Jochen Rindt at the 1969 Canadian Grand Prix / THF116686
November 18, 2020, marks the 50th anniversary of Jochen Rindt winning his first and only Formula One Driver’s World Championship. The day also marks another 50th anniversary in Formula One—the first and only time a driver has posthumously won the Driver’s World Championship. In his too short career, Rindt made waves in the racing world, competing twice in the Indianapolis 500; enduring the 24 Hours of Le Mans four times and winning in 1965 with Masten Gregory; and spending six seasons in the world of Formula One. In his first five seasons, he took home one first place victory. But in the 1970 season, Rindt hit his stride, taking the podium in five of the eight races he completed. When he tragically died during practice for the Italian Grand Prix at Monza, Rindt had already earned 45 points towards the championship. Even with four races left in the season, second place finisher Jacky Ickx could only muster 40. Below is a selection of images of Jochen Rindt from the Dave Friedman Collection (2009.158) to honor the life and legacy of this racing legend. You can see even more images related to Rindt in our Digital Collections.
Jochen Rindt at the Grand Prix of the United States, Watkins Glen, October 1966 / THF146483
Cooper T81 Driven by Jochen Rindt in the Grand Prix of the United States, Watkins Glen, October 1966 / THF146482
Cooper T81 Driven by Jochen Rindt in the V Grand Premio de Mexico (5th Grand Prix of Mexico), October 1966 / THF146484
Jochen Rindt in His Eagle/Ford Race Car at the Indianapolis 500, May 1967 / THF96147
Jochen Rindt behind the Wheel of the Porsche 907 LH He Co-drove with Gerhard Mitter at the 1967 24 Hours of Le Mans / lemans06-67_426
Jochen Rindt and Nina Rindt before the 1967 24 Hours of Le Mans / lemans06-67_030
Janice Unger is Processing Archivist at The Henry Ford.
The film Ford v. Ferrari, staring Matt Damon and Christian Bale, reignited interest in Ford Motor Company’s racing efforts at Le Mans in the 1960s. While the movie focuses on Ford’s 1966 victory, the automaker returned to Le Mans in 1967 with the Mark IV.
This was the first all-American car and team to win the Le Mans 24-hour race. For decades, Europeans had dominated sports-car racing in cars with small, fast-turning, highly efficient engines. Americans typically used big, slower-turning, less-efficient V-8 engines. This car’s sophisticated chassis used aerospace techniques, and its shape was refined in a wind tunnel. But its big engine was based on Ford’s V-8 used for stock-car racing.
The second-place Ferrari was more complicated and temperamental than the first-place Ford. It had a V-12 engine with fuel injection and twin distributors. The Ford (pictured above) had a V-8 engine with two four-barrel carburetors.
Two of America’s great race drivers, A.J. Foyt, right, and Dan Gurney, teamed up to win the 1967 24 Hours of Le Mans in this car. Gurney’s post-race celebration included racing’s first-ever champagne spray.
Dan Gurney at Indianapolis Motor Speedway, 1963. THF114611
The Henry Ford is deeply saddened by the loss of a man who was both an inspiration and a friend to our organization for many years, Dan Gurney.
Mr. Gurney’s story began on Long Island, New York, where he was born on April 13, 1931. His father, John Gurney, was a singer with the Metropolitan Opera, while his grandfather, Frederic Gurney, designed and manufactured a series of innovative ball bearings.
The Gurneys moved west to Riverside, California, shortly after Dan graduated high school. For the car-obsessed teenager, Southern California was a paradise on Earth. He was soon building hot rods and racing on the amateur circuit before spending two years with the Army during the Korean War.
Following his service, Gurney started racing professionally. He finished second in the Riverside Grand Prix and made his first appearance at Le Mans in 1958, and earned a spot on Ferrari’s Formula One team the following year. Through the 1960s, Gurney developed a reputation as America’s most versatile driver, earning victories in Grand Prix, Indy Car, NASCAR and Sports Car events.
