1966 Sebring 12-Hour Grand Prix of Endurance – Ford Triumphs Amid Tragedy
By Louis Galanos | Photos as credited
During the third week of March 1966 the annual pilgrimage of sports car aficionados was taking place in South Central Florida as fans of the Sebring 12-hour race descended on the aging 5.2 mile road course that was laid out over the runways and access roads of an old World War ll bomber base.
Many of the die-hard fans of America’s premier sports car endurance race had planned for months in anticipation of the event and some were already arriving at the airport facility several days prior to the race to find and secure coveted viewing spots.
When they arrived they found that things had changed somewhat. A new vehicle bridge was in place across a part of the track called the “Big Bend.” This opened the adjacent area known as Green Park to spectators thus almost doubling the size of the spectator enclosure. Also, hundreds of feet of new chain link (hurricane) fencing was in place to replace some of the snow fencing that was common in previous Sebring races and that provided little protection to the spectators who were injured in 1965 when a Bizzarini Iso Grifo lost its brakes and plunged into the crowd.
To the disappointment of some, fans carrying scaffolding materials in their vehicles were told that viewing scaffolds would not be permitted this year. It seems that when the big storm and deluge that struck the track the previous year several of these viewing scaffolds were blown over with people still in them. Fortunately there were no serious injuries.
Following the end of World War II the Sebring facility became a functioning civilian airport as well as an industrial park with private businesses ensconced in the numerous World War II-era warehouses and hangers. As a result the access roads that allowed employees to come and go also allowed early arrivals for the race to enter the facility without too much hindrance or having to pay for a race day ticket.
Back in those days the Sebring race officials would deal with these “early arrivals” by sending out a large contingent of race workers to the spectator enclosure. They would line up almost finger tip to finger tip and then walk through the spectator enclosure stopping all they met and requiring them to produce an entry ticket. If they didn’t have a ticket they had to pay $5.00 on the spot.
At one point the track workers came across a young man sleeping (or feigning sleep) in his locked vehicle. No amount of banging on the doors/windows or rocking the car could rouse him. They eventually gave up and proceeded on to the next group of spectators.
The topics of conversation among these early arrivals in 1966 included the large contingent of Fords entered in the race and would Jim Hall and the Chaparrals repeat their win from last year. Also in that conversation were several who regaled each other with stories about the big storm the previous year and how much better prepared they were for a similar event this year. One race fan even showed his buddies a large war-surplus inflatable Navy life raft that he had purchased just for any eventuality. If it didn’t rain he said he could then use it for a “wading pool.”
Among many of the early arrivals in March of 1966 were members of the automotive press who were waiting to see how many factory Ferrari race cars would eventually show up to challenge the Fords. According to Sebring race founder, Alec Ulmann, “without Ferrari the race wouldn’t be worth watching.”
In 1965 Ulmann’s decision to allow the light-weight Chaparrals to enter the Sebring race in the sports car category precipitated a boycott by Ferrari. Enzo later relented and allowed several of his cars to enter the event but strictly as private entries.
However, by 1966 the Ford – Ferrari War was fully engaged. Henry Ford II was pumping millions of dollars into his determined effort to beat Ferrari where it counted, on the track. At the very first (earlier races had been 3 and 6 hrs.) Daytona 24-Hour Continental in February of 1966, Fords came in 1-2-3 and Enzo Ferrari was warning European race constructors that they were losing the war to the “American steamroller.” (Note: In 1967 Ferrari would finish 1-2-3 at the 2nd annual Daytona 24).
Alec Ulmann, fearing an impact on gate receipts if Ferrari boycotted Sebring again, travelled to Maranello, “hat in hand…to plead with the Commendatore.” This was no doubt humiliating for Ulmann but as the saying goes, “money talks.”
The parties met in Enzo’s office and after much haggling, in French no less, Ferrari agreed to send over two of his new P3 cars. At the moment he made that commitment there was serious doubt that the factory could get those cars ready in time. In the end only one of the new factory 4-liter 330 P3s made the starting grid at Sebring with a North American Racing Team (NART) 365 P2/3 as back-up. On the surface it was not much competition for the slew of Fords entered with several of them being monster 7-liter cars.
