XX Grand Prix of Monaco

A race of decimation

Monte Carlo, June 3rd.

Due to a shuffling of the calendar this year the Monaco G.P. was not the first Grande Epreuve, the
Dutch G.P. already having been held, so that everyone arrived in the Principality ready to do battle,
this year's form having been indicated at Zandvoort, where B.R.M. ran away with the race. Once
again the entry of 16 cars for the Monaco race was decided by ten invitations and six qualifiers from
the remainder of the entry of 23. As Marsh (B.R.M. V8) and Businello (de Tomaso) did not appear
this automatically reduced the qualifiers to eleven. Invited entries were two each from Porsche,
B.R.M., Cooper, Lotus and Ferrari ; these drivers being Bonnier, Gurney, G. Hill, Ginther,
McLaren, Maggs, Clark, Taylor and P. Hill, the second Ferrari being nominated as "X". To qualify
were Brabham (Lotus-Climax V8), Trintignant (Lotus-Climax V8), Lewis (B.R.M. V8), Salvadori
and Surtees (Lola-Climax V8), Gregory (Lotus-B.R.M. V8), Ireland (Lotus-Climax V8), Vaccarella
(Lotus-Climax 4), de Beaufort (Porsche 4), Siffert (Lotus-Climax 4), and either Banditti or Mairesse
(Ferrari), whichever was not nominated for "X". In addition R. Rodriguez was present with a
training Ferrari. As can be appreciated the quality of the "also rans" was as high as the invited list
and it seemed unreasonable that Bonnier and Maggs should not have to qualify as they were both in
obsolete cars, though officially works drivers. After Zandvoort, Porsche went home and decided to
give Monaco a miss, as they had been disappointed with the performance of the new 8-cylinder
cars, but after the way the 2-litre 8-cylinder cars had performed in the 1,000 kilometres at
Nurburgring they had second thoughts. Gurney and Hanstein were all for racing the new cars no
matter how they performed, and after a long struggle won the day and got one 8-cylinder car for
Gurney to drive. Bonnier was relegated to an old 4-cylinder car, the red one from the Scuderia
Venezia, which Porsche fettled-up for the occasion. John Cooper naturally entered his two works
drivers, McLaren on the lone Cooper V8 and Maggs with last year's 4-cylinder car. In a race limited
to only 16 cars, and with such a galaxy of talent waiting to qualify with brand new machinery, it
was wrong that two drivers with obsolete cars that might well get in the way of the fast stuff should
be guaranteed entries just because the factories nominated them. But Monaco was always tainted
with a touch of comic-opera.

Practice began at a very reasonable hour on Thursday afternoon in warm and dry conditions, and
Gurney arrived back from Indianapolis just in time to take out the lone 8-cylinder Porsche. The pit
area was full of interest and excitement, U.D.T.-Laystall having two new Lotus 24 models, one with
the V8 Coventry-Climax from the car Ireland crashed at Zandvoort, and the other with a new V8
B.R.M. engine, both cars using 5-speed Colotti gearboxes. Ireland was in the first car and Gregory
in the second, the B.R.M. engine using Weber carburetters and short stub exhaust pipes entirely
unsupported; they also had an old 4-cylinder Lotus as a spare. Another new car was the Rob Walker
entry for Trintignant, being a Lotus 24 with Coventry-Climax V8 engine, and as a precaution they
had the old 4-cylinder Lotus with them that Trintignant had used to win at Pau. B.R.M. had a brand
new car for Ginther, this being to 1962 pattern but having a 6-speed Colotti gearbox as an
experiment, and downswept exhaust pipes feeding into large-diameter tail-pipes mounted under the
rear suspension. The nose cowling on this car was especially shortened for Monaco "street brawls"
and Graham Hill's car, which was his Zandvoort-winning car, had also had the nose cowling cut
down. As a spare they had the 1961/62 chassis car that Ginther had driven at Zandvoort, all three
cars being on fuel injection. Jack Lewis was running his V8 B.R.M. as a private entry, though
Marsh had been entered by the Owen Racing Organisation, but it seemed he had no intention of
turning up.
The Bowmaker team of Lolas were as at Zandvoort, with Surtees and Salvadori, except that the
Surtees car now had tubular top suspension arms on the front in place of the U-section ones, and the
geometry of the rear end had been altered. Yeoman Credit have apparently dropped out of the
running so that it is now the Bowmaker H.P. team, but the personnel remains the same and the cars
still use Coventry-Climax V8 engines and Colotti gearboxes, and both cars had short, blunt nose
cowlings. The Team Lotus drivers had the same cars as at Zandvoort, Clark with the "monocoque"
Type 25 and Taylor with the more orthodox Type 24, both with Coventry-Climax V8 engines and
ZF gearboxes. Brabham was still running his bright green Lotus 24 with Climax V8 engine, there
being no sign of the Brabham car as yet, though some of his Juniors were entered for the Monaco
Junior race. There was a galaxy of Ferraris entered by the factory. Hill, Bandini and Mairesse had
120-degree V6-engined cars as raced at Zandvoort, except that all three were using the wide rear
wishbones tried out by Hill in Holland, but the top spring anchorages were of the close-in old
pattern, so that the coil-springs were inclined more steeply. As a spare car there was an old 65-
degree V6-engined car, which Rodriguez drove. Finally there were two private owners, de Beaufort
with his old 4-cylinder Porsche and Siffert with his Lotus-Climax 4-cylinder.

