Dan Gurney

[charleselan]

Very; very appropriate Mikael and a wonderful addition to the anecdotes of this great man. It just goes to prove that all the great drivers/riders are still capable of piloting vehicles to a very high standard no matter what age they may be.

The Ford GT40 was a truly sensational car, and to this day I can remember reading all about its development and first appearance at the Le Mans Test Days, which back in the 1960's was almost as big as the race itself. photos would appear in Autosport (then a great weekly magazine) and the equally impressive weekly newspaper Motoring News which was from the same stable as Motorsport. Strangely Dan Gurney wasn't assigned to the GT40 program initially as he was driving the GT Cobra's, maybe he was too big to fit in the early incarnation of the GT40.

[chrisb]

these are wonderful tributes to quite frankly one helluva individual who, when you look back at this incredible life - it just seems so amazing just how much he crammed in, and all you ever saw was that slow smile and that twinkle in his eyes, the sadness he went through, the friends he lost, especially Jimmy and Bruce, his personal life and as far as I know it wasn't made in the tabloids, seemed to create such loyalty and from his fans devotion, and his ability to drive so well in so many different cars and series, people talk with deference about Mario and yes -statistically  Mario may have seen the more successful - but Dan was special, rest in peace man who should have been President 

I also thought this an opportunity to join in with my favourite stories of Dan -mine I think was 1963 at Monza, when Innes wasn't exactly helping Jimmy lap him and Jimmy was racing with Dan and basically let Innes think it was Jimmy trying to get passed him and then Jimmy let Dan through and Innes tried that move on Dan and Jimmy said "you just do that to Dan' and promptly nearly fell off the circuit for laughing as Dan and Innes wobbled around the corner, sheer class 

and my favourite photo is of Jimmy and Dan at the end of 1964 Belgium GP laughing as they had both stopped -

[Carl]

Mikael,

It's not only appropriate, but fascinating to read! That journalist made a remarkably smart decision to ask the legendary Dan Gurney to take the wheel. Envy is coursing through my entire being!

Thanks Mikael!

[Carl]

Here is a great photo of Dan Gurney apparently just having fun at Riverside before the pavement was laid down.  Dan was born in New York but grew up in Riverside and was intensely aware of the new track being planned.  He had already established himself as a talent to be reckoned with.

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[charleselan]

A photo tribute to the great Dan Gurney including his first GP win at Rouen in 1962; his Brabham BT7 running out of fuel after dominating then 1964 Belgian GP and a beautiful cockpit shot of him piloting the open Shelby Cobra.

[Carl]

John Charles,

Wonderful photographs! Poor Dan appears somewhat uncomfortable in the Porsche. In the last photo, another Eagle is next to Gurney. Is that Phil Hill?

Car and Driver editor David E. Davis, who I always suspected was a leprechaun, and secretive barroom habitue Brock Yates were behind Dan Gurney's 1964 presidential campaign while he was busy driving for Brabham.

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[charleselan]

Jan 16, 2018 21:18:26 GMT Carl said:

John Charles,

Wonderful photographs! Poor Dan appears somewhat uncomfortable in the Porsche. In the last photo, another Eagle is next to Gurney. Is that Phil Hill?

Car and Driver editor David E. Davis, who I always suspected was a leprechaun, and secretive barroom habitue Brock Yates were behind Dan Gurney's 1964 presidential campaign while he was busy driving for Brabham.

Carl,

It isn't Phil Hill, it is none other than Richie Ginther who drove the second Eagle during the first part of 1967. In this photo they are on the grid for the 1967 Race of Champions at Brands hatch which of course Dan Gurney won.

A study in concentration in the Porsche as he negotiates the fearsome Rouen les Essart circuit.

JC

[Carl]

A great photograph.  Dan Gurney's expression of perfect calmness is priceless. I guessed Phil Hill because of the abbreviated helmet and the nervous glance across to Gurney.  Phil Hill was always nervous before a race.

Phil Hill, Dan Gurney and Richie Ginther were good friends for many years, all having come of age in Southern California. Ginther was Phil Hill's main assistant in the early years when Hill could afford an XK-120 and Ginther was happy just to be at Pebble Beach.

