The British Racing Motors (unofficial) information centre.
The fastest Formula One Grand Prix of all time
Won by the BRM P160 and Peter Gethin
The
fastest ever Formula One race fell to BRM in 1971.
The race also produced the closest ever finish.
The closest ever "blanket finish" also occurred due to
the first five cars crossing the line together.
So the fastest race record was at last broken
in 2003 at the Italian GP - but BRM still have two of the fastest
three.
The five fastest Grands Prix up to the start of
2009
1 - 153.843mph 2003 Italian GP - Michael Schumacher Ferrari
2 - 150.755mph 1971 Italian GP - Peter Gethin BRM
3- 149.942mph 1970 Belgian GP - Pedro Rodriguez BRM
4 - 149.807mph 2002 Italian GP - Rubens Barrichello Ferrari
5- 148.597mph 1993 Italian GP - Damon Hill Williams-Renault
The five closest Grand Prix finishes up to the start of 2009
1- 0.01 seconds 1971 Italian GP won by Peter Gethin in BRM P160/01
also 0.61 seconds covered the first five finishers being the
largest "blanket finish".
2 - 0.011 seconds 2002 USA GP won by Rubens Barrichello Ferrari (an
attempt to "dead-heat" with team mate Schumacher?)
3- 0.014 seconds 1986 Spanish GP won by Ayrton Senna Lotus-Renault
4- 0.05 seconds 1982 Austrian GP won by Elio de Angelis Lotus-Cosworth
5- 0.08 seconds 1969 Italian GP won by Jackie Stewart Matra-Cosworth
How fast was the fastest race? My interest in Formula One motor
racing was cultivated in the mid 1960s on the writings of Denis
Jenkinson as MotorSport's "Continental Correspondent".
To spend the summer cruising around Europe in an E-type Jaguar
watching motor racing - Yes please ! The titanic "Jenks"
was always a law unto himself and (to the probable shock of the
English speaking world) often pointed out the Imperial numbers (in
miles per hour) that they cheered were meaningless to the metric
(kilometres per hour) majority in mainland Europe.
Different speeds have been quoted. Is this due to converting time
and kilometres to KPH and then to MPH? There is also the problem
that the mile of the USA is not quite the same as an imperial
mile.
One thing is certain, this is the only race won at over 150 mph.
As for the average speed in miles per hour, take your pick from
the following..............
Average speed 242.615 kph -55 laps being 316.25 kilometres in 1
hour 18 min 12.60 seconds (From Denis Jenkinson (DSJ) in
MotorSport October 1971)
150.75 mph - (Ivan Rendall in "The Chequered Flag") -
Fastest lap 153.49 mph
150.76 mph - 242.72 kph (0.01sec.) - (David Tremayne & Mark
Hughes in "The concise encyclopaedia of Formula One")
150.76 mph - (William "Bill" Boddy in "The History
of Motor Racing") - Fastest lap 153.49 mph
151.31 mph - (Louis T. Stanley in "Behind The Scenes")
On 15 August 1971 the Austrian Grand Prix was
held at the picturesque and demanding Osterreichring. Jo Siffert
in his BRM P160 scored a solid victory. Siffert's teammates did
not do so well, with Ganley retiring after only 5 laps and Gethin
and Marko trailing in at 10th. and 11th. both two laps behind.
Leaving one high speed power circuit with a win and heading to
another the team could expect their top driver to be right at the
front and could only hope that the other drivers were not right
at the back of the pack.
The 50th anniversary of the Italian Grand Prix
fell on 5th September 1971 at the historic Monza track.
Setting the scene
The late 1960's and early 1970's were a time of "adventurous"
design and engineering of aerodynamic aids (or WINGS, as simple
folk such as my self called them). Speeds were increasing and a
rash of chicanes was about to emasculate the high-speed circuits
of the world. While the aerodynamics were still relatively
inefficient and while high speed corners were left to the drivers
of great skills (or move bravery than brains!) slipstreaming
"trains" of cars were the norm at Monza. Unlike current
Formula One, drivers were able to race inches apart without a
great loss of grip around the corners and pass and re-pass with
the aid of the "sucking" effect of the hole cut in the
air by the leading car.
Most teams had come prepared to sacrifice cornering down-force
from aerodynamic devices in favour of lower drag, in the search
for more maximum speed. The works March 711s cars took advantage
of their bulbous round nose without its unusual front wing. BRM
ended up with various combinations. Gethin ran without front
wings and a rear wing with two vanes, but no end plates. Ganley
had the full set of front wings, rear wing with two vanes and end
plates. Siffert had a rear wing with two vanes and end plates
Saturday practice.