His efforts with Ford Motor Company became the stuff of legend. It was Dan Gurney who, in 1962, brought British race car builder Colin Chapman to Ford’s racing program. Gurney saw first-hand the success enjoyed by Chapman’s lithe, rear-engine cars in Formula One, and he was certain they could revolutionize the Indianapolis 500 – still dominated by heavy, front-engine roadsters. Jim Clark proved Gurney’s vision in 1965, winning Indy with a Lotus chassis powered by a rear-mounted Ford V-8. Clark’s victory reshaped the face of America’s most celebrated motor race.
Simultaneous with Ford’s efforts at Indianapolis, the Blue Oval was locked in its epic battle with Ferrari at the 24 Hours of Le Mans. Again, Dan Gurney was on the front lines. While his 1966 race, with Jerry Grant in a Ford GT40 Mark II, ended early with a failed radiator, the next year brought one of Gurney’s greatest victories. He and A.J. Foyt, co-piloting a Ford Mark IV, finished more than 30 miles ahead of the second-place Ferrari. It was the first (and, to date, only) all-American victory at the French endurance race – American drivers in an American car fielded by an American team. Gurney was so caught up in the excitement that he shook his celebratory champagne and sprayed it all over the crowd – the start of a victory tradition.
Just days after the 1967 Le Mans, Gurney earned yet another of his greatest victories when he won the Belgian Grand Prix in an Eagle car built by his own All American Racers. It was another singular achievement. To date, Gurney remains the only American driver to win a Formula One Grand Prix in a car of his own construction.
Dan Gurney retired from competitive driving in 1970, but remained active as a constructor and a team owner. His signature engineering achievement, the Gurney Flap, came in 1971. The small tab, added to the trailing edge of a spoiler or wing, increases downforce – and traction – on a car. Gurney flaps are found today not only on racing cars, but on helicopters and airplanes, too. In 1980, Gurney’s All American Racers built the first rolling-road wind tunnel in the United States. He introduced his low-slung Alligator motorcycle in 2002 and, ten years after that, the radical DeltaWing car, which boasted half the weight and half the drag of a conventional race car. Never one to settle down, Gurney and his team most recently were at work on a moment-canceling two-cylinder engine that promised smoother, more reliable operation than conventional power plants.
Our admiration for Mr. Gurney at The Henry Ford is deep and longstanding. In 2014, he became only the second winner of our Edison-Ford Medal for Innovation. It was a fitting honor for a man who brought so much to motorsport, and who remains so indelibly tied to The Henry Ford’s automotive collection. Cars like the Ford Mark IV, the Mustang I, the Lotus-Ford, and even the 1968 Mercury Cougar XR7-G (which he endorsed for Ford, hence the “G” in the model name), all have direct links to Mr. Gurney.
We are so very grateful for the rich and enduring legacy Dan Gurney leaves behind. His spirit, determination and accomplishments will continue to inspire for generations to come.
Hear Mr. Gurney describe his career and accomplishments in his own words at our “Visionaries on Innovation” page here.
View the film made to honor Mr. Gurney at his Edison-Ford Medal ceremony below.
Our 1967 Ford Mark IV at SEMA with the 2018 GT Heritage Edition it inspired.
It’s been a busy couple of years for our 1967 Ford Mark IV. In the last 24 months, the car traveled to England, France, California and, most recently, Nevada. Race fans have welcomed the car at each stop, excited to see it 50 years after its Le Mans win with Dan Gurney and A.J. Foyt. The car’s trip to the Silver State coincided with this year’s SEMA Show, presented by the Specialty Equipment Market Association from October 31-November 3 in Las Vegas.
