5eme Grand Prix Historique de Monaco
20-21 Mai 2006

"A peaceful weekend of fear"

The 5th Grand Prix de Monaco Historique that took place in the narrow roads of the Principality on the 20th and 21st May 2006, once more has celebrated the leadership of this event among the F1 historical races in Europe. An event that only finds two worthy rivals in the Goodwood Revival Festival and the Classic Le Mans that, however, because of their same nature can scarcely be directly compared : if we had just to give an opinion, then we could say that if on the one hand, with regard to the English event, the historical standard of samples exhibited is less rich, on the other hand the atmosphere of competition we breathe in the Principality better brings back to historic context in which those racing cars set up unforgettable duels. Then Monaco will do the rest, with its anachronistic Toboga alongside luxurious hotels, dreamy shop windows and shining yachts anchored to quays in continual expansion.

And to think that ten years before, the idea of historic racing cars competing on the circuit of the Principality was born as a bonus to celebrate, together with tens of other events, the 700 years from Francesco Grimaldi seizure of the rock of Monaco to the detriment of Genoese people: an event that the Automobile Club knew it would have been highly appreciated by Ranieri III, the then reigning Prince, who had always been collector of historic cars and great fan of motor races. The sporting event held on the 3rd and the 4th of May 1997, had displayed seven different classes for the same number of races, with cars built between the end of the 1920's and 1967. Well-known stars of motor racing of the old times were present there: Sir Stirling Moss, Phil Hill and Maurice Trintignant together with the specialists of historic racing cars like Martin Stretton, Duncan Dayton and Joachim Folch-Rusinol: it was a great success even if could be considered quite an exception. Nobody had any more speaking for two years about historic GP then, with the coming of 2000, ACM decided that, to celebrate the passing of the century, a new GP could be organized: after all it was just that fact to turn the exceptional event into a meeting to be held every two years. After seeing the last three editions, it was logic to expect a unique performance of its kind but not even the most optimists could have fancied a so full of emotion and success weekend, marked by exciting races, watched by thousands of spectators that crowded the stands.

Formula Junior with rear engine cars

After an edition reserved for the cars built within 1961 with rear engine configuration, in 2006 formula junior cars with rear engine were newly seen on the truck. It was beyond doubt that British driver Denis Welch was the most satisfied with that revival, the former winner at the wheel of his Merlyn of 2000-2002 editions, that after a forced absence in 2004 could again enter the Principality with ambitions to win. To struggle for victory over him, because of Michael Schryver absence, only Joe Colasacco was there, the winner of the 2004 edition and on such occasion at the wheel of a fantastic Stanguellini Delfino.

However in the morning practice sessions caused a little of perplexity in stewards: Welch ran the best lap in l:56.351 while Colasacco was 2"786 left behind also preceded by Monegasque Mussa in his Brabham BT2. However, the afternoon qualifying session was propitious for the American driver, who being in a position to take advantage, unlike the English driver, of all 20 minutes he managed to run a perfect lap and stop chronometer at 1:54.526 gaining Pole Position. As regards Welch, as said before, big troubles obliged him to run one only launched lap gaining a few tenths, keeping the second place. Faggionato and Jowsey were positioned on the second row, both at the wheel of the Lotus 22, while Mussa had to be content with the third row beside Marzatico in his Branca.

Practices finished at 14.50 and the race was decided in Stewards' office: Denis made a double complaint about Joe's car ! He started complaining about the American oversized engine and went on remarking that Stanguellini had aluminium shock absorbers, which were not available in 1963. No alternative was left to Louis Jezequelou, the stewards manager, excepting to come to the decision to disqualify the American driver from Grand Prix. As a matter of fact, the struggle for victory ended there: on Sunday morning only a good start remains to be done for Welch and to fly towards the third victory in that category, preceding Jowsey with 12"606. On the contrary, there was an exciting struggle for the third step of podium, with Mussa who had only one second's lead over Fyda, the British driver in his Lotus 22 and Hein, the other Monegasque also at the wheel of a Lotus.

