The race promised to be close, with Ferrari, Matra and Porsche all having two wins in the championship along with a surprise victory for Mirage at Spa. It did indeed turn out to be one of the most tense Le Mans, with the race won in the pits as both Ferrari and Matra took turns in the lead only to be stymied by mechanical failures. All three Ferraris had time in the lead, but as mechanical issues overtook them it was the Matra of Henri Pescarolo and Gérard Larrousse, despite its own challenges, that took the chequered flag. In the end it was a comfortable six-lap margin over the second-placed Ferrari of Merzario and Pace with the Matra of Jabouille/Jaussaud third.
There was a certain symmetry for a French car and a French team winning the fiftieth anniversary of the first 24 Hours of Le Mans. Ferrari did win the GT category after a close tussle with Porsche, and BMW had the only finisher in the Group 2 Touring Car category.
Regulations
In the second year of the new regulations, there were no changes. This year the Automobile Club de l'Ouest (ACO) extended the eligible classes to eight with an extra one each in Group 5 and 2.[1] Reserves were not kept, rather the ACO selected the 55 starters from those who arrived taking into account the results of the Four-Hour race at the Test Weekend.[2]
1973 was the 50th anniversary of the first race and there was much pomp and celebration. Included in this were races for pre-war and post-war cars and the first parade of historic Le Mans competitors. The French Post Office issued a special commemorative stamp.[2]
Entries
The ACO received 112 applications. Even though Autodelta, the Alfa Romeo works team withdrew just days before the event there were 61 cars present for practice on race-week. With Sports-prototypes from Matra, Ferrari, Mirage and Ligier as well as Ford and BMW in Group 2, there were 22 ‘works’ entries.[1]
Category
Sports- Prototype Group 5
Special GT Group 4
Special Touring Group 2
Total Entries
Large-engines >2.5L classes
22
24
6
52
Medium-engines < 2.5L classes
9
0
0
9
Total Cars
31
24
6
61
After a distinct lack of success, Matra withdrew from Formula One to concentrate on contesting the World Championship of Makes against Ferrari. Its new longtail MS670B was made lighter, more aerodynamic and, importantly, equipped with Porsche "Type 1983" gearboxes. The V12 engine was tuned back to put out 450bhp.[3] and the car now ran on 13” tyres instead of the former 15”.[4] Adding two cars to their regular Championship team made a strong 4-car challenge in an all-French driver line-up. Jean-Pierre Beltoise and François Cevert were constantly quickest but pushed their car hard, whereas Henri Pescarolo/Gérard Larrousse drove with endurance in mind, having got both of Matras victories to date. A third 670B was prepared for Jean-Pierre Jabouille/Jean-Pierre Jaussaud while Patrick Depailler/Bob Wollek had an older MS670.
After a dominant 1972 season, Ferrari was having a much tougher time this year, despite having come from the latest round with a 1–2 victory at the Nürburgring. With the championship carefully balanced, the works team arrived in force with proven reliability. The latest iteration of the 312PB was wider and longer to take bigger tyres and improve handling. The aerodynamic longtail chassis increased speed on Le Mans’ big straights while the improved V12 was now capable of 460bhp in race-trim.[5] The regular team driver pairings of Jacky Ickx/Brian Redman (who had both Ferrari victories this year) and Arturo Merzario/Carlos Pace were augmented by Carlos Reutemann/Tim Schenken.
After 1971 John Wyer had retired from racing. However, he had started plans for his own car-design and convinced Gulf Oil to back the project. Former Ford engineer Len Bailey designed the Mirage M6 based around the Cosworth DFV engine. However, the engine was renowned for vibration and being hard on components so a V12 engine was commissioned from Weslake for a new coupé. But continual unreliability meant the Weslake project was shelved and the team focused on improving the V8 spyder refitted with ZF gearboxes,[6] buoyed by a 1-2 result at Spa.[7] Their drivers were Derek Bell/Howden Ganley and Mike Hailwood/John Watson (nursing a broken leg[7][4])/Vern Schuppan.
