially disappointed to be forced to retire before half-distance (after just 16 laps) – his engine developing a misfire following ingestion of yet another wayward stone.  The victory had up to that point looked very probable as Ickx had been able with relative ease to hold Beltoise off and the two of them were well clear of the following runners.  With Beltoise also in engine trouble later in the race, the win went to Rindt, his second in succession, and now on a run which would result in his World Championship-clinching points total.  Giunti had performed well considering his lack of F1 experience and unfamiliarity with the track, but his engine too faltered.  Thus he was three laps down at the finish, the last car classified, in 14^th place.

 

The 312s were again fully competitive at Brands Hatch, for round 7 of the championship.  Ickx qualified his in 3^rd place, (just three tenths down on Rindt and Brabham’s times), with Regazzoni in 6^th.  This reflected the good level of power being generated by the engine, but there was concern about reliability, focused once again on the lubrication system.  There was a definite question mark over oil surge and the tank baffles had been revised as a cautionary measure.  Nonetheless, Ickx was not holding back at the start and assumed the lead as the cars accelerated out of Paddock Hill Bend and approached Druids.  In the early laps he was able to gradually extend his lead, but on lap 7 he encountered a gear selection problem, his progress stumbling, and was passed by both Brabham and Rindt, then stopping altogether, the race’s first retirement.  Regazzoni fared much better.  He ran strongly throughout, enough to displace Hulme in 3^rd in the closing stages, but only for the McLaren man to reclaim the place, though Regga was just a half second behind at the flag.  So, very nearly a podium place in just his second Grand Prix, adding to the expectation that the second seat would sooner or later become his rather than Giunti’s.

With Rindt’s charge towards World Championship victory now looking irresistible, Scuderia Ferrari staked its claim as ‘best of the rest’ at Hockenheim for the German Grand Prix.  Ickx even managed to beat Rindt to pole position in qualifying and Regazzoni claimed 3^rd, just one tenth ‘slower’ than the Austrian champion apparent.  These grid positions were especially gratifying for the team as the 312s had been problematic – both engine and transmission issues – in recent testing at the circuit.  In the race, the Ferraris proved to be the only cars able to get anywhere near Rindt’s pace.  Indeed Regazzoni was able around half distance to briefly take the lead, while Ickx enjoyed six spells at the front.  However, Rindt probably always had something in hand and took the win, even if only with a margin of less than 1 second.  Regazzoni lost a virtually-certain 3^rd place when forced to retire with engine failure after 30 laps.

With four consecutive race victories now under his belt, Rindt must have felt confident that he would see a further triumph at his home Grand Prix at the Österreichring.  That this would be the outcome seemed confirmed when qualifying saw Rindt seize the pole, half a second quicker than Regazzoni, with Ickx third.  With the Scuderia now confident in both the performance potential and reliability of the 312, a third car was entered for Giunti, who got within half a second of Ickx, sufficient for 5^th place on the grid.  As the opening lap unfolded, the cheering in Maranello must have been audible in Spielberg because the order was Regazzoni, Ickx, Rindt, Giunti.  Regga soon deferred to his team leader, allowing Ickx into a lead he would preserve to the race’s conclusion.  After an early set-back, Rindt speeded up and starting making progress at a rate that suggested he might be able to catch the 312s in 1^st and 2^nd, but with 20 laps completed, his DFV failed, forcing his retirement from what would be, tragically, his last Grand Prix.  The only car able to stay at all on terms was the Matra MS120 of Beltoise and for a while it looked possible that Giunti would be displacing it, enabling a 1-2-3 result for the Scuderia.  However, damage to a tyre and the consequent pit stop put paid top this, leaving Giunti to come home in 7^th.  Though the first win of the season for a Ferrari, it was a comprehensive one and Ickx and Regazzoni were clearly class of the field.

With the next Grand Prix at Monza, it was not surprising that once again three Ferraris were entered.  With that circumstance and the previous race result inspiring the Tifosi, the milieu for Friday practice was noisy and expectant.  The speed of the 312s was emphasised by their competitive performance in ‘normal,’ winged trim while others followed the usual practice for the circuit by removing downforce aids in search of lower drag on the long, high speed straights.  Ickx was fastest, with Regazzoni 3^rd and Giunti 4^th.  Saturday proved to be one of the dark days of motor sport – Rindt’s accident on entry to the Parabolica proving fatal because of three factors: apparent failure of left hand front inboard brake shaft; inadequate anchoring of the Armco barrier support post; incomplete securement of Rindt’s safety harness.  Naturally the febrile atmosphere rapidly collapsed and there was no gusto during the late stages of the practice session, though it did conclude with Ickx on pole, Regazzoni 3^rd and Giunti 5^th.  Surprisingly, in the race Stewart and Rodriguez moved up to 1^st and 2^nd, and the 312s ran 3-4-5 for a while.  Regazzoni took up the challenge, running in close company with the Tyrrell and the BRM, assuming the lead intermittently.  Though Ickx eventually moved up to run in the leading group, his race was over when his 312 suffered clutch failure before half distance.  But Regazonni kept at it, battling in particular with Stewart, Beltoise and Hulme for the lead.  Then, with the finish approaching, he asserted the superiority of his car – which he had perhaps been concealing – and pulled clear to take the first of his five Grand Prix victories.