On the other hand the new Ferrari 330 P3 was nothing to totally dismiss out of hand. The massive fuel-injected 12-cylinder engine generated 420 h.p. and Ferrari cars had a reputation for durability. More than once they outlasted the race leader to take the overall win at an endurance event.
At Sebring in 1966 Ford was a heavy favorite just because of the sheer number of cars entered. In that number were three 475 h.p. 7-liter 427 GT40 Mark II coupes, a 427 GT40 Mark II “X1” roadster, two 289 GT40s entered as prototypes and seven more GT40s entered in the Sports 5000 category. Plus there were three Cobras ready for this grueling 12-hour race. (Note: 22 Ford race cars were entered at Sebring that year and 18 of the 64 that made it to the starting grid were Fords).
Shelby American Ford GT40 X-1 with Ken Miles at the wheel. Miles engaged in a duel with team mate Dan Gurney early in the race. (Bill Stowe photo)
Lloyd Ruby (driving) and Ken Miles drove this Shelby American Ford GT40 X-1 in the 1966 Sebring race. (Harry Kennison photo)
The Dan Gurney - Jerry Grant Shelby Ford GT40 Mk. II in the paddock prior to the race. (Harry Kennison photo)
The Dan Gurney - Jerry Grant Ford GT40 Mk. II going into the Hairpin Turn. (Bill Stowe photo)
Interestingly enough while Ferrari, Chaparral, Porsche, Alfa, Austin-Healey and Triumph were all listed as entrants all of the Ford cars mentioned above were from private shops like Shelby American, Holman Moody, Essex Wire Corporation, Scuderia Bear, Bill Wonder and Comstock Racing of Canada.
Have no fear though for Ford had a whole host of executives there from Dearborn as well a “consultants” ready to assist any Ford-powered entry.
About Louis Galanos
Mr Galanos has yet again produced the definitive history on a race. This profile oozes with wonderful details and tidbits that bring it back to life. And the pictures are a wonderful accompaniment to this masterpiece. Many thanks to all.
Thanks for the trip back to the golden age of endurance racing, when finishing the race was a victory in its own right…especially at the torturous Sebring.
Yes Lou has taken us back in time once again. Tomorrow I’m going to the SVRA races at Sebring and this made for a great warmup piece. Thanks Lou.
Great follow up story on this 66 Sebring 12 hr race. I was there
During the 12 race and witnessed the glory of Sebring with all
The remarkable varied race entries. Of course the big boy
entries got all the attention, as they usually do. This has always
Brought the fans an opportunity to see these prototypes up close
And personal.
The 1st SCCA pro Trans Am race was the prelude to the 12 hr.
Joachim Rindt did a remarkable job in the aluminum body Alfa,
Having won the race with his remarkable driving prowess and better
Fuel economy. The other part of the T A race story was the debute of
Group 44 inc. Dodge Dart, which also Won class over two liter and 2nd
Overall. This American car entry was the beginming of the Pony Car
Entries that made the Tans Am series so popular. The Group 44 Dodge
Dart became the Winingest Chrysler car ever in Trans Am History.
My cograts to Louis for his fine story and all the photo contributors.
See more at my bio site…. http://www.a2zracer.com
Cheers !. Tony a2z racer
See more at my bio site http://www.a2zracer.com
Great job, Lou. I was sitting in the hairpin with my brother, Don. We witnessed the McLean crash.
We’ll be in our 3 spaces on Turn 14. We’ve got a 39′ scissors lift. Come see us.
Regards, Dickey Weinkle
Hi Louis
Another great peace of writing by you, The story and photographs are a credit to the detail you go to.
Hard to believe it was so long ago as we only restored the Alan Mann Graham Hill GT40 a a couple of years ago and to read about it just makes you realise how much punishment all these cars went through.
Best Wishes
Nigel
Once again fantastic photos, relevant details, and a very descriptive article of this storic event.
Keep it up -
Hi Lou,
Want to thank you for another tremendous article, It is accurate and complete. Your investigation to bring the truth about all details from the past is always evident in your articles. Thanks again, Don
A grand trip back to those glory days of men and machines … Wonderful!
Lou,
You nailed it, great job.
Fantastic story Louis!
Thank you very much for the tremendous story and also for showing the great pictures!
