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Sunday
Jul072024
THE RACERS, PART XIV.
Sunday, July 7, 2024 at 08:31AM By Peter M. DeLorenzo
Detroit. Racing a car, motorcycle or anything with some sort of power is a pursuit like no other. It is a passionate endeavor requiring an obsessive single-mindedness that consumes the people involved to a degree that outsiders find hard to understand. Ask any driver who has competed at the top level, and they will tell you that there is nothing half-assed about what they do, because the focus required is almost incomprehensible. Drivers talk about being in "the zone" - a strange state of mind that takes over their entire being while they're racing - when the faster they go the more things seem to slow down for them. They're aware of everything around them, but at the same time their focus on the task at hand is impenetrable, because anything less can result in a mistake that will likely have severe consequences. Racers are indeed a rare breed, willing to sacrifice everything for the pursuit of what they love to do, to the detriment of everything else. These racers have left an indelible mark on the sport. Drivers who were fierce competitors, flawed heroes and incredible, gifted talents. Their legacies are what make the sport of motor racing so fascinating. In the last few issues of "Fumes" I have been recalling some of my favorites. This week I'm focusing on the great John Surtees, the only man to win World Championships on two wheels and four, an accomplishment that will probably never be surpassed.
John Surtees was born in Surrey, England in 1934. He was encouraged to go into motorcycle racing by his father Jack, who was a racer himself. He began motorcycle racing at the age of 15, and made his name riding Nortons before scoring his first 250cc World Championship race victory riding an NSU in 1954. John compiled an impressive record, winning his first 500c title with MV Agusta in 1956, and then winning the 500cc title again in 1958, 1959 and 1960. (He also won the 350cc championship in all three of those seasons.) After participating in several racing car tests, Surtees finished second to Jim Clark in a Ken Tyrrell-entered Cooper In his first Formula Junior race in 1960, at Goodwood, After several Formula Junior and F2 outings, Surtees made his F1 debut at the International Trophy race, and then made his official Grand Prix debut with Team Lotus at Monaco. In only his second outing at Silverstone, John finished second, And he earned pole in his third race at Oporto in Portugal. (All of this was combined with his MV Agusta duties and his final two-wheeled titles.)
Giving up bike racing, Surtees raced a privateer Cooper for Reg Parnell’s Yeoman Credit team in 1961. He switched to a more competitive Lola – under the Bowmaker Racing name – the following year. He took pole at Zandvoort and finished second in Germany and Britain, establishing himself as a driver to be reckoned with. Enzo Ferrari offered Surtees a coveted F1 seat for 1963, and John skillfully contributed greatly to the Scuderia's car development, becoming an essential component of the team. He earned his first Grand Prix victory at the Nurburgring that year, also winning a non-championship race at Enna and sharing victory at the 12 Hours of Sebring with Ludovico Scarfiotti in a Ferrari 250 P. In 1964, Surtees won at the Nurburgring and at Monza, clinching the world championship with a second place in the final race of the season at the Mexican GP.
Surtees delivered three F1 podiums in 1965 in a largely nonproductive season, but he won the Nurburgring 1000kms with Scarfiotti driving a Ferrari 330 P2. John had a serious crash at the Mosport Can-Am in September, which could have easily been fatal. After a grueling recovery, he returned to Ferrari in 1966, winning the Monza 1000km with Mike Parkes in a Ferrari 330 P3 and scoring a famous victory in the wet at the Belgian GP at Spa. Surtees soon had a falling out with Ferrari, and he left the team in controversial circumstances early in the season to join Cooper, for whom he would win in Mexico at the end of the year. He also took the inaugural CanAm title, with a Lola T70 Chevrolet. In 1967 Surtees joined Honda, scoring a memorable sixth and final career GP victory at Monza. True to form, he again contributed mightily to Honda's technical expertise. The Japanese company withdrew from F1 at the end of the 1968 season, which saw the tragoc death of his teammate Jo Schlesser at Rouen.
