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1961 Sebring 12 Hours – Race Profile

Coming out of turn 12 is the Rodriguez brothers Ferrari about to overtake the Gregory/Casner/Moss Maserati as they head down the front straight. (Photo: FlaGator)
Coming out of turn 12 is the Rodriguez brothers Ferrari about to overtake the Gregory/Casner/Moss Maserati as they head down the front straight. (Photo: FlaGator)

Story by Louis Galanos | Photos as credited

Souvenir race program for the 1961 Sebring 12-Hour Grand Prix of Endurance. (Photo: RSC photo)
Souvenir race program for the 1961 Sebring 12-Hour Grand Prix of Endurance. (Photo: RSC photo)

By March of 1961 the controversy surrounding the poorly reviewed 1960 Sebring 12 hour race was forgotten by most. Gone were any threats or boycotts by factory Ferrari and Porsche over the Sebring requirement, in 1960, that all entrants use Amoco gasoline. The Sebring track’s major sponsor, the American Oil Company (Amoco), had withdrawn its sponsorship of the race after the Fédération Internationale de l’Automobile (FIA) dictated that Sebring promoter Alec Ulmann could not enter into any exclusive agreements with companies, like Amoco, and require entrants to use their products. Ulmann protested to the FIA citing that they allowed such an exclusive arrangement for the 24 Hours of Le Mans but the FIA ignored Mr. Ulmann’s argument.

Losing your major sponsor didn’t deter Alec Ulmann because he was a genius when it came to marketing and promotion and it didn’t take him long to find another sponsor in the form of Italian airline Alitalia. Not only did Alitalia provide money for the purse and a beautiful sterling silver trophy but they were able to transport many of the European competitors to the East Coast of the United States where they could then arrange for transportation to Florida.

The 1961 Sebring 12 Hours race would be the tenth anniversary of what many now called “The World’s Greatest 12-hour Endurance Race.” Both Alec and wife, Mary Ulmann, were going all out in anticipation of a large crowd of race fans and attendance by a “who’s who” of New York and Palm Beach society along with a smattering of Florida’s political big wigs. Later writers would characterize this moment in time as part of the golden era in sports car racing in America.

One of Mary’s responsibilities was to see that all the invited guests were well treated and the Automobile Race Club of Florida (A.R.C.F.) hospitality tent in the paddock was the place to find gourmet food, Florida delicacies like gator tail and oysters all washed down by copious amounts of expensive champagne. There was even a fully stocked bar where ARCF members and invited guests could find a drink long after drinking establishments outside the track were closed. More than one guest would spend the entire race in the hospitality tent eating, drinking and smoking cigarettes.

In the previous ten years Sebring had built up a national and international following as well as a host of sponsorships by both national and international companies. For those involved in motorsports Sebring was the place to be. Going to Sebring and sunny Florida in March was also a good excuse to get away from the frozen regions of the U.S. and Europe and Florida complied with bright sun and mild temperatures during the entire week before the race. More than one participant at Sebring in 1961 returned home with a sun burn.


 

The 1961 race at Sebring was getting a lot of attention in the international motorsports press because it was the season opener for the International Manufacturer’s Championship that was sanctioned by the F.I.A. and Porsche would be returning with seven entries as they hoped to repeat their overall win from the previous year.

Ferrari, which won in 1956, ’58 and ’59 would be there to challenge Porsche with thirteen entries including a radically new rear-engined Ferrari Dino 246 SP to be driven by Richie Ginther and Count Wolfgang von Trips. One automotive magazine described the all-new rear engined Ferrari as, “…ugly, brutish and blindingly fast with almost unbelievable road-holding.”

The rear-engine Ferrari Dino 246 of Wolfgang von Trips (driving) and Richie Ginther. The car failed to finish due to a broken steering arm. (Photo: www.barcboys.com)
The rear-engine Ferrari Dino 246 of Wolfgang von Trips (driving) and Richie Ginther. The car failed to finish due to a broken steering arm. (Photo: www.barcboys.com)

The car’s “ugliness” seems to be a direct result of wind tunnel testing by Ferrari which by all accounts was a first for them. The testing produced a rather large front nose on the car and a hump at the back. During the first day of practice driver Richie Ginther clocked a record 3:14 lap which broke Stirling Moss’s record run in 1960 by three seconds and set the standard for the day. Many tried to equal it including Moss in his Birdcage Maserati but all were unable to do so. When asked about this Camoradi team manager Lloyd “Lucky” Casner said, “We can break the record lap time whenever we want to.”

The team of six Maserati Tipo entries were there to challenge the Ferraris but few gave them any chance at winning because not a single Maserati finished in 1960 and two of the cars at Sebring in ’61 were new unraced rear-engined Type 63’s. Chief Camoradi mechanic Lee Lilley said, “We really don’t know what we have here. The Maserati hasn’t been tested enough to give us much idea but we do know that she has great speed.”

The Maserati Tipo 63 of Walt Hansgen and Bruce McLaren. It failed to finish due to a busted rear axle. (Photo: www.barcboys.com)
The Maserati Tipo 63 of Walt Hansgen and Bruce McLaren. It failed to finish due to a busted rear axle. (Photo: www.barcboys.com)
John Fitch (in car) and Dick Thompson's Maserati Tipo 61 failed to finish due to gearbox problems. (Photo: www.barcboys.com)
John Fitch (in car) and Dick Thompson’s Maserati Tipo 61 failed to finish due to gearbox problems. (Photo: www.barcboys.com)
The rough Sebring course broke the suspension on Masten Gregory and Lloyd Casner's Maserati Tipo 63. Drivers did not like that large wind screen. Stirling Moss was the last to drive the car after his Maser broke. (Photo: www.barcboys.com)
The rough Sebring course broke the suspension on Masten Gregory and Lloyd Casner’s Maserati Tipo 63. Drivers did not like that large wind screen. Stirling Moss was the last to drive the car after his Maser broke. (Photo: www.barcboys.com)
Like the other Maserati's this Tipo 61 failed to finish. It was driven by Dave Causey and Luke Stear. (Photo: www.barcboys.com)
Like the other Maserati’s this Tipo 61 failed to finish. It was driven by Dave Causey and Luke Stear. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Two

While the talk in the automotive press might have been about the Germans verses the Italians among the rank and file entering the gates on race day the talk was about the six Corvettes that were entered in the race and maybe this year would be their year. While Porsche, Ferrari and Maserati were fielding factory teams the Corvette entries were all privateers without any factory support from General Motors (GM).

GM could not overtly help the Corvette entries because in June of 1957 they joined the other members of the Automobile Manufacturers Association in a gentleman’s agreement to discontinue any factory support for autoracing and motorsports. This agreement came about following the tragedy at the 1955 24 Hours of Le Mans where 83 spectators were killed and hundreds injured. However, there were some at GM who turned a blind eye when a lot of high performance goodies made their way out the factory back door and to some of the racers. Officially, however, factory support was forbidden.

The Corvettes were always welcome at Sebring because they helped raise the interest in the race, although they had never seriously threatened to take the victory away from the European entries. However, in the mind of Vette fans, this could be the year. Prior to 1961 the last time an American made car had won at Sebring was 1953 when a Cunningham built C4R took overall honors.