In 1967, Ginther was at Indianapolis with All American Racers and abruptly decided to retire during qualifying. Because he understood the stresses that play upon a driver, Dan Gurney never questioned his decision although the team had to scramble for a replacement driver. Gurney qualified an impressive second and replacement driver Jochen Rindt thirty-second in his first big oval race. Both retired with engine problems.

In that glorious year for USAC Champ Cars, there were fourteen different chassis, all but one powered by turbocharged Ford V-8s or Offenhauser 4-cylinders. The exception was the ill-fated gas turbine of Parnelli Jones, easily leading with three laps to go when a transmission bearing failed, allowing A.J. Foyt to claim his third victory.

[chrisb]

JC, what wonderful photo's and evoke perfectly the greatness that was Dan - thank you

[Deleted]

"Jimmy wanted you to know that he told us on more than one occasion that one he said he “feared” the most as a competitor, was you.”

The report is that Gurney began to weep, and indeed, decades later, tears would typically come to his eyes whenever this was mentioned.

There could have been no greater compliment.
...
"I fear Dan because i think someday his big head will fly off and will hit the one behind, which will be me"

[Deleted]

Race of Champions, Brands Hatch 1965-Jenks's report
On Saturday morning, with the weather still fine and dry, Gurney was allowed some unofficial practice in his own car, which had been repaired and showed every promise of challenging Clark. The "dummy-grid" system of starting was employed very effectively, and Clark streaked into the lead with Spence hard on his heels, the two immaculate Lotus 33 cars looking most impressive as they set the pace of the race. The driving of Clark and Spence was as impressive as the turn-out of the Team Lotus cars. Gurney had to start in the fifth row, his time on Brabham's car counting for the grid, and Surtees was in row three due to lack of practice and a car that did not please him. Graham Hill tried desperately to hold on to the works Lotus cars, but gradually lost ground, and Clark was drawing away from Spence. In fourth place was Bonnier, going remarkably well, and it was not until the third lap that Stewart in the second works B.R.M. managed to get past the Swede. Surtees did not seem to be trying too hard and let Brabham go past, they being sixth and seventh.

However, highlight of the race was the progress of Gurney, who had been boxed-in at the start, but soon got free and began a terrific drive, passing car after car, taking them on right or left just as they came. This was Gurney at his best and by lap five he was in eighth place, behind the lone Ferrari. He disposed of Surtees with no trouble at all, and then Bonnier, and began to close on Jack Brabham. Meanwhile Clark was well out in front, pulling away from everyone except Gurney, and the order was the interesting one of Clark, with team-mate Spence in second place, followed by Hill in third place, with team-mate Stewart behind him, and then Brabham with team-mate Gurney behind him. On lap 13 Gurney sailed past his "governor," to the Australian's great satisfaction, and took Stewart on the same lap, the young Scottish apprentice moving smartly out of the way when he saw the charging Gurney coming up in his mirrors. This was just as well for Gurney was obviously not easing up for anyone, and on the next lap he was past Graham Hill and after Spence. On lap 22 he was looking into Spence's mirrors but the Lotus new-boy was not easily intimidated and he kept going, making Gurney work to get by. It took the Californian two laps before he could find a way past the number two Lotus, and on lap 25 the order was Clark, Gurney, Spence, Brabham, Hill, Stewart, Bonnier, Surtees. The Team Lotus pit were keeping Clark well informed and he kept a 20-second lead over Gurney throughout the American's meteoric progress through the field. Brabham had profited by his team-mate's progress by tagging on and passing both works B.R.M. cars, in spite of an out-of-balance rear wheel causing great vibration. There was now a deadlock between the two fastest drivers and they continued to circulate with the same gap between them until the end of the race.

Gurney and Clark set up a new lap record, both recording 1 min. 35.6 sec., and the pace had been so hot that some splendid racing by other drivers was almost overlooked. Outstanding was Bonnier who kept the Team Walker Brabham-Climax up amongst the works cars, and he would have finished on the same lap as the leaders had his brakes not failed three laps before the end.

One lap behind the works boys came the rest of the runners, led by Frank Gardner, doing a splendid job with the Willment car, and behind him Siffert and Attwood had an excellent race, the Parnell Team car just getting in front as they crossed the line. Anderson would have been with them had his injection pump control rod not broken earlier on, causing him to spin off at Clearways Corner. The unit went on to full-rich just as he put the power on, the sudden lack of forward thrust when on the limit of adhesion, causing him to spin off, luckily without damage.

