The 1966 24 Hours of Le Mans was the 34th Grand Prix of Endurance, and took place on 18 and 19 June 1966.Motor Sport, July 1966, Pages 596-597. It was also the seventh round of the 1966 World Sportscar Championship season. This was the first overall win at Le Mans for the Ford GT40 as well as the first win for an American constructor in a major European race since Jimmy Murphy's triumph with Duesenberg at the 1921 French Grand Prix. It was also the debut Le Mans start for two significant drivers: Henri Pescarolo, who went on to set the record for the most starts at Le Mans; and Jacky Ickx, whose record of six Le Mans victories stood until beaten by Tom Kristensen in 2005.
Regulations The year 1966 saw the advent of a completely new set of regulations from the CSI (Commission Sportive Internationale – the FIA's regulations body) – the FIA Appendix J, redefining the categories of motorsport in a numerical list. GT cars were now Group 3 and Prototypes were now Group 6, Sports Cars were still Group 4 and Special Touring Cars was a new category defined by Group 5.FIA Annex J 1966, historicdb.fia.com, as archived at web.archive.org (Group 1 and 2 covered other Touring Cars, Group 7 led to the Can-Am series, with Group 8 and 9 for single-seaters).Spurring 2010, p.208
As Group 7 were ineligible for FIA championship events, the Automobile Club de l'Ouest (ACO) opened its entry list to Group 3, 4 and 6. The FIA mandated minimum annual production runs of 500 cars for Group 3 (up from 100 previouslyClausager 1982, p.140Moity 1974, p.102-4) and 50 for Group 4, which also had a maximum engine capacity of 5000cc. There were no engine limits on the GTs or Prototypes. As before, the Groups were split up in classes based on engine size, there was a sliding scale of a minimum weight based on the increasing engine size (from 450 to 1000 kg for 500 to 7000cc) as was fuel-tank capacity (60 to 160 litres).
Along with the new Appendix J, after four years of focus on GT racing the FIA announced the International Manufacturer's Championship, for Group 6 Prototypes (2L / >2L), and the International Sports Car Championship for Group 4 (1.3L / 2L / 5L).
Entries
With the new regulations this year the ACO received a huge 103 entry requests. Such was the interest in Group 6 there were 43 prototypes on the starting grid and only 3 GT cars:
Category Classes PrototypeGroup 6 SportscarGroup 4 GTGroup 3 Totalentries Large-engines 2.0 - 7.0L215 (+3 reserve)1 (+1 reserve)27 (+4 reserves) Medium-engines 1.6 - 2.0L121 (+1 reserve)215 (+1 reserve) Small-engines 1.0 - 1.3L13 (+2 reserves)0013 (+2 reserves) Total cars46 (+2 reserves)6 (+4 reserves)3 (+1 reserve)55 (+7 reserves)
After 2 years of its 3-year program, Ford had very little to show for its immense investment. From the 1966 season onwards, the GT40 could race in two categories. The standard 4.7-litre Mk.I had been homologated in the new Group 4 Sportscars 5.0 class, to let customers teams compete mainly with older 3.3 litre Ferrari 250 LM. For the big prototype class, and overall wins, the factory Mk.II was developed. Extensive work was done in the wind tunnel, and improving the brakes, handling and engine – not least improving the fuel economy.Clarke 1997, p.6-7: Autosport Jun17 1966Fox 1973, p.201Clarke 1997, p.18: Road & Track Oct 1966Armstrong 1966, p.209 The 7-litre Ford NASCAR race engine now put out ca. 550 bhp but was registered as "485 hp" as a result of Ford's lowered rev-limit setting for the 24h race. The new year started with promise with Ken Miles and Lloyd Ruby winning both the inaugural 24 Hours of Daytona, and then 12 Hours of Sebring. Copying Ferrari's tactic of overwhelming numbers, they put in fifteen Mark II entries; eight were accepted by the ACO, plus five Mk.I in Gr. 4 Sportscars 5.0 class. This time six Mk. II were built and prepared by Holman & Moody. Shelby ran three cars for Americans Dan Gurney and Jerry Grant, Miles was now paired with New Zealander Denny Hulme after Ruby had been injured in a plane crash a month earlier.Fox 1973, p.198 The third car was the all-Kiwi pairing of Bruce McLaren and Chris Amon. Holman & Moody, the successful Ford NASCAR race team also brought another trio of GT40s as backups, – for Mark Donohue/Paul Hawkins, Ronnie Bucknum/Dick Hutcherson, and Lucien Bianchi/Mario Andretti.Clarke 1997, p.15: Road & Track Oct 1966 One of the big improvements Holman & Moody brought with them was a quick-change brake pad system to save time in the pits.Clarke 1997, p.21: Road & Track Oct 1966