While planning for his own F1 team, Surtees entered a McLaren under the Team Surtees banner for the early races of 1970, setting the fastest lap at Kyalami. The new Team Surtees TS7 made its debut at Brands Hatch, and Surtees went on to win the non-championship Oulton Park Gold Cup with it. Surtees raced the TS9 the following year, with a best result of fifth place in Holland, although he won the Gold Cup again. His teammate Mike Hailwood enjoyed better fortune, and Surtees decided to give up driving at the end of 1971 to focus on running the team. He would make one final GP start race at the 1972 Italian GP with the TS14, but he also contributed two F2 wins at Fuji and Imola.
Hailwood won the European F2 title in a works Surtees in 1972, and the former bike racer would continue to be the mainstay of his old friend's F1 team into 1973, when he was joined by Carlos Pace and Jochen Mass, who would form the team's lineup in 1974. In 1975 Surtees focused on a single car for John Watson, and the following year he ran future world champion Alan Jones. By the end of 1978, however, following two disappointing seasons with Vittorio Brambilla and in the face of increasing financial pressures, he decided to pull out of F1.
John remained close to the sport, taking part in historic events, notably in the early years of the Goodwood Revival, and supporting young drivers – especially son Henry, who was born in 1991, and showed great promise as he worked his way up the ranks. Henry's death in an F2 race at Brands Hatch in July 2009 was a terrible blow to John and his family, but in the aftermath, he devoted himself to raising funds for the Henry Surtees Foundation, which supports regional air ambulance services in the UK. John died in 2017. (Thank you to Adam Cooper at Motorsport.com for the many details of John's career.)
John Surtees was born in Surrey, England in 1934. He was encouraged to go into motorcycle racing by his father Jack, who was a racer himself. He began motorcycle racing at the age of 15, and made his name riding Nortons before scoring his first 250cc World Championship race victory riding an NSU in 1954. John compiled an impressive record, winning his first 500c title with MV Agusta in 1956, and then winning the 500cc title again in 1958, 1959 and 1960. (He also won the 350cc championship in all three of those seasons.) After participating in several racing car tests, Surtees finished second to Jim Clark in a Ken Tyrrell-entered Cooper In his first Formula Junior race in 1960, at Goodwood, After several Formula Junior and F2 outings, Surtees made his F1 debut at the International Trophy race, and then made his official Grand Prix debut with Team Lotus at Monaco. In only his second outing at Silverstone, John finished second, And he earned pole in his third race at Oporto in Portugal. (All of this was combined with his MV Agusta duties and his final two-wheeled titles.)
Giving up bike racing, Surtees raced a privateer Cooper for Reg Parnell’s Yeoman Credit team in 1961. He switched to a more competitive Lola – under the Bowmaker Racing name – the following year. He took pole at Zandvoort and finished second in Germany and Britain, establishing himself as a driver to be reckoned with. Enzo Ferrari offered Surtees a coveted F1 seat for 1963, and John skillfully contributed greatly to the Scuderia's car development, becoming an essential component of the team. He earned his first Grand Prix victory at the Nurburgring that year, also winning a non-championship race at Enna and sharing victory at the 12 Hours of Sebring with Ludovico Scarfiotti in a Ferrari 250 P. In 1964, Surtees won at the Nurburgring and at Monza, clinching the world championship with a second place in the final race of the season at the Mexican GP.
Surtees delivered three F1 podiums in 1965 in a largely nonproductive season, but he won the Nurburgring 1000kms with Scarfiotti driving a Ferrari 330 P2. John had a serious crash at the Mosport Can-Am in September, which could have easily been fatal. After a grueling recovery, he returned to Ferrari in 1966, winning the Monza 1000km with Mike Parkes in a Ferrari 330 P3 and scoring a famous victory in the wet at the Belgian GP at Spa. Surtees soon had a falling out with Ferrari, and he left the team in controversial circumstances early in the season to join Cooper, for whom he would win in Mexico at the end of the year. He also took the inaugural CanAm title, with a Lola T70 Chevrolet. In 1967 Surtees joined Honda, scoring a memorable sixth and final career GP victory at Monza. True to form, he again contributed mightily to Honda's technical expertise. The Japanese company withdrew from F1 at the end of the 1968 season, which saw the tragoc death of his teammate Jo Schlesser at Rouen.