Last year the fastest lap in the race had been a scorching 1 min. 36.3 set. recorded by Moss and
Ginther in the heat of their battle, whereas best practice time had been only 1 min. 39.1 sec., so it
was reasonable to suppose that anyone worthwhile would get below 1 min. 40 sec. and the faster
drivers would approach 1 min. 36 sec. The B.R.M. team were very confident and Graham Hill was
soon out and setting the pace, but Clark was hot on his heels, and Surtees was having a real try even
though the Lola was not handling perfectly, but it was definitely showing improvement. Gurney
was well under the 1 min. 40 sec. mark, thus encouraging Porsche, and Phil Hill was setting the
pace for the Ferrari team, his full-opposite lock slides with the power well on round the Gasworks
hairpin were reminiscent of Fangio in his heyday with the 250F Maserati. The B.R.M. and Lotus
drivers, taking more orthodox lines, were having to wait until the understeer dissipated itself before
opening up their V8 engines. Ginther was not at all happy with the new B.R.M. and was in
continual trouble with the throttles not opening smoothly. The Lucas injection system uses a sliding
plate throttle for each bank of four inlet pipes and a heavy pressure is needed on the pedal to
overcome the friction. Graham Hill was not having this trouble, presumably because he has bigger
and heavier feet than the diminutive Ginther! The high-revving and nervous V8 engines certainly
call for some delicate throttle control at times. The two U.D.T.-Laystall cars were showing almost
identical lap times, but as the Climax V8 car had only recently been assembled and there had been
no time to get adjustments spot on, and the B.R.M. V8-engined car was out for the first time and
was an entirely unknown quantity, nothing very much could be concluded. While more people were
below 1 min. 40 sec. than were expected in this first practice, the fastest were not as close to 1 min.
36 sec. as anticipated. However, the results and general pace were good, as the accompanying table
shows, and the battle for the all-important starting-grid positions was well under way, with Clark
and Graham Hill heading the list. With practice ending at 3.30 p.m. and the next session due on the
following morning at 7.15 a.m. there was not much respite for the mechanics, but unlike last year
there were no major prangs to straighten out, for all the drivers had behaved themselves.

Almost unbelievable for Monte Carlo, rain was falling before practice began on Friday morning,
and it continued to fall for most of the day. As a practice period it was a washout in more ways than
one, and at times the rain was so heavy that it was bouncing off the road. Team Lotus had brought
out a new car, this being a Type 24 with B.R.M. V8 engine and Colotti 6-speed gearbox, and
though both Clark and Taylor tried the car there was no hope of learning anything. Brabham was in
trouble with a water-logged engine and never did get started, and the only man who looked quite
happy and unperturbed by the conditions was Graham Hill, who was going round very smoothly in
the B.R.M. Siffert was also driving very nicely in the wet and, oddly enough, all the Ferraris were
going well. There was a new Ferrari at the pits, with the 1962 chassis having the 6-speed gearbox in
between the engine and the back axle, though it still had the old 120-degree V6 engine. Phil Hill did
but one lap in this car. Mairesse was fastest of the Maranello drivers, he being the only one to get
below 2 min. and join Graham Hill (B.R.M.) in the under-2-min. group. Vaccarella was out for the
first time, in the Venezia Lotus-Climax 4-cylinder, and it also proved to be his last outing, for after
keeping up with Bandini for a number of laps he spun and bent the Lotus badly. Practice finished at
9 a.m. and most people spent the rest of the day trying to dry out, while for once mechanics had
plenty of time for checking and servicing as the final practice was not due until 2 p.m on Saturday
afternoon.