A full field of twenty cars had started in Heat 1, so that BIoor, Hawkins, Rhodes and Rees had been forced to stand by as reserves, but the first three were allowed to start in the second Heat. With Gurney now alongside Clark for the second part of the event the situation was most interesting, and with them on the front row was Spence, doing a line job as a number two driver. Having finished 21 sec, ahead of Gurney in the first Heat, all Clark had to do was to let Gurney set the pace and follow him closely and even being second in Heat 2 would still give him overall victory. Anyone who thought Clark would do this obviously knew little about motor racing or racing drivers, and particularly a Scottish racing driver. The moment the flag dropped Clark and Gurney were wheel-to-wheel in an acceleration race tor Paddock Bend, and it was Clark who took the lead as they plunged down the hill. Clark was out to win the second Heat as well as the first, but Gurney was equally determined that he should not, and the order was Clark, Gurney, Spence, Hill, Stewart, Brahham, Surtees, Bonnier in the first group, and Attwood leading the rest.

For three laps it looked as though Clark was going to run away from Gurney but then the Brabham began to gain ground, and on lap five Gurney was right behind the Lotus. There was no-one else in the race to all intents, and for the next six laps we saw Grand Prix racing at its exciting best as Gurney pressed Ckark remorselessly and the Scotsman did all he knew to get away. The Brabham was practically touching the Lotus all the way round the twisty Brands Hatch circuit, and Gurney tried to get by on the inside at South Bank Bend, up under the bridge, a tight line on the inside all the way being a favourite of Gurney. He didn't quite make it and next lap Clark made sure there was no "inside" line available. The pressure was so great that the rest of the entry were left far behind and cars were retiring unnoticed, for this was a duel with no holds barred. As they finished lap 11 Gurney was alongside Clark and into Paddock he got the nose of the Brabham in front.

Clark could have now settled for second place, knowing he would still win outright, but Clark is a racing driver and into Druids he got the advantage by being on the "Brands Hatch line" on the inside. Down the hill they came together, Clark determined to get the lead back, but now Gurney was on the better line and through Bottom Bend there just isn't room for two cars abreast and Clark understeered himself off the road onto the grass. All along the bottom straight he worked to get the Lotus back on the road, but he failed and struck an earth bank behind the pits. The car leapt the bank in a shower of dirt and crashed on its wheels and Clark stepped out with a minor bruise, while Gurney went on his way now unchallenged. It was not the outcome anyone expected, for Clark does not usually make mistakes, but it was pretty obvious that Gurney's Goodyear tyres were developing more cornering force than Clark's Dunlops.

Gurney now eased back and no sooner had he done this than his engine went sick and he drew into the pits. The damage was inside, so his lead was short-lived, and Jack Brabham took over the lead, or he had passed Stewart, Hill and Spence while the Gurney/Clark dice had been going on, though Hill's B.R.M. was sick and he soon retired. A water pipe inside the monoeoque chassis had split just before the start and the engine had probably overheated.

[charleselan]

Jan 16, 2018 23:32:56 GMT Carl said:

A great photograph.  Dan Gurney's expression of perfect calmness is priceless. I guessed Phil Hill because of the abbreviated helmet and the nervous glance across to Gurney.  Phil Hill was always nervous before a race.

Phil Hill, Dan Gurney and Richie Ginther were good friends for many years, all having come of age in Southern California. Ginther was Phil Hill's main assistant in the early years when Hill could afford an XK-120 and Ginther was happy just to be at Pebble Beach.

In 1967, Ginther was at Indianapolis with All American Racers and abruptly decided to retire during qualifying. Because he understood the stresses that play upon a driver, Dan Gurney never questioned his decision although the team had to scramble for a replacement driver. Gurney qualified an impressive second and replacement driver Jochen Rindt thirty-second in his first big oval race. Both retired with engine problems.

In that glorious year for USAC Champ Cars, there were fourteen different chassis, all but one powered by turbocharged Ford V-8s or Offenhauser 4-cylinders. The exception was the ill-fated gas turbine of Parnelli Jones, easily leading with three laps to go when a transmission bearing failed, allowing A.J. Foyt to claim his third victory.

