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ARA Racefacts Bulletin and Model Review (August 31, 1997)

1 September 1997


August 31, 1997

	History was made in all three "headline" races held
as part of the Mosport festival of SCCA and Professional
SportsCar-sanctioned events!
	Tom Kendall (All Sport Roush Ford Mustang) took his
eleventh consecutive Trans-Am victory on Sunday as he
extended the longest-ever documentable major series road
racing win streak!  The longest documentable streak for
any major series?  Steve Kinser's twelve consecutive wins
in the World of Outlaws in 1987!
	Tom qualified fastest, started fifth, and led by lap
4 in the rain!  After stopping for slicks on lap 13,
Kendall retook the lead on lap fifteen and held it for the
rest of the 40-lap event!
	Kendall won by 1.373 seconds over Dorsey Schroeder
(Raybestos Gloy Ford Mustang).  Kendall also set Fast Lap!
	Tom now has 26 Trans-Am wins, just one short of the
"solo" (no co-driver) Trans-Am wins record of 27 held by
Mark Donohue!  Donohue has 29 Trans-Am wins, two scored in
endurance events with codrivers.
	Kendall's victory was his first Trans-Am win at
Mosport Park, giving him Trans-Am wins on 17 venues,
second only to Donohue's victories on 20 venues!
	Tom's eleven 1997 wins broke the Donohue record for
most Trans-Am wins in a season, ten, set in 1968!  Tom
will also finish 1997 with a record for best Trans-Am
season racewinning percentage even if he fails to win
either of the remaining 1997 races!
	Tom's 9th FQ honor of 1997 tied the all-time record
for Trans-Am overall "top class" Trans-Am FQs in a season,
shared at 9 FQs in a season by Mark Donohue (9 of a
possible 13, 1968), Scott Pruett (9 of a possible 12,
1987), and Scott Sharp (9 of a possible 14, 1993)!
	The "all-classes" Trans-Am season FQ records is ten
(of a possible eleven), set by Horst Kwech in 1970 Under
	Tom Kendall's 1997 Mosport Park Fast Lap was his
eighth Fast Lap of 1997!  Tom's 1997 season Fast Lap total
has now broken the previous all-time record season total
of seven Fast Laps posted by Willy T. Ribbs (in 15 races)
in 1985 and by Darin Brassfield (in 14 races) in 1991!
	Fast Qualifier Ron Fellows teamed with Rob Morgan
(Acxiom Morgan Ferrari 333SP) to win Sunday's Mosport Park
Exxon World Sports Car event!  Last weekend Ron won the
NASCAR Craftsman Truck event at Watkins Glen; he won from
the pole there too!
	The WSC victory was the first in the class for each
driver; Fellows had only two prior Exxon series starts, in
GTS-1 in the 1993 and 1997 Daytona 24 Hours!
	The WSC event saw five cars lead (the Morgan Ferrari,
the runnerup Leitzinger/Weaver Dyson Ford R & S Mk III,
the Lista Ferrari, the Danka Oldsmobile R & S Mk III, and
the Dibos Ferrari in that order before the Morgan car
achieved the final leadership!) and produce five lead
changes!  These leading cars comprised the top five, with
four on the lead lap and the Eduardo Dibos/Fermin Velez
Ferrari fifth after retiring while leading!
	The Leitzinger/Weaver runnerup finish may have been
the "turning point" in the 1997 championship chase as
their teammate Elliott Forbes-Robinson suffered a
mechanical retirement after 40 laps!
	On Saturday, the Porsche 911 GT1 scored its first
North American victory by taking the Exxon Supreme GTS-1
honors driven by Rohr Racing's Andy Pilgrim and Dorsey
Schroeder!  Franz Konrad and Nick Ham won for the third
consecutive race in GTS-2 (Konrad leads in 1997 GTS-2 wins
with 4!) while Derek Hill and Javier Quiros won GTS-3 in
their Valvoline/Yokohama PTG BMW M3!  Hill and Quiros lead
GTS-3 in 1997 with 4 victories apiece; Porsche driver
David Murry leads PTG BMW's Bill Auberlen by three points
for the driver title while BMW holds a healthy 20-point
edge in the Manufacturers battle!