The Formula One lap record officially was still held by
Beltoise in 1 mm. 25.2 sec. in 1969 with a Matra M580. In
practice for the 1970 race Ickx in his Ferrari managed a lap in 1
mm. 24.14 sec.
Just before practice ended at 6.30 p.m. there was a mad rush and
cars could be seen going down the back straight at no more than
80 or 90 mph. with the drivers peering intently in their mirrors
waiting for someone to go by and provide a slipstream "tow".
Every now and then a bunch of cars would get together and there
was some pretty hectic driving taking place as everyone tried to
get an ultra-fast lap time. Most drivers got themselves confused
with too many cars so that they got in each other's way, but one
or two timed things right and Schenken had his Brabham in the
draught of a bunch of cars so that he was gaining speed, at which
point Amon caught him up and used his slipstream to waft by and
get in a lap of 1 mm. 22.40 sec., an average speed of 25 1.213 k.p.h.
(nearly 156 m.p.h.).
Race day
STARTING GRID
1 | C. Amon | Matra-Simca V12 - MS120B/06 | 1 min. 22.40 sec. |
2 | J. Ickx | Ferrari flat-12 - 312B/l No. 4 | 1 min. 22.82 sec. |
3 | J. Siffert | BRM V12 - P160/02 | 1 min. 23.03 sec. |
4 | H. Ganley | BRM V12 - P160/04 | 1 min. 23.15 sec. |
5 | F. Cevert | Tyrrell-Cosworth V8 - 002 | 1 min. 23.41 sec. |
6 | R. Peterson | March-Cosworth V8 - 711 /6 | 1 min. 23.46 sec. |
7 | J. Stewart | Tyrrell-Cosworth V8 - 003 | 1 min. 23.49 sec. |
8 | G. Regazzoni | Ferrari flat-12 - 312B/2 No. 5 | 1 min. 23.69 sec. |
9 | T. Schenken | Brabham-Cosworth V8 - BT33/3 | 1 min. 23.73 sec. |
10 | H. Pescarolo | March-Cosworth V8 - 711/3 | 1 min. 23.77 sec. |
11 | P. Gethin | BRM V12 - P160/01 | 1 min. 23.88 sec. |
12 | H. Marko | BRM V12 - P153/07 | 1 min. 23.96 sec. |
Emerson Fittipaldi used the Pratt & Whitney
gas turbine powered Lotus T56B/1. He qualified 18th. With a time
of 1 min. 25. 18 sec. His race resulted in a steady eighth place,
one lap behind.
In the Sunday morning warm-up hour from 10 am. Siffert used the
time to bed in the new engine of BRM P160/02.
The race
The afternoon saw the assembly of a "power" grid
with V-12 & flat-12 cylinder engines dominating. Matra,
Ferrari, BRM and BRM being ahead of the first Cosworth V-8 of
Cevert's Tyrrell.
The race started with a battle of the Swiss as Regazzoni took his
Ferrari into the lead from the start (from the fourth row !) and
had the BRM of Siffert alongside at the end of the first lap. The
leading pair were followed by Stewart (Tyrrell-Cosworth), Ganley
(BRM) and Peterson (March-Cosworth).
By lap four Peterson was leading followed by Stewart in second
place, Siffert back to third and then Regazzoni. As "Jenks"
reported in the MotorSport report of the race "...it was all
instant stuff .... with their wheels almost touching one another
.... there was no nonsense about race-tactics, it was "Harry
Flatters" for all concerned." All this was taking place
at an average speed of 150 m.p.h.
The BRM of Marko was having engine trouble and after a visit to
the pits came to a halt out on the circuit. The BRMs of Siffert
and Ganley BRM were suffering in the afternoon heat and running
hotter than was safe, especially when slipstreaming close behind
other cars. Siffert dropped back to cool down a little.
Quarter distance on lap 13 saw Peterson lead Cevert followed by
Regazzoni, Stewart, Ickx, Siffert (BRM), Ganley(BRM), Hailwood,
Amon, Gethin (BRM), Oliver and Pescarolo. Siffert dropped back
again due to high water temperature on lap 15, while on lap 16
Stewart pulled off with his special Cosworth having expired.
Shortly afterwards Ickx got back to the pits with engine trouble,
to be followed on lap 18 by his team mate Regazzoni's with
another broken Ferrari engine. At this pace, only the strong
would survive.
