Ferrari Team 1-2-3 Finish at the 1967 Daytona 24 Hours

1967 24 Hours of Daytona – Race Profile

1967 24 Hours of Daytona – Page Three

Not to be ignored in the over 2-liter prototype category were the Chaparral cars entered by Jim Hall. He rolled into Daytona with an older model Chaparral 2D that was modified to accept a 7-liter Chevy engine and the new “winged-wonder” also known as the Chaparral 2F.

Bob Johnson Bruce Jennings Chaparral 2D photo
The Bob Johnson – Bruce Jennings Chaparral 2D did not finish due to a faulty gearbox.
Chaparral 2D luggage box FIA regulations
The box on the back of the Chaparral 2D is actually a “luggage box” required by FIA regulations. Most are internal but this is the only place Chaparral could put it.

The Chaparral 2F was equipped with a moveable rear wing mounted directly over the rear suspension. A similar rear-mounted wing had been first seen three months earlier on the Chaparral 2E Can-Am car.

At Daytona the Chaparral wing was officially christened an “overhead aerodynamic stabilizer.” In the motoring press it was referred to as a “flipper” and the car was described as “weird-winged,” the “winged-wonder” and the “winged-express.”

Phil Hill Mike Spence Chaparral 2F at Daytona in 1967
Phil Hill and Mike Spence drove this “winged wonder” Chaparral 2F at Daytona in 1967. It failed to finish due to accident damage.
Chaparral 2F at Daytona 1967
The Chaparral 2F going through tech inspection and weigh-in at Daytona in 1967.

The new car was also equipped with a 427-cubic-inch, 396-horsepower Chevrolet engine and a “secret” three-speed automatic transmission. Hall hoped this extra horsepower would address some of the problems he had in endurance racing in 1966. The engine and transmission were courtesy of the limited support he was still getting from General Motors.

In the 2-liter and under category Porsche would have little opposition. Two factory 906Es and a new Carrera 910 were entered in the Daytona 24. The 2-liter 910 was equipped with a 220-horsepower flat six-cylinder engine. In the minds of many the only competition that faced Porsche in this category was the Ferrari Dino 206s entered by privateers NART and Harrah.

Porsche 906 E Gerhard Mitter Jochen Rindt Daytona 1967
Porsche 906 E of Gerhard Mitter and Jochen Rindt. The car failed to finish due to suspension problems.
Porshe factory team Daytona 24 Hours 1967
Factory Porsche drivers and pit crew in the pits at Daytona during practice and qualifying for the 1967 Daytona 24 Hour race. On the left (standing) is Gijs Van Lennep, sitting on the right is Udo Schutz, the fellow with the cap is Fritz 'Huschke' von Hanstein. The fellow further along the wall with his back to the camera is probably Hans Herrmann.
Walter Habegger Charles Vogele Porsche 906 LH Daytona 1967
Walter Habegger and Charles Vogele drove this Porsche 906 LH at Daytona in 1967. In the dark Habegger collided with a Ferrari 275 GTB destroying both cars in the fire that followed. Only Habegger was injured. He suffered shock and deep facial cuts.

During the three days of practice and qualifying the Dan Gurney – A.J. Foyt Ford GT40 Mk. II took the pole position with a time of 1:55.1 (119.165 mph) which was 2.7 seconds under the record set by Ken Miles in 1966. Gurney’s pole winning lap was set on a special set of Goodyear “gumball” qualifying tires.

The Phil Hill – Mike Spence Chaparral 2F was second on the grid with a time of 1:55.6 and to everyone’s surprise (especially factory Ferrari) the NART Ferrari 330 P3 of Pedro Rodriguez and Jean Guichet qualified third. The best the factory P4s could do was the Amon – Bandini P4 in fourth. The rest of the first ten qualifiers included another Ferrari, the other Chaparral and four more Ford GT40 Mk. IIs.

The other 49 cars that would finally make the starting grid consisted of a little bit of everything including a Dodge Dart, a 1.3 liter ASA 411 with an all female driving crew and several Triumph TR-4’s. The number 42 Triumph TR-4 would be driven by Mario Levetto’s brother Guido and he and co-driver Steven Somner would finish in 18th position.

Having such small displacement cars on the same track with the big 7-liter Ford prototypes created some hairy moments as closing speeds approached 120 feet per second on the 31-degree high banks. No wonder that the slower drivers were admonished strongly during the driver’s meeting to stay in their lanes and not deviate. After the race some of the slower drivers would jokingly claim they spent more time looking in their rear view mirrors than looking ahead out of fear of those 7-liter prototypes.