	Mauricio Gugelmin (Hollywood PacWest Reynard
97I-Mercedes-Firestone) took his first-ever PPG CART World
Series win Sunday on the streets of Vancouver!  The
victory was Mauricio's first since April 12, 1987, when he
won the Formula 3000 series race at Silverstone, England
in a Ralt RT21-Honda!
	Gugelmin, the 1981 Brazilian Formula Fiat champion,
won twelve 1982 British FF1600 races en route to the 1982
British RAC Formula Ford 1600 championship, second in the
BRSCC series, and fifth in the BARC series, driving a Van
Diemen RF82!  In 1983 he drove a Van Diemen in the
European and British Formula Ford 2000 series, winning
twice in the European series (Osterreichring, Nurburgring)
and six times in the British series; he also won a
nonpoint Hockenheim FF1600 race.  Mauricio won the 1984
European FF2000 title driving a Reynard 84SF; he won at
Hockenheim, Zandvoort, and Mondello Park.  He also ranked
third in the British series with three wins.
	Gugelmin moved up to Formula 3 in 1985 and won the
British (RAC) title with two wins at Silverstone and one
at Zandvoort in a Volkswagen-powered Ralt.  He also won
the 1985 Macau GP F3 classic!
	Formula 3000 was next for Mauricio; he ranked 12th in
1986 points (March 86B) and fourth in 1987 with the
Silverstone win.
	Gugelmin competed in Formula One from 1988 through
1992; his 1988-1991 efforts were for the ill-fated
March/Leyton House team.  He finished fourth, on the lead
lap, at Silverstone in 1988 and fifth, a lap down, at the
Hungaroring, to rank 12th in 1988 World points and fifth
in the Jim Clark Cup for non-turbo cars driving a March
881-Judd.  The March 881-Judd took him to a third-place,
lead lap finish at Jacarepagua (Brazil GP) in 1989 as he
placed 17th in World points.  In 1990 the Leyton
House-Judd gave him his final World point, a sixth-place,
lead-lap finish at Spa, as he ranked 18th in 1990.  He
scored no points in 1991 nor in 1992 when he drove for
	Jeff Gordon's (Dupont Hendrick Chevrolet Monte Carlo)
record third consecutive Darlington Mountain Dew Southern
500 NASCAR Winston Cup win made Jeff not only the second
"Winston Million" winner (joining Bill Elliott, 1985) but
the first to achieve the feat by winning the Daytona 500,
the Charlotte 600 and the Southern 500!  Elliott didn't
win at Charlotte in 1985, taking his second jewel instead
at Talladega.
	Prior to the inception of the "Million," Lee Roy
Yarbrough (1969) and David Pearson (1976) swept the
Daytona 500, Charlotte 600, and Darlington Southern 500.
	Gordon's next most important milestone?  Winning the
1997 Winston Cup championship along with the Million! 
Elliott failed in that quest; although he led Darrell
Waltrip by 206 points after the 1985 Southern 500, he lost
the title to DW in 1985!



Distributed by Automobilia, division of Lustron
Industries, Inc.  18 Windgate Drive, New City, New York
10956  Phone or fax: 914-639-6806  e-mail:  Brumm website:

	This Brumm model is an excellent and faithful replica
of the vivid red racewinning car in the May 4, 1975 Spa
event, driven by Henri Pescarolo and Derek Bell, still
active sports car campaigners in 1997!  The victory was
the third consecutive for the model in 1975 (the streak
eventually reached seven consecutive wins) and was the
first of three 1975 victories for the Bell/Pescarolo
pairing!  The Spa race was scheduled for 1000 kilometers
but rain caused the event to be shortened to about 750
	The model's proportions and details (vivid red with
white paint scheme, windscreen, mirrors, airbox, exhausts,
wheels and tires, car number, placement and angle of car
number, and suspension system, as confirmed from
photograph on page 179 in AUTOCOURSE 1975-76, Hazleton,
Richmond, Surrey, England and photograph on page 149,
AUTOMOBILE YEAR 1975/76, Edita, Lausanne, Switzerland;
each photograph is of the specific car racing at Spa) are
modeled correctly and in detail!  The most easily
noticeable feature, a mirror mounted far above and to the
left of the driver, is correctly mounted as to height and
location although the unusual positioning Alfa Romeo
utilized might make one think otherwise!  The
Campari-sponsored car makes a dramatic model!