Lap 25 was a glory time for two British World Champion
motorcyclists when Mike Hailwood took the lead for the team of
John Surtees
Siffert took his cooled BRM into the lead again on lap 28, with
the other BRMs of Ganley in sixth and Gethin was running in a
distant seventh. The hopes of BRM took a severe knock when
Siffert found his car stuck in fourth gear. The BRM team leader
had a frustrating time with a car over-geared for the corners and
under-geared for the straights.
Amon, Peterson, Hailwood and Cevert were giving the crowd their
thrills at "the sharp end" as the race worked its way
to a close. BRM were now playing only a minor part in the
proceedings' Ganley within sight of the leading group with his
engine feeling the strain and Gethin within sight of his team
mate with a healthy engine despite his enthusiastic use of well
over the recommended 10,500 r.p.m
On cue for a spectacular finish the race result started appear
from the "cut and thrust" with five to go. The
legendary Amon luck struck when the ace removed the dirty rip-off
cover from his visor. Sadly it and main visor were detached,
forcing the driver to slow down due to the high-speed blast of
air. To add insult to injury Amon's Matra engine went "off
colour" and that was the end of his challenge. Things, on
the other hand, were looking up for Gethin. After many laps of
lonely effort he joined the leading gaggle for the crucial final
laps.
Lap 53 Gethin lead Peterson and Cevert in close order.
Lap 54 Peterson was ahead of Cevert, Hailwood and Gethin. As in
the tradition of a Monza slipstream battle the order anywhere
except in the final dash out of the last corner would not give a
clue to the final result. The only certainty was that there would
be a first time winner, as all of the "stars" had
fallen by the wayside.
Lap 55 - The last lap Cevert led along the last straight (not
always the most advantageous position). Peterson dived into the
lead under braking for the last corner (not always the most
advantageous position!). While Peterson and Cevert fought each
other around the Curva Grande, each determined to deny the other
victory; Gethin came out of the corner leading. The leading four
headed for the line inches apart with Ganley in fifth close at
hand. Five feet crushing accellorators to the floor, five
screaming engines and in the blink of an eye BRM had won the
fastest, closest and most crowded Grand Prix finish of all time.
The Results
42nd ITALIAN GRAND PRIX-Formula One-55 laps-316.25 kilometres
1st. P. Gethin (BRMP160/01) - 1 hr. 18mm. l2.60sec at 242.6l5k.p.h.
---- at record speed
2nd. R. Peterson (March 711/6) - 1 hr. 18mm. 12.61 sec. ----
after a gap of 0.01 sec.
3rd. F. Cevert (Tyrrell 002) - 1 hr. 18 mm. 12.69 sec. ---- after
a gap of 0.08 sec
4th. S. M. B. Hailwood (Surtees TS9/004) - 1 hr. 18 mm. 12.78 sec.
---- after a gap of 0.09 sec
5th. H. Ganley (BRM P160/04) - 1 hr. 18 mm. 13.21 sec. ---- after
a gap of 0.43 sec
A blanket finish of 5 cars in 0.61 sec.
6th. C. Amon (Matra-Simca MSI2OB/06) 1 hr. 18 mm. 44.96 sec. -
pondering over an "easy" win lost as he squinted
through his visor-less helmet?
9th. J. Siffert (BRM P 160/02) finished 2 laps behind - pondering
over an "easy" win lost due to gearbox problems as he
struggled to the end jammed in fourth gear?
H. Marko (BRM P153/07) Retired on lap 4 with ignition problems -
pondering over what could have been after starting alongside his
team mate and eventual winner?
23 starters - 12 finishers
As a key member of the BRM management and also one of the most outspoken observers of the Grand Prix world here is an insight into the race and it's winner.
"Peter Gethin and Monza" - (Louis T. Stanley from his book "Behind the Scenes" 1985)
"In Grand Prix racing Peter Gethin appeared to be
something of a lightweight, an impression that proved deceptive.
Son of the well-known jockey, Ken Gethin, he was born in Ewell,
Surrey, on 21 February 1940..............
Generally speaking, Peter Gethin's stay was in a low key but
redeemed by one purple patch that found a place in the record
book. The setting was Monza, that seething cauldron of Italian
fervour where speed is worshipped and the memories of Alberto
Ascari.
Wolfgang von Trips and Jochen Rindt linger. It is also the shrine
of Ferrari tradition. In short, the Italian Grand Prix is a
daunting test of machinery and nerve.
