1956 Sebring 12 Hours Grand Prix – Race Profile Page Thirteen
When the leaders pitted the crews went into action with the Ferrari pit crew getting their car out in one minute and forty-five seconds while the Jaguar pit crew took almost three minutes. That lost time would mean pushing the Jaguar harder to recapture the lead.
At the half-way point (4 p.m.) the Hawthorn/Titterington Jag regained the lead when the Fangio/Castellotti Ferrari pitted. Wacky Arnolt had to retire his Arnolt-Bristol when he hit an oil drum, damaging his steering. Troy Ruttman was also out with a seized gearbox in his 5-liter Ferrari. At this point more than a third of the cars that started the race had retired.
At 5 p.m. Hawthorn, Fangio, Musso, Spear and Portago made up the top five. Minutes later Portago’s Ferrari, with Kimberly driving retired with a swallowed valve. It became the first factory Ferrari to retire. Following them behind the pit wall was the Bill Spear-Sherwood Johnson Jaguar which also suffered a valve problem.
Between 5 p.m. and 9 p.m. the top three positions changed frequently between the Fangio/Castellotti Ferrari, Hawthorn/Titterington Jaguar and the Musso/Schell Ferrari. At 6:30 p.m. the chief steward gave the signal to turn on car lights. The pit lights, such as they were, also came on. In 1956 there were no permanent pits. For the race the pits consisted of nailed together two-by-fours with a single light bulb for each pit strung along the length of the pits. There was no pit road wall just hay bales used to differentiate the pit road from the race track. Out on the track there were parts of the course that were pitch black at night with few landmarks and a first-time Sebring driver might get confused and turn into one of the side roads or aircraft parking pads or literally get lost on the wide concrete runways and miss a turn. Such was the charm of driving at Sebring in the ‘50s.
Maserati 150S of Bill Lloyd and Karl Brocken retired when their gearbox crapped out after only 13 laps. (BARC Boys photo)
As the sun began to set the chief steward gave the signal for the cars to turn on their lights. (Gene Bussian/PCA photo)
Piero Taruffi (driving), Jean Behra and Cesare Perdisa drove this Maserati 300S to 5th place. (Photo courtesy of B. Cahier Archives)
As more and more cars retired the likes of the Jean Behra/Piero Taruffi Maserati 300S broke into the top ten. Joining them were the two Porsche 550 Spyders that were also leading in the Index of Performance. In the Index of Performance, cars with either small or large engines would be equalized by imposing a lower average speed, or a shorter distance to travel for the smaller engines as compared to the more powerful cars.
Finally the pace for the leading Hawthorn – Titterington Jaguar was too much and it retired on lap 162 with just over ninety minutes to go in the race. That car either led or was in second place for most of the race until the very last pit stop. When Hawthorn pulled into the pits for the last time the brakes were useless. They had locked up on him going into one of the turns and then stopped working. It seems that a brake piston gave way and he lost all brake fluid. The Jaguar mechanics worked on the car for more than fifteen minutes but by then it was too late. Having lost too many laps to the Ferrari of Fangio and Castellotti, they withdrew the car.
Eugenio Castellotti was at the wheel of the leading car when it was called in for the very last pit stop about 45 minutes before the checkered flag was to fall. It was the custom for team leader and World Champion Fangio to start but also to finish the race and hopefully take the checkered flag for his team.
The Ferrari 860 Monza of Eugenio Castellotti coming into the Hairpin turn at Sebring. (Photo courtesy of B. Cahier Archives)
Juan Manuel Fangio in his winning and record-setting Ferrari 860 Monza. (Gene Bussian/PCA photo)
Mr. Gene Bussian, currently of Henderson, Nevada, was a pit steward at Sebring in 1956 and witnessed that last pit stop. According to Mr. Bussian:
Right before the last drivers change Fangio was sitting there in the pits under a single light bulb looking like a man selling popcorn. He seemed to be very relaxed but you could hear the Ferrari mechanics yelling that they were going to have a pit stop and activity increased as they readied themselves.
I was watching Fangio since it was too dark to take photos. I was fascinated by what I saw happening in the Ferrari pits. Fangio casually reached over to get a clean towel and began wiping his racing goggles which he then placed on his helmet. After that he proceeded to put on his driving gloves.