Pre 1953 sports cars

If among all drivers there was one who was eagerly waiting for the fifth edition of Historic Grand Prix of Monaco, he was certainly John Ure. The British driver, twice former winner of pre1947 GP sports cars class at the wheel of his splendid Era B-type, in 2004 at Monaco had displayed a sample of Frazer Nash Le Mans Mk2, eager to dominate also in the sports car category. Unfortunately Flavien Marcais , in his Jaguar C- type, monopolized the competition, inflicting heavy delays on his opposing teams both in practice and in race, Ure included.

This year he returned more than ever eager to be successful, so as to give up driving the Era. Once again John had in the Jaguar C- type cars his worst competitors. First, in both practice sessions, he equalled, in the first session, the previous record just held by Marcais, keeping his pole position on next day. Second place to the first Jaguar driven by Webb and behind them McGuire in his Gordini and Friedrichs in his Aston Martin.

The day of the race, at the starter Minshaw in Jaguar, leaving from the sixth position, made the best start in his life and passed first at St. Devote, preceding the Pole position holder: but his glory was short because at Massenet the English driver recovered ill-gotten gains, passing the rival inside the corner. Some laps afterwards also Wenman, in the Jaguar C-type passed and achieved a well deserved second position. To Minshaw was only left to defend himself from Friedrichs pressure and gain the lowest step of podium. John Ure could finally lift up the winner cup, aware of being the only driver together with Dayton and Stretton to have won in Monaco in two different categories.

Pre 1947 Grand Prix cars

This class was created in 2004 and obtained by occupying two categories that had marked the first three editions of historic Grand Prix: " pre 1934 GP two-seater cars" and "pre 1952 GP sports cars. German Stefan Schollwoeck was the favourite of that class, at the wheel of the Maserati 6CM he had gained an excellent second place in 2004: his most formidable competitors were soon recognized as the drivers at the wheel of the Era A and Era B, among them Swiss Jost Wildbolz. The morning practice session did nothing but to confirm that trend with the Swiss driver, second, who was one second lead's over the German driver. Anyhow, the other drivers didn't just stand there: Raider Ott got the temporary best time, while American drivers Landy and Dowling obtained the fourth and fifth time respectively. But you know how it is, the older are the cars, more problems are expected round the corner and at the beginning of the afternoon practices Wildbolz was not on the track : the gearbox of his Era had been already playing up in the mid-morning session. He could say goodbye to the glory of victory. During the afternoon practices Schollwoeck was the master of the situation, obtaining the best time in 2'05"045, followed by Ott who couldn't improve the time got in the morning, Landy whose time was under 2'09 and Fink in his excellent Alfa Romeo P3 that left behind many more recent cars.

On Sunday morning at the green light the German driver took the lead moving immediately forward Ott, Landy, Dowlinge and Fink, so much as at the tobacconist's bend he had already 3 second's lead over the others. The rest of the race will be like a parade on a platform for him. But we cannot say the same for his pursuers.

Landy soon pressed hard upon Ott and on the fourth lap he overtook him placing himself second, while Bowling had so much to do to hold a Fink at bay, who was more than ever in good form so as to manage to overtake him on mid-race before giving up to the better handling of the competitor's car. At the end it will be Ott to achieve the third step of podium, in the Schollwoeck shade, who will record the best race time just on the last lap.

Pre 1961 front engine Grand Prix cars

Favourite drivers in that category, Duncan Dayton and Joachin Folch who had struggled in the 2004 edition, crossing the finishing line separated by 2" only. As for the others the hopes to win were obviously nearly at an end. Two practice sessions confirmed the pressing duel between the two drivers at the wheel of Lotuses 16, separated by 0"456: behind them the abyss with Wigley in Connaught B and Baxter in Tec-Mec on second row at 5". Also Stirling Moss entered that category, newly decided to fight along the narrow roads of the Principality at the wheel of a Ferguson P99, four-wheel drive, but unfortunately, during the first session, at first he was faced by annoying brake troubles, then the axle shaft broke down and he was obliged to retire. At start Dayton overtook everybody at St. Devote, followed by Folch, Koster in his Maserati 250F, the author of a splendid start, Baxter and Wigley.