There were four B.R.M.s on the grid. Chris Amon was on pole
position in a Matra, with a new lap record under his belt. Jackie
Ickx came next in a Ferrari, then the B.R.M.s of Jo Siffert and
Howden Ganley. Peter Gethin was in 11th place next to Helmut
Marko, also in a B.R.M. At half-distance Gethin was not in
contention, lying seventh, and some 9 seconds behind the leading
half dozen who were circulating under an umbrella of 1.6 seconds.
It was a miserable position. He had lost the tow, the tail-enders
were no threat, but in no way was he making any impression on
those in front. Once in that sort of no-go land, chances of
success are remote. The only way to narrow the gap was hard
driving. Gethin put the boot in and worked his way to sixth place
by lap 35, 5.6 seconds behind the pack.
Five laps later the gap behind the leader had shrunk to 4.9
seconds. With 10 laps remaining Gethin was only 3.3 seconds
behind the front man and 2 seconds behind his teammate, Ganley.
Lap 48 saw him up with Ronnie Peterson, François Cervert, Mike
Hailwood and Howden Ganley. Amon had dropped out of contention.
On laps 52 and 53 Gethin took advantage of the slipstreaming and
went into the lead to test BRM. power alongside the others. It
looked promising so he dropped back waiting for the final lap."
D. S. J. Of MotorSport was dedicated to finding out what really happened Formula One. He also had a healthy disrespect for drivers talk not quite matching their actions. This is his investigation of the fantastic last few seconds of the race.
"After the race it was interesting to listen to
Cevert and Peterson explaining why they did not win, when they
started the last lap each confident that he had got it all worked
out for victory. During the closing laps Peterson's March split
an exhaust pipe and he told how he was 300 r.p.m. down on maximum
due to this. However, he explained that he was able to stay with
Cevert by braking harder and later. (Who asked why he was not
braking at the maximum before the exhaust pipe split?) He had it
worked out that he could pass Cevert's Tyrrell between the last
corner and the finish if necessary, as he had tried it a number
of times during the last 15 or more laps.
Cevert counteracted by saying that he had a much more powerful
engine than Peterson and could pass the March any time he wanted
to, but did not intend to show Peterson this until the final
sprint (and I thought they were racing "Harry Flatters"
!). Cevert's plan was to lead down the back straight, let
Peterson lead into the last corner and pass him on the run-in to
the finish by reason of his superior engine. He did not want to
lead at the last corner in case Peterson got in his slipstream
and "jumped" him at the line. At this point Peterson
asked Cevert why he braked so late into the last corner, because
it forced the Swede to brake even later and go sliding wide.
Cevert insisted that he had not braked late, and in fact had
braked early to lure Peterson by. Seeing the March in a full-lock
slide on the outside of the last bend Cevert decided to pass on
the inside but at that moment saw his right-hand mirror full of
BRM with Gethin really standing on the brakes and also heading
for the inside. Thinking he would get run into he moved to the
left, nearly collecting Hailwood's Surtees in the process, and
Gethin nipped through to lead the sprint to the finish. Normally
he used third gear on the BRM for this corner, revving to 11,500
r.p.m. in third and fourth up the finishing straight. This time
he used his very high second gear, which got him out of the
corner quicker and helped him to hold the others off in the
acceleration match.
After all the explanations by the Frenchman and the Swede I
suggested to Gethin that he had been a bit unruly on the last
corner. He grinned and said: "They left the door open and
there was room for my BRM so I went through." Then he added:
"It was a bit tight, but isn't that what racing is all about
?" My only comment was "good on you, mate". I may
be wrong but I got the impression that neither Peterson nor
Cevert fitted Gethin into their calculations, which is strange
considering that he appeared from way behind to lead on lap 52
and 53, so they must have known he was about the place. Later
when I mentioned to Gethin that Cevert said he had had to move
over to avoid an accident, saying (righteously, I thought) that
he would rather settle for second place than risk an accident,
the Londoner looked all innocent and said: "I thought he'd
move over when it got tight." That last corner fracas was
really rather interesting for in it you could see the characters
of the three drivers concerned. Peterson is a charger, with not
too much racing intelligence, Cevert is a beautiful young man who
is timid and doesn't want to get hurt, and Gethin is a tough
little Londoner who has obviously grown up the hard way. Poor old
Hailwood, who was there on the spot, didn't get a look in, apart
from nearly being struck by Cevert's Tyrrell."
V1.3 - 4 March 2009.
© David Hodgkinson 2001-2009. All rights reserved.