	Brumm models (manufactured in Italy) are 1:43 scale
and are presented in see-through plastic display cases
with removable covers.
	The 1:43 scale is a good compromise between space
considerations regarding display and sufficient size to
permit reasonable levels of detail.
	Model length: 3.625 inches; width: 1.75 inches;
height: 1.375 inch
	Model construction: Metal with plastic interior
(detailed) and windscreen, plastic spoiler
	Display case length: 5 inches; width: 2.5 inches;
height: 2.5 inches
	In 1975 the Alfa Romeo 33TT12 faced what history has
recorded as "limited" opposition, as reflected in three
accounts quoted in the following paragraphs.
	Anthony Pritchard, in his Directory of Classic
Prototypes and Grand Touring Cars (Aston Publications, US
distributor Motorbooks International), states "In 1975
there was virtually no opposition to the Alfa Romeos, for
Matra had now withdrawn and Alfa Romeo continued to run
two cars, occasionally three, entered in the name of
Willibert (Willy) Kauhsen, a wealthy German private
entrant.  The Sports Car class at Daytona was cancelled
for lack of entries so the team's first race was at
Mugello in March.  Here the turbocharged Alpine-Renault of
Larrousse/Jabouille, running for the first time, scored a
totally unexpected victory when the Alfa Romeos were
delayed.  The cars of Merzario/Ickx and Pescarolo
Brambilla finished second and fourth.  However, the
Kauhsen team pulled itself together and scored victories
at Dijon, Monza, Spa, Enna and the Nurburgrging.  There
were no Alfa Romeos at LeMans, which was not a round in
the Championship, and the team rounded off the season with
wins in Austria and at Watkins Glen.  It was a very hollow
Championship victory."
	In AUTOMOBILE YEAR 1975/76, Jose Rosinski's article
entitled "The Alfa Romeo Triumph," writes: "The German
ex-driver Willy Kauhsen managed to persuade Alfa Romeo to
make an unexpected comeback: the 33TT12 models were
entered by private teams, but prepared by Autodelta, and
were backed up on the circuits by factory and logistical
services exactly as if they were works entries."
	"Nearly every time, the pattern was the same: the
lighter, slimmer, more powerful French (Alpine-Renault
Turbo) cars showed that they were the fastest, and then
something broke, or a succession of mechanical accidents
caused them to lose in the pits all the advantages they
had gained on the track.  Alfa Romeo, by contrast, showed
remarkable reliability, and when they did suffer
mechanical mishaps, these were never so serious as to lose
them a race-with the single exception of Mugello.
	In 1974, Matra dominated the racing in utterly
convicing fashion, while in 1975, Alfa Romeo fought off
some stiff competition.  Simple examination of the results
give the false impression that the Italians had no rivals,
but in fact, they were outclassed in the performance
domain by the Alpine-Renault Turbo, which lent an
interesting element of uncertainty to races throughout the
year-at least in each race the issue was in doubt until
the end.  The Alpine-Renault lead each of the six events
for which it was entered.  But, alas, speed alone does not
suffice for winning races.  It also takes a
well-constructed, well-integrated, reliable car, serviced
by experienced pit-backing.  In 1975, Alpine-Renault was
the apprecntice, who lacked the experience to conquer a
confirmed champion such as Alfa Romeo.  Victory went to
the most professional team."
	"The Willy Kauhsen Racing Team 33TT12s were, in
essence, those which competed against Matra in 1974. 
However, the suspensions were modified to take Goodyear
tyres, which replaced the Firestones used the year before. 
Brakes were made more robust, and the cars were lightened,
although they still weighed-in at 740 kilograms."