Alfa Romeo was more affected than Ferrari by the strikes and social troubles in Italy. Autodelta, the Alfa works team, felt their new 500bhp flat-12 powered car was still unprepared for 24 hours and did not enter. But they were represented by their customer team, Scuderia Brescia Corse, with a V8 T33/3.[8]
Lola did return to Le Mans after a promising, but tragic, race the previous year. The Scuderia Filipinetti had taken over Jo Bonnier’s team after his death. Despite the Swiss team’s owner Georges Filipinetti dying in May from a heart attack, a car was entered for Jean-Louis Lafosse and Hughes de Fierlandt.[9][10] An ex-Bonnier Lola was also run by former hill-climb champion Daniel Rouveyran. Alain de Cadenet also returned to Le Mans after a strong run the previous year in his Duckhams-Cosworth, paired again with Chris Craft. The body was redesigned to be more aerodynamic although no high-speed testing had been able to be done.[11] Ligier finally had the improved Citroen-Maserati V6 engine, now capable of 330bhp and three cars were entered for the race, including one for Guy Ligier himself, with Jacques Laffite.[12][2] Filling out the Group 5 field were four older Porsche 908s, including the regular entries from the Spanish Escuderia Montjuïch and Swiss André Wicky.[8]
The 2-litre Group 5 class was well represented this year. The Chevron chassis was designed to accommodate a variety of engines and five were entered. Cosworth recommended an engine rebuild of their 2-litre FVC engine after only four hours of racing, so running 24 hours was problematic. They were up against a French ACE, a Lola and an old Porsche 910.[13] Perhaps the most interesting entry was the first Japanese car to race at Le Mans, and with the first Japanese drivers. Shin Kato’s Sigma was powered by a MazdaWankel twin-rotary engine. With a claimed performance of 260bhp it was calculated as a 2292cc equivalent. Three were built for the Japanese series and one came to Le Mans.[4]
Once again it was Ferrari versus Chevrolet in the GTS Group 4. The 365 GTB/4 “Daytona” now developed 440bhp and nine were entered by the customer teams, many with works-prepared engines.[4][2]Vic Elford was coaxed out of semi-retirement by the French Charles Pozzi team and there were four from the North American Racing Team (NART) including their young drivers’ Trofeo car (managed by Phil Hill).[14][4] Four Corvettes were entered: the two French cars of Henri Greder and the Ecurie Léopard. John Greenwood arrived with two cars, one carrying a special alloy 7-litre engine boosted to put out 700bhp.[15]
Porsche came to Le Mans with its bigger, burlier version of the 911 to take on the big cars in Group 4. Before homologation was granted it had a surprise win at Sebring beating the Group 5, and followed it up in what was to be the final Targa Florio.[16] The Carrera RS was lightened, with a big rear spoiler and flared wheel-arches to take wider 11” tyres. The engine had been bored out to 2.7-litres, and now produced 240bhp. The RSR-variant had a bigger 2.8-litre engine good for 300bhp. The Martini International team returned, led by David Yorke (former team manager at JW Automotive) and with works support, had two experimental versions capable of 320bhp in the Sports category.[17][2] Further lightened, they had 14” tyres and were driven by Gijs van Lennep/Herbert Müller and Reinhold Joest/Claude Haldi. Additionally, a squadron of eleven standard 911 GTs arrived for practice from privateer teams.[18]