The Corvette C1 team in the pits during practice. The #4 car was driven by Delmo Johnson and Dave Morgan and finished 11th overall and first in class. The 1P car was used only for practice. The #1 car was driven by Don Yenko and Ben Moore and finished 32nd overall. The #2 car blew an engine and failed to finish. It was driven by Ray Reardon and John Kilborn. (Photo: www.barcboys.com)
The Corvette C1 team in the pits during practice. The #4 car was driven by Delmo Johnson and Dave Morgan and finished 11th overall and first in class. The 1P car was used only for practice. The #1 car was driven by Don Yenko and Ben Moore and finished 32nd overall. The #2 car blew an engine and failed to finish. It was driven by Ray Reardon and John Kilborn. (Photo: www.barcboys.com)

Besides rooting for their favorite marque many race fans would also be rooting for their favorite driver and Sebring in ’61 provided some of the biggest names in the business including five former Sebring winners. One of those was American favorite Dan Gurney with his movie star looks. Also from Southern California was Richie Ginther and Phil Hill and from Texas oilmen Jim Hall and Hap Sharp. Sebring veteran Briggs Cunningham would also be there along with popular woman driver Denise McCluggage. Englishmen Stirling Moss and Graham Hill seemed to attract the ladies along with the diminutive duo of Rodriguez brothers Pedro, 21 and Ricardo, 19. The ladies thought they were “cute.” In the pits momma and papa Rodriguez were there keeping an eye on the boys and supposedly protecting them from predatory females.

 


Jo Bonnier and Dan Gurney contemplating a Sebring hay bale. (Photo: www.barcboys.com)
Jo Bonnier and Dan Gurney contemplating a Sebring hay bale. (Photo: www.barcboys.com)
Later in the race Giancarlo Baghetti and Willy Mairesse had their factory Ferrari 250 Testa Rossa reassigned to Richie Ginther and Wolfgang von Trips. They finished second overall. (Photo: Paolo D'Alessio)
Later in the race Giancarlo Baghetti and Willy Mairesse had their factory Ferrari 250 Testa Rossa reassigned to Richie Ginther and Wolfgang von Trips. They finished second overall. (Photo: Paolo D’Alessio)
The legendary English drivers Stirling Moss and Graham Hill. (Photo: www.barcboys.com)
The legendary English drivers Stirling Moss and Graham Hill. (Photo: www.barcboys.com)
Briggs Cunningham in the only Maserati Tipo to finish. (Photo: www.barcboys.com)
Briggs Cunningham in the only Maserati Tipo to finish. (Photo: www.barcboys.com)
The legendary female driver, author and motorsports journalist Denise McCluggage discussing racing strategy with a shirtless Stirling Moss. McCluggage commented that Moss liked to intimidate other drivers with his superb physique. (Photo: www.barcboys.com)
The legendary female driver, author and motorsports journalist Denise McCluggage discussing racing strategy with a shirtless Stirling Moss. McCluggage commented that Moss liked to intimidate other drivers with his superb physique. (Photo: www.barcboys.com)
Fellow Californian Richie Ginther drove the second place Ferrari. (Photo: Paolo D'Alessio)
Californian Richie Ginther drove the second place Ferrari. (Photo: Paolo D’Alessio)
American Masten Gregory was one of the few drivers in endurance racing to wear glasses. (Photo: www.barcboys.com)
American Masten Gregory was one of the few drivers in endurance racing to wear glasses. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Three

The Rodriguez brothers had been racing at Sebring for several years. The first time they raced at Sebring they were too young to legally drive in Florida but could drive a race car because they had obtained an F.I.A. race license in their native Mexico. Ironically in 1961 Stirling Moss could not drive himself to the track because his British driving license had been suspended for one year for dangerous driving in his native England. Like the Rodriguez brothers, when they were young, he had to be chauffeured to the track.

Belgian Olivier Gendebien arrived at the track for practice in a foul mood. It seems that he had been stopped for speeding on his way south and had to pay a $150.00 speeding fine before he could continue on his way. To keep that in perspective, $150.00 in 1961 is the equal of almost $1200.00 today. Gendebien would be co-driving a factory Ferrari 250 Testa Rossa 61 with Phil Hill.

Adding an air of nobility to this event would be Count Wolfgang von Trips of Germany. His full name was Wolfgang Alexander Albert Eduard Maximilian Reichsgraf Berghe von Trips. Some in the pits at Sebring in ’61 nicknamed him Wolfgang von Crash because of the numerous accidents he had in racing. Tragically von Trips would die at the Italian Grand Prix at Monza six months after Sebring when his Ferrari went off the track and into a barrier. Not only did he die but fifteen spectators were also killed. Some believed his fate to die young had been determined since the plane he was to take to the U.S.A., following the Italian Grand Prix, crashed in Scotland.

Pedro Rodriguez and female friend at Sebring in 1961. (Photo: Graham L. Smith)
Pedro Rodriguez and female friend at Sebring in 1961. (Photo: Graham L. Smith)

 


Olivier Gendebien
Olivier Gendebien on the grid with Jo Bonnier behind him. (Photo: Jim Sitz/IMRRC)
Count Wolfgang von Trips added an air of nobility to the 1961 race. (Photo: Paolo D'Alessio)
Count Wolfgang von Trips added an air of nobility to the 1961 race. (Photo: Paolo D’Alessio)
While not a famous driver this fellow was a regular attendee at Sebring. Photo: Florida Archives)
While not a famous driver this fellow was a regular attendee at Sebring. (Photo: Florida Archives)

 

1961 Sebring 12 Hours – Race Profile Page Four

In 1961 at Sebring your place on the starting grid was determined by engine size and not your qualification speed. However, all entrants were required to practice a minimum number of laps with some of those coming during night practice. One car showing up for practice was a Ferrari GT with racing numbers on the hood and both doors. Some astute observer checked the entry list and found that the car was an illegal entry and the driver and car were escorted from the track. Interesting enough the fellow who did this pulled the same stunt in 1960 by parking his little Fiat at the end of the grid then joined the race until the folks in timing and scoring realized he wasn’t on their entry lists and the car was black flagged and escorted from the track.

Before or after official practice times the area in front of the start finish was often quiet as teams worked on their cars or set up their pit area with tires, tools and other equipment needed for the race. It was during these times that one could see some of the drivers practicing their Le Mans style run to their car and the tricky leap into the cockpit of the open racers.

During a lull in the night practice Ferrari driver Olivier Gendebien could be seen pacing off the distance to where the drivers would stand then he would dash to his car carefully placing his hand on the hood before leaping over the high expanse of Plexiglas surrounding the cockpit of his Ferrari 250 Testa Rossa 61.

His first try resulted in a not too graceful landing so he went back for another try. This time his landing was even worse and he had injured himself. When Ferrari team manager Romolo Tavoni came over to check the situation Gendebien told him that he had badly twisted his ankle and wouldn’t be able to continue the practice session. Tavoni was not pleased and, in typical Italian fashion, showed it. A pit crew member was then dispatched to get some ice for Gendebien’s rapidly swelling ankle. The injury would not stop Gendebien from driving on race day but he would be in constant pain throughout the race. On race day Gendebien exhibited a noticeable limp when walking around the pit and paddock.

An early indication of what kind of fan turnout the track might have in ’61 was the number of early arrivals with some showing up a week before the race which was becoming a tradition at the track. They were there to stake out their favorite viewing spots and set up their tents and viewing scaffolds. Since the airport property had a working environment, with many businesses and warehouses, there was no one to sell the early arrivals entry tickets. Only later in the week would Sebring personnel enter the spectator areas to collect the required entry fee and some remembered seeing race fans scramble for hiding spots in order to avoid paying for their ticket.