The British team Alan Mann Racing had two Mk.II cars prepared by Ford Advanced Vehicles, for Graham Hill/Dick Thompson and John Whitmore/Frank Gardner. Each of the eight cars was painted in a colour from the Mustang road-car range.Spurring 2010, p.210-3Clarke 1997, p.10: Road & Track Sept 1966
Ferrari's response to the Mk II was the new Ferrari 330 P3. Shorter and wider than the P2, it kept the same 4-litre engine but with fuel-injection now put out 420 bhp. The works team had a pair of closed-cockpit versions for John Surtees/Ludovico Scarfiotti and former winners Lorenzo Bandini/Jean Guichet. An open-cockpit variant was given to the North American Racing Team (NART) for Pedro Rodriguez/Richie Ginther. But their race preparation had been limited by strike action in Italy.Spurring 2010, p.217-9Laban 2001, p.150-1
NART also entered a long-tailed P2, rebodied by Piero Drogo and driven by last year's winner Masten Gregory with Bob Bondurant. There were also P2/P3 hybrids for the Ecurie Francorchamps (Dumay/"Beurlys") and Scuderia Filipinetti (Mairesse/Müller). Finally there was a P2 Spyder for Maranello Concessionaires (Attwood/Piper).Clarke 1997, p.9: Road & Track Sept 1966 Fighting on two fronts, the company also took on the new Porsche 906 in the 2-litre prototype class with its Dino 206 S with a pair from NART, and another for Maranello. Nino Vaccarella, race winner in 1964, was furious when he found out he was ‘demoted’ to drive the Dino rather than the P3 and threatened to walk out, but did, in the end run the car.Clarke 1997, p.24: Motor Jun25 1966Armstrong 1966, p.235
Chevrolet as engine supplier was the other player in the over 2-litre class. Ex-Ferrari engineer Giotto Bizzarrini had fallen out with Renzo Rivolta and with his own company brought his new design, the P538, but still using the 5.3L Chevrolet engine. The other Chevy was in Texan Jim Hall's Chaparral 2D. The 5.3L small block put out 420 bhp and had a semi-automatic transmission. Driven by Phil Hill and Jo Bonnier, they made a big impact winning the 1000km Nürburgring round just two weeks earlier.Spurring 2010, p.227
Porsche came with a new model – the Porsche 906 Carrera 6 designed by the team led by Ferdinand Piëch. With the 2.0L flat-6 engine from the 911 replacing the F4 of the Porsche 904 Carrera GTS, and carrying over some parts of the two-year-old design, it was intended mainly for sale to customers racing for Sportcars class wins. By May 1966 it was homologated for Group 4 as the requisite 50 cars were made.Armstrong 1966, p.210 The standard model was race-proven too, after winning the 1966 Targa Florio the month before after the prototype version were crashed by infighting pilots. Three cars were entered in the S 2.0 class where no opposition showed up as the Ferrari Dino 206 S never was homologated, and older models from Alfa, Lotus etc. were inferior. In the P 2.0 prototype class, modifications were permitted, but the fuel-injected 906E was absent. Three regular carburettor engine prototypes fitted with "langheck" (long-tail) bodies were entered by the works team, driven by Hans Herrmann/Herbert Linge, Jo Siffert/Colin Davis and Udo Schütz/Peter de Klerk.Spurring 2010, p.220-1