After the frustrations of Friday practice everyone came out with a rush and roar on Saturday
afternoon and the pandemonium and excitement was terrific; the weather was perfect and everyone
was out to improve their position on the grid or qualify among the also-rans. Lotus were involved in
some film making and lost valuable time, while Graham Hill got on with the job and soon set
F.T.D. with a lap in 1 min. 35.8 sec., which was more like what was expected; at that he rested on
his laurels and watched how the others were getting on. Phil Hill had the new Ferrari out, with the
Perspex screen cut down to allow air to blow into the cockpit, while Mairesse and Bandini had their
Perspex screens removed completely and replaced by tiny aero-screens that dated back to the days
of Mike Hawthorn and the V8 Lancia-Ferraris. Trintignant was more than justifying Rob Walker's
faith in his ability and was really cracking round, well inside qualifying time, which looked like
being below 1 min. 38.5 sec., or faster than last year's fastest practice lap! Jack Lewis came into his
pit with petrol pouring from loose carburetter unions and Surtees came in with gearbox trouble on
the Lola. The Cooper team were getting on quietly and efficiently with Wally Hassan and a Weber
expert getting McLaren's V8 engine sorted out, their Zandvoort gearbox trouble being overcome by
making a larger-diameter input drive shaft. Nobody could approach Graham Hill's time, though
many were down in the 1 min. 36 sec. bracket, including Mairesse and Gurney, the 8-cylinder
Porsche beginning to show the sort of performance that was expected of it. These two had recorded
1 min. 36.4 sec., which equalled McLaren's time, which the New Zealander had set up with little
fuss. Team Lotus had all three works cars out and Clark tried them all, even to doing some laps in
Taylor's car without changing numbers! The Lotus pit was terribly cluttered up with film stars and
hangers-on and Jimmy was getting a little tired of it all. Shortly before practice was due to finish,
with Graham Hill still holding F.T.D., the French TV people persuaded him to do a lap in the
B.R.M. to make some TV film, and while he was playing about doing this Jimmy Clark went out in
the Climax V8 Lotus and made a new F.T.D. and gained pole position on the grid. This little effort
was more in anger than good driving, for he had become a bit short tempered with the cinema
comedy. When Graham Hill stopped playing cinema he found he had lost his pole position! Who
allows the TV and cinema people to infest the pit area, where some people were trying to take their
racing seriously? And as for team managers who are not strong willed enough to say "------ off" . . .
or perhaps they enjoy the diversion!

The timekeepers did their best to sort out all the times and decide which six "extras" would start,
but they completely overlooked a 1 min. 37.0 sec. by Innes Ireland, so there was a certain amount of
revising during the evening. The final sixteen are shown on the grid and the lucky six were
Mairesse, Brabham, Trintignant, Ireland, Surtees and Salvadori. It was very hard on Siffert, who
had done a remarkable 1 min. 38.9 sec. with his 4-cylinder Lotus, beating "invited" drivers Ginther,
Taylor, Bonnier and Maggs, and Lewis who equalled Ginther's works car time with his private
B.R.M.

On Sunday while the cars were assembling at the pits the rain came down again, but as the time of
the start approached the sun shone, a breeze blew and the road dried rapidly. The Team Lotus
B.R.M.-engined car was not yet right so Clark had the "monocoque" Climax V8 and Taylor the
Lotus 24 with Climax V8. The gearbox on the new B.R.M. works car had given trouble so Ginther
was using the 1961/62 car, Graham Hill keeping to his regular mount; and the Ferrari team were all
using the old-type 120-degree V6-engined cars.