Some of the early Sebring arrivals were talking about not going out to the Webster turn bleachers near the warehouses along the Warehouse Straight. These buildings housed a variety of businesses and in a previous year one of the warehouses was full of “…dead whales, or at least ground-up portions of them possibly to be used as fertilizer or pet food.” On a hot day the rather unique smell could be detected at a great distance and the race track was just feet from the warehouses. According to some drivers back then they would hold their breaths when passing the buildings because the smell was strong enough to make you gag. Fortunately in ’61 the winds were favorable and race fans could actually sit in the bleachers without holding their noses or needing a gas mask.

For college students, on spring break, Sebring had become a much anticipated stop going to or coming back from the beaches in Ft. Lauderdale and Miami. The Sebring race had a reputation for being a place where students could party without being hassled too much by the local authorities. In later years a Miami Herald columnist would describe the Sebring environment as bacchanalian replete with “topless bimbos” dancing on car hoods. Needless to say that reports like that didn’t discourage people from attending the race.


 

The early arrivals were in luck this year because the Sebring promoters had the most active program planned since its inception. The normal Friday race schedule for Sebring was usually very relaxed with a concours d’ elegance and an antique car parade with the big fan draw being the 12-hour race on Saturday. Much to the delight of race fans already at the track the race promoters scheduled a full day of racing on Friday with a four-hour enduro for GT cars (under 1000 cc) along with a brand new 100-mile event for Formula Juniors and a one-hour event for go-karts which would be run on the 2.2 mile short course. As an added special attraction British ace Stirling Moss and his rally-champion-sister Pat would be driving Austin-Healey Sprites in the GT race along with Dan Gurney in an Abarth 1000 and Bruce McLaren in a Sprite.

The race for small GT cars started early on Friday at 9 a.m. with 27 drivers doing the Le Mans dash to their cars. Since it was only four hours long some expected a hard fought sprint to the finish but since some of the cars were also entered in the 23-hour a few of the drivers made effort to not push too hard. The winning trophy went to the Fiat-Abarth of Harry Washburn followed by the Donald Healey entered Sprite of Walt Hansgen.

Stirling Moss and sister, Pat, getting ready for the GT race. (Photo: www.barcboys.com)
Stirling Moss and sister, Pat, getting ready for the GT race. (Photo: www.barcboys.com)
Fiat Abarths going through tech inspection. (Photo: John Mahall)
Fiat Abarths going through tech inspection. (Photo: John Mahall)
Fiat Abarths going through tech inspection. (Photo: John Mahall)
Fiat Abarths going through tech inspection. (Photo: John Mahall)
The GT race for small cars was part of a full schedule of events on Friday. (Photo: www.barcboys.com)
The GT race for small cars was part of a full schedule of events on Friday. (Photo: www.barcboys.com)
The GT race for small cars was part of a full schedule of events on Friday. (Photo: www.barcboys.com)
The GT race for small cars was part of a full schedule of events on Friday. (Photo: www.barcboys.com)

1961 Sebring 12 Hours – Race Profile Page Five

In the Formula Junior event Hansgen again repeated his second place finish this time driving a Cooper. The winning car was a rear-powered Gemini of Charles Kolb and he beat everyone hands down in the 20 lap event run on the 2.2 mile short course. Some notable drivers in this race included Pedro Rodriguez in his “Pepsi-Cola” Cooper and Ronnie Hissom in a Carroll Shelby prepared Lotus-Ford. Racing a Stanguellini was Guida Lollobrigida who some thought was cousin to Italian actress Gina Lollobrigida.

The go-kart race was another story with 60 plus drivers on the grid doing a Le Mans style start to their karts. The mechanics had the twin-engined karts already running with the rear wheels off the ground as the drivers dove into their vehicles. Going past the start/finish, sometimes eight abreast, with clouds of oil smoke following them made an exciting sight for all who witnessed it. As they passed the pits at 75 m.p.h. some of the “…drivers were literally folding themselves up to reduce wind resistance.” It was remarkable that there were no accidents during the event.

Getting ready for the Formula Junior race. (Photo: John Mahall)
Getting ready for the Formula Junior race. (Photo: John Mahall)
Formula Junior in the paddock. (Photo: John Mahall)
Formula Junior in the paddock. (Photo: John Mahall)
Jean Lloyd flips her Stanguellini during the Formula Jr. race. She was not seriously injured. (Photo: AP wire)
Jean Lloyd flips her Stanguellini during the Formula Jr. race. She was not seriously injured. (Photo: AP wire)
The Kart race produced some eye-opening speeds. (Photo: www.barcboys.com)
The Kart race produced some eye-opening speeds. (Photo: www.barcboys.com)

 


The #10 Hap Sharp - Ronnie Hissom Ferrari 250 TR that finished 4th overall. (Photo: www.barcboys.com)
The #10 Hap Sharp – Ronnie Hissom Ferrari 250 TR that finished 4th overall. (Photo: www.barcboys.com)
The Ferrari 250 TR 59 of Pete Lovely and Jack Nethercutt in what passed for garages at Sebring in 1961. (Photo: www.barcboys.com)
The Ferrari 250 TR 59 of Pete Lovely and Jack Nethercutt in what passed for garages at Sebring in 1961. (Photo: www.barcboys.com)
Factory Porsche 718 RS 61's in the paddock at Sebring in 1961. (Photo: www.barcboys.com)
Factory Porsche 718 RS 61’s in the paddock at Sebring in 1961. (Photo: www.barcboys.com)
The George Reed, Bill Sturgis Ferrari 250 TR 59/60 that finished 8th overall. (Photo: www.barcboys.com)
The George Reed, Bill Sturgis Ferrari 250 TR 59/60 that finished 8th overall. (Photo: www.barcboys.com)
The Ferrari Dino 246 S of Jim Hall and George Constantine finished 6th overall and first in class. (Photo: www.barcboys.com)
The Ferrari Dino 246 S of Jim Hall and George Constantine finished 6th overall and first in class. (Photo: www.barcboys.com)
The Ferrari 250 GT SWB of Denise McCluggage and Allen Eager finished 10th overall and first in class. (Photo: www.barcboys.com)
The Ferrari 250 GT SWB of Denise McCluggage and Allen Eager finished 10th overall and first in class. (Photo: www.barcboys.com)
Two BMC MG A's in the pits. The #43 car finished 16th and the #44 car finished 14th. (Photo: www.barcboys.com)
Two BMC MG A’s in the pits. The #43 car finished 16th and the #44 car finished 14th. (Photo: www.barcboys.com)
The Aston Martin DB4 of Sherman Decker and Bob Bucher failed to finish. (Photo: www.barcboys.com)
The Aston Martin DB4 of Sherman Decker and Bob Bucher failed to finish. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Six

Early on race day Sebring veterans who were staying in hotels outside the track were already up and on the road to the track by 4 a.m. If you waited until sunrise you stood a good chance of being stuck in the kind of monumental traffic jam that Sebring was known for. On more than one race day some Sebring race fans didn’t get into the track until several hours after the 10 a.m. start.

By 9:30 a.m. most of the 65 cars that would start the race were on the starting grid. One car was being pushed into place by its crew while a mechanic was still working under the hood. Also on the grid were dozens of photojournalists taking last minute pictures of cars and drivers while the print journalists did last minute interviews. Those photographers assigned to cover the start would stay in the pit area while the others would climb into a hand full of four-wheel-drive SAABs, donated by the manufacturer, to get out to the turns to cover the early action.

One late arriving driver, looking like he had just gotten up, began to strip to his skivvies in his pit enclosure before donning his Dunlop driving suit. He then rushed out to the grid to be photographed with his car and co-driver.