Lou,
Many thanks for another comprehensive, excellent article on the tragic 1966 Sebring race. Although I was there, your article including interviews with Mssers Andretti and Wester were able to fill in many of the questions that I always had regarding that event. Glad I could be of assistance.
Harry Kennison
Lou,
This is up to your usual high standards. Excellent photos, too, from Harry and Bill.
Fred Lewis
PS. It was great to see you and Thomas at Daytona in January.
Another great write-up. As I read about the race many details came back to mind which I had forgotten over the years. Thanks again.
Great story, Lou! Great pix, too. I was there, covering for Car and Driver. Your story brought it all back.
1966 was my only trip to Sebring for the race. I was, and still am, a huge Gurney fan. It was heartbreaking to witness him pushing that car across the finish line, but it’s still one of my fondest memories. Thanks for revving up the Wayback Machine for us.
Fantastic Article !!!!!!!!!!! Mr. Galanos , it put me on the track as if I was there , years later (1976) I was fortunate to enter the race myself .
A great piece, thanks. I grew up in Central Florida, Lakeland, and went down to Sebring every year starting with the USGP in “59. I skipped school Thursday and Friday to attend in “66, probably on of those hiding from the ticket takers. I hung around the Ferrari garage, just a small wooden building, and was there when they unloaded the P3 and 206 SP. It was the Golden Age and I am so glad I was able to see it. All the great drivers were there, F1 drivers drove endurance at that time. I still love the 8mm I shot there. There was a tragedy, I knew the people killed on the Webster straight. They were from Lakeland. I went to school with Willis Edenfield who was killed along with his father, brother and a family friend. I saw Willis crossing the walk over bridge to the paddock pre-race. His father was in the citrus business so they had access to the Webster warehouse area. I think it stored citrus irigation equipment. I didn’t know about it till I read the Sunday paper. Thanks for the great piece and pix.
Wonderful and exciting writing style! Very sympathetic coverage of the tragic events. Fantastic photographs and captions, too. As a sexist pig, perhaps I should ask if there are any photos of the afore-mentioned topless bimbos…
Seriously though, more of the same!
Willis Edenfield, Jr. was a classmate of mine at Emory (’68). He lived up the hall from me in Longstreet our frosh year (64/65). Tough weekend at Sebring.
Willis was my roommate and “little brother” in Kappa Alpha fraternity..He had invited me to the race but I chose to return to my home…I attended the services in Lakeland and later delivered his eulogy at Emory…a very difficult time for all who knew him and the family…I think of him often..Bill Robbins
Another chapter to this tragic story occurred 5 months later when 1966 Sebring 12 Hour race winner Ken Miles was killed while testing the Ford “J Car” prototype at Riverside. Miles also won Daytona 24 hour that year.
At the 1966 Le Mans 24 hour Miles was leading when the Ford PR people ask him to slow down at the finish so they could take a picture of their 1,2,3 finish. Miles and co-drive Denis Hulme were credited with second place even though they were the first car to cross the finish line.
Ken Miles’ last year of racing was one of the greatest in history.
Thank you Lou, you’ve done it again! (Though I must admit I still like your 65 story best so far….).
All the best at the next one and looking forward to reading from you again soon,
Vincent.
This article was superb! The photos that were included were great. I remember watching this race on Wide World of Sports when I was . This ranks as my favorite Sebring race of all.
Keep up the excellent work!
Dave
Very nice article, Mr. Galanos. The thing I like best, after your stirring and accurate race description, is your sticking to the known facts in the controversies that surrounded the thing. We who participated were, as always, consumed with the race and frankly somewhat inured to the accompanying drama and tragedy. Later, when it became clear that ’66 was a marred event and the press came down on it, there was a lot that our friends and family wanted to know that was impossible to provide. You supply some of that info now, and I thank you.
Our “antique” #35 GTO was beautifully prepared by German Motors of West Palm Beach, with “performance assistance” from Firestone Tires. We had high hopes for her, and we ran extremely well in the opening hours. Unfortunately (as pictured in your article) my co-driver became entangled with the Hairpin sandbank, at just about the time of McLean’s awful crash, and the ensuing chaos in that area of the track effectively put an end to our ride.