Pretty soon you could not only hear but see the #17 Ferrari from where I was standing as the car came down the back straight and into the last turn with brakes glowing red.
I then walked over to the pit railing and watched the Ferrari come down pit road. At about 40 feet from the Ferrari pit Castellotti set the car’s brake and began climbing out of the car with one hand on the wheel. It was something to see as the car slid into the spot where it was supposed to. Of course there was plenty of room to do so since many of the other race cars had already retired.
Castellotti was already out of the driver’s seat when the car finally stopped and he jumped over the two-by-four railing and went immediately up to Fangio and started talking to him.
I found out later he was begging Fangio to let him finish the race. He wanted to be the first Italian driver to win Sebring driving an Italian car. He was hoping that Fangio would let him.
Fangio said something to Castellotti which I could not hear. I didn’t speak their language so I probably wouldn’t have understood what they said. After hearing what Fangio had asked him Castellotti did a little jig or dance. I found out later that Fangio was worried about Castellotti’s physical condition and wanted to know if he was tired after doing his turn at the wheel. That little jig was Castellotti’s way of telling Fangio that he had plenty of energy left to finish the race.
After Castellotti finished his little dance he stared at Fangio for a response. Fangio didn’t say a word as far as I could tell. All he did was start taking off his driving gloves. That was the answer that Castellotti was looking for and he turned and ran for the car. The Ferrari mechanics had to physically restrain him since the car was not ready and they didn’t want the car to get disqualified if Castellotti prematurely entered the car. When the car was ready he jumped in and drove it away for Ferrari’s first ever Sebring win.
It was the greatest thing I have ever seen in all the years I worked as a pit steward at Sebring.
Thank you Louis for this superb insight into how it was in 1956 with sports car racing at Sebring. I have raced myself on airport circuits, and know how difficult it can be to find the right line through flat, at times featureless corners. But to do it in the dark, well, one can only take off ones hat, to these racedrivers. What a fantastic part of history you have shared with us… MORE Please. Cheers Graham
Thanks Graham for your comments. Even as late as the 70’s the outer reaches of the Sebring track were sometimes pitch dark. I have actually seen drivers miss turns only having to backtrack searching for the course. Fortunately the wide expanse of airport runways saved the driver from going into the woods and high grass and disappearing until morning. Today both Daytona and Sebring have a lot of lighting making it safer for drivers and course workers who might have to go out on the track. However, memories of those dark and cold March nights on turn 11 watching the lights of cars racing down that mile long North/South runway will always be with me.
THE BASTRUP /CHAPMAN ELEVEN STILL EXISTS HERE IN THE UK IT WAS IMPORTED IN BITS DURING 1986 AND IS UNDER LONG TERM RESTORATION. ANDY BRADSHAW WALES UK
Andrew: Pass on a link to the story to the folks who are doing the restoration. They might be interested in the photos of the car. Also, I would like to follow the progress of the restoration and so would the fellow who took the photos. Might make an interesting future article for publication.
I shall keep you informed as i progress with the restoration. regards andrew bradshaw.
If any one is interested in what happened to the eleven later look up Jay sloan. the lotus eleven. the dark ages. page two chassis number 156 the debut car. andy bradshaw
This is Jay Sloane, and these photos are new to me too. Very impressive. The article Andy Bradshaw refers to is at:
http://www.lotuseleven.org/DarkAges2/chassis_156.htm
with a little more information about the Sebring Debut Eleven in my interview of Joe Sheppard at:
http://www.lotuseleven.org/Race%20Success/tampa_hotshoe.htm
I have more information from within the Cunningham team about what happened and it has only needed better photos to be complete, something that now appears to be at hand. Can I please be put in contact with the photographer? I’d like to chat or correspond with him about what he remembers from this event. Thanks.
I had the good fortune of being at the 56 Sebring at age 12. I was already a fan of road racing, but this really set the course of the rest of my life. I can remember a great deal of of what is covered in this wonderful account. D-Jags made a real impression on me as did the Morgans.
Another excellent article with so much insight, making it a classic piece of historic racing journalism greatly enhanced by an incredible photo spread. Great work Lou, look forward to your next one.
Louis, thank you for a very entertaining story filled with fascinating detail and terrific images. As much as is possible with words and pictures decades after the fact, I felt like I was there – fantastic. I have been fortunate to photograph some of these race-cars in contemporary historic racing events but to see and them and hear their stories ‘in-period’ has been a real treat, thank you and keep it coming.