For the Canadian Grand Prix at Mont Tremblant the Scuderia reverted to a two car entry, for Ickx and Regazzoni.  The event was notable as being the venue for the first championship race appearance of the Tyrrell 001 for Jackie Stewart, replacing the March 701 he had driven since the start of the season.  Its potential, already suggested by a debut run at the Gold Cup race at Oulton Park where it had recorded fastest lap, was confirmed by Stewart’s pole position, although his time was just one tenth faster than Ickx in second place; Regazzoni was third.  Stewart and his new car asserted themselves as the race started.  Ickx ,maintained his grid position, but was outpaced by the Tyrrell, while Regazzoni was further back after a poor start.  By around quarter distance Regazzoni had battled back up to third.  Stewart’s apparently certain win prospect was negated at one third race distance when the Tyrrell stopped with a failed stub axle.  This left Ickx and Regga 1-2, positions they were able to keep through to the chequered flag. 

At this point, intriguingly, against Rindt’s 45, Ickx had scored 28 points – should he win both the remaining two races, the Belgian would have 46, just enough to deprive the mourned Austrian of the title.

It remains fascinating to ponder on how Ickx felt about the situation – basic human sentiment would surely have tended to rein-in his eagerness to dominate the upcoming Grands Prix, but his natural competitive spirit would no doubt have had him keen to respond to the tempting prospect of his first World Championship.

Watkins Glen was the venue for the U.S Grand Prix in early October.  Ickx managed a potential pole time on Friday, but there was expectation that the Stewart/Tyrrell 001 combination would better that the following day.  However, cold/wet weather intervened, leaving the lead 312 at the head of the grid, with Regazzoni no further forward than sixth.  This was disappointing enough, without also his suffering of a troubled race – his 312 required three pits stops, for a tyre, then ignition faults and, finally, for attention to the exhaust system.  This was all enough for Regga to lose seven laps, resulting in a miserable 13^th place finish.  Ickx fared better, finishing 4^th.  Halfway through he had been second only to Stewart, but on the 57^th lap he had to pit for attention to a fuel leak, losing eight places.  Back on track he put in a spirited drive in almost making it to the podium, but the chance of a title triumph had gone.  Of the enforced pit stop/delay, Nigel Roebuck reported Ickx as saying: "That was a huge release. I didn't want to be champion, beating a man who . . . wasn't there anymore.  Where would have been the glory in that?  Jochen deserved the championship - if God exists, he made the right decision.”

So the pressure was off as the season concluded with the Mexican Grand Prix at Mexico City.  Regazzoni just managed to keep Stewart from pole position – Regga’s time being two one hundred’s of a second quicker!  Ickx was third.  The race was chaotic because of the circuit’s lack of spectator containment/protection features.  This circumstance coupled with the high degree of enthusiasm and excitement on the part of the racegoers allowed for them to encroach right to the very edge of the track, placing themselves in considerable danger and causing the drivers anxiety that they might be involved in what could have been a major disaster.  As it was, a crowd-endangering incident did not occur during the Grand Prix, though the precarious nature of the event was brought home to Jackie Stewart.  With his still relatively new Tyrrell allowing him to be the most serious challenger to the potential superiority the Ferraris had demonstrated in practice and qualifying, Stewart had the disappointment of an early enforced pit stop for attention to the car’s steering column.  Re-emerging close behind Ickx and Regazzoni though a lap down, he was able to match their pace.  Indeed, he unlapped himself from Regga and was closing on Ickx when he encountered a dog on the track – the consequent canine collision damaged the Tyrrell enough to necessitate its retirement.  Thus Ickx and Regazzoni ran on to an apparently untroubled 1-2, finishing the season on a high and with every prospect of a win-replete 1971 given the fundamental qualities of the 312 and the reliability it had acquired over the 13 Grands Prix it had by then completed.