	In the John Player Motor Sport Yearbook 1976 (Queen
Anne Press, London), Doug Nye concluded "Sports car racing
in 1975 wasn't as bad as it has been painted.  Indeed, it
was certainly less predicable than the years of the Matra
	In ARA's view, Nye's summation is accurate, and while
not the most competitive of seasons, 1975 was not without
drama and challenge for Alfa Romeo.
	At Mugello's 1000 Kilometers on March 23, the
Bell/Pescarolo pairing was joined by Arturo Merzario/Jacky
Ickx in the other 33TT12.  They faced two Cosworth
Ford-powered Ligier JS2s (Jean-Pierre Beltoise/Jean-Pierre
Jarier and Francois Migault/Jean-Louis Lafosse), the
Alpine A441-Renault Turbo of Gerard Larrousse/Jean-Pierre
Jabouille), the Cosworth Ford-powered Mirage GR7 of Loos
Racing driven by Jochen Mass/Tim Schenken, and three
Porsche Turbo-powered 908s, two 908/3s shared by Herbert
Muller, Leo Kinnunen and Gijs Van Lennep and and one 908/4
shared by Reinhold Joest and Mario Casoni; in all, seven
cars capable of defeating the Alfas.
	The Merzario/Ickx car took pole but Pescaro/Bell
started sixth; the Alpine-Renault started second.  During
the race, Merzario suffered brake pad problems in his Alfa
while Bell and Pescarolo encountered handling problems,
and the Alpine-Renault won by one lap (with Larrousse
setting Fast Lap) over the Merzario/Ickx Alfa with the
Pescarol/Bell car fourth, two laps down.
	The April 6, 1975 Dijon 1000 Kilometers saw Merzario
paired with Jacques Laffite in the #1 Alfa.  Missing from
the opposition list was the one of the Dannesberger
Porsche Turbo 908/3 entries and the Loos Mirage.  The
Alpine-Renault was the new A442 chassis making its first
	While the Larrousse/Jabouille Alpine-Renault took the
Dijon pole, the Pescarolo/Bell and Merzario/Laffite Alfas
started second and third.  Merzario and Laffite won the
race by a strong seven laps (with Merzario taking Fast
Lap) over the Joest/Casoni Porsche Turbo 908/3; Pescarolo
and Bell suffered wheelbearing problems and finished
fourth, twenty laps behind the winners.  The Alpine
overheated due to a serious water leak and retired.
	The series moved on to the Monza 1000 Kilometers on
April 20.  While Ligier was down to one car
(Beltoise/Jarier) the Mirage was back and joined by two
Cosworth Ford-powered Lolas, one driven by Vittorio
	The Mass/Schenken Mirage took the pole.  The
Merzario/Laffite and Pescarolo/Bell Alfas started second
and third, the Alpine-Renault fourth and the Brambilla
Lola fifth.  In the race, the Ligier and Mirage retired
with mechanical problems at about two-thirds distance. 
Pescarolo and Bell suffered a failure of the crown wheel
(ring gear) and retired after completing 132 of 174 laps. 
Merzario and Laffite won, however, by three laps over
Casoni/Joest with the Alpine-Renault third, four laps
behind the winning Alfa.  Larrousse set Fast Lap in the
	The Spa 1000 Kilometers was held May 4; rain reduced
the even to 762.48 kilometers or 54 laps.  Jacky Ickx
drove with Merzario in place of Laffite.  Alpine-Renault
and Mirage skipped the Spa race.  The Pescarolo/Bell Alfa
took the pole with Ickx/Merzario second, followed by the
two Porsche Turbo 908/3s and the Ligier.  In the race, the
Ligier suffered ignition problems and finished twelfth,
nine laps down, and both Porsche Turbo 908/3s were early
mechanical retirements.  The Alfas scored their first 1-2
with Pescarolo/Bell winning by a lap over Ickx/Merzario. 
Ickx set Fast Lap.