Behind them there were fearful moments when Albuquerque in his Maserati 250F, crashed into the guardrail and bumped into the wheels of the Connaught C driven by Steele falling back onto the bonnet of the same car: collision obliged both of them to retire but fortunately the drivers went out unharmed of their own cars. Baxter passed Koster immediately and in a threatening manner went closer to the exhaust pipes of Folch who was losing contact with Dayton: after few hundreds of meters the Spaniard will stop his car at the trackside saying goodbye to the group. At this point Baxter tried to keep the lead unchanged over Dayton, but very soon he realized that with the means at his disposal he couldn't work miracles. Behind them also Wigley got the better of his opponent Koster and steadily gained third position till when, on the fourth lap, will be obliged to give up. During the third passage Koster car spun right round at the chicane and with difficulty he managed to restart before being overtaken by Smith in his Ferrari 246: paradoxically he will be third on next lap.

With Dayton who was frantically running ahead of all, and Baxter who was undisturbed in second position, the last five laps of the race will see the dual struggle between Koster and Smith for the third place and between Nuthall in his Alfa F2 and Grant in his Cooper MK2 for the fifth. At the end the American driver will cross the finishing line having about 30" lead over Baxter while Koster will arrive third, able to hold out to Ferrari attacks. That's will be the fifth seal of the victory gained in Monaco on 5 editions.

Pre 1965 rear engine Grand Prix cars

As the usual leader at the wheel of Formula Junior cars, this year Michael Schryver showed himself at the wheel of the Lotus 18, displayed in race by Clark and Surtees in the past, more and more confident he could succeed Duncan Dayton in the golden book of the category. His most fearful competitors were James King, at the wheel of Brabham BT7, Robert Lamplough in Lotus 33 as well as the Cooper cars driven by Wigley and Cannell. Then some real jewels were entered such as the BRB powered BRM and the unique Scirocco taking part in a Formula One GP. From the first qualifying practices, Schryver had been dominating, followed by King and Cannell. Same story in the second session, with Schryver who broke the category record at 1'53"611: behind him still King behind at 2"4. On the second row there were all Cooper cars driven by Wigley and Cannell while Lamplough was only fifth in spite he was at the wheel of the best car in the batch. However this category kept a surprise aside: on Sunday, after lining up, Schryver had troubles to gearbox obliging the stewards to push his car to the pits. The English driver will start but he will be obliged to retire during the first lap. At the start King was overtaken by Wigley with Cannell gaining easily the third position.

On the contrary there was a bad start for Lamplough that moved down to the seventh position. Two laps afterwards, trying to overtake the Lotus 21 driven by Ricketts at casino, he will stop against barriers, forcing the race managers to let the Safety Car enter the track. At the restart Cannell pushed himself forward King and after a few attempts he managed to overtake him. The last laps saw Wigley gaining his deserved laurels while Cannell, standing good guard over the return of King, will go and gain the second place.

1966-1974 Formula 1

New challenge for Dayton an Folch, this time at the wheel of Brabham BT33 and McLaren M23, but spectators' attention was drawn by the other splendid racing cars taking part in the competition: Tyrrell 001, Amon F101, Ferrari 312B3 and Lotus 49B just to mention some car makes. During the first practice sessions Dayton got the best time before Folch, Perkins in Surtees TS16, Nicolet in BRM 201 and Rossi di Montelera in Brabham BT 42/3. In the second session the challenge went on between the American and the Spaniard while behind them Nicolet was gaining some tenths every day, steadily achieving the third place followed by Rossi. But the French driver seemed not to be content and at the beginning of the last minute of practices he flung ounce again into the run-up the hill towards the casino on a new fast lap but reaching the Beau Rivale he found Andrea Burani ahead of him at the wheel of his McLaren 19A: Nicolet tried to pass him outside but Burani didn't make room, the two cars collided and got pushed along the barriers on left-hand side. The crash was terrible and both cars ran one hundred meters before stopping, forcing the race managers to show the check flag earlier: after a few seconds both drivers went out unharmed but a bit stunned at the sight of what was left of their single-seaters.