At the March test weekend, Beltoise put in a time for the Matra four seconds faster than Ferrari had 12 months earlier. Ferrari, citing labour strikes in Italy, did not attend. But Merzario and Ickx immediately set the pace on Wednesday night when official practice started.[1] The only other sub-3:40 time was from the Cevert/Beltoise Matra; in fact these two works teams filled the top seven spots on the grid. Next were the two Gulf Mirages and the Gitanes Lola in tenth. None of the teams had been trying too hard to compete for a top time.[21] The smaller teams had a far tougher time. Both the Duckhams and the Ligiers were suffering from unstable aerodynamics. The Duckhams was running over ten seconds slower than it had the previous year. In the small-engine class, the Spanish Chevron was 13th (4:11.0) just ahead of the Sigma rotary (4:11.1). The Porsche RSR prototypes were slower than their test weekend times, until van Lennep found performance improved with narrower rear tyres. Müller recorded a 4:14.9 to be 18th on the grid.[21] Several incidents gave the mechanics all-nighter repair jobs: John Watson's Mirage spun in the Porsche curves and the rear section lifted and clouted him on the head; Lola had a tyre blowout rip up the rear bodywork and Ferrari got an urgent call from the factory saying the valve springs were set wrong needing 48 changes per engine.[21][5]
It was close in the Group 2 and 4 categories with only three seconds covering the best Ferraris, Porsches, Fords and BMWs. Quickest was Glemser in the Ford Capri (4:16.0 for 22nd) ahead of Elford's Ferrari. The Corvettes were off the pace with Greenwood's being the best with a 4:19.6. His special-engine car was disqualified by the officials after Don Yenko had had an accident doing illegal road-testing on public roads after a full differential change. His daughter, also in the car, was taken to the hospital for stitches.[15][21] The Kremer-Porsche caught fire when oil leaked onto the hot exhaust, necessitating a full engine-change, and Walter Brun put the Wicky-BMW into the Armco at the chicane.[21][20]
Race
Start
Bright sunshine in race week became dark clouds on Saturday morning, however by 4pm it was sunny again.[22] Honorary starter this year was Sylvain Floirat, President of Matra.[23] From the first lap, Merzario was bolting ahead, sent out as the ‘hare’ to lead the Matras into a race – a role he relished.[5][22] However none of the other teams took the bait. A number of cars were coming in immediately with problems: Reinhold Joest's Martini Porsche with gearbox problems[17] and the Grossman Ferrari with a puncture.[14] Hailwood's Mirage had no clutch and Amon's BMW only had fifth gear. The Gitanes Lola, the Duckhams and the Sigma also all had early issues.[22]
By the pit stops around the end of the first hour, Merzario had built a significant lead but already needed to change brakepads.[22] After the first driver changes, Carlos Pace only got six laps in the Ferrari until he had to stop, partly soaked in petrol from a split fuel tank, losing six laps.[5][24] Matra was now 1-2-3 with Cevert leading from Larrousse and Wollek, chased by Reutemann in the Ferrari. While the Matras were all running at the same speed, the Ferraris had a variety of strategies. Carlos Reutemann and Tim Schenken were running among the Matras. Jacky Ickx and Brian Redman were running with the slowest 3-litre cars, the Lolas and the Alfa Romeo.
After four hours, Jaussaud's front tyre blew out while going down the Mulsanne Straight. Ten laps were lost repairing the suspension. Less than an hour later, Beltoise had almost the same thing happen, and his Matra lost eight laps.[3][22] As the Pescarolo/Larrousse car had been delayed fixing its brakes the lead fell to the Wollek/Depailler Matra. Then at 9.30pm, their car was in the pits with a terminal oil-pump problem and suddenly the Matra challenge was looking very shaky.[23] At the same time, the GT-leading Sam Posey’s NART Ferrari lost five minutes in a poor pitstop, allowing the Charles Pozzi car of Elford/Ballot-Léna to take the category lead.[14] These cars were all having a close running battle with the Martini Porsche, the Spanish 908, the Maublanc Chevron 2-litre and the fastest Capri.[22]
Night