By 2.45 p.m. everyone was on the grid, all the engines were running, Louis Chiron was carefully
counting-down, 30 sec., 20 sec., 10 sec. At 5 sec. he raised the flag and in a last-minute panic
dropped it at the 3-sec. mark. Drivers had been warned that jumping the start would entail a 1-min.
penalty (shades of B.A.R.C.) so the early starting signal caught a lot of people on the hop. Not
however Mairesse, for he shot through from the second row, collided with Clark and Graham Hill,
who were a bit slow off the mark, and the Lotus jumped sideways about a foot and the Ferrari was
through and heading for the Gasworks hairpin with a length or more lead. This terrific start meant
that Mairesse arrived at the corner going much too fast and on the inside. He stood on everything,
got into a full-lock slide and uncontrollably slid past the apex of the hairpin and this caused a
"chain-reaction" that resulted in a complete shambles. Clark (Lotus), Hill (B.R.M.) and McLaren
(Cooper) were still in front-line order and seeing the red Ferrari sideways-on they braked hard,
Clark almost coming to a stop on the inside. McLaren and Hill were quick to dive through, one on
each side of the sliding Ferrari, towards the apex of the hairpin, and they led away up the back
straight. Mairesse held his slide, got control and stormed after them, but behind there was chaos and
confusion. The unexpected heavy braking of the front-line caused those immediately behind to try
to dodge, and Ginther (B.R.M.) hit Trintignant (Lotus), who spun and collected Ireland (Lotus),
who also spun. Ginther's impact bounced him off the Lotus and his right rear wheel hit the back of
Gurney's Porsche. Meanwhile Trintignant hit the sea wall, spun back and landed up against the
straw bales, Ginther went head-on into the bales and Ireland spun backwards into the bales, the rest
of the field pushing and shoving their way round the corner and Taylor's Lotus bending its nose
cowling vertically upwards. When the dust had settled Ginther's car was minus a rear wheel, hub
carrier, brake and drive-shaft, the whole assembly unfortunately having down over the bales and
injured a marshal. Rob Walker's brand new Lotus V8 was bent in all directions and derelict with its
radiator torn right off, Gurney's Porsche had had the rear of its gearbox broken off, and Ireland was
realising that his Lotus-Climax V8 was not badly damaged and he drove to the pits to have a broken
petrol pipe repaired, where Taylor was having his nose cowling broken off. Ginther walked back to
the pits, taking the blame for the mix-up as he thought his throttle had stuck open, but it was more
likely an impression gained by the cars in front of him stopping more abruptly than anticipated. As
if all this was not enough, Mairesse spun at the station hairpin and there was some more bumping
and boring, this time without any more breakages. There was a pretty mild old panic as the field
came round the Tobacconist Corner, for the debris at the hairpin was still being sorted out, so that
they all went by comparatively slowly, McLaren leading from G. Hill, P. Hill, Bonnier, Bandini,
Clark, Maggs, Brabham, Surtees and Salvadori. Some time later a very deflated Mairesse arrived,
followed by Taylor, while Ireland was still at the pits. The next lap was equally quiet, though
Bonnier was put back in seventh place by Brabham and Clark, and on lap three the race began in
earnest. Graham Hill began to close on McLaren, Brabham closed up on Bandini and Surtees and
Maggs prepared to pass Bonnier, while Ireland had at last started racing, his Lotus looking a bit
tattered around the tail but otherwise going all right. It did not take Hill very long to catch McLaren
and on lap seven the B.R.M. came by in the lead with McLaren obviously having settled for a good
second place. Clark was beginning to recover from the starting shambles and had passed Bandini,
and Mairesse stopped at the Ferrari pit very briefly.