While this was to be the year of the rear-engine car with seven Porsches, two Maseratis and one Ferrari with power plants behind the driver it was apparent that one of the drivers had changed his mind about such cars. That driver was British ace Stirling Moss who, at the last minute, took over the front engined #23 Mazer of Masten Gregory and Lloyd Casner which was a brand new Type 61 and the last of the 22 built. Moss had been unhappy about the handling of the new rear-engine Tipo 63 and demanded the switch. When asked about the switch Casner said they were “happy” to make the swap but it was apparent that Masten Gregory was a bit miffed.

Two factory MG A's on the grid prior to the start. (Photo: www.barcboys.com)
Two factory MG A’s on the grid prior to the start. (Photo: www.barcboys.com)
Jack Nethercutt entered this Ferrari 250 TR 59 at Sebring in '61. It was a DNF. (Photo: www.barcboys.com)
Jack Nethercutt entered this Ferrari 250 TR 59 at Sebring in ’61. It was a DNF. (Photo: www.barcboys.com)
This factory Ferrari 250 TRI/60 finished second overall. (Photo: www.barcboys.com)
This factory Ferrari 250 TRI/60 finished second overall. (Photo: www.barcboys.com)
The Porsche 718 RS 61 of Chuck Cassel and David Lane failed to finish (Photo: www.barcboys.com)
The Porsche 718 RS 61 of Chuck Cassel and David Lane failed to finish (Photo: www.barcboys.com)
Hans Herrmann sits in his factory Porsche 718 RS 61. He and co-driver Edgar Barth failed to finish. (Photo: www.barcboys.com)
Hans Herrmann sits in his factory Porsche 718 RS 61. He and co-driver Edgar Barth failed to finish. (Photo: www.barcboys.com)

 


The Bob Holbert - Roger Penske Brumos Porsche 718 RS 61 finished 5th and first in class. (Photo: www.barcboys.com)
The Bob Holbert – Roger Penske Brumos Porsche 718 RS 61 finished 5th and first in class. (Photo: www.barcboys.com)
Denise McCluggage in the pits with her Ferrari 250 GT SWB that finished 10th overall and first in class. (Photo: www.barcboys.com)
Denise McCluggage in the pits with her Ferrari 250 GT SWB that finished 10th overall and first in class. (Photo: www.barcboys.com)
Ferraris in the pits at Sebring in 1961. (Photo: www.barcboys.com)
Ferraris in the pits at Sebring in 1961. (Photo: www.barcboys.com)
The winning Ferrari 250 TRI/61 of Phil Hill and Olivier Gendebien. (Photo: www.barcboys.com)
The winning Ferrari 250 TRI/61 of Phil Hill and Olivier Gendebien. (Photo: www.barcboys.com)
Ed Hugus and Alan Connell drove this Ferrari Dino 246 S but it was a DNF. Next to the car is the Triumph TR3 of George Waltman and Ike Williamson that finished 29th. (Photo: www.barcboys.com)
Ed Hugus and Alan Connell drove this Ferrari Dino 246 S but it was a DNF. Next to the car is the Triumph TR3 of George Waltman and Ike Williamson that finished 29th. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Seven

The cars were lined up according to engine size with the 4.6 liter Corvettes then a couple of 3.7 liter Aston Martins first on the grid. They were then followed by a host of 3-liter Ferraris and Maserati Tipos. Last on the grid was a French made Deutsch-Bonnet Le Mans with a 2 cylinder 701 cc Panhard engine. Just up on the grid from the Deutsch-Bonnet was a Fiat-Abarth 1000 that was surprisingly fast having lapped the course consistently in well under four minutes which was a speed formerly the sole province of the biggest production cars.

Amid all this chaos on the starting grid the colorful pageant that was Sebring continued with a high school band marching and playing. As the band passed the lineup of cars some of the drivers gave out appreciative cat calls and wolf whistles to the teenage baton twirlers in their short-shorts and tasseled boots. In the politically correct environment of today that behavior might get you a special feature on YouTube or one of the girls might clobber you with her baton.

Kay Taylor and the Sebring High School band. (Photo: Sebring International Raceway)
Kay Taylor and the Sebring High School band. (Photo: Sebring International Raceway)

After race founder and promoter Alec Ulmann gave his annual driver’s meeting comments he escorted newly elected Florida Governor Farris Bryant to a waiting convertible where they did a lap of honor escorted by four official SAAB pace cars and a cadre of police motorcycles. As they finished up at the start/finish line the five minute warning horn was sounded. The drivers went to their starting positions across from their cars as grid stewards did their best to clear the pits of remaining spectators.

The voice of starter Jesse Coleman could be heard as the countdown over the public address system began at the one minute mark and Governor Bryant began to unfurl the start flag. Every time the remaining seconds were announced, 45, 30 then 15, the area around the start/finish and pits became quieter. Then the announcement of 10, 9, 8 and so on. When the one mark was reach a shout of “Go!” went up from the pit area and the drivers sprinted to their cars.

Race day at Sebring 1961. (Photo: Florida Archives)
Race day at Sebring 1961. (Photo: Florida Archives)
The starting grid. The #87 car is the Arnolt Bristol Deluxe of Bud Seaverns and Robert Gary that finished 23rd. (Photo: John Mahall)
The starting grid. The #87 car is the Arnolt Bristol Deluxe of Bud Seaverns and Robert Gary that finished 23rd. (Photo: John Mahall)
Starting grid with drivers lined up for the Le Mans style start. (Photo: John Mahall)
Starting grid with drivers lined up for the Le Mans style start. (Photo: John Mahall)

 


Drivers sprinting to their cars. John Mahall photo.
Drivers sprinting to their cars. John Mahall photo.
The #45 car is the Elva Courier entered by Carl Haas and driven by Don Horn and Ed Tucker. The car finished 36th overall. (Photo: www.barcboys.com)
The #45 car is the Elva Courier entered by Carl Haas and driven by Don Horn and Ed Tucker. The car finished 36th overall. (Photo: John Mahall)
Two Corvettes leading the pack at the start. (Photo: www.barcboys.com)
Two Corvettes leading the pack at the start. (Photo: www.barcboys.com)
The pack heads through turn one. (Photo: www.barcboys.com)
The pack heads through turn one. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Eight

To the encouragement of pit crews, race fans and even grid marshals the drivers vaulted into their cars to see who would be the first away. Having the advantage of being first in line two Corvettes were 1-2 under the Mercedes-Benz Bridge followed by the #18 Ferrari of Gaston Andrey and Allen Newman in third place. They were quickly passed by the #9 Nethercutt/Lovely Ferrari 250 TR 59 which finished third at Sebring in 1960.

As all eyes watched the thundering herd of cars blast through turns one and two it was almost comical to see coming under the bridge the 748 c.c. Berga of Bentley/Grady putt-putting along as the last to leave the grid.

But hold on, there was still one more car on the grid and it was none other than British champion Stirling Moss in his Camoradi Maserati Tipo 61 Birdcage. Moss was unable to get the engine to turn over due to a dead battery. To say that Moss was not happy would be an understatement and it took six minutes to place a new battery in the car so he could get going. Moss described what happened on the grid in his own words (stirlingmoss.com). Moss, “…the battery was flat as a pancake! It took six minutes or so to coax the car into life.” Before the Le Mans start Moss had asked the team very specifically whether the cars battery was fully charged. “Oh yes” they reassured him, there would be “no problems”. Once he got going Moss drove flat out for two solid hours managing to get the car up as high as second place before bringing the car into the pits for a scheduled stop and to turn the car over to Graham Hill.