Ferrari 250 GTO, s/n 3223 GT, was the first of the 36 built, and its 50th birthday was two weeks ago, on Feb. 24, 2012. It was also the last to run in an FIA endurance race, and thus its career bracketed the entire span of GTO dominance. The car has now been meticulously restored, by Motion Products of Neenah, WI, to an exact representation of its set-up for the ’66 Daytona 24 Hours, where we won “1st In Class” the month before Sebring. It has recently garnered six trophies for the owner, Scuderia DiBari, including two for “Best GTO”, at the Pebble Beach Concours d’Elegance last August and the Cavallino Classic Concours last month. Old 3223 GT runs like a top and continues to strut her stuff for the faithful !!!
I join Tony Adamowicz and the others in complimenting you on your fine research and writing job for this article.
Sincerely,
Larry Perkins
Harry Kennison’s second grid photo on Page 2 is instructive.
This is not a good pic of our #35 Ferrari GTO, but I think it is an interesting piece of history. It’s a middle part of the grid for the 1966 Sebring race. Pomp and ceremony are about to start, and we drivers are probably off in the drivers’ meeting. My former wife, Joy, is standing beside the GTO driver’s door (but that’s not the interesting history!)
The cars, drivers, positions, qual times, etc. are:
Foreground:
#18; Ford GT40 (1000); Bob McLean/Jean Oulette; Grid 16; Q 3:08.9; DNF (McLean killed, accident, lap 84)
Line-up:
#35; Ferrari 250 GTO (3223); Larry Perkins/Jack Slottag; Grid 35; Q 3:30.3; DNF (Slottag crash, lap 62)
#64; Alfa Romeo Giulia TZ2; Sam Posey/Harry Theodoracopoulos; Grid 36; Q 3:30.4; DNF (motor, lap 16)
#33; Ferrari 250 LM (5845); Arthur Swanson/Robert Ennis; Grid 37; Q 3:30.2; DNF (motor, lap 71)
#57; Porsche 904 GTS; Millard Ripley/Herb Wetanson; Grid 38; Q 3:32.6; DNF (gearbox, lap 95)
So, as an indicator of how tough Sebring could be, 64 cars started & 29 finished; every car in this picture DNF’d.
As for endurance, Sebring was/is a tricky place, including the heat and such challenges as the 140 mph Big Bend followed by a 20 mph hairpin. And, in those days at least, we usually used two drivers and had a couple of old runway straights that BRUTALLY rattled the cars and those drivers. So chassis set-up, weight, brakes, acceleration, skill, and RELIABILITY – all get severely tested. It’s what still makes the venue one of the premier endurance tracks in the world.
Larry Perkins
Louis Galanos covers events vividly, and they snap right back into focus. I remember James Garner’s Lola’s at Sebring, and all the rest, with help from Lou. He was the Sebring/Daytona beat reporter back then, and I have his 2011 racing pictorial calendar which is a collector’s catalog of his crisp images from the early 70′s, and I’m waiting on the book… Keep on keepin’ on, Lou.
Thanks for the great article. You transported me back to 1966 when I went to my Sebring and was 17 years old on spring break with my brother and his fraternity brothers from Purdue.
I remember vividly Andretti’s NART Ferrari spinning toward me in the dark as I was pinned up against the fence by people hearing the accident and running to see what had happened. When the Ferrari came to a stop the front doghouse was badly damaged and the driving lamps were hanging down at a strange angle. Andretti stopped briefly and drove off into the dark. Later we learned that the spectators across the way had died in the accident. Very tragic.
The quote about Gurney’s car sitting there and seeing it stopped from the stands was exactly as recall.
I wish I had articles like this for every race I ever attended.
Thanks for sharing. It was great reading about the “Grand Prix of Endurance”.
Twitter: @unocardealers
Very good article. I have searched for details of that race a long time. I am originally from Lakeland, Florida. My sister, Connie Berg (Plunkett) had occasionally dated Willis Edenfield. She’s now deceased herself, but I recall that they had been out the night before the accident, while each was on spring break (in her case from Wesleyan College in Macon, Georgia.) She was devastated. For the rest of my junior high school years, I walked or biked past the home at 2223 Eden Parkway where the only surviving member of that family (Willis’ mother) lived. At the time, I had never seen a Porsche, though a neighbor had a Ferrari. I’ve since made up for that, becoming a serial Porsche owner and competitor. I’ve always wondered how much influence that race had on my fascination for Porsches.