At 10 laps Hill's B.R.M. led by nearly 3 sec. from McLaren's V8 Cooper-Climax, with Phil Hill's
Ferrari 4 sec. behind, followed by Brabham (Lotus-Climax V8), Clark (Lotus-Climax V8), and
Bandini (Ferrari). Already there was a long gap before Surtees arrived, followed by the rest of the
runners, Mairesse being nearly a lap behind and Ireland bringing up the rear. Phil Hill was
beginning to close up on McLaren and Clark was challenging Brabham and then on lap 12 the
Ferrari team leader spun on the sea front and the two Lotus V8s of Brabham and Clark nipped by.
Apart from a few spots of rain falling nothing much happened up to lap 20, though Clark was
obviously preparing to pass Brabham and take third place. This he did on lap 22, and by the way he
stormed up on McLaren it was obvious that Brabham had been holding him back. Graham Hill was
circulating serenely in the lead, now 7 sec. ahead of the works Cooper, but the danger now was
Clark, who caught and passed McLaren with no trouble at all and began to set fastest laps one after
another. At 25 laps, or quarter distance, Maggs, Bonnier, Salvadori and Mairesse had all been
lapped, while Ireland was a long way back in trouble now with a leaking fuel tank. Taylor gave up
at this point as he had an oil leak dripping on the pedals, and though pit stops had been made to try
and stop the leak, and to mop up the mess, it was useless. At 30 laps the order was G. Hill (B.R.M.),
Clark (Lotus), McLaren (Cooper), Brabham (Lotus), P. Hill (Ferrari), Bandini (Ferrari) and Surtees
(Lola), the remaining five runners being well behind. Clark was now in a record-breaking mood, his
gearbox working properly, whereas at the beginning of the race he was having trouble with gear-
changing. In a remarkable series of fastest laps he made up the distance between his Lotus and the
steadily and well-driven B.R.M. in the lead. Graham Hill was well aware of the situation and with a
new out-and-out lap record on lap 42 in 1 min. 35.5 sec. Clark closed up to within 1 sec. of the
B.R.M., but at that point Graham Hill kept him at bay. This little bit of pressing on left everyone
else way behind and meant that Banditti and Surtees were near to being lapped. On lap 45 there was
still 1 sec. separating the works B.R.M. and the works Lotus, which meant they were in sight of one
another most of the lap. Surtees had just caught and was passing Bandini when Graham Hill came
up behind, hotly pursued by Clark. In the ensuing brief scuffle Hill made the most of the
opportunity and got round the Tabac corner just in front of Surtees and Bandini, leaving Clark
behind them, and wasted no time in getting down to the Gasworks Hairpin, braking really heavily,
nipping round the corner and screaming away on lap 46, leaving Clark still looking for a way past
the Lola and Ferrari who were racing for sixth place. This little mix up allowed Hill to regain a lead
of 6.5 sec. at lap 48, and this increased to 8 sec. on the next lap as Clark was now held up due to
having to lap Ireland on the twisty part of the circuit. At 50 laps, which was half distance, Clark had
not regained his former pace as he was in trouble with gear-changing again, and by lap 52 he had
dropped back to 15 sec., followed by McLaren, Brabham, Phil Hill, and now a lap behind the leader
Surtees and Bandini. Still running, but a long way back, were Bonnier and Mairesse, and Ireland
was still in and out of the pits, being sick from petrol fumes at the same time. Clark's trouble was
more serious than mere gear-changing problems and on lap 56 he came to rest out on the circuit
with a broken clutch.

The impending rain was mercifully holding off and Graham Hill was now completely unchallenged,
but his American namesake was getting very close to Brabham, having been closing the gap foot by
foot for many laps. As the B.R.M. went through the Casino square McLaren's Cooper V8 was
rounding the Gasworks Hairpin and Brabham was taking the chicane on to the harbour front, with
Phil Hill close behind. These four were the only ones on the same lap, Surtees and Bandini being
just one lap down on the leader, but not yet being caught by McLaren. Having taken the advantage
of lapping slower cars to get rid of Jimmy Clark, the situation was now bouncing back on Graham
Hill, for no longer being challenged for the lead he wanted to ease off a bit, having 45 sec. lead, but
the moment he eased off he had Surtees right on his tail, with Bandini close behind. Behind this
awkward situation Phil Hill got right up to Brabham's tail and then overdid it on a corner and
dropped back to a 5-sec. gap, courageously starting to catch up all over again. The leader's situation
was getting desperate for the B.R.M. engine was beginning to blow smoke from its breathers and
Hill badly wanted to ease the pace a bit, but always Surtees was right behind and pushing hard; he
had to for Bandini was closing on the Lola and was obviously going to have a go at regaining fourth
place. Graham Hill had let his lead drop to 36 sec. and meanwhile his namesake had re-caught
Brabham and this time made no mistake and took third place on lap 76. The Australian Lotus driver
was looking very hot and tired, and had been so for many laps, while Phil Hill was looking
beautifully calm and confident. On lap 77 Brabham "lost it" going round the Casino square and
went off the road and up a grass bank, digging a great lump out of the Royal turf. Although he was
able to drag the Lotus back onto the road and restart down the hill to the Mirabeau, his race was run
for the front suspension was bent and he limped slowly round to the pits to retire.