Stirling Moss sits in the Maserati Tipo 61 that will fail him at the start. (Photo: www.barcboys.com)
Stirling Moss sits in the Maserati Tipo 61 that will fail him at the start. (Photo: www.barcboys.com)

 


Fifteen minutes after the 10 a.m. start the leading four cars were amazingly close and on the same lap. In the words of one sports writer they were so close when they passed the start/finish “…you could throw a blanket over them.”

Much to the dismay of the factory Ferrari manager Romulo Tavoni the leading car at 10:15 was not one of his but the private entry North American Racing Team Ferrari 250 TR 59/60 of Pedro and Ricardo Rodriguez. The Maserati Tipo 63 of Masten Gregory and Lloyd “Lucky” Casner was second, the factory Ferrari 250 TRI/61 of Phil Hill and Olivier Gendebien was third and the Maserati Tipo 63 of Bruce McLaren and Walt Hansgen fourth. Stirling Moss was literally burning up the track to make up for lost time on the grid. In 15 minutes he went from dead last and a lap and a half behind to 14th overall. For many race fans they were getting what they had come for and that is a duel between Ferrari and Maserati.

The older model Ferrari 250 TR 59/60 that the Rodriguez brothers brought home in third place. (Photo: Graham L. Smith)
The older model Ferrari 250 TR 59/60 that the Rodriguez brothers brought home in third place. (Photo: Graham L. Smith)

Even in 1961 there were conspiracy theorists and the start of the race spawned the thought that when Stirling Moss switched Maseratis at the last minute that someone in the Camoradi camp decided to teach him a lesson by putting a dead battery in the car. It made for great theater but, if true, turned out to be a disaster for the team because Moss beat hell out of the car in trying to make up for lost time on the grid. Moss beat his own 1960 Sebring record at least three times in the first hour and was picking up as much as five seconds a lap on the competition. Some in the Maserati pits groaned when they heard the news because they believed the car wouldn’t last long at that pace. And, they were right.

As usual during those early laps of the race some drivers will push a little too hard to keep up with the pack and not get lapped too often. For some of them it came at a high price and on the second lap the Pete Lovely, Jack Nethercutt Ferrari 250 TR 59 entered pit road trailed by a cloud of oil smoke being pumped out of the engine breathers.

The Paddy Hopkirk - Peter Jopp Sunbeam Alpine passes the Tavano - Arents Ferrari 250 GT SWB after it was hit by another car. (Photo: www.barcboys.com)
The Paddy Hopkirk – Peter Jopp Sunbeam Alpine passes the Tavano – Arents Ferrari 250 GT SWB after it was hit by another car. (Photo: www.barcboys.com)
The Ferrari 250 GT SWB of Fernand Tavano and George Arents suffered body damage in an accident with an Aston Martin. They retired due to a broken differential. (Photo: www.barcboys.com)
The Ferrari 250 GT SWB of Fernand Tavano and George Arents suffered body damage in an accident with an Aston Martin. They retired due to a broken differential. (Photo: www.barcboys.com)
The Ferrari 250 GT SWB of Fernand Tavano and George Arents suffered body damage in an accident with an Aston Martin. They retired due to a broken differential. (Photo: www.barcboys.com)
The Ferrari 250 GT SWB of Fernand Tavano and George Arents suffered body damage in an accident with an Aston Martin. They retired due to a broken differential. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Nine

Joining the Lovely/Nethercutt Ferrari in the pits was the Aston Martin DB4 GT of Sherman Decker and Bob Bucher. Bucher exited the car and showed his pit crew a huge bash on the left side of his car. As this was happening the Ferrari 250 GT of Fernand Tavano and George Arents went by the pits with a tremendous dent in the right side of the car. As Bucher described it the brakes on his Aston Martin failed to stop him in time and he hit the Ferrari. The Maserati Tipo 61 of John Fitch and Dick Thompson entered the pit road on lap four. The car was already experiencing transmission problems that would cause their early retirement.

In the GT category the Chevrolet Corvette C1 of Don Yenko and Ben Moore were leading with the Ferrari 250 GT SWB of Denise McCluggage and Allen Eager running second. McCluggage was driving her own entry and was on a shoe-string budget. She had managed to recruit an eager bunch of young men from the Binghamton Automobile Racing Club (BARC) of Binghamton, New York to assist her. McCluggage had some mechanical help from NART but was short handed for everything else so the young men volunteered to do lap charts and pit signals for her. Two of their members, Sherm Decker and Bob Bucher, were in the race driving the #8 black Aston Martin.

The Briggs Cunningham - William Kimberly - Walt Hansgen Tipo 60 that finished 19th overall. (Photo: www.barcboys.com)
The Briggs Cunningham – William Kimberly – Walt Hansgen Tipo 60 that finished 19th overall. (Photo: John Mahall)
73. This AC Ace driven by Leo May and James Johnston retired when it rolled. Note how ineffective the roll bar was. (Photo: Florida Archives)
73. This AC Ace driven by Leo May and James Johnston retired when it rolled. Note how ineffective the roll bar was. (Photo: Florida Archives)
Bob Grossman and Duncan Black failed to finish in this Aston Martin DB4 GT. (Photo: www.barcboys.com)
Bob Grossman and Duncan Black failed to finish in this Aston Martin DB4 GT. (Photo: www.barcboys.com)

 


The driver of the Porsche 718 RS 61 gives a hand signal as he is passed by a NART Ferrari Dino 246 S on the front straight. (Photo: www.barcboys.com)
The driver of the Porsche 718 RS 61 gives a hand signal as he is passed by a NART Ferrari Dino 246 S on the front straight. (Photo: www.barcboys.com)
The Ed Hugus - Alan Connell Ferrari Dino 246 S that was a DNF. (Photo: www.barcboys.com)
The Ed Hugus – Alan Connell Ferrari Dino 246 S that was a DNF. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Ten

With one hour gone the Rodriguez brothers were leading in their NART Ferrari with the Ginther/von Trips car second and the Hill/Gendebien 250 TR third. The McLaren/Hansgen Maserati was fourth and the Moss/Hill Mazer was fifth. In the Maserati pits the mechanics voiced concern that when Moss made his scheduled pit stop that the car might not start. The faulty battery situation was weighing heavily on their minds.

Still in the pits was the Nethercutt/Lovely Ferrari and mechanics were working to find out what was causing oil to be pumped out the breathers. At this point the mechanics had the oil sump removed. Also experiencing oil problems was the #49 Porsche RS61 of Jo Bonnier. After some hasty repairs co-driver Dan Gurney took out the car but returned 20 minutes later. Leaking oil had gotten onto the clutch and it was slipping.

The problem with the oiled clutch was affecting the other Porsches. A shot of carbon tetrachloride was only a temporary fix. The main culprit was a sloppy main-shaft that sent oil gushing onto the clutch.

Pit stops and reports of accidents and retirements on the course were coming in at an unusually rapid pace for any 12 Hour. On the course the D. B. Le Mans Panhard of Howard Hanna and Frank Manley had blown its 701 c.c. engine and the car sat forlornly in a grassy area. The A.C. Ace Bristol of Leo May and James Johnston was withdrawn due to accident damage. Also going behind pit wall was the Porsche 718 RS60 of Augie Pabst and Bill Wuesthoft after they entered their pit with oil leaking badly from the rear of the car. With less than two hours into the race pit crews were getting ready for the first scheduled pit stops.