1970 Scuderia Ferrari SpA SEFAC Formula 1 World Championship – summary of results with the Ferrari312B, drivers Jacky Ickx, Clay Regazzoni and Ignazio Giunti:

 

International Cup for F1 Manufacturers: 55 points, (52 with best 11 rule applied). 2^nd place in the Championship, (won by Lotus with 59 points).

 

World Championship of Drivers: Jacky Ickx, 40 points, 2^nd place; Clay Regazzoni, 33 points, 3^rd place; Ignazio Giunti, 3 points, 17^th place.

 

         Starts: 24; Wins :4; Podiums: 9; Poles: 4; DNFs: 7

l'Alfa Vince!

When I was visiting the Alfa Romeo headquarters at Arese in the early eighties, meetings were often disrupted by the noise and general disruption caused by workforce demonstrations which spilled out of the factory premises and into the office complex.  At that time, the place was a hotbed of political strife.  Often, I found myself lamenting the fact that considerable energy could be found for such activities, while apathy and a lack of dedication underlay so much of the poor quality that characterised the products these same people were helping stagger along the production lines.  But this was nothing new – Alfa Romeo had long been ‘state owned’ and able to function aloof from the commercial/economic principles that ensure that most companies manage their employees such that good order is maintained and a profitable operation enabled.

Fig.1. Political daubs on the Autodelta yard walls. Courtesy Robert Little

In the wake of WWI, Italy could not escape the Europe-wide economic crisis that saw crippling currency devaluations and raging inflation.  Things came to a head for Alfa Romeo in 1921 when its majority shareholder, Banco Nazionale di Sconto, collapsed.  It was however saved by absorption into a state institution, ‘IRI,’ which had been created by the Italian government.  Under this ‘ownership’ Alfa Romeo prospered through the twenties, thirties and forties, achieving success both in commercial car-building and motor sport terms .  However, in 1948, a new – though still basically state-governed – regime was introduced, leaving the company under direction from an organisation named Finmeccanica.  Resentment by the Alfa Romeo management of this arrangement ebbed and flowed over time, the main point of contention being Finmeccanica’s ability to interfere with production and the models programme strategies.  Almost as unwelcome was intrusion into the selection/appointment of senior leadership personnel.  Notwithstanding this latter point, the appointment of Giuseppe Luraghi as Alfa Romeo’s CEO in December 1960 was positive in that he championed the development of the Giulia models and the return to motor sport participation, including the establishment of Autodelta.  Also, he oversaw the move from Portello to Arese and the planning for the Alfasud project.  But within Finmeccanica and the government’s Economic Planning function, an arch economically conservative/anti-motor sport culture was maintained.  Consequently, as the seventies got underway, Luraghi was put under considerable pressure.  He was urged to abandon a plan to upgrade the Arese factory, to stop spending on motor sport and to abolish Autodelta.  The political climate featured a strong hard left element whereby the northern industrial area was represented as being a centre of capitalist greed which prospered at the expense of other regions – especially the South.  To address this, a plan was promoted to move a large proportion of vehicle production from Arese to a new site in Avellino, not so far from the new Alfasud plant at Pomigliano d'Arco.  All of this left Carlo Chiti, Autodelta itself, and the 33 programme in a notably insecure situation.

 

However, on-track, things were to prove a little more favourable for the team. The 12 cylinder 33 would start the 1974 World Championship quest with a 1-2-3 at Monza, though the rest of the season would be dominated by Matra.  Autodelta responded early on by deciding to dedicate most of the season to development of the car for an all-out championship onslaught in 1975, all the more attractive since there would be little Group 5 competition, (Matra having withdrawn), and  Porsche being focused on the GT category. 

Fig.2. T-33/TT/12 of Merzario/Andretti winning 1974 Monza 1000 kms. Courtesy Luciano Pasonni

Late 1971 had seen the introduction of the T-33/TT/3.  The TT designation stemmed from the chassis being constructed as a ‘'Telaio Tubolare,’ a development away from the monocoque format T-33/3 which had begun testing in winter 1968-69.  In parallel, Chiti designed and began the building of a new 3 litre 180° V12, intended for both sportscar and Formula 1 use.  To carry this engine, a tubular chassis based on the T-33/TT/3’s was built, and the resulting car began testing as 1973 dawned.  It should have been sooner, but various delays were experienced, much of the trouble being attributable to the political milieu and Luraghi’s and Autodelta’s consequent uncertain situation.