The SEMA Show is among the largest automotive trade shows on the calendar. It brings together original equipment manufacturers, aftermarket suppliers, dealers, restoration specialists and more. SEMA draws some 2,400 exhibitors and 160,000 people (all of them industry professionals – the show isn’t open to the public) to the Las Vegas Convention Center each year. You’ll find a bit of everything spread over the show’s one million square feet of exhibit space: speed shop equipment, specialty wheels and tires, seats and upholstery, car audio systems, paints and finishes, motor oils and additives – basically, anything that makes a car run, look, sound or feel better.
Ford provided (joyously tire-shredding) rides in Raptors, Focus RS hatches and Mustang GT350s.
Our Mark IV was given an honored place in Ford Motor Company’s main exhibit, where it was paired with the 2018 GT Heritage Edition that pays tribute to the Gurney/Foyt win. Ford’s exhibits continued outside the Convention Center in the “Ford Out Front” area. Jersey barriers formed an impromptu track in the parking lot, where attendees could ride with a professional driver in a Mustang GT350, a Focus RS, or an F-150 Raptor. Believe me, you haven’t seen drifting until you’ve seen it done with a pickup truck.
The American Southwest, native habitat of the Roadrunner – like this 1970 Superbird tribute car.
Of course, Ford wasn’t the only OEM in town. Chevrolet, FCA, Toyota, Audi, Honda and Hyundai all had a presence at the show. Chevy brought its new special edition Camaro, honoring the 50th anniversary of Hot Wheels diecast cars, while FCA celebrated all things Mopar. Toyota, marking the 60th anniversary of its U.S. sales arm, brought Camrys representing each of that venerable model’s eight styling generations.
PPG Paints displayed airbrushed portraits of this terrorsome trio: Edgar Allan Poe, Pennywise and Herman Munster.
PPG Paints gets my vote for most elaborate show booth. Embracing SEMA’s opening date of October 31, the company built a giant haunted house, complete with cars and parts strewn about the front lawn called – what else – “The Boneyard.” The surrounding fence was decorated with incredible airbrush art celebrating Halloween heroes like Edgar Allan Poe and Herman Munster.
Having a hard time finding new cassettes for your mid-1980s Buick Regal? Retro Manufacturing will sell you a perfect-match stereo with a USB port.
More than a few vendors drew crowds to their booths with the help of celebrity appearances. Walk around and you’d spot stars from every field of automotive endeavor. There were drivers (Emerson Fittipaldi, Ken Block), television hosts (Jessi Combs, Dennis Gage), custom builders (Gene Winfield, Chip Foose), rock stars (Jeff Beck, Billy Gibbons), and all-around icons (Linda Vaughn, Richard Petty, Jay Leno, Mario Andretti).
Many SEMA booths hosted live demonstrations, like this pinstriper at work on a Ford Focus RS.
There were educational opportunities, too. Workshops and seminars throughout the week ranged from standard business conference fare (“Building a Sustainable Social Media Strategy”) to the decidedly SEMA-specific (“Building the Best Boosted Engines of Your Career”). If seminars aren’t your thing, you could learn by watching everything from welding to pinstriping taking place right at exhibitor booths.
When is a Mustang a Lincoln? When it’s this P-51 Mustang airplane-inspired hot rod by Chip Foose, powered by a Lincoln-Zephyr V-12.
Contests added to the fun, too. Hot Rodders of Tomorrow, a nonprofit that encourages young people to consider careers in the automotive aftermarket industry, sponsored a challenge in which high school teams competed against each other in timed engine rebuilds. The most celebrated contest was SEMA’s annual Battle of the Builders. Nearly 200 customizers brought vehicles to be judged in four categories: hot rods, trucks/off-road vehicles, sport compacts, and young guns (for builders age 27 and under). Three top finishes were selected from each category over the show’s run, and these top 12 vehicles led the post-show SEMA cruise. An overall winner was then selected from the 12. Troy Trepanier took this year’s top prize with his 1929 Ford Model A hot rod.
Tucker Tribute: A hand-built replica powered by a Cadillac Northstar V-8.