Moss entered the pits for a scheduled stop and driver change at 11:40 a.m. He mentioned to the mechanics that a “ticking” was coming from the engine. By some unofficial accounts of the race in less than two hours of racing Stirling Moss had gone from dead last to second place before handing the car over to his co-driver Graham Hill. By any account is was a tremendous racing effort, but what about the car?

Sherm Decker and Bob Bucher drove this Aston Martin DB4 GT at Sebring. It was a DNF with a broken hub. (Photo: www.barcboys.com)
Sherm Decker and Bob Bucher drove this Aston Martin DB4 GT at Sebring. It was a DNF with a broken hub. (Photo: www.barcboys.com)
Texan Jim Hall and George Constantine drove this Ferrari Dino 246 S and finished 6th overall and first in class. (Photo: www.barcboys.com)
Texan Jim Hall and George Constantine drove this Ferrari Dino 246 S and finished 6th overall and first in class. (Photo: www.barcboys.com)
Bill Wuesthoff and Augie Pabst blew a main seal and failed to finish in this Porsche 718 RS 60. (Photo: www.barcboys.com)
Bill Wuesthoff and Augie Pabst blew a main seal and failed to finish in this Porsche 718 RS 60. (Photo: www.barcboys.com)

 

This MG A finished 14th overall and first in class. It was driven by Jack Flaherty and Jim Parkinson. (Photo: www.barcboys.com)
This MG A finished 14th overall and first in class. It was driven by Jack Flaherty and Jim Parkinson. (Photo: www.barcboys.com)
This Osca S750 finished 20th overall and first in class. It was driven by George Peck, John Hoffman and Bob Richardson. (Photo: www.barcboys.com)
This Osca S750 finished 20th overall and first in class. It was driven by George Peck, John Hoffman and Bob Richardson. (Photo: www.barcboys.com)
Dan Gurney speeds past the pits in his Porsche 718 RS 61. He and co-driver Jo Bonnier failed to finish due to a busted clutch. (Photo: www.barcboys.com)
Dan Gurney speeds past the pits in his Porsche 718 RS 61. He and co-driver Jo Bonnier failed to finish due to a busted clutch. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Eleven

While servicing the car the Camoradi mechanics were all wondering if the car would start but start it did and Hill entered the race hoping to match Moss’s record run. It was not to be because not long after taking his turn at the wheel Graham Hill experienced a clean break in the exhaust system at the manifold. As he drove the car back to his pit the engine heat coming from the break turned the cockpit of the car into an oven. Once he stopped at his pit he exited the car quickly and was seen stamping his feet in a water puddle. The heat in the cockpit from the broken exhaust had burned his feet. The car was withdrawn but not before the Camoradi pits signaled the #24 rear-engine Tipo 63 to come in. At 12:45 p.m. Moss was transferred to what was his original entry that was now being driven by Masten Gregory and Lucky Casner. When reporters asked Casner about this his only comment was, “…it was the thing to do.”

Just after 1 p.m. Moss was back in the pits complaining about a loose wheel and a possible brake problem. While mechanics removed vegetation from the air scoops Moss was on his knees and then his back as he and a mechanic tried to determine what was wrong in the rear end of the car. At 1:33 p.m. luck would run out for the Camoradi team and Stirling Moss as the second car driven by him that day retired with rear suspension problems.

Charles Kurtz and Millard Ripley finished 13th overall and first in class in this Lola Mk.1. (Photo: www.barcboys.com)
Charles Kurtz and Millard Ripley finished 13th overall and first in class in this Lola Mk.1. (Photo: www.barcboys.com)
Denise McCluggage checks lap times with her volunteer BARC boys pit crew. (Photo: www.barcboys.com)
Denise McCluggage checks lap times with her volunteer BARC boys pit crew. (Photo: www.barcboys.com)
The Lovely - Nethercutt Ferrari 250 TR 59 going through turn 12. (Photo: www.barcboys.com)
The Lovely – Nethercutt Ferrari 250 TR 59 going through turn 12. (Photo: www.barcboys.com)
Hap Sharp and Ronnie Hissom finished 4th in this Ferrari 250 TR59. (Photo: www.barcboys.com)
Hap Sharp and Ronnie Hissom finished 4th in this Ferrari 250 TR59. (Photo: www.barcboys.com)

 


This Lotus 19 of Robert Publicker and Charles Kolb practiced but failed to start. (Photo: www.barcboys.com)
This Lotus 19 of Robert Publicker and Charles Kolb practiced but failed to start. (Photo: www.barcboys.com)
After his car retired Stirling Moss stepped into the Maserati Tipo 63 of Masten Gregory and Lloyd Casner. Gregory was not happy about this. Moss broke the suspension and it had to retire. (Photo: www.barcboys.com)
After his car retired Stirling Moss stepped into the Maserati Tipo 63 of Masten Gregory and Lloyd Casner. Gregory was not happy about this. Moss broke the suspension and it had to retire. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Twelve

Phil Hill was in his pit getting wiped down with cold towels his face beet-red from the heat of the day and the lack of ventilation in his Ferrari. When asked about it he said, “It is a furnace in that thing!” When asked why he responded, “Don’t make me go into the gory detail, please.” Later he would disclose that the large wrap around Plexiglas windscreen trapped the heat in the cockpit and for some unknown reason the Ferrari engineers took away two ventilating tubes.

Also suffering in the heat was driver David Cunningham who pushed his disabled #69 red Osca S1000 over two miles to his pit. It was wasted effort and the car was withdrawn because of gearbox problems. Later the F.I.A. would outlaw pushing on the course for obvious safety reasons. However, that didn’t prevent Dan Gurney, at Sebring in 1966, from pushing his leading but disabled GT40 Mk II over the finish line and to his pit. For his efforts he was disqualified by the stewards. If he had left the car where it had stopped he would have finished second.

On the course Don Yenko’s Corvette had thrown a wheel in Turn 7. At the same time Masten Gregory came down pit road at a very high rate of speed despite some grid marshals signaling him to slow down. After he stopped in front of his pit a steward had a talk with him and the car was assessed a one-minute penalty.

The Ginther - von Trips Dino 246 Ferrari
The Ginther – von Trips Ferrari Dino 246 that failed to finish due to a broken steering arm. (Photo: John Mahall)

 

At 1:20 p.m., while still in the lead, von Trips was going into a very fast left hand turn and felt something break in the steering. This caused loss of control and he began to do several 360’s going off the racing surface and through a great expanse of concrete that used to be a parking area for the big B-17 bombers that were flown out of the old Hendrick’s Field training base during World War II.

The only damage caused by the spin was several rubber pylons being mowed down. Examination of the car would later show that the lower right wishbone was bent and the tie rod was broken clean off at the end.

Von Trips toyed with idea of walking back to his pit but that was miles away and he decided to drive the car back despite not having any control of the right front wheel. After being examined by the team mechanics the car was retired thus handing over the lead to the Rodriguez brothers Ferrari.