	The Enna 1000 Kilometers took place on May 18, 1975;
Ligier, the Alpine A442-Renault, and Mirage skipped the
event but an Alpine A441-Renault 2 liter was entered,
qualified fourth, but did not start due to mechanical
problems.  Merzario was joined by Jochen Mass, his third
partner of 1975!  The Merzario/Mass and Pescarolo/Bell
Alfas started 1-2 ahead of the Casoni/Joest Porsche Turbo
908/3 and that's the way the finished, with the runnerup
Alfa one lap adrift of the winners and Casoni/Joest a
whopping 23 laps down.
	While Enna was the most poorly supported round, the
Nurburgring 1000 Kilometers on June 1 featured at least
nine potential winners!  Laffite was back with Merzario
and a third Alfa was entered for Jochen Mass/Jody
Scheckter!  Two Loos Mirage GR7-Cosworth Fords were
entered, for Tim Schenken/Howden Ganley and Tom Pryce/John
Watson.  Larrousse and Jabouille were back in the Alpine
A442-Renault, the wo Porsche 908/3 Turbos were entered, as
was a new Jolly Club Lola T380-Cosworth Ford for Vittorio
Brambilla/Giorgio Pianta.
	The Alpine-Renault took the pole with the Alfa Romeos
2-3-4 in the order Pescarolo/Bell, Mass/Scheckter,
Merzario/Laffite.  The Porsche Turbos and Mirages occupied
the next two rows.
	With Pescarolo at the wheel, the #2 Alfa wrecked on
lap one!  The Joest Porsche was an early mechanical
retirement while Pianta wrecked as did Watson!  Merzario
and Laffite won with the Schenken/Ganley Mirage second on
the same lap; one lap down in third and fourth were the
Muller/Kinnunen Porsche and Larrousse/Jabouille
Alpine-Renault as four marques finished in the Top Four
within one lap of each other!  Mass and Scheckter finished
sixth in the #3 Alfa, two laps down.  Larrousse set Fast
Lap in the Alpine-Renault.
	The competitors moved on to the Osterreichring in
Austria for 1000 Kilometers on June 29; heavy rain delayed
the start and then caused an early stoppage after 103
laps, or 608.833 kilometers.  Alfa returned to two
entries, Merzario joined by his fourth partner of the
year, Vittorio Brambilla!  Mirage skipped the race but
Alpine-Renault entered two A442s, with Larrousse/Jarier
joined by Patrick Depailler/Jody Scheckter.
	Larrousse/Jarier won the pole with
Depailler/Scheckter third; Merzario/Brambilla qualified
second, Pescarolo/Bell sixth with the Porsche Turbos
fourth and fifth!
	The Larrousse/Jarier Alpine was an early mechanical
retirement but while Scheckter/Depailler suffered early
problems they completed over two-thirds of the event
before retiring.
	Alfa took another 1-2 as Pescarolo/Bell won by 1
minute 22.4 seconds over Merzario-Brambilla!  Joest and
Casoni finished third for Porsche.
	The season finale for the series was the Watkins Glen
Six Hours on July 12; the race was red-flagged at 94 of
152 laps for rain but restarted and 825.816 kilometers
were completed in the six hours.
	Merzario was joined by his fifth partner, Mario
Andretti.  Alpine-Renault again entered two cars, while
both Porsche Turbos were competing as well.  Porsche
Carrera RSR GT entries appeared for Hurley Haywood/Bob
Hagestad, Peter Gregg/Al Holbert, and Ludwig Heimrath/Rudy
Bartling and BMW 3.0 CSLs for Brian Redman/Sam Posey and
Hans Stuck/Ronnie Peterson.
	The Depailler/Scheckter Alpine was an earlyl
mechanical retiree while the Larrousse/Jarier Alpine
suffered continously from a leaking turbocharger and
finished third, albeit only three laps down!  The Alfas
finished 1-2, with Pescarolo/Bell one minute and twenty
seconds ahead of Merzario/Andretti!
	Alfa thus won the World Championship for Makes with
140 points net (155 gross) to Porsche's 98 net (120 gross)
points; Alpine-Renault was third with 54.