Louis: Just FANTASTIC……….everything…photos…comments……..narrative….episodes……just an overall GREAT JOB !
Thanks Louis! What a terrific piece of racing history preserved thanks to you! Your personal insights and perspective on the 1956 combatants brought the race to life. Excellent story coupled with an incredible array of historic photos!
Well done! Harry Kennison
Louis, an excellent story, with really great photographs and memories….I’ve taken the liberty of sending copy to Sir Stirling.
1970, Mario’s drive was of course really superb, and the finish of Biblical proportions!
In fact, our Gulf Wyer 917K’s were very competitive and led many times, only to be continuously sidelined with problems.
Since Daytona, many changes had been made, including: front rims from 10.5″ to 12″. Rear from 15″ to 17″. Single 120 liter fuel tank. Thicker
windshield. Aeroquip braided steel brake lines. New front hubs (to try and reduce pad “knock-off”).
Three hours before the start, Porsche engineer Helmut Flegl approached John Wyer and John Horsman to tell them to change the front hubs back to the old ones, as in a 20 hour 917K test at Weissach, the new front hubs had failed at 18 hours. There was not time to change.
3 (61 laps) hours after the start, our left front hub broke. It took 30 min. to change.
At lap 84 the top mounted cooling fan came off and disappeared into the crowd! 4 mins 31 seconds lost!
At 10 hours 39 mins our right front upright broke.
And so it went!
Don’t suppose anyone is interested, but here are the average lap times for the 4 Gulf drivers:
917-009: Siffert: 2.38.3 – Redman: 2.37.9 – Kinnunen: 2.44.0
917-013: Rodriguez: 2.41.5 – Kinnunen: 2.39.2 – Siffert: 2.41.7
Kind regards, Brian
Brian Redman
Thanks Brian. Comments from you are always appreciated and thanks for that bit of history concerning the 917’s at Sebring in 1970. I was there and we were kept on our toes until the last seconds. In my mind it was the best Sebring of all. Thanks for making it so.
Another great story from Lou Galanos. I wish I had known about those archives when I did my Portago and Collins books! That is a superb visual account of an important race….evidence that there is still room for a really good Sebring history book Lou!!! Maybe Sebring in the 50s and 60s. That photo of Fangio with the cigarette should be credited to Skip Eveleth I think…he did some great stuff that year. I’m so impressed with the detail…great job.
Ed McDonough
Dear Lou,
Thank you again for this superb story and beautiful images: Christmas came early this year. I will certainly make sure to share this with all our friends too! All should be able to enjoy this vivid account (another great one, though I remain stuck on your epic rendition of the 65 edition as a personal favorite) of racing history. Cannot wait for your next piece and am already holding my breath. Thank you very much.
Simply..wow!!!
Great story Louis! Superbly written, with many interesting little nuggets in it. Love the impressive collection of pictures.
Dave
First Class Louis. Also, thank you to the other commenters who were able to add to it (especially Brian Redman).
Good morning Louis,
Thanks for your nice article with superb photos; many of the details behind the scenes are simply fascinating ! What is not well known is that color pictures in those times were a luxury, I understand that most of them were color transparencies (Kodachromes). My late father knew Fangio and he always referred to him as a true gentleman, he also had a very good hand for cars.
Chester Flynn worked at GM Venezuela in the early 50´s and sparked interest with local drivers to participate in the 1955 Sebring race; he had good contacts with Alec Ulmann and made arrangements for entering the team: Two Mercedes 300Sl – Chester Flynn- Eduardo Muñoz and Pancho Pepe Croquer-Julio Pola – Eliott Dobbins and a Ferrari that had an accident prior to the race. The 300Sl from Flynn-Muñoz arrived 35 general, the other 300Sl DNF.
For the 1956 Sebring race a team from Venezuela was sent to improve the results of the 1955 race. The 1956 team consisted of an Osca MT4 driven by Mauricio Marcotulli and Eduardo Muñoz and a Ferrari 500TR driven by Julio Pola and Enrique Muro. Unfortunately the Osca had a problem with the differential after 15 laps and DNF, and the Ferrari driven by Julio Pola spun into one of the sand embankments and DNF after Julio spent much time trying to dig the car out. The Osca was similar to the car that had won the 1954 Sebring race, driven by Stirling Moss and Bill Lloyd.