So ended another SEMA Show – and a successful golden anniversary tour for the Mark IV. And while it’s good to have the car back in the museum, we’re glad we could share it with so many people over the past two years. We’ll hope to see some of you again in 2067!
Matt Anderson is Curator of Transportation at The Henry Ford.
Bruce McLaren and Chris Amon won the 1966 24 Hours of Le Mans in the #2 Ford GT40 Mark II. THF252433
Fifty years ago this month, Ford Motor Company earned one of its most memorable racing victories: a stunning 1-2-3 finish at the 24 Hours of Le Mans endurance race. No win in that famed French contest comes easily, and Ford’s arrived only after two years of struggle and disappointment. But that story is among the most interesting in motorsport.
There was Ford’s failed bid to buy Ferrari in 1963, which left Chairman and CEO Henry Ford II determined to beat the Italian automaker on the race track. There was British designer Eric Broadley, whose sleek Lola GT Mark VI car inspired the design of Ford’s Le Mans car, the GT40. There was Carroll Shelby, the larger-than-life designer and team manager who turned around Ford’s struggling program. And there were drivers like Ken Miles, who gave everything – including his life – to the effort.
It all culminated with New Zealander drivers Bruce McLaren and Chris Amon standing on the podium with Henry Ford II on June 19, 1966, having proved that Ford Motor Company could build race cars as good as – better than – any in the world. As if to prove that the win wasn’t a fluke, Ford came back to do it again in 1967, this time with American drivers – Dan Gurney and A.J. Fort – in an American-designed and built car – the Mark IV.
In recognition of the 50th anniversary of Ford’s first Le Mans victory (and, not incidentally, on the eve of Ford’s return to that race), we’ve produced a short film on the 1967-winning Ford Mark IV and the bumpy road that led to it. It’s a story that’s always worth retelling, but especially in a milestone year like this.
For the Le Mans 24 Hours this year, I’m part of the new Ford Chip Ganassi Racing GT team that is attempting to win the big race again for Ford, 50 years on from that first victory in 1966, and I will be carrying The Henry Ford logo on my helmet. How did that come to be?
When people think of Ford and its famous victories at Le Mans, most think of the MKII GT40 that took the win in 1966, or the Gulf liveried cars that won in ’68 and ’69 races, but for me it’s all about the Mk IV car that won the race in 1967 with Dan Gurney and A. J. Foyt. It’s one of my very favourite cars, not just for the result it achieved, but for the story of its development into a winner and how drop dead gorgeous it is. By complete coincidence I’m in the No. 67 car this year, though I was secretly hoping to have that number, to be able to carry it makes me very happy indeed, hopefully we can do it justice!
There is an incredible page on the The Henry Ford's website that allows you to take a 360° tour of the car, I highly recommend it.
As for my connection to the museum, I’ve been lucky to get to know the good folks at The Henry Ford over the last few years, especially Christian Overland and Spence Medford, and through their passion for The Henry Ford and all that it does. I’ve become a massive fan of the museum, all of the amazing things it contains (from Beatles memorabilia to Thomas Edison and, of course, the cars!) and the way it immerses visitors in history.
I wanted to help the guys spread the word in some small way, so I suggested to Christian that I carry The Henry Ford logo on my helmet for the Le Mans 24 Hours and he kindly agreed.
Nothing would make me happier than being able to win the big race with Ford and be able to give back in some small way to an institution that gives so much to so many. You never know, if we can achieve a great result here at Le Mans, maybe some of our story will be a part of the museum in the future? Now that would be cool…
When you hear the phrase “Triple Crown,” the sport of horse racing generally comes to mind. However, the world of motorsport also has its own, unofficial Triple Crown title. To achieve this feat, a driver must win three specific titles during their career. Some enthusiasts contend the three titles are the Indianapolis 500, the 24 Hours of Le Mans, and the Monaco Grand Prix, while others replace the race in Monaco with the Formula One World Championship.