So by 10pm after six hours, it was now the Schenken/Reutemann Ferrari leading from Pescarolo/Larrousse. Third was Ickx/Redman, hitherto run conservatively, ahead of the Hailwood/Watson/Schuppan Mirage, Merzario's Ferrari and the Brescia Alfa Romeo. Wollek's Matra was 7th and the Müller/van Lennep Porsche 8th. Then when Pescarolo was delayed again, this time by a faulty gear selector, Ferrari was running 1–2. Both Merzario and Cevert were pushing their cars hard to make up lost time and just before midnight, Cevert put in the fastest lap of the race.[22]
Soon after midnight, Schuppan went wide at Tertre Rouge, hit the barrier and rolled his Mirage.[7][22] The Merzario/Pace Ferrari was back in the pits, this time for 40 minutes replacing a slipping clutch.[5] The Elford/Ballot-Léna spent 11 minutes changing brakepads, allowing the NART Ferrari through to the GT-lead again.[14] In Group 2, all three Fords had been badly as night fell. The Birrell/Heyer car was out early, and its drivers transferred to the other team cars. The Glemser/Fitzpatrick car had got as high as tenth with the Hezemans/Quester BMW close by in 12th. Both cars were delayed before midnight and spent the rest of the night working back through the field.[19]
Then at 2.30am the leader was stopped out on the track by a broken conrod, and soon after Beltoise's Matra (now running 5th) again had a tyre blow out on it but this time it threw him into the guard-rails.[23][25] So at half-time, Ickx was leading Pescarolo by two laps, while 8 laps further back Facetti in the surprising Alfa Romeo was ahead of Merzario and the Martini Porsche.[25] After all the mechanical problems with the Group 5 cars, the NART Ferrari 365 was sixth leading the GTs, hounded by the Kremer and Sonauto Porsches and Elford's Ferrari. Ecuadorian Guillermo Ortega's privateer Porsche 908 rounded out the top-10.[26]
Morning
Dawn came with mist and a light drizzle, but cleared to be another sunny day.[23] But then after leading for seven hours, the lead Ferrari started sounding rough and just after 9am Redman brought it in with a split exhaust header.[23][27] Coincidentally, a lap later Pescarolo also came in, with brake problems.[25] It was the Matra that got back out into the lead just 15 seconds before the Ferrari.[5] Mid-morning the third-placed Alfa Romeo's gearbox's broke. Seventy minutes were spent repairing it.[8][25]
In the GT race, the NART Ferrari was running sixth and still held a narrow lead over the Kremer Porsche, made easier when the Porsche lost time in the early morning with a jammed brake calliper and detached exhaust. The Gregg/Chasseuil Sonauto Porsche was in 8th overall at 6am when a puncture on the Mulsanne Straight damaged the suspension dropping down the order.[18] They were not alone, as most of the GT field had serious problems in the morning.[25] In Group 2, it was resolved when the remaining Ford of Glemser/Fitzpatrick/Heyer got a broken conrod at 10.40am, leaving the BMW as the last Group 2 car running.[19]
Then at 11am Minter bought the GT-leading Ferrari from 7th, smoking badly from a cracked piston.[14] At the same time Ickx brought the pursuing Ferrari in with a split fuel cell like its sister-car had had earlier, costing 25 minutes and six laps to repair. But an hour later the Matra's starter motor failed in a regular pit-stop costing 20 minutes, and it was even once again.[3][25]
Finish and post-race
Finally, with barely 90 minutes to go, the Ickx/Redman Ferrari was out – another conrod had broken and the car was wheeled away to a standing ovation from the crowd in the grandstand opposite.[5][25] After that Pescarolo and Larrousse were able to ease off and cruise to the finish. In the end they finished six laps ahead of the Merzario/Pace Ferrari.[23] Eighteen laps further back (and still not overtaken Ickx's retired Ferrari on distance) was the recovering Matra of Jabouille/Jaussaud.