While planning for his own F1 team, Surtees entered a McLaren under the Team Surtees banner for the early races of 1970, setting the fastest lap at Kyalami. The new Team Surtees TS7 made its debut at Brands Hatch, and Surtees went on to win the non-championship Oulton Park Gold Cup with it. Surtees raced the TS9 the following year, with a best result of fifth place in Holland, although he won the Gold Cup again. His teammate Mike Hailwood enjoyed better fortune, and Surtees decided to give up driving at the end of 1971 to focus on running the team. He would make one final GP start race at the 1972 Italian GP with the TS14, but he also contributed two F2 wins at Fuji and Imola.
Hailwood won the European F2 title in a works Surtees in 1972, and the former bike racer would continue to be the mainstay of his old friend's F1 team into 1973, when he was joined by Carlos Pace and Jochen Mass, who would form the team's lineup in 1974. In 1975 Surtees focused on a single car for John Watson, and the following year he ran future world champion Alan Jones. By the end of 1978, however, following two disappointing seasons with Vittorio Brambilla and in the face of increasing financial pressures, he decided to pull out of F1.
John remained close to the sport, taking part in historic events, notably in the early years of the Goodwood Revival, and supporting young drivers – especially son Henry, who was born in 1991, and showed great promise as he worked his way up the ranks. Henry's death in an F2 race at Brands Hatch in July 2009 was a terrible blow to John and his family, but in the aftermath, he devoted himself to raising funds for the Henry Surtees Foundation, which supports regional air ambulance services in the UK. John died in 2017. (Thank you to Adam Cooper at Motorsport.com for the many details of John's career.)
(Getty Images)Monaco, May 10, 1964. John Surtees in his No. 21 Scuderia Ferrari 158 V8 before the start of the Monaco Grand Prix. John qualified fourth but did not finish due to gearbox issues.
(Getty images)
Monza, Italy, September 6, 1964. John Surtees (No. 2 Scuderia Ferrari 158, pole), Dan Gurney (No. 16 Brabham BT7-Climax) and Graham Hill (No. 18 BRM P261) on the front row. Surtees would win that day, followed by Gurney and Hill.
Monza, Italy, September 6, 1964. John Surtees (No. 2 Scuderia Ferrari 158, pole), Dan Gurney (No. 16 Brabham BT7-Climax) and Graham Hill (No. 18 BRM P261) on the front row. Surtees would win that day, followed by Gurney and Hill.
(Getty images)
All-time greats: Dan Gurney, Jim Clark, John Surtees and Phil Hill.
All-time greats: Dan Gurney, Jim Clark, John Surtees and Phil Hill.
(Getty images)
John Surtees in the stunning - and magnificent sounding - Honda RA273 V12 Grand Prix car during the 1967 F1 season.
John Surtees in the stunning - and magnificent sounding - Honda RA273 V12 Grand Prix car during the 1967 F1 season.
(Getty images)
John Surtees in the No. 21 Scuderia Ferrari 158, Monaco, 1964.
John Surtees in the No. 21 Scuderia Ferrari 158, Monaco, 1964.
(Getty images)
Monza, Italy, September 10, 1967. John Surtees (No. 14 Honda RA300 V12) leads Jochen Rindt (No. 30 Cooper T86-Maserati V12) during the Italian Grand Prix. That's Bruce McLaren (No. 4 McLaren M5A-BRM V12) in the background. John won that day, followed by Jack Brabham (No. 16 Brabham BT24-Repco V8) and Jim Clark (No. 20 Team Lotus 49-Cosworth DFV V8).
Monza, Italy, September 10, 1967. John Surtees (No. 14 Honda RA300 V12) leads Jochen Rindt (No. 30 Cooper T86-Maserati V12) during the Italian Grand Prix. That's Bruce McLaren (No. 4 McLaren M5A-BRM V12) in the background. John won that day, followed by Jack Brabham (No. 16 Brabham BT24-Repco V8) and Jim Clark (No. 20 Team Lotus 49-Cosworth DFV V8).