Triumph TR4-A Guido Levetto Steven Somner Ferrari 365 P2/3 David Piper Richard Attwood
Triumph TR4-A of Guido Levetto and Steven Somner about to be overtaken by the Ferrari 365 P2/3 of David Piper and Richard Attwood. The Triumph would finish in 18th place but the Ferrari would be a DNF due to a broken gearbox.
Donna Mae Mims Suzy Dietrich Ring Free Oil Racing Team ASA 411 Daytona in 1967
The all-female driving team of Donna Mae Mims and Suzy Dietrich drove this Ring Free Oil Racing Team ASA 411 at Daytona in 1967. Sitting on the wall near the car is another team driver Gabriel Konig.
All-female Ring Free Oil Driving Team (L to R) of Suzy Dietrich, Donna Mae Mims, Smokey Drolet, Anita Taylor-Matthews, Janet Guthrie and an unidentified driver.
All-female Ring Free Oil Driving Team (L to R) of Suzy Dietrich, Donna Mae Mims, Smokey Drolet, Anita Taylor-Matthews, Janet Guthrie and Gabriel Konig. (photo credit: Al Wolford Collection)

1967 24 Hours of Daytona – Race Profile Continued

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  1. Another Galanos masterpiece! Thank you, Louis. As an aside, isn’t it a shame that Ford and Chaparral didn’t develop their lighter, higher revving, and less torquey small blocks, rather than feeding transmissions to the big blocks?

    1. David: That has mystified me for years. Time and time again the Chaparral was a DNF due to automatic transmission failure. We can’t change history but it is fun to speculate on the “what if…..”

  2. Thanks Lou and SCD – you feed us great stuff. The ’67 24 Hours of Daytona snaps into sharp focus. If I said that racing was never better, I’d be dating myself, but it never was… Ferrari vs. Ford – nothing is forever, but good writing prevails. I look for SCD every week, and I’ll see you in the pits, Doug

  3. Thanks Lou for the great article. It’s also very see good dad’s photos accompanying it. At that time in the mid to late 60s he was a glove rep/salesmanager for an industrial glove firm which had just begun marketing a sports/golf glove. Dad thought it might make an excellent driver’s glove. Being a huge motorsports enthusiast and photographer he parlayed the lot and headed off to Daytona. He was able to spend time with all of the major teams, Ferrari, Ford, Porsche, and Chaparral, meeting with the drivers, establishing friendships and handing out free samples of the gloves. I remember us getting phone calls from him at the track, we being just as enthusiastic about the sport (thanks to him) and occasionally he would put someone on the line saying “There’s someone who’d like to say hello to you”. I and my brothers were awe struck when the likes of Chris Amon, Mario Andretti, Dan Gurney and Phil Hill would take a few moments to speak with us. Dad’s archives span 60+ years of motor racing, everything from Grand Prix and F5000 to Can Am, Trans Am, ALMS, CART, Indy Car, and IMSA and I know he is thrilled to see his photos here along with your superb write up. Many thanks Lou and cheers!

  4. Great article….actually much more than an article, an in depth documentary! Yup, we had a great time that year. Mechanic, Bill Cannons of Daytona Beach entered two TR-4s (an A and an IRS). Ara Dube’ and Dana Kelder were 14th OA and 1st in class, Steve Sumner and I finished 16th and 2nd in Class. A little side note: During the testing days for the Ferraris, Steve asked if he could take his personal Ferrari GT around the track a few times. The Ferrari people said why not, expecting Steve to just cruise around….I rode as passenger and Steve proceeded to put ‘the peddle to the metal.” Well we came into turn one a little too hot ,and low and behold we started spinning circles through the entire turn. When we finally came to a stop and were still right side up and not having hit anything, I climbed out of the passenger seat with my knees knocking and here comes Bandini driving a stationwagon and Scarfiotti as passenger checking on our condition. They were concerned and then laughed a bit and we all returned to the pits. I wasn’t laughing a whole lot. Guido Levetto

  5. Lou, another impressive piece of work, very much appreciated. You may be interested to know that the Dragoni saga had gone on for sometime. Franco Lini was a friend of mine and told me once that the real problem was that Dragoni had a number of close contacts within the Italian press. He used them to pressure Enzo Ferrari to gain things he wanted…mainly number one spot for ‘his’ man Bandini. Bandini found Dragoni’s approach embarrassing. Phil Hill on Dragoni was wonderful…the only person I think Phil was openly critical of. Phil said he couldn’t find enough bad things to say about Dragoni!!!

    1. Ed, do you think that Enzo Ferrari connived with the factory drivers to violate the orders not to break the Daytona track record in order to give him a public reason to fire Dragoni?

  6. Another fantastic article with great photos –
    A super performance; you’ll have a hard time maintaining this level of quality in future articles !

    1. Not for the first time, I am amazed that no ‘real’ colour photograph of the famous Ferrari finished has ever emerged!

      Surely this was not a race from the stone-age era and one would have thought the U.S.A. would have enjoyed ready availability/use of colour film stock at the time – any thoughts/comments? Was there any film footage taken, perhaps?