Fig.3. T-33/TT/3 #010. Courtesy Supercar Nostalgia/William I’Anson Ltd

Fig.4. 33 3.0 180° V12 engine. Courtesy of Robert Little

‘Uncertainty’ soon gave way to deterioration.  Chiti had enjoyed considerable autonomy in Luraghi’s regime.  He believed that a free rein was essential to him if he was to design/develop engines and chassis which he considered were beyond the understanding of administrators, finance people and even the production car engineers.  But as the Spring arrived and testing opportunities arose, Chiti sensed that his Luraghi-bestowed ‘protection’ was diminishing, while the negative communications originating from Finmeccanica demanding reduced costs/better results grew in frequency and intensity.  Nevertheless, when Chiti was able to stand trackside and just concentrate on how the new car was going, he could feel more sanguine.  Rolf Stommelen was able in March to break the track record at Paul Ricard and the following month the same feat was achieved at Monza in practice for the 1000 kms.  Unaccountably – though ‘officially’ ascribed to problems with parts suppliers – no TT/12s were run in the race.  Eventually, the new car’s race debut occurred at the Targa Florio, the historic race in its final full bloodied iteration.  With Stommelen and de Adamich aboard, the TT/12 was satisfyingly fast, taking a clear lead, and looking certain to be a winner at its first attempt, until . . . de Adamich was hit by a Lancia Fulvia and suffered retirement-enforcing suspension damage.

Fig.5. T-33/TT/12 at Balocco, Facetti at the wheel. Courtesy Alfa Romeo Auto Storico

Despite the signs that the TT/12 could be a really successful car, it was at this point that further pressure was exerted on Luraghi not only in regard to the main production organisation but also in the form of a challenge to the continuance of works motor sport involvement.  This situation seemed to affect the programme of race entries for the remainder of the season – just a single car at Zeltweg and non-entry for Watkins Glen and Kyalami.  But behind the scenes, engine development involving the cylinder heads enabled a useful power increase, proven by on-track performance in early winter testing at Vallelunga in the hands of newly-recruited driver Arturo Merzario.

 

By January 1974, Luraghi had finally had enough and he resigned.  The question of who should replace him as CEO immediately became a matter more conditioned by political bias than by the leadership, technical and commercial qualifications of the candidates.  With disagreement between the Christian Democrat and the Socialist factions unresolved, this important decision was fudged, a temporary incumbent being appointed.  This was Ermanno Guani, considered by many to be simply a puppet under the direction of IRI/Finmeccanica.  (Under Guani, a new Managing Director, Adolfo Bardini was appointed).  But at least there was no sudden termination of the racing programme or severe sanctions applied to Autodelta’s budgets/headcount.  Accordingly, testing for the new season began in February.  At this point there was some optimism resulting from Ferrari’s withdrawal, leaving Matra as the only serious opposition to Alfa Romeo’s quest for a World Championship.  After seeing some encouraging pace from Merzario at Monza, Autodelta sent two TT/12s to France for the Le Mans test in March.  The cars topped the timesheets, with Merzario 4.5 seconds quicker that the third placed, fastest, of the Matra MS670Bs.  Things got even better at the Monza 1000 kms, where the TT/12s were 1-2-3, led home by the car driven by Merzario and Mario Andretti.  Chiti was quoted as saying, ‘This was the greatest victory of my career.’  He was all the more disappointed – and bewildered – by the instruction from Bardini that no cars be sent to the next Championship round, at Spa.  Though participation was allowed for the following race, at the Nurburgring, the Monza magic had somehow been misplaced and only a second place could be achieved, leaving Matra by now well ahead in terms of championship points.  But though a determined effort could perhaps have allowed Alfa Romeo to close the gap and vie for the Championship, its own management decreed the opposite stance by instructing Autodelta to withdraw the Le Mans entries.  Thus, with the French team maintaining good performances and points scores in the remaining races, Matra-Simca finished the season as the champion constructor for the second successive year.  It then promptly announced that it would not contest a 1975 campaign.  At Arese the management was of like mind.  Costs were the dominant consideration and few of the senior figures believed in the positive link between motor sport participation and incremental sales, let alone the intrinsic spiritual value of the activity for a marque renowned for its sporting history.

Fig.6. At Monza prior to the 1-2-3 triumph, April 1974.  Chiti stands next to the car’s right hand side,

 with drivers, Brambilla, de Adamich, Zeccoli, Stommelen and Merzario behind it. Courtesy Alfa Romeo Auto Storico

Except . . . that autumn Guani was displaced by Gaetano Cortesi, an IRI-favoured executive.  As he settled into the CEO role at Alfa Romeo over the winter, signals began to emerge from his office which suggested that at least in 1975 there would be a racing programme for Autodelta to run.  Early in the New Year this became more likely when an agreement was reached with Willi Kauhsen to become involved in running the cars.  Most importantly for Cortesi in supporting his efforts to promote a less costs-obsessed culture in Arese, the German would bring with him a sizeable sponsorship budget which he had secured through associations formed in his previous role as a high profile works driver and entrant of factory-supported Porsches.  His expertise and experience went beyond endurance racing with his involvement in the 917 Can-Am and Interserie campaigns.