The position of the leader was now precarious and, tired of the pressure of Surtees and Banditti,
Graham Hill let the Lola by, but after only three laps of being between the duelling Lola and Ferrari
he had lost 4 sec. to McLaren and now had only 30-sec. lead. This situation was not good so
Graham re-passed Surtees on lap 84, the B.R.M. smoking even more, but all this messing about
meant that McLaren was now only 28.5 sec. behind, and meanwhile the Ferrari pit, seeing that Phil
Hill was well wound-up, gave him the "flat-out" signal, which told him to give the Ferrari all it had
got and if it blew up the pit would take the consequences. The position of the B.R.M. now looked
anything but confident and on lap 87 Bandini was right behind Surtees' Lola. As they rushed down
to the Gasworks Hairpin Bandini made up his mind, raised a hand as a signal to the Marshals, and
Surtees if he was looking in his mirror, and leaving his braking extra late he dived through on the
inside and chopped Surtees off just as he was going to lock over for the hairpin. It was as neat a
piece of forceful Grand Prix driving as one could want to see, and looking completely relaxed and
confident Bandini accelerated away from the hairpin in fourth place, snicking through his 6-speed
gearbox with some splendid gear-changes.

On lap 90 Graham Hill had only 26 sec. lead over McLaren and next time round there was
obviously something wrong for he was back between Banditti and Surtees and, as the B.R.M. went
past the pits heading for St. Devote corner a rough note came into the V8 exhaust note. He came
round again but B.R.M. supporters had their fingers crossed, and as the car went up the Hill to the
Casino it was obviously sick. Poor Graham Hill got as far as the Mirabeau hairpin on lap 93 when
there was a bang from the engine and he coasted down to the Station with oil pouring from the
underside of the car. As he got out, McLaren rounded the hairpin to take the lead and a few seconds
later Phil Hill charged by, thrashing the Ferrari V6 engine for all he was worth. An agitated Cooper
pit was keeping McLaren informed of the situation but the young New Zealander was as calm as
ever, knowing just how he stood and not getting flustered. At 95 laps, with only five to go, the
charging Ferrari was 12 sec. behind the very healthy Cooper-Climax V8, the next lap 11 sec., then
8.5 sec., then 7 sec., and the Ferrari supporters were going wild, and the rest were waving McLaren
on excitedly. As they finished lap 99 there was only 5 sec. between the Cooper and Ferrari, but
McLaren was smiling quietly to himself for he was quite confident that even if Hill did chop off 5
sec. on this last lap he still had to get past. In a splendid display of self control McLaren finished the
last lap with the red Ferrari in full view in his mirrors, only 1.3 sec. behind, but 0.3 sec. would have
been enough. Phil Hill's efforts had been more than worthy of the World Champion, and the Ferrari
engine had more than proved its strength. In third place, on the same lap as the winner, was Lorenzo
Bandini, no mean feat on the twisty Monaco circuit after 100 laps, and the young Italian had driven
an excellent race, looking calm and unruffled at all times. Surtees was fourth just over a lap behind
the winner, and trailing round at the end came Bonnier in the old Porsche, completely lacking in
front shock-absorbers. Mairesse had kept going until lap 90 when he managed to switch off just
before the engine burst, and he coasted into the pits to retire.—D. S. J.

Monaco Grand Prix - Formula One - 100 laps - 3.145-km. - circuit 3.145 Kilometers -
Overcast

1st: B. McLaren (Cooper-Climax V8) - 2 hr. 46 min 29.7 sec - 113.396 k.p.h
2nd: P. Hill (Ferrari 120-V6) - 2 hr. 46 min 31.0 sec.
3rd: L. Bandini (Ferrari 120-V6) - 2 hr. 47 min 53.8 sec.
4th: J. Surtees (Lola-Climax V8) - 1 lap behind
5th: J. Bonnier (Porsche 4-cyl.) - 7 laps behind
Fastest lap: J. Clark (Lotus-Climax V8), on lap 42 in 1 min. 35.5 sec.- 118.554 k.p.h. (new record)

Retired: R. Ginther (B.R.M V8), lap 1, crash; M. Trintignant (Lotus-Climax V8), lap 1, crash; D.
Gurney (Porsche 8-cyl), lap 1, crash; T. Taylor (Lotus-Climax V8), lap 25, oil leak; A. Maggs
(Cooper-Climax 4), lap 44. mechanical.; R. Salvadori (Lola-Climax V8), lap 45, suspension; J.
Clark (Lotus-Climax V8), lap 56, clutch; I. Ireland (Lotus-Climax V8), lap 64, fuel pump; J.
Brabbam (Lotus-Climax V8), lap 78, crash; W. Mairesse (Ferrari 120-V6), lap 91, engine; G. Hill
(B.R.M. V8) lap 93, engine.