	In eight 1975 races with 17 entries, the Alfa Romeo
33TT12 achieved seven wins, six runnerup finishes,
fourteen Top Five and fifteen Top Ten finishes, suffering
one mechanical and one accident-caused retirement.  The
cars achieved four 1-2 finishes (Spa, Enna,
Osterreichring, Watkins Glen), nine lead-lap finishes,
three poles and three Fast Laps, and two 1-2 starts (Spa
and Enna).  Its 17 entries completed 2190 of a possible
2302 laps, or 95.1%!
	The #1 car, with Arturo Merzario teamed with five
different codrivers (Jacky Ickx, Jacques Laffite, Jochen
Mass, Vittorio Brambilla, Mario Andretti), achieved a win
or a runnerup finish in every race, winning at Dijon,
Monza, and Nurburgring with Laffite and at Enna with Mass,
and taking the runnerup spot at Mugello and Spa with Ickx
and at Watkins Glen with Andretti.  The car's average
finish was 1.5; it won two poles (Mugello and Enna),
started second three times and fourth three times for an
average start of 2.5.  The car completed 1127 of 1129
possible laps, or 
99.82%!  Merzario scored two Fast Laps in the car, Ickx
	The #2 car, always with the pairing of Pescarolo and
Bell, achieved three wins (Spa, Osterreichring, Watkins
Glen), a runnerup finish (Enna), two fourth-place finishes
(Mugello and Dijon), a mechanical retirement (Monza), and
a crashout (Pescarolo at the Nurburgring); its six
finishes averaged 2.17.  The car took one pole (Spa),
started second three times, third twice, and sixth twice
for an average start of 3.125.
	The #3 car, competing only at the Nurburgring,
started third there and finished sixth, two laps down.
	The Alfa Romeo success in 1975 was clearly not due to
a raw performance advantage: Alpine-Renault took five Fast
Laps (Larrousse 3, Scheckter 2) to Alfa's 3, and
Alpine-Renault took four poles to Alfa's 3 with Mirage
taking the other!  Thus, the Alfa Romeo drivers and the
reliability of their mounts were the main contributors to
the 1975 championship!
	Derek Bell's first major pro victory came December
26, 1964 at Mallory Park in a British Formula 3 race
driving a Lotus 22-BMC!  Bell won three British F3 races
in 1965, two in 1966, and three in 1967 plus an
international F3 event.  Derek Bell's European Formula 2
efforts saw him place fourth in 1968, fifth in 1969 and
second in 1970 with two wins.  Bell also competed in
Formula One in 1970, placing 22nd in the World
Championship on the strength of a sixth in the U.S. Grand
Prix at Watkins Glen for Surtees.
	Bell's primary emphasis has been on sports car
competition; his first major sports car win came at Imola,
Italy on September 13, 1970 in a Porsche 917 (with Brian
Redman).  Bell's first win (of 22!) in an FIA Sportscar
World championship race came in the January 10, 1971
Buenos Aires 1000 K in a 917 co-driven by the late Jo
Siffert; his most recent came in the 1987 LeMans 24 Hours,
his fifth LeMans victory!  Bell won the FIA Sportscar
World title in 1985 and 1986 after finishing 3-2-4 in
1982-83-84!  Bell had earlier taken the European
Interserie sports car title in 1975.
	In IMSA GTP competition, Bell was third in 1984,
second in 1985, third in 1986 and fourth in 1993.  Derek
Bell has won twenty IMSA Exxon races, 19 in GTX/GTP
(including three Daytona 24 Hours overall wins: 1986,
1987, and 1989) but has never won Sebring overall,
although he was took WSC from second overall in 1994 and
finished second overall in 1995 for the third consecutive
	In 1993, Derek won his semifinal race in the 1993
Indianapolis Raceway Park Fast Masters event; in 1995,
Derek won a major event for classic sports cars at
Silverstone in a Porsche 917K!
	Bell placed sixth overall in the 1994 LeMans 24
Hours, taking third in LeMans Prototype Class 1 (sixth
overall) in a Kremer Porsche K8.  Bell competed in IROC in
1985 (placing 6th) and in 1987 (finishing 12th).  Derek
joined his son Justin and Andy Wallace in a McLaren F1
GTR-BMW in the 1995 LeMans 24 Hours and they finished
third overall and second in GT1!