Fig.7. Chiti with Gaetano Cortesi. Courtesy Alfa Romeo Auto Storico

On paper the Championship prospects for Alfa Romeo in early 1975 were better than they had been for several years.  With Matra and Ferrari out of the way, the competition was relatively less intimidating.  Alpine Renault and Ligier both intended to run, but with cars less capable than the well-developed 12 cylinder MS670s of the compatriot Matra marque.  True, Porsche also had an updated, turbocharged 908 ready for action, but the 908/3 had performed poorly in 1974 and the new 2142 cc engine did not confer on the car a top speed capability equal to that enjoyed by the TT/12 and Alpine A442.  On the other hand, a substantial development programme enabled Autodelta to improve the TT/12’s chassis – especially the brakes and by the accommodation of wider tyres. And, making use of the Kauhsen sponsorship, the driver team was consolidated, with contracts for Merzario and Derek Bell; further agreements for some events were also made with Jacky Ickx, Jacques Laffite, Jochen Mass,  Mario Andretti, Henri Pescarolo and Nino Vaccarella.  The cars began the campaign with a red livery dominated by the team name initials in a white, huge size font, WKRT, on the front and on the rear wing. 

The promise was looking likely to be fulfilled when Merzario took pole position at the opening Championship round at Mugello.  However, brake problems delayed the car and allowed an Alpine victory, the Alfas finishing 2^nd and 3^rd.  Although that in itself was not a bad outcome, the post race atmosphere was clouded as a result of Merzario and Kauhsen not getting on.  Indeed, Willi’s involvement at this point was not especially positive since Chiti too harboured some resentment, feeling his ultimate authority was being challenged by the German.  Much of the problem stemmed from Kauhsen’s view that Merzario was ‘trouble’ and would not be in the team if he had his way.  But, when the next race – at Dijon – resulted in a morale-boosting Alfa win thanks to a very strong performance by Arturo, harmony began to set in. 

But, as confidence that this would be the Championship year grew at Autodelta, a new competitor emerged – the Gulf GR7 – and immediately proved itself by recording the fastest time in testing for the next round at Monza.  In the race itself, Merzario put in another robust performance, defeating the 908/3 pairing of Reinhold Jost/Mario Casoni and Larrousse/Jabouille’s Alpine; the Mass/Schenken Gulf suffered transmission problems and was classified in a lowly 20^th place.  At Spa, the TT/12s were 1^st and 2^nd, driven by Bell/Pescorolo and Merzario/Ickx, respectively.  Another 1-2 followed at the Coppa Florio, Enna, Merzario/Mass being first across the line this time. The Gelo Racing Team-entered Mirage came back into play at the Nurburgring, running not far behind, but Merzario/Laffite still managed to take the victory from Howden Ganley/Schenken with a margin of 40 seconds.  It was Bell/Pescorolo’s turn to win at Zeltweg, with Merzario/Vittorio Brambilla second.  The season concluded at Watkins Glen with a repeat win for Bell/Pescorolo, Merzario/Andretti in second. 

The success that 1975 proved to be stemmed from several factors.  The involvement of Kauhsen was certainly important, though the value of his sponsorship was more in terms of its existence providing a means of countering the economic hawks within IRI and Alfa Romeo, it being implied that much of the spending burden had been transferred out of house.  Perhaps there were some clever presentations of figures by the pro-racing/Autodelta players since, in reality the WKRT contribution amounted to only 35% of the World Championship budget.  Any illusory enhanced portrayal of the arrangement would no doubt have been supported and facilitated by Gaetano Cortesi.  Indeed, the new Alfa Romeo boss’s favourable disposition did much to ensure that Autodelta, Chiti in particular, enjoyed a period of reduced top-echelon management pressure, enabling it to function better in engineering terms as a developer of the car.  And the developments introduced during the season were largely successful.  As mentioned above, chassis/brakes improvements enhanced the TT/12’s competitiveness, as did an upping of engine power output to 500 bhp, (a 6% increase over the original rating).  Numerous detail changes were made to the bodywork of the T-33/TT/12, helping both airflows to the engine and brakes and the car’s aerodynamic efficiency both in drag reduction and downforce generating terms.  And, although he didn’t quite make a significant mark in Formula One, Arturo Merzario’s contribution to the Alfa Romeo Championship win is perhaps underrated.  Highly respected by hard task master, Carlo Abarth, ‘Little Art’ gained a lot of specific expertise at the beginning of his career in a test driver role at Corso Marche.  At Autodelta he remained always ready to put in test mileage and was able to give good, constructive feedback which was a positively enabling factor in the development process.  This attribute was probably as important for the success of the campaign as his four race victories.  Commercial developments also were important in sustaining the Championship campaign.  In May the cars appeared at Spa with a new livery for the Campari drinks maker, reflecting a useful sponsorship addition to the racing budget.  The following month, appropriately at the Nurburgring, the name of the sausage manufacturer, Redlefsen, was writ large on the 33s.