Ferrari Chief Engineer Carlo Chiti, driver Richie Ginther and team manager Romulo Tavoni in the pits at Sebring. (Photo: Sebring Internatiional Raceway)
Ferrari’s Chief Engineer Carlo Chiti, driver Richie Ginther and team manager Romulo Tavoni in the pits at Sebring. (Photo: Sebring Internatiional Raceway)

Ferrari team manager Tavoni decided to put the Ginther/Trips driving team in the #15 Ferrari 250 TR/61 of Giancarlo Baghetti and Willy Mairesse. When Mairesse brought the car in for what would be his last turn at the wheel the pit stop took a little longer because all four tires were badly worn and the right front fender was badly dented. As Ginther prepared to step into the cockpit another team car came in for service and since they had only one group of mechanics doing pit work it caused an unnecessary delay and a loss of time for both cars. The same thing happened at 3:50 p.m. when the Hill/Gendebien car pitted for service. The time lost only increased the lead held by the Rodriguez brothers. After the race several sportswriters would roundly criticize the Ferrari team for their sloppy pit work. Watching all of this was Ferrari engineer Carlo Chiti wearing a gray business suit with a green necktie. He also wore a turquoise-banded straw hat.

Coming out of turn 12 is the Rodriguez brothers Ferrari about to overtake the Gregory/Casner/Moss Maserati as they head down the front straight. (Photo: FlaGator)
Coming out of turn 12 is the Rodriguez brothers Ferrari about to overtake the Gregory/Casner/Moss Maserati as they head down the front straight. (Photo: FlaGator)
The Ginther - von Trips rear-engined Ferrari was very fast and handled well but an off-course excursion may have doomed their chances for a win. (Photo: www.barcboys.com)
The Ginther – von Trips rear-engined Ferrari was very fast and handled well but an off-course excursion may have doomed their chances for a win. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Thirteen

After just over five hours (3 p.m.) of racing Ricardo Rodriguez could be seen relaxing in the pits as brother Pedro kept their blood-red NART Ferrari in the lead. They had already led three of the last five hours losing first place only when they had to pit for tires and gas.

Talk about the brothers and their car had made the rounds in the pits and many had concluded that the private entry with the Mexicans brothers at the wheel were there to be the “rabbit” that was supposed to tempt their rivals into overextending their cars and possibly retiring early. At some point in the race the tremendous pace set by the brothers would be their undoing and they too would have to withdraw from the race. It was assumed that all of this was part of the Ferrari racing strategy to have their factory cars come home overall winners at Sebring in 1961.

But instead the Rodriguez Ferrari was still in the lead and one lap ahead of the Hill/Gendebien factory Ferrari 250 TR/61. It became apparent that Ferrari team manager Tavoni had underestimated the reliability of the older 250 TR/60 and the driving abilities of the Rodriguez brothers. The average speed at this point was a very quick 92.19 m.p.h.

The next two hours were more of the same with the Rodriguez brothers maintaining the lead and the Hill/Gendebien Ferrari solidly in second. For a while the McLaren/Hansgen Tipo 63 was in third but Hansgen had to pit saying he was choking on exhaust fumes. The Tipo had a great expanse of Plexiglas that limited fresh air into the cockpit to the detriment of the drivers. McLaren also had other issues with the big sloping windshield that made it difficult to see the track. He had to sit on cushions to see properly and only when he braked hard and the nose dipped did he get what he thought was a good view of the track. More than one sports writer made critical comments about the new Maserati Type 63 with one describing it as “esthetically unattractive” which was an apt description in the minds of many at Sebring in 1961. Before Hansgen and McLaren returned to the race the mechanics broke out some tools to cut holes in the windshield of the car in order to provide better ventilation.

The car was back on the track with McLaren at the wheel when at 3:33 p.m. smoke was noticed coming from the rear of the car then flames. McLaren stopped the car on the circuit and with the help of corner workers extinguished the flames. Later inspection would show that the gearbox had cracked and fluid began to leak. As the failing gearbox began to heat up the leaking lubricant began to smoke then ignite. McLaren was forced to leave the car where it rested on the back airport straight. This was the fifth of six Maseratis to retire and the race was not half over. One, the Briggs Cunningham – William Kimberly Tipo 60, did manage to finish and in 19th spot. They also came in second in the Sports 2000 Class.

The Hansgen - McLaren Tipo 63 retired after experiencing a fire on the course. (Photo: www.barcboys.com)
The Hansgen – McLaren Tipo 63 retired after experiencing a fire on the course. (Photo: www.barcboys.com)

 

At the half-way point (4 p.m.) the pace had not slackened for big and small cars alike. To the amazement of many the small Austin-Healey Sprites were running like trains on tracks and outpacing larger equipment on the straights and in the corners. One Arnolt-Bristol driver was asked by his pit why he couldn’t stay ahead of the Sprites. He responded, “Keep ahead, hell! I couldn’t even keep the damn things in sight!” Remarkable when you consider that the Bristol powered cars had a 1971 c.c. engine compared to the 994 c.c. engine for the Sprites. The top finishing Sprite came in 15th overall while the best the Bristol powered cars could do was 21st.

At this point in the race several cars were in the pits for lengthy repairs including two Corvettes. One had a blown piston and mechanics would replace the piston only to have the car retire later with the same problem. Another Corvette was getting the frame welded after hitting the sandbank in the infamous Hairpin turn. As with this race and others to come mechanics would affect repairs to cars in hours or even minutes that might take a day or a week under normal circumstances.

Cars go through the "Esses on the old 5.2 mile circuit. (Photo: www.barcboys.com)
Cars go through the “Esses” on the old 5.2 mile circuit. (Photo: www.barcboys.com)
The Peter Ryan, Francis Bradley, Ludwig Heimrath Porsche 718 that finished 9th overall. (Photo: www.barcboys.com)
The Peter Ryan, Francis Bradley, Ludwig Heimrath Porsche 718 that finished 9th overall. (Photo: www.barcboys.com)
The Corvette of George Robertson, Jr., Ben Burroughs and William Warren finished but didnt cover enough laps to be classified. (Photo: www.barcboys.com)
The Corvette of George Robertson, Jr., Ben Burroughs and William Warren finished but didn’t cover enough laps to be classified. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Fourteen

In the spectator paddock the Sebring party atmosphere was in full swing with one college fraternity blasting out rock and roll music on a turntable connected to car batteries. Piles of beer bottles continued to grow along with the piles of trash usually left behind by the crowd. The track had plenty of 55-gallon trash drums in the spectator area but they were seriously underused. The paper cups and other detritus of Sebring would eventually take several days to clean up. Not until the Earth Day movement started in California in 1970 would people at events like Sebring be more accepting of depositing trash, cans and bottles in proper receptacles. It was speculated by some in those days that a large number of the spectators at Sebring saw little if anything of the race. They were there to party.

As the sun dipped lower in the sky driving became more difficult because both the Hairpin turn and the last turn before the start-finish were on the western edges of the circuit and drivers drove directly into the setting sun. More than one driver of an open cockpit car was seen to take a hand off the steering wheel to shield his eyes from the sun’s glare. It would be at this point that some drivers were wishing for darkness.

Phil Hill about to take his winning Ferrari 250 Testa Rossa back into the race. (Photo: Florida Archives)
Phil Hill about to take his winning Ferrari 250 Testa Rossa back into the race. (Photo: Florida Archives)
A Corvette crewman signaling his car as it comes down the front straight. (Photo: Florida Archives)
A Corvette crewman signaling his car as it comes down the front straight. (Photo: Florida Archives)
Sports car racing at Sebring in 1961 was often a family affair. No big sponsors, big trailers or heavy equipment. (Photo: www.barcboys.com)
Sports car racing at Sebring in 1961 was often a family affair. No big sponsors, big trailers or heavy equipment. (Photo: www.barcboys.com)

 

After eight hours of racing (6 p.m.) the official results being sent by messenger to the grid from the timing shack showed the Rodriguez brothers in the lead. However, a later examination of the lap charts, after the race, would lead to several revisions and a reluctant admission of errors by Sebring officials. Today the officially accepted rankings at that hour list the Hill/Gendebien Ferrari first, the Ginther/von Trips Ferrari second and the Rodriguez brothers Ferrari third and that is the way it would stay until the flare signaling the end of the race would be fired into the air at 10 p.m.