The Triple Crown of Motorsport has been possible since 1929, when the last race, the Monaco Grand Prix, was first run through the streets of the principality. (If you are using the Formula One World Championship title instead, the Triple Crown became possible in 1950.) In the last 86 years, many drivers have won one or two components of the Triple Crown, but only one man, Graham Hill, completed either trifecta. This accomplishment attests to Hill’s immense skill on the track, as each race or title corresponds to a different discipline of the sport.
One of the gems to be found in The Henry Ford’s archives is the Dave Friedman auto racing collection, particularly covering racing from the 1960s through 1990s. The collection came to us with about 100,000 images in already-digital format, and we’ve been adding these to our digital collections over time. We’ve just added 600 images documenting the 1966 24 Hours of Le Mans race, including the one seen here, showing not only the racecars in motion, but also the more general racetrack environment of fans in the stands and corporate logos/mascots in the background. With the addition of this latest race, 11,518 items from the Friedman collection are now available on our collections website. Browse just the latest set added, or peruse all the Dave Friedman imagery, by visiting our digital collections.
Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford.
Visitors to The Henry Ford may have noticed that we have a very special guest in the Driving America exhibit: GT40 chassis number 1075, one of the world’s most celebrated race cars. The car has six race victories to its credit, but it is best known for winning the 24 Hours of Le Mans – twice. Race fans know that Le Mans is not only the most prestigious event in motorsport, but also among the most grueling. Cars and drivers are pushed to their limits, running hard on the difficult course for 24 non-stop hours. Simply finishing the race is a major accomplishment. Winning is the capstone in any car’s career. Winning twice, well, that’s nothing short of extraordinary.
Car 1075 has its roots in Ford Motor Company’s legendary fight to beat Ferrari in the 1960s. After avoiding motor racing for many years, Ford jumped in with both feet in the early 1960s. The company actually tried to purchase Ferrari in 1963. It was a shrewd idea – the acquisition would have given Ford instant prestige and a massive head start in its racing efforts. But it was not to be. The two companies could not come to agreeable terms and the negotiations ended. Unable to buy the Italian automaker, Ford decided to beat it.
Ford turned to Eric Broadley, of British-based Lola Cars, to jump-start its sports car racing effort. Broadley designed a car based on Lola’s own sophisticated 1963 GT car and powered by Ford’s Indy Car 289-cubic inch V-8. The resulting racer stood a mere forty inches off the ground – hence its name, the GT40. Results in the 1964 season weren’t particularly promising, and Ford turned to its big NASCAR 427 V-8 to power the GT40 Mark II. The bigger engine started winning races in 1965, and a Ford-sponsored Mark II took the checkered flag at Le Mans in 1966. As if to prove the victory wasn’t a fluke, Ford came back and won again with the Mark IV in 1967. The Mark IV, having been designed and built entirely in the U.S. and piloted by Californian Dan Gurney and Texan A.J. Foyt, gave the 1967 win the further distinction of being an all-American effort.
Ironically, Ford’s domination with the big 427 engine provided a break for the smaller 289. The big engines regularly pushed cars past 200 miles per hour on the Le Mans circuit and French officials, fearing a catastrophic accident on a track designed for slower speeds, imposed a 305-cubic inch limit for 1968. The Mark I’s 289 cubic inches suddenly didn’t seem too few. Ford ended its involvement at Le Mans after 1967, but other teams continued to field GT40s. JW Automotive Engineering dominated the next two racing seasons with Mark I cars, including chassis 1075.
Mexican Pedro Rodriguez and Belgian Lucien Bianchi drove 1075 to its first Le Mans win in 1968. It was an unusually cold and wet race (held in late September, rather than the usual June, due to political unrest), but the drivers – and the car – performed flawlessly and held the lead for 17 of the 24 hours. It was the third win in a row for a Ford car, but the first for the original Mark I design. Sadly, Rodriguez and Bianchi both died in separate racing accidents within three years of their Le Mans triumph.