Fig.8. 1975: Top left, Jacky Ickx at Spa; right: Jochen Mass at the Nurburgring; bottom: Zeltweg.

 Courtesy Alfa Romeo Auto Storico

One week after the Watkins Glen victory, the now-non Championship Targa Florio, run two months later than had been the custom when the event was in its pomp, provided a further and concluding celebratory victory for the T-33/TT/12.  Merzario was paired with Targa specialist-supreme, Nino Vaccarella, and they had no difficulty in winning the race by the large margin of 19 minutes from a Chevron B26.

Fig.9. 1975 Targa Florio podium; Left to right: Merzario, Vaccarella, Chiti. 

Courtesy Alfa Romeo Auto Storico

As the summer gave way to autumn, the focus passed from the 33 to the utilisation of the 12 cylinder engine in a new partnership with Motor Racing Developments, (Bernie Ecclestone’s Brabham Formula One team).  The BT45 chassis designed by MRD’s Gordon Murray was ready for track testing by Carlos Reutemann in mid-October.  Thus, Alfa Romeo became involved in Grand Prix racing again for the first time since the (second) Championship-winning year of 1951.  This would give rise to a further two new engines – a V12 and a turbocharged V8 – before ending in 1988, with little success achieved, when the V8 was dropped after 3 seasons’ use by the Osella team.

Fig.10. One-off TT12 coupe – with V8 engine – for the Tour of Italy, 1975. Courtesy Alfa Romeo Auto Storico

Without any clear conviction, Alfa Romeo did decide to develop a version of the 33 for the newly-redefined Group 6 introduced in 1976.  On paper this appeared to be specified in stark contradiction to the principles that had made the TT/12 so dominant in 1975: the tubular chassis was to be replaced with a monocoque and the 3.0 litre capacity/natural aspiration, (which helped ensure good reliability) of the engine was due to be replaced by a 2140 cc version with twin turbocharged induction.  The race debut of the car, originally referred to as 33TS12, subsequently, SC12, was delayed, in a manner precursory to the saga of the Formula 1 890T engine in 1982-3, by difficulties over the sourcing of the turbocharger units.  Eventually, some appearances were made, and there were interludes of encouraging pace, but 1976 was really a blank year for Alfa Romeo in terms of sports cars racing.  1977 was certainly different, even if the scale of the success attained was limited.  Using the normally aspirated SC12, the team won all 8 rounds of The World Sportscar Championship.  This, however, was open only to Group 6 cars and was not the FIA’s premier competition for such machinery – that distinction being reserved for The World Championship for Makes, won in dominant fashion by Porsche with its phenomenal 936 model.  The turbocharged car ran in the hands of Merzario at the end of the season in Austria, but was outpaced there by Brambilla’s atmo SC12.  Perhaps just to ensure that the turbo SC12 would never emulate the glories racked up by the 3.0 version, the FIA announced that Group 6 was to be abolished as from 1978.

Fig.11. 1977 Alfa 33 SC12. Courtesy of Wouter Melissen

So, Alfa Romeo’s foremost motor sport role in the New Year was as the ongoing engine supplier to the Brabham team.  But this arrangement was about to change too because Brabham needed a narrower unit to enable the construction of a new chassis which could exploit the fast-developing principles of ground effects.  In response, Chiti had a 60° V12 design under way in October.  Behind the scenes, Chiti had also been at work for some time on the design of a chassis to be powered initially by his 180° V12 cylinder engine and with which to race in Formula 1 as an Alfa Romeo.  The car was ready to begin testing by mid-year and there was hope that it could make its race debut at Monza in September.  That proved to be over ambitious, and it was not until May 1979 that it was seen at a Grand Prix.  Regrettably, what happened over the following six seasons was never anywhere near as uplifting as what had been achieved with the T-33/TT/12.