(Getty images)
Watkins Glen, New York, October 4, 1964. John Surtees (No. 7 North American Racing Team Ferrari 158 V8) ran in the international racing colors of the United States due to an ongoing dispute between Enzo Ferrari and the Automobile Club d'Italia over the certification of the Ferrari 250LM for sports car racing. John qualified second behind Jim Clark (No. 1 Team Lotus 25-Climax V8) but ended up finishing second to Graham Hill (No. 3 BRM P261-V8) in the race. Jo Siffert (No. 22 R.R.C. Walker Racing Team Brabham BT11-BRM V8) finished third.
Watkins Glen, New York, October 4, 1964. John Surtees (No. 7 North American Racing Team Ferrari 158 V8) ran in the international racing colors of the United States due to an ongoing dispute between Enzo Ferrari and the Automobile Club d'Italia over the certification of the Ferrari 250LM for sports car racing. John qualified second behind Jim Clark (No. 1 Team Lotus 25-Climax V8) but ended up finishing second to Graham Hill (No. 3 BRM P261-V8) in the race. Jo Siffert (No. 22 R.R.C. Walker Racing Team Brabham BT11-BRM V8) finished third.
(Getty images)
12 Hours of Sebring, March 23, 1963. John Surtees (No. 30 Ferrari 250 P) on the way to the overall win with co-driver Ludovico Scarfiotti. Willy Mairesse, Nino Vaccarella and Lorenzo Bandini (No. 31 Ferrari 250 P) finished second that day to give Ferrari a 1-2 in America's most prestigious endurance race.
12 Hours of Sebring, March 23, 1963. John Surtees (No. 30 Ferrari 250 P) on the way to the overall win with co-driver Ludovico Scarfiotti. Willy Mairesse, Nino Vaccarella and Lorenzo Bandini (No. 31 Ferrari 250 P) finished second that day to give Ferrari a 1-2 in America's most prestigious endurance race.
(Pete Lyons photo)
Can-Am St. Jovite, Le Circuit Mont-Tremblant, Quebec, September 1966. Dan Gurney (No. 30 All American Racers Bardahl Lola T70 Mk. 2 Ford-Weslake V8) and John Surtees (No. 3 Team Surtees Ltd. Lola T70 Mk. 2 Chevrolet) waiting to go out for qualifying. This was the first Can-Am race ever run, and Surtees and Bruce McLaren (No. 4 Bruce McLaren Motor Racing Ltd. McLaren Elva Mark II B Oldsmobile) staged a memorable duel over the entire race distance, with Surtees prevailing for the win. John won the inaugural Can-Am Series Championship.
Can-Am St. Jovite, Le Circuit Mont-Tremblant, Quebec, September 1966. Dan Gurney (No. 30 All American Racers Bardahl Lola T70 Mk. 2 Ford-Weslake V8) and John Surtees (No. 3 Team Surtees Ltd. Lola T70 Mk. 2 Chevrolet) waiting to go out for qualifying. This was the first Can-Am race ever run, and Surtees and Bruce McLaren (No. 4 Bruce McLaren Motor Racing Ltd. McLaren Elva Mark II B Oldsmobile) staged a memorable duel over the entire race distance, with Surtees prevailing for the win. John won the inaugural Can-Am Series Championship.
(Getty images)
Elkhart Lake, Wisconsin, September 1969. Jim Hall leans on the Chaparral 2H (with John Surtees up) during practice for the Road America Can-Am. Out of deference to Surtees, Hall entered the 2H with Surtees' traditional No. 7 instead of Hall's No. 66, but the Chaparral 2H was a disaster by any measure. How bad was it? Surtees qualified 10th, a full nine seconds off of Denny Hulme's pole time in the No. 5 McLaren M8B Chevrolet. Surtees was not pleased, and either was Hall. It never came right for the 2H that season.
Elkhart Lake, Wisconsin, September 1969. Jim Hall leans on the Chaparral 2H (with John Surtees up) during practice for the Road America Can-Am. Out of deference to Surtees, Hall entered the 2H with Surtees' traditional No. 7 instead of Hall's No. 66, but the Chaparral 2H was a disaster by any measure. How bad was it? Surtees qualified 10th, a full nine seconds off of Denny Hulme's pole time in the No. 5 McLaren M8B Chevrolet. Surtees was not pleased, and either was Hall. It never came right for the 2H that season.