	Bell ranked 58th in 1995 IMSA WSC points and 23rd in
1996 GTS-1 points.
	Bell finished sixth overall and fifth in GT1 in the
1996 LeMans 24 Hours.  His entry in the 1996 Silverstone
BPR GT event did not finish.
	While Bell has competed in thirteen IMSA-sanctioned
Daytona Rolex 24 events, his Daytona 24 starts pre-date
the IMSA sanction as he also competed in 1971 and 1973 for
a total of 15 starts!  Beyond his 1986, 1987 and 1989
wins, he has a total of eight Top Five and ten Top Ten
finishes.  His 1996 effort placed 21st in GTS-1.
	Henri Pescarolo took his first of sixty major overall
or class wins in international racing events on April 24,
1966; he won a Formula 3 race at Montlhery, France driving
a Ford-powered Matra MS5.  Henri scored two French F3 wins
in 1966 and ten in 1967 including the famed Monaco GP F3
	Henri's first major sports car victory also came at
Montlhery, on May 28, 1967 driving a Ford-powered Matra
coupe.  He won the 1968 and 1969 Montlhery 1000 Kilometers
events and the 1969 Buenos Aires 1000 K.
	In addition to his Sports Car efforts, Pescarolo
competed in Formula Two and Formula One.  Pescarolo won
the 1968 Albi European F2 race, the 1969 Thruxton European
F2 event and the nonpoint Nurburgring race, the 1971
Mallory Park British F2 series race, and European series
F2 races at Enna in 1972 and Thruxton in 1973.
	Henri also competed in Formula One.  He ranked
twelfth in 1970 World Championship points, achieving a
career-best F1 finish of third, on the lead lap, at Monaco
driving a Matra MS120 V12!  He was fifth, on the lead lap,
at Clermont-Ferrand, and sixth, a lap down, at both Spa
and Hockenheim.  In 1971 Pescarolo ranked 16th in World
Championship points; driving for Frank Williams in
Cosworth Ford-powered March 711 entries, Henri finished
fourth at Silverstone.  His last F1 race was the 1976
Watkins Glen U.S. Grand Prix.
	In sports cars, Pescarolo took his first SWC (FIA
Sports Car World Championship) class victory in the
Prototype 3000 class in the 1970 Osterreichring event. 
Drving Alfa Romeo 33-3 entries in 1971, he won the Brands
Hatch 1000 K with Andrea De Adamich and took the P3000
class at Monza and Spa.  Pescarolo teamed with Graham Hill
to win the 1972 LeMans 24 Hours in a Matra MS670.
	In 1973, Pescarolo again won the LeMans 24 Hours,
plus the Vallelunga, Dijon, Osterreichring, and Watkins
Glen races!  Another LeMans win came in 1974, plus
Osterreichring and Kyalami.  He won at Spa,
Osterreichring, and Watkins Glen in 1975.  Henri also
ranked second in the FIA Interserie Division II
	1976 produced a class victory, in GTP, in the LeMans
24 Hours.  Pescarolo returned to the SWC overall win
column in 1978, winning at Dijon, Misano, and Vallelunga.
	In 1979 Pescarolo won the Ricard 24 Hours; this event
was part of the French Production Championship!
	1980 saw Henri win overall at Dijon in SWC
competition and take the Group 5 class at Monza. 
Pescarolo won the 1981 Suzuka 1000 Kilometers Japanese
Endurance Championship event.
	Pescarolo won overall in the 1982 Monza SWC event and
Group C at the Nurburgring.  In 1984 he ranked fourth in
SWC driver championship points and won the LeMans 24
Hours!  Pescarolo won the 1986 Nurburgring SWC race.
	The 1990s have seen Pescarolo win the 1991 Daytona 24
Hours (and rank 11th in 1991 IMSA GTP points) and take the
class win in Category 3 of the 1992 LeMans 24 Hours!  On
May 29, 1994 Henri teamed with Jean-Claude Basso to win
the Montlhery 1000 Kilometers FIA BPR GT event in a
Venturi 600LM!

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