In a very close finish, the French Ferrari of Elford/Ballot-Léna was sixth, barely a lap ahead of the hard-charging Kremer Porsche, with Ortega's privateer Porsche 908 between them. Ninth was the other Pozzi Ferrari of Serpaggi/Dolhem with Georg Loos’ Porsche RSR in tenth.[18] The Brescia Corse Alfa Romeo had had a troubled end to the race with gearbox, clutch then fuel-pump issues after a solid first half but eventually got home in 15th.[8]
After the win at Le Mans, Matra stormed home in the Championship winning the next two rounds. The final round in Argentina was cancelled due to lack of support, giving Matra the championship with five victories (all to Pescarolo/Larrousse) to Ferrari's two.[6] In the European GT season it was Claude Ballot-Léna and Clemens Schickentanz, both driving Porsche RSRs who shared the championship on equal points.[28] Toine Hezemans won the European Touring Car Championship for BMW.[29] Later in the summer, “Pesca” and Larrousse came back to Le Mans to be presented with the Legion d’Honneur, France's highest order of merit.[3] Still to date, 1973 was the final time that the Alfa Romeo works team raced at Le Mans.[5][8] Scuderia Ferrari's factory team would be absent from prototype racing at Le Mans for 50 years until their return and win in 2023.
Official results
Finishers
Results taken from Quentin Spurring's book, officially licensed by the ACO[30] Class Winners are in Bold text.
Jacques Bernard Edmon Martin Henry "Jacky" Ickx is a Belgian former racing driver who won the 24 Hours of Le Mans six times and achieved eight wins and 25 podium finishes in Formula One. He greatly contributed to several World Championships for Makes and World Sports Car championships: Ford (1968), Ferrari (1972), Porsche (1976–1977) and (1982–1985) by his 37 major World Sports Car wins. He also won the Can-Am Championship in 1979 and the 1983 Paris–Dakar Rally.
The 1971 Formula One season was the 25th season of the Fédération Internationale de l'Automobile's Formula One motor racing. It featured the 22nd World Championship of Drivers and the 14th International Cup for F1 Manufacturers which were contested concurrently over eleven races between 6 March and 3 October. The season also included a number of non-championship races open to Formula One cars.
The Alfa Romeo Tipo 33 was a sports racing prototype raced by the Alfa Romeo factory-backed team between 1967 and 1977. These cars took part for Sport Cars World Championship, Nordic Challenge Cup, Interserie and CanAm series. A small number of road going cars were derived from it in 1967, called Alfa Romeo 33 Stradale.
The 1982 24 Hours of Le Mans was the 50th Grand Prix of Endurance, which took place on 19 and 20 June 1982. It was also the fourth round of the 1982 World Endurance Championship. As well as a significant anniversary, this was a watershed year for Le Mans, with the highly anticipated advent of the FIA's Group C regulations, the essence of which was to allow an open engine formula but a minimum weight for safety and a proscribed fuel allocation.
The 1981 24 Hours of Le Mans was the 49th Grand Prix of Endurance, and took place on 13 and 14 June 1981. It was also the eighth round of the World Endurance Championship of Drivers, and the fifth round of the World Championship for Makes.
The 1980 24 Hours of Le Mans was the 48th Grand Prix of Endurance, and took place on 14 and 15 June 1980. It was the seventh round of both the World Championship for Makes and World Challenge for Endurance Drivers. With neither the Porsche nor Renault works teams contesting the big Group 6 sports-cars for outright victory, it left the prospects open for a privateer victory from Joest, Rondeau or De Cadenet, or from Group 5 again, if they were to fail. The wet weather throughout the race further added to the uncertainty, reducing the advantage of the more powerful cars.
The 1979 24 Hours of Le Mans was the 47th Grand Prix of Endurance, and took place on 9 and 10 June 1979. With no other major works cars this year, the Porsche team were the strong favourites to win. Their competition would be from Cosworth-powered Mirages and Rondeaus and a swarm of Group 5 and IMSA-class Porsche 935s. The other big talking point was the presence of Hollywood actor Paul Newman, driving for Dick Barbour Racing.
The 1978 24 Hours of Le Mans was the 46th Grand Prix of Endurance, and took place on 10 and 11 June 1978. In many ways it was a continuation of the race from the year before – the two main protagonists would be the very evenly-matched works teams of Alpine-Renault and Porsche, with four cars each. The race was not valid for any championship.