On the following day, I had an interview with Burani: he will justify his behaviour pointing out that in that point it was practically impossible to overcome and he didn't really expect Nicolet' s manoeuvre. Their positions will be sadly left empty in the lining up. On Sunday at the start Dayton started well passing first at St. Devote, followed by Folch, Perkins, Wrigley in his March 711, Knapfield in his BT42, Delane in the Tyrrell 001 and Rossi di Montelera, who had a bad start. All well up to the fourth lap when Prandina, in Tecno, made a mistake entering Massenet and finished against the barriers at over 200 km/h.

The Safety car was taken to track and remained there for three laps. At the restart Dayton was first but he couldn't manage to outdistance Folch who tailed him at no more than 2". At the beginning of the last lap Dayton was behind Lamplough and Baker that didn't leave him room: Folch reached and passed the American and tried to escape towards the win. But Duncan didn't give up and at the sea chicane he braked passing Folk who, however, tight cut across the chicane and was again in the lead, position that he will keep up to the finishing line. Behind them Perkins held out against Rossi di Montelera final forcing, the author of a race with "capital letters". The drivers on podium, but here is the stewards decision: ten seconds' penalty given to Folch because of the tight cut across the chicane and victory to Duncan, the sixth seal in the Principality.

1975-1978 Formula 1

The Queen class of the exhibition had in Martin Stretton and in his Tyrrell P34 the favourites for the final win. The English driver, who had won the last two editions, started with favourable forecasts, but looking through the entry we realized that his task was not so easy as it seemed. The first session saw Edwards in a Penske PC3 running the most fast lap at six tenths from the pole of the past edition. Then the pursuers: Stretton, who was sent off at St.Devote, Hadfield in Penske and Bosch in the Ferrari 312T3. The second practice session caused palpitations, with all the best drivers at ounce on the track in pursuit of the Penske that, however, will confirm the Pole by lowering the class record at 1'34"062: behind it Stretton stopped chronometer at fourth tenths, followed by Hadfield and Baker in the Shadow DN5. On Sunday at the starter Stretton, thanks to a good start, took the lead on the first lap.

Behind him Edwards, Hadfield, Baker, Bosch and Richelmi in the Ensign N175. Cars were running past the casino and here the Beau Rivage that was the cause of new victims: Wuensch in Wolf and Williams in March bumped into, against one another, and finished against the barriers being obliged to an early retire. Safety Car was taken to the track where it remained till the third lap. At the restart everything was normally done among the first ones but at Massenet Baker passed forward and put his car sideways: Gallego turned up in his March and ran into him. Race managers took again the Safety Car to the track. At the ninth lap dances newly opened with Hadfield that passed Edwards at St. Devote, while little backwards Pane passed Richelmi in his Tyrrell P34. After two laps Edwards retook ill-gotten-gains, regaining the second position by overtaking Mirabeau on the inside. The remaining three laps were exciting: the American looked for a small opening to get Stretton to pass but he had also to check rear-view mirrors because Hadfield, Bosch and Pane didn't detach themselves from his exhaust pipes. He made one attempt unsuccessfully at St.Devote, at the chicane, and at the tobacconist's.

On the last lap he dashed out like a missile from the casino and drew up alongside Stretton's car at the Mirabeau but being outside and had to give up, but on Sunshine Hotel hairpin bend he tried again on the outside. Stretton used all his expertise pushing the Penske against barriers: the manoeuvre was hard but regular even if will oblige the American to retire. Thus Stretton will gain the third victory in a row for the category, followed by Hadfield and Pane who, author of a splendid race, at the last but one lap he will get the better of his opponent Bosch.

Marco Zanello

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