Along the front straight a sign was produced at 6:15 p.m. by the chief starter with one word on it, “LIGHTS.” It was the official signal for drivers to turn on their lights. In anticipation of this practically all of the racers had the protective coverings removed from headlights and driving lights during their previous pit stop. That protective tape as well as screens in front of air intakes protected vital components from track debris. Parts of Sebring were paved with asphalt that sometimes would break up under the pounding of the race cars. Debris thrown up by leading cars could literally sandblast the fronts of cars and even driver’s helmets or occasionally puncture a radiator. On an occasion or two a competitor might drop a wheel off the pavement, on purpose, to kick up some rocks and sand to discourage a driver from following too closely.

As the sun began to set the Chief Starter would hold up a signal sign to turn on your lights. Some drivers worried that their lights might not turn on and they would be black flagged. (Photo: www.barcboys.com)
As the sun began to set the Chief Starter would hold up a signal sign to turn on your lights. Some drivers worried that their lights might not turn on and they would be black flagged. (Photo: www.barcboys.com)
Besides being caught in a sandbank the Charlie Rainville, Jake Kaplan Alfa Romeo Giulietta SS was beset with problems. They had to withdraw when they were disqualified for an illegal refuel. (Photo: www.barcboys.com)
Besides being caught in a sandbank the Charlie Rainville, Jake Kaplan Alfa Romeo Giulietta SS was beset with problems. They had to withdraw when they were disqualified for an illegal refuel. (Photo: www.barcboys.com)

 

1961 Sebring 12 Hours – Race Profile Page Fifteen

Right before 7 p.m. Pedro Rodriguez was called into the pits because when he passed the front straight he had one headlight out and possible tail light problems. After he pitted mechanics found that the car’s generator was not working and there were blown fuses to the tail lights. It took a long and agonizing 19 minutes and 45 seconds before brother Ricardo was able to rejoin the race and try to regain the lead. By some accounts Ricardo was cutting down the lead of the first and second place cars by as much as six seconds a lap. This would be extraordinary in day light let alone the extreme darkness found on the Sebring race circuit in those days. At one point in this fabulous drive Ricardo actually got on the same lap as the Ginther/von Trips Ferrari.

With two hours to go the top three positions remained the same and following them was the Ferrari 250 TR of Hap Sharp and Ronnie Hissom in fourth, the Jim Hall/George Constantine NART Ferrari Dino in 5th and the Bob Holbert/Roger Penske Porsche 718 RS61 in 6th.

Coming into the pits for the final time at 9:20 p.m. was Gendebien. Just enough gas to finish the race is put in the car and Phil Hill was given the honor to take the checkered flag. Knowing that there wasn’t enough time for his sons to win the race “Papa” Rodriguez consoled himself at the bar set up in the A.R.C.F. hospitality tent.

Phil Hill took the checkered flag from starter Jesse Coleman at 10 p.m. with his car covering a record 1,092 miles and 210 laps at an average speed of 91.3 m.p.h. around the 5.2 mile circuit. As he crossed the finish line a round of applause arose from those assembled in the pits to watch the finish. As reporters and photographers headed for Victory Lane the George Robertson – Ben Burroughs Corvette was pushed across the finish line to try and qualify as a finisher.

Giancarlo Baghetti in the Ferrari 250 Testa Rossa that would finish second overall. (Photo: FlaGator)
Giancarlo Baghetti in the Ferrari 250 Testa Rossa that would finish second overall. (Photo: FlaGator)

 

Bob Holbert, in his Porsche, gives Ferrari driver Phil Hill a ride through the paddock. (Photo: www.barcboys.com)
Bob Holbert, in his Porsche, gives Ferrari driver Phil Hill a ride through the paddock. (Photo: www.barcboys.com)

Finishing second at Sebring and only two laps off the winning pace was the Ginther/von Trips/Baghetti/Mairesse Ferrari and one lap behind them was the Rodriguez brother’s Ferrari in third spot. The Hissom/Sharp Ferrari was fourth and saving Porsche’s honor with a fifth place finish was the RS61 of Roger Penske and Bob Holbert.

Disappointed Corvette fans had to console themselves with an 11th place finish by Delmo Johnson and Dave Morgan while Maserati fans saw another disastrous performance by their cars with only the 2-liter Tipo 61 Birdcage of Briggs Cunningham and Bill Kimberly managing 19th overall.

Denise McCluggage in her Ferrari leads the Lola of Charles Kurtz through the Webster Turns. (Photo: John Mahall)
Denise McCluggage in her Ferrari leads the Lola of Charles Kurtz through the Webster Turns. (Photo: John Mahall)
The Cunningham/Kimberly/Hansgen/Heuer Maserati was the only one to finish. (Photo: www.barcboys.com)
The Cunningham/Kimberly/Hansgen/Heuer Maserati was the only one to finish. (Photo: www.barcboys.com)

Denise McCluggage and co-driver Allan Eager finished tenth overall and first in the GT3000 class in their Ferrari 250 GT SWB. When you consider her very limited budget for the race, an all volunteer crew in the pits and occasional help from NART mechanics it was a remarkable finish.

Race queen Sylvia Belcher enjoys the company of winning drivers Phil Hill and Olivier Gendebien. (Photo: Sebring International Raceway)
Race queen Sylvia Belcher enjoys the company of winning drivers Phil Hill and Olivier Gendebien. (Photo: Sebring International Raceway)
Fabrizio Serena di Lapigio of Alitalia Airlines, along with Mary Ulmann present the Alitalia Cup to Hill and Gendebien. (Photo: Sebring International Raceway)
Fabrizio Serena di Lapigio of Alitalia Airlines, along with Mary Ulmann present the Alitalia Cup to Hill and Gendebien. (Photo: Sebring International Raceway)

The 1961 Sebring 12 Hour Florida International Grand Prix Of Endurance For The Alitalia Cup was one for the record books. It was the most active Sebring 12-Hour race program since its inception in 1951. Lap records and averages were broken in ’61 along with a record crowd of over 43,000 spectators. One record that won’t go into the official record books is the number of injuries needing medical attention at Sebring in ’61. The track medical personnel treated 144 race fans with everything from bad sunburn, deep cuts and bruises, a broken foot plus one unlucky race fan who had to be treated for burns associated with the improper use of an accelerant to start a campfire. The race was a crowd-pleasing and hard-fought 12 hours and will go down as the finest, and the fastest in the history of the event up to that time.


For Additional Reading:

Autosport: Britian’s Motor Sporting Weekly, March 31, 1961 pp. 401-405.

Autosport: Britian’s Motor Sporting Weekly, April 7, 1961 pp. 440-443.

“Ferrari Takes The 12-Hour,” Car & Driver, June 1961, pp 25-29.

Rudeen, Kenneth, “A Fiesta for Ferrari,” Sports Illustrated, April 03, 1961.

Sebring: The Official History of America’s Great Sports Car Race, Ken Breslauer, pp. 68-71.

Sports Car Graphic, June 1961, pp. 10 – 15.

Tampa Tribune, March 24-25-26, 1961.

Ulmann, Alec, The Sebring Story, Chilton Press, 1969, pp. 138-144.

[Source: Louis Galanos]