  7. Outstanding work, Lou. Do you have plans to do the 1969 Daytona 24, the year we were filming James Garner’s “The Racing Scene” there?

  8. Great article Lou. You really go into details in the behind the scenes antics of racing. Thanks for taking the time to document a great race.

  9. Terrific job Louis. I don’t remember reading an account that weaved the facts in such a way as they setup what happens on the track so concisely interesting. The drama of the politics plays out against the mechanical realities of the race. And let me thank you for Bob Johnson, the driver of the Chaparral 2D, who passed away recently. He would have loved it. Our friend, and later our crew chief, he told stories that were this thick with life. I’ve already passed this on to several of our semi-old racing friends. Thank you Sports Car Digest for finding writers as good a s Mr. Galanos to keep alive the memories of a time when cars were actually different from one another and the personalities were bigger than life.

  10. Lou:

    Nice lead-in to the race this weekend. Thanks for setting the stage for us – excellent report with great photos!

  11. Stirling Moss was never World Champion, and all the Ferraris were “normally aspirated.” Two were fuel-injected and one was carburated. Other than that, great piece.

  12. Wow, what an article. This was when I lived and died with the Fords (my dad was a Ford man all his life). Thank you for an great behind the scenes look. Also, to all who added commentary, it adds immeasurably to the experience. Thank you all.

  13. Hello Guido. Fred Schmidt here. Remember me? I am the current owner of both the #42 and #43 Triumph TR4A’s. A few years ago while I was gathering information on the Triumph’s, you sent me some motion picture film that your brother shot of the cars. I still have the copies and they are great to watch. Have you been in touch with Bill Cannons, Dana, Ara or any of the others?. The last time I saw Bill was about 10 years ago. He gave me the actual Trophy from that race. So, I still have both cars and they look and run fantastic. Email me anytime. Thanks, Fred

    1. Just read your article, glad the cars are in good hands. Bill is still in good shape but “a mite older oi say”, I haven’t heard from Dana in quite a time. Ara passed away some years ago. Drop me an e-mail. Guido

  14. I am not sure about this statement: “Stirling Moss, at the time a retired world driving champion, commented: “…. Sir Stirling was a huge hero of mine then, as now, but I do not believe that he was ever world driving champion. He won a huge number of races in his career, usually in privateer cars, principally belonging to Rob Walker, methinks, and he was at one point a teammate of Fangio’s, but, better look that claim up.

    I attended that race with two college buddies, Randy De Stefano and George McNeese. Both of those guys were big (“irrationally exuberant”) Ford fans. I was a Ferrari fan. Needless to say, we goaded each other a good deal on the way to the race about who was gonna whip whose a$$. Ford had come out with overwhelming numbers of both 289 and 427 GT 40s, I think it was. Early on Sunday morning, after a long, cold night, we were out along the fence line (from the infield side) when along came Mario Andretti, helmet in hand, looking very very despondent. “What happened Mario,” we asked. “Fifty cent dog-screw in the transmission,” was all he said, as he walked back to the pits, leaving his Ford GT 40 on the track. It was very cold that morning, as I recall, chillingly cold for the Ford fans, as the Fords just continue to drop out in droves.

    At the end of the race, it was Ferrari, Ferrari, Ferrari, with two Porsche 911s tucked in a respectable distance behind them. That outcome did not please my two friends, at all. When leaving time came, there was more unbelieving silence than celebration on their part. And I had to pretty much struggle not to crow a little.

    I remember taking a picture of the number 32 Ferrari 250 LM on the infield course from about half-a-mile away with a Nikon F1, with a standard 50 mm lens on black and white Kodak PlusX film. Needless to say, I had to rotate the enlarger 90 degrees and project the image onto the floor to get a full 8 x 10 images, and was it ever grainy!

    That was a great race. Hugely exciting. Let’s see: 2013 – 1967 is … Oh, never mind. It was just yesterday in my memories.

  15. Such a great article and memorable race. I just read your race story for the third time, and suddenly realized that I had never left a comment! Thanks, Lou!

  16. Great article, I enjoyed the details.. I grew up in Lakeland FL and went to all the races at Sebring and Daytona during the 60’s. I later lived in Daytona and worked as a photographer at DIS. I really like the local look at Daytona at the time, San Remo. It was a small town. Very small crowds at Daytona and Sebring, not like today. How about an article about 1966 24 hrs. to correct the movie, “Ford vs Ferrari”.

  17. ALWAYS great to read and re-read and re-read your factual accounts of historic races and viewing again and again the photos. Mario

  18. In 1985 I sold my 275 GTB to a guy named Armand Blaton who revealed he had bought it on behalf of his Jean Blaton who was the “Beurlys” mentioned in this report and who also competed successfully for several years at Le Mans. They owned the best hotel in Brussels. The reason for the Beurlys nom de plume was that the family did not want him to race so he assumed the name and used it throughout his career. I believe the car is still in the family. I wish it was still in mine!