Carl,

In his later years long after his retirement I believe that Richie Ginther lived in a motor-home in the South of France, somewhat like a "Hippy" until his untimely death at way too young an age. I think his sudden retirement was brought about by as you say the stresses imposed upon a driver, particular to those times. Like James Hunt; as soon as one starts thinking about such things it is time to get out, a sensible choice.

His helmet isn't like the one worn by Phil Hill in later years, although the photo would inspire you to think so. Richie has a dark silver helmet at the time with the lower parts painted black which gave the impression of a half helmet design. At this stage I am at a loss to know what to call that design of hemet worn by most drivers of that period; before that we had the old "pudding basin" style that was inspired by the earlier H. Johnson "Polo Design". As a kid I used to call the later type worn by Dan & Jim to name but a few as "Spaceman Helmets" but that isn't the correct term of course. By this I am not referring to the Bell or Buco design but that which preceded it.

The turbine USAC Indy car of Parnelli Jones would be the amazing Paxton Turbine would it not which featured 4 wheel drive also. A friend back in the 1970's gave me a lovely little die cast model of that car, and more recently I purchased a resin slot car kit of the car made by a very good French guy Chris Deco, René will now who this is without a doubt.

John Charles

[charleselan]

Valentin,

That is wonderful of you to post the DSJ report of the 1965 Race of Champions, there are some truly superb anecdotes in that report which are great to read. There are those who to this day suggest that Jim Clark didn't like to get involved in a race duel (John Surtees was someone who always suggested such a thing) but this race defied that thought, and certainly Jenks was having none of it.

The fact that Jim was going for the win when he could have settled for second and still won overall says it all about him in reality, he knew that the Dunlops he was on were not as good in those very cold temperatures as Dan's Goodyears, but he still went for it. Jim admitted to making a mistake that resulted in the crash, but boy was he fighting. There is little doubting that Jim and Dan were by then the very best drivers in the world.

With regard to Dan Gurney still being emotional about Jim's death many years later, that was very apparent in the film made a few years ago, "Jim Clark - The Quiet Champion" by Jackie Stewart's son Paul. In this film Dan was talking about Jim's death and with obvious tears in his eyes he said "things were never the same afterwards", a very moving moment that had me in tears also.

[mikael]

A question, if I may, related to the fascinating Clark-Gurney duel described in Valentin's post.

A few years ago, in the "feud" between Vettel and Webber at Red Bull, it was often suggested by Webber that his height and weight were to his disadvantage. It seems that Gurney was even taller and heavier than Webber. Wasn't this to his disadvantange in the small, light 1.5L F1 cars of the era that ended in 1965? Or didn't it matter so much in those days, when the cars weren't optimized to the degree they are nowadays?

On beforehand, many thanks.
Mikael

[charleselan]

Jan 18, 2018 13:43:21 GMT mikael said:

A question, if I may, related to the fascinating Clark-Gurney duel described in Valentin's post.

A few years ago, in the "feud" between Vettel and Webber at Red Bull, it was often suggested by Webber that his height and weight were to his disadvantage. It seems that Gurney was even taller and heavier than Webber. Wasn't this to his disadvantange in the small, light 1.5L F1 cars of the era that ended in 1965? Or didn't it matter so much in those days, when the cars weren't optimized to the degree they are nowadays?

On beforehand, many thanks.
Mikael

It was very definitely a disadvantage to Dan, look how he sits tall in the cockpit of the Brabham, way above the small and rudimentary roll over hoop. Jackie Stewart actually commented on Dan's height disadvantage in the MS Awards Ceremony film clip that appears on the MS web site.

However that being said the Brabham BT7 & 11 cars were very good cars but suffered from poor reliability in both 1964 & '65. There speed on the faster circuits was outstanding compared to the Lotus cars which always seemed to suffer when it came to straight line speed.

One can observe from the pictures of Dan Gurney in his Eagle cars that he sits well down in the cockpit, but here we must bear in mind that the Eagle was to all intent and purpose a multi purpose design fitting both F1 and Indy. This in itself brought about a weight problem for the F1 car which was quite heavy and throughout its career underwent some weight saving by using materials that were not the safest to use at that time.