Leichtschönheit

During the early years of my automotive career, working from 1971 for the UK BMW importer, the three models that most fired my enthusiasm for the Marque were the 2002 Tii, the 3.0 Si and the 3.0 CSL.  For the times these were quick cars with lots of style and dynamic character/capability.  The CSL was truly iconic and emblematic of the swagger that the factory community in Munich had adopted as the Marque had emerged with its innovative models as the new top dog in the rivalry between Daimler-Benz AG and the Bayerische Motorenwerke AG. 

The ’big’ coupe had come a long way in just 7 years.  It’s grandaddy, the 2000C/CS, had been launched as an additional model to the Neue Klasse line-up in 1965.  At that time the UK market and the peculiarity of its right hand drive configuration was of very little concern to the management on Lerchenauer Straße. As a result, there was no question of a right hand drive line for the model in the factory.  But in England there was a confidence that a niche market could be built for such a car, and, consequently, a project was established to convert cars to RHD on importation to the UK.  This was carried out in a relatively primitive facility in Brighton – which we referred to as ‘The Shed.’  Unfortunately, the cavalier approach to marketing which was characteristic of BMW Concessionaires GB Ltd in the ‘60s/’70s – and which led to the very marked success of the business – also characterised the engineering/administration aspects of the process.  Thus, a few years later, we found ourselves in some difficulty trying to resolve braking issues which stemmed from the conversion’s relocation of the brake servo, because the drawings which defined components, locations and dimensions had either been lost, or possibly, never put into safe keeping.

Most owners of those 2000 cc cars were very fond of them, appreciating the relative rarity, the nice looks, courtesy of Wilhelm Hofmeister, (the body built at Karmann), and the relaxing semi-GT dynamics.  Though they were not so keen on discovering that in some circumstances their car possessed very little braking capability, we often found that their threats of legal action and media exposure could be assuaged by the provision with a ‘special discount’ of a new 2800 CS, this model becoming available from 1968.  (Though for some it might have been ‘out of the frying pan, into the fire,’ since all the six cylinder models of the late ‘60s/early ‘70s had what we called ‘morning sickness,’ – notably impaired retardation when the pads/discs were cold).

But though the early six cylinder coupes were not at their best at the start of the day – the braking issue being partnered by a tricky automatic choke set-up, (which also affected the servo efficiency since stumbling engine running led to a reduction in vacuum provision) - the cars were otherwise much improved.  Designated as ‘E9’ models, with a longer chassis, the 2800 cc version (1968) and 3000 cc version (1971) were instrumental in building the stylish/dynamic image which established the Marque so effectively in the UK market.   Especially welcome was the 3.0 CSi with its Bosch D-Jetronic fuel injection putting an end to cold start woes.  Equally gratifying was the fact that the 3 litre versions were built as Right Hand Drives in the Munich plant. 

The 3.0 CSi was elegant both in looks and its road manners.  Only around 200 were built as RHDs,  Their relative scarcity added to the model’s appeal to high net worth buyers looking for style and performance.  Amongst the cars traded in part exchange at our Park Lane showroom in the early Seventies were such as Lamborghini Miura, Maserati Bora and Dino 246 GT – no hardship for me as it was one of my early-career jobs to drive these out from Central London to Chiswick for appraisal of mechanical condition/resale preparation. 

Many 3.0 CSis were delivered in silver (Polaris) or light blue (Fjord) metallic, colours which suited the car’s ‘classy’ image. However, the model could also look good in some of the more ‘exotic’ hues such as Ceylon (metallic gold), Inka (orange), Golf (yellow) and Taiga (metallic green).  With value today generally in the region £50,000 - £75,000, most of the 120-or-so extant are in nice condition.

Good as the CSi was, it retreated to the shadows as soon as the first CSL arrived at Chiswick.  That was some months after the May 1972 launch in Munich.  This was the first outcome from the creation of BMW’s Motorsport GmbH division, a concept made into a reality by Jochen Neerspasch, recently poached from Ford Europe’s racing arm.  Initial production of 169 cars utilised the CSi’s 2,986 cc version of the M60 straight six engine.  However, within a few months, as the intention was to build and sell 1000 units in order to homologate the model for the 3 litre class of the Group 2 European Touring Car Championship, a 3003 cc variant was substituted.  Such was the impact made by the CSL’s specification and looks, customer demand outstripped the factory’s expectations, resulting in the homologation target being easily exceeded, 1265 cars having been built when production was finally halted in 1975.  Of these, and as a sign of the factory’s confidence in the marketing/sales expertise of BMW Concessionaires GB, 500 cars were built in RHD and shipped to the UK.  That expertise was further reflected by our insistence that UK customers would be deterred by too spartan a specification, and thus these cars were delivered with electric windows, bumpers and full soundproofing, (these items being removed in the interests of constrained vehicle weight for LHD markets). 