You can see more information and pictures of the Venezuelan Teams in this Forum:
1955 Sebring Race: http://www.pasionalavelocidad.com/phpBB3/viewtopic.php?f=48&t=108
1956 Sebring Race: http://www.pasionalavelocidad.com/phpBB3/viewtopic.php?f=48&t=842
The Forum is in Spanish, but as one of the co-administrators, we would welcome your comments or any contributions that you want to make.
Hi, Lou. Sebring sure was raw in the early days. My first trip was ’69, and Jim Garner’s Lolas stick in my mind. A friend and I were on the way to Palm Beach, and we hit Sebring in the middle of the night, then left before daylight. I have since rediscovered Sebring, and that’s where I met Lou at the Legends of Motorsports event in 2007. His articles on the early days of racing at Sebring snap everything back into sharp focus, and we’re all wondering if there’s not a Galanos compilation or even a book in the offing… Thanks for the memories, Lou, see you at Sebring. Doug Seeley
Thanks Doug and thanks to all who have made comments. I will be there at Sebring in March and if you didn’t know already the raceway is going to have a 40th anniversary celebration of the very first IMSA Sebring. That was the 1973 Sebring that was won by Peter Gregg and Hurley Haywood in their Brumos Porsche Carrera RSR. Should be fun seeing some of those old cars that raced that year.
Another fantastic article and the pictures are just outstanding and what memories of those wondeful days of racing…Thanks again for your great work…
Jorge Cristobal (427fan)
I was assistant Chief Pit Stewart at the 56 Sebring and briefly in charge of the Italian Pits. The J2X Allard that is shown herein belonged to Tex Asche the Chief Pit Stewart. We drove it from Dallas to Sebring and back. With exception of Sterling Moss and me, most every one else has passed on.
Bill: You might remember Gene Bussian who was the Porsche pit steward during the ’56 race and provided many of the photos for my story. He is still with us and living in Nevada. Send me your email and I will put you in touch with him. You can contact me at: louisgalanos@gmail.com
Terrific article, Friend Jim Kimberly offered to sponsor my 1980 ferrari 512 BBLM # 31589 @ 81 Le Mans.Jim Kimberly and Betty McMahon were to attend race but cancelled at the last minute. Jim was co-Team manager and introduced me to my second X-wife Lin Berlitz Hilton that got pg knowing her only two months. T.I.D.E. pozzi ferrari France, 5th. O.A. IMSA class winner. Last ferrari class winner to finish in top five at Le Mans. Erin Profita, please help save the MIAMI Marine Stadium & old palm beach !
I was at Sebring in 1956. Very nice photos, Louis, bringing fond memories. Sports Car Digest was, and still is, “Top Notch” with excellent race and event coverage, pleasing motorheads everywhere. Thank You.
Good evening,
Recently I managed to find a copy in VHS format of this race, done by Alex Xidias, which I had misplaced, and had it saved in digital format. It was uploaded it in You Tube.
Please take a look here:
http://youtu.be/jKT1Wl9RkjA
Regards,
Eduardo Muñoz
I really enjoyed getting a great insight into the racing during the ’50s. What a great tribute for Fangio staying with his friend at the hospital; I have always thought of him as one of the great of the greatest drivers and humanitarian. I do enjoy the racing history and comments involving sports cars during the ’30s, ’50s, and ’60s. The period was certainly “The Golden Age of Sports Car Racing”. Thanks for the memories.
The gentleman wearing a red polo (image 53), is not A.de Portago.
Correction, pg 9, I took the picture. In the sunglasses, is Ed “Eddie” Crawford, Chicago Region SCCA, talking to Porsche manager “Huschke” von Hanstein. He was to co-drive with Linge or Hermann (not sure which is seen here) in the #42 blue Porsche, which was his own car sponsored by Porsche for this race.
Ray Crawford drove for Corvette.
Correction of correction-Ray Crawford was entered in a Kurtis, not a Corvette.
Correction, pg 2. I took the picture. The person standing to the right of Bob Sweikert is not Masten Gregory. Somebody associated with the Corvette team judging by his T-shirt.
I want to add that Louis Galanos has generously given me credit for a couple of the black and white pictures he used in this classic article. I was fourteen at the time with a Brownie box camera.