Alfa Romeo, and its works team Autodelta, had withdrawn from racing for a year to prepare a new car for 1967. But this year, a significant new manufacturer entered the fray: Matra had bought out Automobiles René Bonnet in 1964, rebadging the Djet as Matra. However it was a new design that was entered as prototype. Formula One had "returned to power", doubling engine size from 1500cc in 1965 to 3000cc in 1966. The BRM V8 Formula 1 engine could only be enlarged to approx. 2.1 litre, not enough for current F1, thus it was moved to endurance racing. The M620 had a 1.9-litre version of the BRM V8 Formula 1 engine developing 245 bhp that could match the Porsches in speed, making 275 kp/h (170 mph). The three cars were driven by up and coming young French single-seater drivers Jean-Pierre Beltoise/Johnny Servoz-Gavin, Jean-Pierre Jaussaud/Henri Pescarolo, and Jo Schlesser, with Welshman Alan Rees.Spurring 2010, p.222
Remarkably, given British dominance of the race barely a decade earlier, there were only three British cars in this year's race. Defending class-champions Austin-Healey had two works entries. The other was a Marcos Engineering kit-car based on a Mini Cooper 'S' chassis. Entered by Frenchman Hubert Giraud and driven by Jean-Louis Marnat and Claude Ballot-Léna, the team was able to get a works engine and gearbox from BMC. The spectators laughed at the small car and its apparent resemblance to a flea.Spurring 2010, p.233 But the Mini Marcos would become the 'darling of the crowds' later on in the race.
Alpine, after its poor showing in the previous year, returned with 6 cars. The new A210 had a 1.3L Gordini-Renault engine with a Porsche gearbox making it more durable if only a little faster at 245 kp/h (150 mph). This year a new customer team, the Ecurie Savin-Calberson was supported by Alpine, with former Index winner Roger Delageneste.Spurring 2010, p.224
Charles Deutsch (CD) brought his new aerodynamic SP66. The car was powered by a 1130cc Peugeot engine, marking the return of the French company last seen in the 1938 race.Spurring 2010, p.231 Another competitor in the small prototypes was ASA. Originally a Ferrari design by Carlo Chiti and Giotto Bizzarrini before their famous walk-out from Ferrari, it was sold to the new Italian company and uprated with a 1290cc engine giving 125 bhp. Two cars were entered, one by ASA and one by NART.Spurring 2010, p.228
The new Group 4 Sportscar category started attracting interest as the earlier prototypes were meeting the homologation and production requirements. There were six Ford GT40 Mk.I entered by customer teams, with the 4.7L engine. Jochen Rindt, the previous year's winner in a then-prototype Ferrari 250 LM that was now eligible as Gr.4 S 5.0, had moved across from Ferrari to Ford, in the new Canadian Comstock Racing Team. They joined Ford France, Scuderia Filipinetti and new privateers Scuderia Bear and Essex Wire. Joining Skip Scott, team owner of the Essex Wire team, was a 21-year old Jacky Ickx in his Le Mans debut.Spurring 2010, p.214-5Clausager 1982, p.147
Up against them was Ed Hugus’ modified Ferrari 275 GTB and the Equipe Nationale Belge ran its 250 LM. Porsche also ran three regular Porsche 906 unopposed in the Sports 2.0 category, two works entries as well as one for their Paris importer Sonauto of Toto Veuillet.
With Shelby now fully concentrated on the Ford GT40 Mk. II program, the Cobra GTs were abandoned. There were only three GT entries: the Ferrari customer teams Écurie Francorchamps and Maranello Concessionaires both entered a Ferrari 275 GTB. The third was a quiet though significant entry: Jacques Dewes, ever the pioneering privateer, brought the first Porsche 911 to Le Mans. Production of what would become the ubiquitous Le Mans car had started in late 1964, and along with the development of similar engine in the Porsche 906, the new 1967 911 S model had its 2.0 litre ‘boxer’ flat-6-cylinder tuned to 160 bhp.Spurring 2010, p.223
Finally, in a sub competition of its own, there was the tire race between Firestone, Dunlop, and Goodyear.
Test weekend