Car 1075 came back to Le Mans in 1969, this time with Belgian Jacky Ickx and Brit Jackie Oliver at the wheel. Ickx started the race with a bold protest against the fabled “Le Mans start,” in which drivers stood across the track, ran to their cars and then drove off – buckling their harnesses as they sped along. Ickx took his time getting to his car and carefully strapped himself in before setting off. Tragically, Ickx’s point about the inherent danger was proved on the first lap: British driver John Woolfe was killed in an accident before he had a chance to buckle his harness. The fatal crash foreshadowed one of the most dramatic Le Mans races. Car 1075 traded the lead with a Porsche 908 constantly during the last 2½ hours. On the last lap, the Mark I crossed the finish line a mere 100 yards ahead of the Porsche – in a race of more than 3,100 miles. With that second win, car 1075 earned its place in history and cemented the GT40’s reputation as one of the most successful cars in motorsport.
Matt Anderson is Curator of Transportation at The Henry Ford
1968 Ford Mark I, Chassis Number 1075
Maker: Ford Motor Company, Dearborn, Michigan
Engine: Ford V-8 with Gurney-Weslake cylinder heads, overhead valves,302 cubic inches
Transmission: 5-speed manual
Overall length: 164.5”
Weight: 2186 pounds
Horsepower: 425 @ 6000 rpm
Pounds per horsepower: 5.1
Competition History: Winner of Le Mans 24-hour in 1968 and 1969. Winner of BOAC International 500 in 1968. Winner of Spa 1000-kilometer in 1968. Winner of Watkins Glen 6-hour in 1968. Winner of Sebring 12-hour in 1969.
Last month The Henry Ford participated in the Goodwood Revival, near Chichester, England. The annual festival is held on the grounds of the historic Goodwood Motor Racing Circuit, once one of Britain’s premier tracks, and it celebrates motorsport as it was during the circuit’s 1948-1966 operating life. This year’s Revival paid special tribute to legendary American race driver and builder Dan Gurney, and we sent our Ford Mark IV in which Gurney and A.J. Foyt won the 1967 Le Mans.
I could justifiably call the Goodwood Revival “beyond description,” but that wouldn’t make for a very satisfying blog post! Instead, I’ll start with the basic numbers. Some 146,000 people attended the three-day event, and they were treated to more than 600 race and road cars of every description. More than a dozen races pitted many of these cars against each other on the Goodwood track.
Beyond the cars, a sizeable collection of World War II vintage aircraft occupied another section of the grounds – when they weren’t circling overhead in tight formation. The planes weren’t so out of place as you might think. The Goodwood Circuit evolved from a Royal Air Force station built during the war, so a Submarine Spitfire was perfectly at home there.
Even with all of those cars and airplanes, the Revival’s signature element arguably is period dress. Visitors and participants alike are encouraged to wear mid-20th Century clothing and, from what I saw, the majority of them did so eagerly. (Conservation Specialist Robert Coyle and I wore replicas of Ford Racing’s 1967 Le Mans crew uniform, while Executive Vice President Christian Øverland wore a Mad Men-ready black suit.) The cars and clothing, combined with the wonderfully-preserved track, created a perfect time capsule. It was easy to imagine that the calendar had rolled back 50 years.
Revival visitors were extremely knowledgeable and many recognized the Mark IV on sight. While some were disappointed that it wasn’t running around the track under its own power (we keep the car in its original, as-raced condition, and returning it to operation would require replacing parts), everyone was grateful to The Henry Ford for bringing it back to their side of the Atlantic. It was a genuine privilege for us to participate in what may be the world’s most unconventional car show. I hope to return – but with a natty fedora next time!
By Matt Anderson, Curator of Transportation at The Henry Ford and newly-minted fan of steak and ale pie