(Getty images)
When the Chaparral 2H wasn't ready for the start of the 1969 Can-Am Series, Jim Hall bought a customer McLaren M12-Chevrolet for Surtees to drive while development continued on the 2H. Hall entered the No. 7 McLaren M12-Chevrolet - painted in traditional Chaparral white - for Surtees at Mosport, Mont-Tremblant and Watkins Glen. When the 2H clearly wasn't ready, Hall again entered it in the Bridgehampton Can-Am, where Surtees qualified it a fine fourth but did not finish due to a blown engine. The car was also entered in the Can-Am at Michigan International Speedway with Andrea de Adamich behind the wheel, because Surtees had a conflict. de Adamich finished fifth.
When the Chaparral 2H wasn't ready for the start of the 1969 Can-Am Series, Jim Hall bought a customer McLaren M12-Chevrolet for Surtees to drive while development continued on the 2H. Hall entered the No. 7 McLaren M12-Chevrolet - painted in traditional Chaparral white - for Surtees at Mosport, Mont-Tremblant and Watkins Glen. When the 2H clearly wasn't ready, Hall again entered it in the Bridgehampton Can-Am, where Surtees qualified it a fine fourth but did not finish due to a blown engine. The car was also entered in the Can-Am at Michigan International Speedway with Andrea de Adamich behind the wheel, because Surtees had a conflict. de Adamich finished fifth.
(Photo by Pete Lyons)
The end of the road for the Chaparral 2H occurred at the Laguna Seca Can-Am in October 1969. It was also the end of the road for Surtees' involvement with the Chaparral team. The team unloaded the car with a massive wing attached in a desperate search for more downforce. Not only did Surtees qualify well down in tenth, a full six seconds off of Bruce McLaren's pole time in the No. 4 Gulf/Reynolds Aluminum McLaren M8B Chevrolet, he didn't even make the start due to a loss of oil pressure.
The end of the road for the Chaparral 2H occurred at the Laguna Seca Can-Am in October 1969. It was also the end of the road for Surtees' involvement with the Chaparral team. The team unloaded the car with a massive wing attached in a desperate search for more downforce. Not only did Surtees qualify well down in tenth, a full six seconds off of Bruce McLaren's pole time in the No. 4 Gulf/Reynolds Aluminum McLaren M8B Chevrolet, he didn't even make the start due to a loss of oil pressure.
(Getty images)
The radical Chaparral 2H never performed to Jim Hall's or John Surtees' expectations. It was definitely a forgettable chapter in both men's racing histories.
The radical Chaparral 2H never performed to Jim Hall's or John Surtees' expectations. It was definitely a forgettable chapter in both men's racing histories.
(Getty images)
One of my all-time favorite images of John Surtees is this picture from the 1965 British Grand Prix. Surtees qualified fifth in the No. 1 Ferrari 1512-Flat 12 and finished third behind Jim Clark (No. 5 Team Lotus 33-Climax V8) and Graham Hill (No. 3 BRM P261 V8).
One of my all-time favorite images of John Surtees is this picture from the 1965 British Grand Prix. Surtees qualified fifth in the No. 1 Ferrari 1512-Flat 12 and finished third behind Jim Clark (No. 5 Team Lotus 33-Climax V8) and Graham Hill (No. 3 BRM P261 V8).
(Photograph by Anthony Rew, Goodwood Festival of Speed, 2016)
Over the decades Surtees was awarded an MBE, OBE and a CBE in 2016. Even though John never received the Knighthood that many insisted he so richly deserved, he was a true motorsport legend in every sense of the word.
Over the decades Surtees was awarded an MBE, OBE and a CBE in 2016. Even though John never received the Knighthood that many insisted he so richly deserved, he was a true motorsport legend in every sense of the word.
Editor's Note: You can access previous issues of AE by clicking on "Next 1 Entries" below. - WG