The 1977 24 Hours of Le Mans was the 45th Grand Prix of Endurance, and took place on 11 and 12 June 1977. The second year of the FIA Group 5 and Group 6 regulations, it produced an exciting race right up to the end. Porsche had withdrawn from the Group 6 Championship, citing a lack of broad competition. Renault, before their move into Formula 1, decided to put its main racing focus for the year onto Le Mans. The two works teams were the pre-race favourites.
The 1976 24 Hours of Le Mans was the 44th Grand Prix of Endurance, and took place on 12 and 13 June 1976. This year the FIA introduced its new Group 5 and Group 6 regulations and the race was now open to nine distinct classes, although it was still not part of the World Championship seasons. Porsche introduced its new models, the 936 in Group 6, the 935 in Group 5 and the 934 in Group 4. In response, BMW had its modified 3.0 CSL in Group 5. It was the year that turbos arrived in considerable numbers, with over a dozen turbocharged entries, led by the Renault Alpine A442. It saw the arrival of French prototype manufacturers Jean Rondeau and Gérard Welter in a new GTP class and a first-time invitation to American IMSA and NASCAR entries.
The 1975 24 Hours of Le Mans was the 43rd Grand Prix of Endurance, and took place on 14 and 15 June 1975. Colloquially called the “Le Mans Economy Run”, stringent refuelling regulations were put in place. Unable to match the requisite 7mpg fuel economy the manufacturer teams from Ferrari, Alfa Romeo withdrew and Matra had retired from the sport at the end of 1974. Therefore, this only left Gulf and Ligier as front-running works-teams.
The 1974 24 Hours of Le Mans was the 42nd Grand Prix of Endurance, and took place on 15 and 16 June 1974. It was the fifth round of the 1974 World Championship for Makes. After Alfa Romeo had won the first race of the season at Monza, it had been Matra all the way and they came to Le Mans as firm favourites for a third consecutive outright victory, especially after Alfa Romeo withdrew its cars just before raceweek.
The 1972 24 Hours of Le Mans was a motor race staged at the Circuit de la Sarthe, Le Mans, France on 10 and 11 June 1972. It was the 40th running of the 24 Hours of Le Mans and the ninth race of the 1972 World Championship for Makes.
The 1971 24 Hours of Le Mans was the 39th Grand Prix of Endurance, and took place on 12 and 13 June 1971. It was the ninth round of the 1971 International Championship for Makes.
The 1970 24 Hours of Le Mans was the 38th Grand Prix of Endurance and took place on 13 and 14 June 1970. It was the 8th stage of the 1970 World Sportscar Championship season.
The 1969 24 Hours of Le Mans was a motor race staged at the Circuit de la Sarthe, Le Mans, France on 14 and 15 June 1969. It was the 37th Grand Prix of Endurance and was the eighth round of the 1969 International Championship for Makes. The race was open to Group 6 Prototype Sports Cars, Group 4 Sports Cars and Group 3 Grand Touring Cars.
The 1968 24 Hours of Le Mans was the 36th Grand Prix of Endurance, and took place on 28 and 29 September 1968 on the Circuit de la Sarthe, in Le Mans, France.
The 1967 24 Hours of Le Mans was the 35th Grand Prix of Endurance, and took place on 10 and 11 June 1967. It was also the seventh round of the 1967 World Sportscar Championship.
The Matra-Simca MS670 was a Group 5 prototype race car introduced in 1972 for the World Championship for Makes. The MS670 replaced the previous Matra-Simca MS660C.
Willibert "Willi" Kauhsen is a German former racing driver and racing team owner from Eschweiler in Aachen, Germany.
References
Armstrong, Douglas – English editor (1974) Automobile Year #21 1973-74 Lausanne: Edita S.A.
Clarke, R.M. - editor (1997) Le Mans 'The Ford and Matra Years 1966-1974' Cobham, Surrey: Brooklands Books ISBN1-85520-373-1
Clausager, Anders (1982) Le Mans London: Arthur Barker Ltd ISBN0-213-16846-4
Laban, Brian (2001) Le Mans 24 Hours London: Virgin Books ISBN1-85227-971-0
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