16 starters — 5 finishers

N.B. - Official monagasque results gave G. Hill (B.R.M. V8) in 6th place; W. Mairesse (Ferrari
120-V6) in 7th place; and J. Brabham (Lotus-Climax V8) in 8th place. as they had all covered the
required minimum distance, even though they had retired.

Monte mumblings

The Cooper victory put renewed vigour into Grand Prix racing, as did the unfortunate blow-up of
the B.R.M. There are those who have taken great heart from the fact that the B.R.M. engine is not
infallible and that Coopers are by no means the back number they looked like being.

The first corner pile-up was unfortunate but it would be difficult to place the start anywhere else on
the tight little circuit.

Jimmy Clark's new lap record 1 min. 35.5 sec. was really something and showed that if a top driver
tries hard he can easily prove that Grand Prix cars get better and better, which is progress.

The IV Grand Prix Monaco-Junior - 24 Laps Final - 75.5 Kilometers - Warm and Dry

1st: P. Arundell (Lotus-Ford) - 41 min. 42.8 sec. - 108.560 k.p.h.

2nd: M. Spence (Lotus-Ford) - 42 min. 36.3 sec.
3rd: R. Anderson (Lotus-Ford) - 42 min. 53.1 sec.
4th: K. Bardi-Barry (Cooper-Ford) - 43 min. 07.3 sec.
5th: C. Manfredini (Wainer-Ford) - 43 min. 09.6 sec.
6th: "Geki" (Lotus-Ford) - 43 min. 12.7 sec.
7th: J. Schlesser (Brabham-Ford) - 43 min. 18.8 sec.
8th: W. Bradley (Cooper-Ford) - 1 lap behind
9th: R. Cowles (Cooper-Ford) - 1 lap behind
10th: J. Rosqvist (Cooper-B.M.C) - 1 lap behind
11th: P. Ryan (Lotus-Ford) - 1 lap behind
12th: K. Simmonds (Alexis-Ford) - 1 lap behind
13th: F. Francis (Caravelle-Ford) - 1 lap behind
14th: J. Hine (Lotus-Ford) - 2 laps behind
15th: M. Gould (Lotus-Ford) - 2 laps behind
16th: A. Rees (Lotus-Ford) - 3 laps behind
17th: J. Cottrell (Cooper-B.M.C) - 7 laps behind
Fastest lap: P. Arundell (Lotus-Ford) on lap 5 in 1 min 42.7 sec - 110.245 k.p.h (new record)

Space does not permit a report on the junior race, run in two Heats and a Final for the first 11 in
each Heat, but some random comments may be of interest. Arundell stands out as ready for
upgrading, as Clark did two years ago, his driving was neat, relaxed and fast, unlike some junior
drivers who are positively untidy. It would seem that one cause of Junior race crashes is due to
many drivers having complete disregard for entering a corner on the right line, there being as many
varied lines as there are Junior makes. The driving of Ryan, the Canadian, and Spence, both in Ian
Walker Lotus-Juniors, was very impressive, while Bardi-Barry the Austrian driver did extremely
well to finish fourth in the Final; in the first corner pushing match another competitor jumped
completely over Bardi-Barry's Cooper, leaving him dazed and bewildered and completely
stationary, joining in long after the rest of the field had gone. The race between Cowles and
Rosqvist for ninth place went on for the whole Final -and they were so worked up that they crossed
the line side-by-side and flat out, both crashing into the straw bales at the hairpin, going much too
fast to stop. The performance of the Italian Wainer-Ford was good, it being a good copy of a Lotus
22; if you must copy it pays to copy a good design! The driving of Richard Attwood in the
Midlands Partnership Cooper was of a very high standard, it was a pity the car broke when he was
so well placed.