In mid-1973 the model was subject to some further upgrades.  The engine capacity went to 3,153 cc, with a small increase in power/torque.  Most noticeable were the aerodynamic additions – the infamous boot-mounted ‘batwing,’ roof-spoiler, deep front spoiler and front wing-top fences. 

It was at that time, with the rapid increase in sales, that the company began to add to the staff headcount.  Several ‘new’ people joined and they tended to be young and possibly overenthusiastic.  Inexperience coupled with the speed capability of the cars – and the fact that they didn’t handle especially forgivingly – led to a series of accidents involving company cars.  The violence of some of these was of a scale to cause fatalities.  Management responded by calling a meeting of all staff at Chiswick Town Hall, where the riot act was read and we were all compelled to sign a ‘pledge’ that we would not exceed the speed limit or drink alcohol within 24 hours prior to driving a company-owned BMW.  The serious and sober tone was somewhat undermined when we noted as we filed out of the building that the directors’ cars parked outside at a jaunty angle, (rather Le Mans-start style), were all CSLs! 

For 1974 a new twin-cam, 24 valve, 3498cc, 440 bhp version of the engine, designated M49/2/3, was developed and this ‘3.5’ was the basis for the successful Group 5 CSLs campaigned in 1976. In following seasons power was further increased with twin turbochargers, eventually to around 750 bhp. 

There were many points of detail that contributed to the CSL’s very distinctive aura, including the supply of the ‘batwing’ in the boot of the car, (German road regulations forbidding the fitment of such a device), the ‘outrageous’ price of £32 for the side stripes as spare parts and the need to close the boot only by gentle pressure on the rear badge, (the panel skin in alloy being very easily dented by a hand slam). 

On track, the CSL clearly fulfilled the aspirations of BMW Motorsport.  Run in Groups 2, 4 and 5/in the European Touring Car Championship, the World Championship for Makes and in numerous national series, the CSL won many races and championships.  It was especially dominant in the ETCC throughout the 1970s, taking the title in no less than six seasons.  And this was against the tough competition of the Ford Capri RS. 

And, aesthetically, the CSL was supreme too.  With the underlying CS styling and the elements added to optimise its aerodynamic characteristics, the model became the epitome of elegance coupled with purposefulness.  The ‘look’ of these cars was further enhanced by their wearing of some of the most charismatic liveries of all time, for example:

1973

The original, primarily white’ ’Motorsport stripes’ livery:

Monza 4 Hours, March 1973 – Toine Hezemans (BMW Motorsport). 

The distinctive orange Jagermeister livery in first use by the Alpina team:

Salzburg 4 Hours, May 1973 – Toine Hezemans  (Alpina/Jagermeister). 

1974

BMW Motorsport-entered cars continued to carry the three colour stripes, but now on black:

Salzburg 4 Hours, April 1974 – Ickx/Stuck (BMW Motorsport)  ©Attila Gergasz.

1975

The BMW Motorsport livery reverted to a white background:

Sebring 12 Hours-winning CSL of Redman/Moffat/Stuck/Posey.

 At Le Mans the first ‘Art Car’ (by Alexander Calder) was run by Herve Poulain:

Driven by Posey/Poulain/Guichet, the car qualified 11^th, but failed to finish.

Courtesy Peter Aylward/Petrolicious.

1976

The Belgian Luigi team established itself as front-running, initially with this livery:

Pole-sitting CSL of Hans Stuck at the Touring Car GP, Nurburgring. 

Courtesy Lothar Spurzem.

 

As seen at Kyalami, the BMW Motorsport cars were in black once again:

This car was driven to victory in the 1000 kms at the South African circuit 

by Grohs/Schecter/Nilsson  Courtesy of Johan Pretorius.

 

The Schnitzer team cars (this season with the 3.5 twin-cam engine) appeared in 1976 in the green livery of Austrian beer brewer, Gösser:

Quester/Krebs/Peltier were running in 8th when forced to retire in

 the Le Mans 24 Hours.  The car was built and prepared for Group 5. 

1977

The Luigi team adopted a new striped livery, as seen here at Le Mans:

Dieudonné/Dini /Xhenceval took the IMSA GT class win in this 3.2 CSL.

A number of CSLs are currently run in Historic events and rich photographic detail is to be found in the following sites: