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On Sunday, July 18, 1976, England hosts the British Grand Prix, the ninth round of the Formula 1 World Championship. Niki Lauda remains at the top of the standings. Heading into the Swedish Grand Prix, Ferrari was still undefeated, though well aware of the challenges posed by the Anderstorp circuit - a unique track characterized by constant-radius turns of 90 or even 180 degrees and a single, very long straight. While their unbeaten streak ended there at the hands of the six-wheeled Tyrrell, the defeat was more than honorable and caused little concern; after all, constant victory is an impossibility. The real trouble, however, emerged in France at the fast Le Castellet circuit, a state-of-the-art facility designed to push both engines and mechanical components to their limit. For the first time, Ferrari’s flawless twelve-cylinder engines suffered a double failure - first Lauda’s, then Regazzoni’s. This cleared the way for James Hunt and McLaren, who returned to the spotlight following their controversial performance in Spain, where a technical infringement had initially led to Hunt's disqualification. While the disqualification from the Madrid race is expected to stand, with many believing the appeal lacked new evidence, a surprising turn of events occurs. On July 5, 1976 - just one day after the French Grand Prix - the Commission Sportive Internationale reinstates Hunt into the Spanish Grand Prix classification, commuting the disqualification to a $3,000 fine. A similar ruling is applied to Jacques Laffite, as the technical violations on both cars are ultimately deemed negligible.
Ferrari is frustrated by the unfair ruling and deeply concerned by the mechanical failures. At the factory, the disassembled engines reveal a crankshaft failure, likely caused by a casting defect; unless there are hidden motives, this diagnosis is relatively reassuring. However, it is now clear that without a favorable appeal regarding the Spanish Grand Prix, and with their lead significantly diminished, Ferrari’s strategy must change. They need to return to the offensive, seeking victory without the desperation of a 'win at all costs' mentality. After all, despite this recent streak of bad luck, Ferrari remains the best car of the season and Lauda the strongest driver. Naturally, as soon as the tide turns, critics begin to lash out, fueling rumors of a divorce between the driver and the team - at least until the next denial. Perhaps winning is more about silencing the critics than securing a championship that is already well within reach. Meanwhile, on July 4, 1976 - the day after the French Grand Prix - Bernie Ecclestone deviates from the contract signed on June 23 with Alfa Romeo, demanding five additional engines from Chiti and Autodelta on top of the twelve originally agreed upon. For Autodelta, it is clearly impossible to meet the British manager's request, given the unrest in Italy and the persistent strikes hampering production. Two days later, on July 6, Ecclestone sends a letter to the Formula 1 team principals, inviting them to consider taking an active role not only in the scheduling of the championship but also in the media coverage.
"I hope that over the last three years, and especially throughout this past year, you have realized the changes taking place in Formula 1 and how beneficial they are to everyone involved. However, I believe there is a significant lack of pre-race promotion. I am certain this stems from the fact that local and national newspapers do not focus consistently on motorsport. Attempting to generate excitement just a week before an event is not only difficult but often yields unsatisfactory results, as many journalists lack direct racing experience. I believe the best course of action is for F.1.C.A. to establish its own press and publicity department. This office, immediately following each Grand Prix, can provide you with a comprehensive race report, lap charts, and all news of human interest. Furthermore, for every country represented by a team or a driver, we can provide a tailored report on their performance during both practice and the race. If you ensure that local and national newspapers receive this material, many may show interest, perhaps even starting a regular column that is clearly to the benefit of your event. In due time, ahead of your race, we will provide up-to-date photographs of drivers and cars, along with professional team profiles. This content can be condensed upon request, and we will supply all the additional material you require for your official program".
And adds:
"I also believe it is a great idea to provide you with six magnetic tapes featuring interviews with drivers, team principals, and their wives, focusing on 'human interest' stories that you can broadcast on local radio stations. We will ensure that drivers from your country are interviewed in their own language. At the circuit, we can, if you wish, provide an English-speaking commentator who attends every race; he can interview the drivers and explain the final stages of practice to the crowd. He will, of course, liaise with your local announcer and provide assistance whenever needed. I am confident that if you agree in principle, there are many other ways we can work together to support you. As you can imagine, putting this together is quite expensive. I feel that if you are prepared to pay $1,500 per year, it will not only provide you with a substantial package of valuable resources but will also cost less than what you would otherwise spend on-site. Since I need a response from every organizer very soon, and require 100% membership before we embark on this venture, I am grateful if you could let me know if you are interested. I want to assure you that this is simply a service intended to help you - and, indirectly, to help ourselves. The proposed annual fee is merely a partial contribution toward the total costs. Personal regards, Bernie Ecclestone".
It is a curious proposal, yet one that yields no immediate follow-up for the British manager. Ten days later, the first practice sessions for the British Grand Prix take place on the upgraded Brands Hatch circuit, confirming the trends already observed in Sweden: Hunt and his McLaren are exceptionally competitive, while various other teams are gradually returning to top form. Ferrari, of course, remains a frontrunner; Lauda easily secures the second-fastest time, even though the car still requires further fine-tuning.
"The car is performing well, but we need to make minor adjustments to the suspension to experiment with different setups. We can vary the effect of the anti-roll bars, and we have three different types of front tyres and two rear options to test. The difference lies in the structure rather than the tread compounds. As for the engines, we are confident that the failures seen at Le Castellet will not be repeated".
So declares engineer Forghieri. The March drivers, Peterson and Merzario, are exceptionally fast, while the six-wheeled Tyrrells do not show the level of competitiveness one would expect. Scheckter even tests the older, conventional four-wheeled car after running off-track with the new model. Meanwhile, the Brabhams are improving their performance thanks to the excellent Alfa Romeo engines and the fact that Autodelta has developed a six-speed gearbox for them. Engineer Chiti states that Pace has an engine delivering 480 horsepower with excellent torque in the mid-range, while Reutemann’s car is fitted with a 500-horsepower unit - and an even more powerful version is available. However, the Brabham is inherently heavy and retains a traditional weight distribution, with water radiators at the front and oil radiators at the rear. Consequently, it is likely less agile on technical, mixed circuits like this one compared to the Ferrari and other more modern British cars. A completely new chassis should cure these issues and finally give Alfa Romeo and their sponsor, Martini, the satisfaction they seek. In a notable turn of events, two women are attempting to qualify for the Grand Prix. Lella Lombardi returns to Formula 1 at the wheel of a RAM team Brabham BT 44, following rumors of a move to Ensign. Meanwhile, Chris Amon is back at Ensign, having recovered from his Anderstorp accident - with Bob Evans hired to partner him - after being absent since the Long Beach Grand Prix, where he failed to qualify with Lotus. The second woman in the field is Britain’s Divina Galica, a 29-year-old former Olympic skier with experience in touring cars and Formula 5000, driving a Shellsport team Surtees TS 16. Lombardi goes slightly better with a time of 1'27"25, while Galica clocks a 1'28"25, making it unlikely she will qualify with such a pace. However, Saturday’s sessions remain, and they will be far more indicative for everyone. Finally, Wolf-Williams and Copersucar field only one car each: the former for Jacky Ickx and the latter for Emerson Fittipaldi.
Mike Wilds completes the field in a P.R. Reilly Team Shadow, replacing Ingo Hoffmann of Copersucar. The Briton makes his first Formula 1 World Championship appearance since the 1975 Brazilian Grand Prix, which he raced with B.R.M. The other reserve is Australian Brian McGuire, entered in a Williams. The track is modified and slightly shortened to accommodate the new pits, and several sections feature a new road surface. These changes naturally create difficulties, especially as the settling asphalt changes its characteristics from hour to hour. Furthermore, the weather remains unknown; while it has been unusually clear and warm for two months, it now threatens to change in the coming hours. While rain would be a blessing for the parched English countryside, it would only increase the challenges for the drivers. Following a meeting between manufacturers and team managers, it is decided that, in the event of rain during the race, it is up to the race director to neutralize the event for the time necessary to change tyres. Sunday’s race promises to be fascinating - perhaps the most compelling since the start of the season. While a confirmation of Ferrari’s superiority is expected, the race looks set to be an extremely hard-fought battle. In fact, ten drivers, led by Lauda with Regazzoni close behind, are running times separated by no more than a second. They all improve their lap times as they fine-tune their suspension setups; this is because Brands Hatch is a circuit perfectly suited to highlighting a chassis' strengths and a driver's skill. Ferrari enjoys the satisfaction of reclaiming pole position - the fastest time in qualifying - which Lauda is so accustomed to, but which has been missing for the last two races. The satisfaction of Engineer Forghieri is evident as he declares:
"We have two days of trouble-free testing behind us, and we have proven to be competitive. While we are not immune to mechanical failures, we are doing our absolute best by fitting completely new engines and gearboxes for tomorrow’s race".
Regazzoni is also pleased with his fourth-fastest time, which places him on the second row. For him, a strong start is crucial because:
"Nobody gives an inch here; we are all very closely matched in performance, and overtaking is extremely difficult".
Audetto, for his part, adds:
"The race will be very tough, but our drivers and cars have shown what they can do, right here in the den of our great British rivals".
The primary rivals are, of course, Hunt in his McLaren, who holds second place on the grid; the ever-present Tyrrells; and an irrepressible Andretti, who has brought Lotus back into the spotlight with a third-place start. Merzario and Brambilla, driving for March, are in an excellent position to have a strong race, starting ninth and tenth respectively. Both are drivers with a keen sensitivity for fine-tuning; it is therefore no surprise that, even without the top-tier Ford Cosworth engines, they have managed to outpace drivers like Mass, Laffite in the Matra-Ligier, and the Brabham-Alfa duo of Pace and Reutemann. The real question is which cars will maintain the pace over the full distance. Brambilla is convinced he can do much better; trivial electrical issues prevented him from completing enough laps to improve his setup, but tomorrow he hopes to defend himself well. Merzario, who finds both a sponsor and a friend in driver Mario Casoni, is highly satisfied with what he considers a strong comeback in Formula 1. It is likely that the Merzario operation will continue with the creation of an Italian team for the Como-born driver, allowing him to avoid relying on British teams and enjoy the resulting advantages. Throughout the practice sessions, there is the usual tyre selection process and a near-constant adjustment of car setups in the search for maximum grip. Everyone jealously guards their secrets, but Gordon Coppuck, the McLaren designer, admits that the car's development stems from the 1973 version, which was subsequently modified in 1975 by simplifying the front suspension. This change, along with other minor refinements, has made the car significantly more effective.
With an engine and gearbox identical to its rivals, the car shows a consistent superiority over the other British cars. Tyrrell's performance, however, is less brilliant than expected. Neither Lella Lombardi nor Divina Galica will be on the grid; both are excluded after failing to set a fast enough time to qualify. Technically, some fascinating details emerge: Ferrari engines reach up to 12,500 RPM, while Alfa Romeo and Matra hit 12,000 RPM, and the Ford Cosworth units peak at 11,000 RPM. McLaren and Alfa Romeo feature six-speed gearboxes, whereas all other teams utilize five. The Ligier-Matra is hampered by its excessive size, clearly possessing the largest cross-section of the field. The weather seems to hold, though it is cooler than on Friday. Tradition dictates that the British Grand Prix returns to one of the world's most beloved circuits: Brands Hatch in Kent. The event comes with a cloud of controversy, as the British Grand Prix is notorious for post-race disqualifications - no fewer than three of the last six races have had their results modified, earning the R.A.C. (the organizers) a reputation for incompetence. Regardless, the R.A.C. arranges the biennial visit to the iconic circuit, having renewed its sponsorship deal with the Imperial Tobacco Group and their John Player brand. Given that the John Player logo is splashed across the British Grand Prix once again, it is imperative that Lotus, the team they back, delivers a strong result after several poor seasons. Fortunately for everyone involved, including drivers Mario Andretti and Gunnar Nilsson, the Lotus 77 is steadily improving throughout 1976, although Colin Chapman is reluctant to promise anything more than a top-ten finish. Since the entire weekend schedule shifts to allow for a Sunday race, the Lotus squad has an extra day to practice at the circuit, having arrived a week early to continue testing the 77. Away from the home team, Ferrari arrives with an increasingly imperious presence, with Niki Lauda and Clay Regazzoni fielding their usual cars. The Italian effort also brings the customary spare, which this time fits minor bodywork changes, along with spare engines following their string of failures at Paul Ricard. However, with cooler temperatures and Brands Hatch's less engine-intensive layout, there is less likelihood of anyone - let alone Ferrari - needing to swap in a fresh power unit. McLaren, meanwhile, arrives for their home race in a far more buoyant mood than of late, fresh from both a physical and political victory in France.
Indeed, James Hunt is not only reinstated as the winner of the Spanish Grand Prix but has, just 24 hours earlier, claimed victory in the French Grand Prix, reigniting both his and McLaren’s title ambitions. Yet, whether he and teammate Jochen Mass can truly challenge Lauda’s all-conquering Ferrari remains to be seen, although the imminent debut of the McLaren M26 has the potential to redress the imbalance. The Tyrrell team is quietly proceeding with its six-wheeled program, with the trio of P34s receiving minor suspension upgrades ahead of the weekend. Drivers Patrick Depailler and Jody Scheckter are quietly confident once again; the latter receives a fresh engine after miraculously finishing in France despite a double valve failure. Ken Tyrrell also brings along the team’s pair of older 007s, with all five cars retrofitted with larger mirrors mounted to their windscreens. Elsewhere, Brabham-Alfa Romeo arrives following a promising run in France. Both Carlos Pace and Carlos Reutemann get to test a lightened BT45, though it is officially entered for Pace. Reutemann is duly handed Pace’s former car, while the original BT45 is retained as a spare, as the second chassis was destroyed earlier in the season. Two of the team’s 1975 cars are also in attendance, entered by the British privateer squad RAM Racing for Bob Evans and Lella Lombardi. Intriguingly, the returning Lombardi is not the only woman in the field; a small British team, registered as Shellsport Whiting, decides to enter a former Olympic skier. Her name is Divina Galica, who turns to racing after three Winter Olympics, having twice captained the British ski team in 1968 and 1972. Her rise to Formula 1 is rapid, with only a handful of races in Formula 2 alongside a half-season in the Shell Sports Championship; however, whether her raw talent is enough to get the team’s aging Surtees TS16 onto the grid remains to be seen. There is also significant interest in the case of the Surtees team, whose recent sponsorship deal with Durex causes several potential live television broadcasts to be cancelled, including the BBC’s coverage of its own home race. Yet, despite multiple requests from the R.A.C. to remove the sponsor’s name - as the Lotus team has briefly done - John Surtees enters two unchanged TS19s with 'Durex' plastered across the sidepods, hoping their improved form continues at the team’s home event.
Most of this recent performance is down to lead driver Alan Jones, who is finally fulfilling the promise he showed years ago, while Brett Lunger remains something of a mystery. Over at March, it is business as usual: the unchanged quartet of Ronnie Peterson, Vittorio Brambilla, Hans-Joachim Stuck, and Arturo Merzario are all in action with their standard equipment. Wolf-Williams remains unchanged as well, fielding Jacky Ickx and Michel Leclère, much like the Shadow duo of Tom Pryce and Jean-Pierre Jarier. Hesketh partners Harald Ertl and Guy Edwards once again; notably, the latter’s Penthouse Rizla sponsorship is not considered an issue compared to the fiasco surrounding Surtees’ Durex backing. Fittipaldi is the last of the teams fielding a two-car entry, though two-time Champion Emerson Fittipaldi intends to use teammate Ingo Hoffmann’s car should the team’s spare fail. Penske arrives fresh from having their maiden podium finish struck from the record in France; however, McLaren’s recent success in the appeals court gives them hope that John Watson will be reinstated in September. The Ulsterman himself is set to drive at Brands Hatch, while Chris Amon, still recovering from injuries sustained in Sweden, is back with Ensign. A busy couple of weeks following the French Grand Prix see Ligier-Matra arrive with an updated car for Jacques Laffite, meaning their original chassis is partially retired to serve as the team’s spare. Another Frenchman, Henri Pescarolo, is back with a British-entered Surtees, while Mike Wilds returns in a year-old Shadow - the last of the DN3s. His entry is the thirtieth and final one on the list, in a field that sees the #13 revived as a racing number for the first time since 1963. Despite failing to score for the first time in 1976, Lauda continues to lead the Championship chase. However, the Austrian would have had to drop his points from France anyway had he finished on the podium, due to the 'best scores' rule. Hunt, meanwhile, moves into second place, level on points with Depailler now that the Brit’s Spanish victory is reinstated, but ahead by virtue of his two wins. Elsewhere, Scheckter drops to fourth, ahead of Regazzoni, while Watson must wait to see where he sits in the standings if and when his exclusion in France is revoked. Although Ferrari fails to score for the first time since 1975, the Scuderia still holds a commanding lead in the Formula 1 Constructors’ championship.
Tyrrell-Ford Cosworth chips into the lead, reducing the Italian team’s advantage to eighteen points, while McLaren-Ford Cosworth is six points away from the Tyrrell team. Ligier-Matra remains in fourth, while four teams are level on six points, with Penske-Ford Cosworth heading that pack. Sunday, July 18, 1976: the paying spectators are 77,000, but in reality, many more are present, judging by the dense, compact crowd. Even four hours after the race concludes, it is still too early to attempt an exit; rumor has it that nearly half a billion lire was spent to rebuild the pits, yet with that sum, a second exit could have been built - and it would not be a bad idea. At 3:00 p.m., the start is given. The twenty-six cars rush up the slight slope leading to the fast right-hand sweep of Paddock Hill Bend. Lauda is in the lead, followed by Regazzoni, who makes a brilliant start to claim second. But just three hundred meters from the line, disaster strikes: Clay Regazzoni, having already passed James Hunt, hits Niki Lauda’s car at the first curve. Subsequently, his Ferrari spins and collides with Hunt’s McLaren, before being hit by the oncoming car of Jacques Laffite. In the collision, the cars of Regazzoni, Hunt, and Laffite sustain heavy damage, while Lauda’s Ferrari suffers only a scratch to the right rear wheel - though it is later replaced as a precaution. The remaining drivers head toward the main straight, where marshals await them with the red flag to halt the race. Regazzoni manages to limp back to the finish line in his battered Ferrari. Hunt, however, leaves the track at Bottom Bend due to bent steering and a broken suspension, taking a shortcut back to the rear of the pits. This single action proves decisive for the subsequent drama. Fortunately, no one is injured, and preparations for a restart begin. At this point, a regulatory confusion unfolds, even more chaotic than the accident itself. While the grid waits, Lauda’s team replaces his damaged left rear rim. Meanwhile, Hunt climbs into the spare car (the 'mule') and completes a full lap of the circuit to acknowledge the roaring crowd. Lauda also decides to head back out onto the track without official permission; consequently, both the Austrian and the Briton are fined £100. As the cars assemble, race director Dean Delamont exclaims:
"Hunt, Regazzoni and Laffite have to get out of the starting line-up that is forming again".
As soon as the announcer broadcasts this decision, the crowd in the stands begins to erupt in protest. Delamont confesses to the Ferrari mechanics:
"How can I throw Hunt out with an audience like this?"
The debate rages on. Urged by his fans, Hunt decides to climb back into his car, despite stewards warning him that doing so will lead to disqualification. The Briton retorts that they are free to take action against him, but he intends to restart with his repaired original car, not the spare. Meanwhile, a frustrated Niki Lauda says to Ermanno Cuoghi:
"Let me know exactly how much longer I have to wait for Hunt’s convenience; if this takes much longer, I’m getting out of the car".
At 3:45 p.m., the four McLaren mechanics push the repaired car back onto the track. Then, at 3:52 p.m., without any prior warning from the loudspeakers, they hear:
"Three minutes to go".
Montezemolo, Forghieri, and Audetto exchange looks and declare:
"Let’s lodge an official protest".
According to international regulations, Hunt cannot be readmitted to the start, as he is not on the track when the race director displays the red flag at the end of the first lap. The rules state that only drivers who have completed the lap in which the red flag is shown can restart the race. It is clear at this point that the race is fundamentally flawed, and the new start, scheduled for 3:55 p.m., is set to spark a legal battle. Ultimately, the first start is cancelled, and the decision is made to run the full original distance of seventy-six laps. The second start, however, is marred by its own drama: Mario Andretti’s Lotus, starting from third, stalls on the grid due to a technical failure. Miraculously, the entire oncoming field manages to dodge his stationary car. Regazzoni, understandably shaken after the initial crash, opts for a cautious approach. Niki Lauda leads the pack, followed by James Hunt, Mario Andretti, Clay Regazzoni, Chris Amon, Ronnie Peterson, Jody Scheckter, Patrick Depailler, and Hans-Joachim Stuck. During the opening lap, Amon is overtaken by both Peterson and Scheckter, while Depailler and Stuck collide. The German is forced to retire, while Depailler plummets down the order. On the second lap, Amon is overtaken by Vittorio Brambilla as well. By the fourth lap, Andretti’s race ends as his engine seizes due to an ignition failure, allowing Regazzoni to move up into third place. On lap eight, Brambilla passes Peterson, while Arturo Merzario overtakes John Watson to claim eighth. However, the Ulsterman’s car sustains damage during the maneuver, forcing Watson into the pits for a new nose, which drops him to the back of the field. The following lap, Amon retires with a water leak. After ten laps, Lauda continues to lead ahead of Hunt, Regazzoni, Scheckter, Brambilla, Peterson, Merzario, and Gunnar Nilsson. On lap thirteen, Merzario gains another position by passing Peterson - who is struggling with tyre degradation - after narrowly avoiding a collision with Brambilla. The Swedish March driver is forced to pit for fresh tyres, causing him to slide down to fifteenth place. On lap fifteen, Vittorio Brambilla is also forced into the pits for a tyre change, which knocks him out of the points. These tyre failures, characterized by chunks of tread the size of a hundred-lire coin tearing away, send the teams into a panic. Every team braces for the worst, preparing for the possibility of having to change tyres on every single car.
The Goodyear manager attempts to calm everyone down, claiming that Peterson’s March has defective steering and Brambilla’s suffers from a suspension failure - insisting these are the true causes of the abnormal tyre wear. Indeed, Brambilla retires shortly after due to the breakage of the lower triangle of the front-left suspension, while Peterson, after countless pit stops, finally gives up. On lap 26, the race direction announces the disqualification of Regazzoni (third) and Laffite (ninth) for restarting in their spare cars - yet, inexplicably, they leave James Hunt on the track. By lap 32, the French driver is forced to retire anyway due to a broken suspension. Then, on lap 36, Regazzoni enters the pits with an engine failure. Another broken crankshaft? Not this time. From the driver’s frantic gestures, it is clear the oil pressure is plummeting and the engine has seized. Regazzoni is near tears as he removes his helmet and locks himself inside the Ferrari motorhome to vent his fury. He is undoubtedly thinking that, without the initial accident and the forced car change, a strong result is well within his reach today. The situation becomes even more convoluted due to a statement released by the stewards halfway through the race. This document claims that the reserve cars are not considered legal and, therefore, should be disqualified. However, since cars #2 and #26 (Regazzoni’s Ferrari and Laffite’s Ligier) are already out of the race due to mechanical failures, the measure is effectively moot. Following the retirement of the Swiss driver, the order behind the Lauda-Hunt duo consists of Jody Scheckter, Arturo Merzario, Gunnar Nilsson, Tom Pryce, and Alan Jones. Meanwhile, Watson’s Penske is making ground through the field from the back; after overtaking Brett Lunger, he is now in ninth. On lap thirty-nine, Merzario is forced to retire with a broken driveshaft after spending many laps relentlessly challenging Jody Scheckter’s Tyrrell. On lap 45, James Hunt takes the lead, overtaking Lauda who is struggling with a failing gearbox. Hunt’s McLaren features a curious setup: higher pressure in the rear tyre to give the car a slight rightward lean, specifically designed to maximize grip through Brands Hatch’s predominantly right-hand curves. One lap later, Watson passes Jones to break into the points. By lap 64, Watson overtakes Tom Pryce - whose engine is faltering - and four laps later, he moves past Gunnar Nilsson as well. James Hunt claims victory, crossing the finish line ahead of Niki Lauda, Jody Scheckter, John Watson, Tom Pryce, Alan Jones, and Emerson Fittipaldi. However, while the final laps are still being run, Luca Cordero di Montezemolo is already busy drafting an official protest on behalf of Ferrari. Citing Article 23, paragraphs B and F of the International Sporting Code, he bases the appeal on a matter of principle: the regulations must be respected. At the conclusion of the race, as he heads toward the race direction to deliver the official protest, Luca Montezemolo states:
"We are very satisfied with Lauda’s second place, as he secures another crucial set of points for the championship. However, we cannot compromise on the matter of principle regarding the regulations, which must be enforced. Therefore, we are forwarding a formal complaint against the participation of Hunt’s McLaren - a protest that is also being filed by other teams".
Similar protests are also filed by the Tyrrell and Copersucar teams, proving that this is not a desperate or unrealistic maneuver by Ferrari to swap a second place for a win. Consequently, the race classification remains strictly provisional, pending a verdict on this latest regulatory glitch - a mess created by the lack of experience of those who should manage racing as a profession, just as the manufacturers, drivers, and journalists do. The championship standing is still pending, though Lauda’s advantage remains considerable. Should the appeal be accepted, his lead is set to become even more dominant. A storm is brewing over the head of Dean Delamont, Director of Motorsport at the Royal Automobile Club and Race Director for the British Grand Prix. Delamont is a former journalist and broadcaster, once a passionate motor racer, and since 1954 the Sporting Director of the RAC, as well as a member of the FIA's International Sports Commission. Delamont openly admits that there is widespread confusion, arguing that international regulations too frequently lend themselves to conflicting interpretations or are not sufficiently explicit. According to Delamont’s statement, the initial decision to red-flag the race - the spark for this long sequence of contradictory events - was taken on the initiative of the sports commissioner on duty at the first corner immediately after the start.
"I trusted him completely. Like the other seven special marshals stationed along the Brands Hatch track - all of whom were linked by radio - he is a person of great experience in such emergency situations. One car, Laffite's Ligier-Matra, was stationary, sitting sideways after the collision. In addition, the roadway had to be cleared of debris and stones that could have caused other accidents, or even tyre punctures, had the race continued. In less than five seconds from the moment the accident was reported, I gave the order to suspend the race for safety reasons. In accordance with the international sporting regulations, the red flag was waved from the start-finish line, and simultaneously, via two crossed flags, from the seven radio-linked positions along the circuit".
Delamont categorically denies that only drivers who had completed the initial lap could be readmitted to the race after the forced suspension.
"The regulations only specify that those competitors who remain in the race at the time of the suspension are allowed to make the second start. After the accident, Hunt got back in his car, but having damaged the front suspension, he could not travel at more than ten kilometers per hour. When he reached the third curve, which leads to the back straight, he saw the two crossed flags waving and realized that the Grand Prix had been suspended. Therefore, he headed directly to the pits without completing the lap. The stewards confirmed that at the time of the red flag, Hunt’s car was still moving on the track, albeit very slowly; therefore, the driver was still in the race, as required by the rules".
According to what we later learn from the race director, Tyrrell withdraws its protest after receiving further explanations, while Copersucar declines to appeal the ruling that validated the order of arrival. Instead, the complaint against Hunt filed by Ferrari is rejected, while Regazzoni and the Frenchman Jacques Laffite are officially removed from the results. Ferrari will now turn to the Royal Automobile Club of Great Britain (the race organizer) to appeal. If rejected again, the Italian team will have the right to appeal to the sporting commission of its own national governing body, which must then decide whether to forward the case to the International Sports Commission. This repeats the exact same legal procedure that McLaren had to follow after Hunt’s disqualification at the Spanish Grand Prix. Lauda, for his part, remains laconic and blunt. Regarding the situation, he says:
"It’s right to lodge the protest; otherwise, what are the regulations for? However, if things continue this way, racing is no longer any fun. As for Delamont, he makes me sick to my stomach".
Regarding the first-lap incident, he adds:
"I was following my trajectory. I don't know what the others were doing. I only know I was bumped, but I was able to keep going anyway".
Niki offers precise explanations regarding the mechanical failure that prevented him from crossing the finish line in first place:
"The gearbox linkage went haywire from the very first laps, forcing me to search for gears that were no longer engaging properly. Towards the end of the race, the gear lever became so stiff that I was losing precious tenths of a second with every shift. Those losses added up, creating a gap of three or four seconds per lap compared to Hunt".
The winners, of course, are elated. Mayer, the head of McLaren, when asked for his thoughts on the protest, replies:
"I don't care about it. The only thing that matters is that we won".
Gordon Coppuck, the car’s designer, is even more concise. When asked the same question, he says:
"It's all bullshit".
James Hunt, completing his lap of honor alongside Scheckter while Lauda is notably absent, is even more colorful in his remarks:
"I don’t give a damn about the regulations. I won, so let them do whatever they want...".
When they ask James Hunt if he is aware that Tyrrell and Copersucar have also filed complaints, the Briton replies:
"Copersucar? Who are they? I don't know them. Ferrari should think twice before complaining, because the whole accident is the fault of their own two drivers. I ended up on top of Clay, who was fighting with Lauda, only because someone hit me from behind. I can guarantee that I was trying to bring my car back to the pits when, from the other side of the track, I saw the red flag waving. That is why I left the track. At that point, the race was already suspended, and I could do whatever I wanted. The crowd helped me immensely. If I've won, it is only because of this enthusiastic English public. This week I will test the new car, though I don't think I will race it at the Nürburgring yet. My current car was perfect, despite the "flight" over Regazzoni. I stayed behind Lauda cautiously at first to check for damage, then I increased the pace as I saw his performance drop. I passed him easily. Now, I am leaving for Italy for a Marlboro meeting with young people in Rimini".
Locked inside the Ferrari motorhome, Regazzoni continues to mumble:
"Of course, if he hadn't cut me off, I would have been able to continue without any damage".
When asked for the name of the driver responsible for the accident - the one who squeezed him off the track and damaged his car - Clay refuses to speak. However, it is certain that the only person ahead of him was Lauda. Lauda's Ferrari for this British race was brand new, straight from Maranello, but it had suffered lubrication issues during Sunday morning’s free practice. Ultimately, the gearbox failure deprived the Austrian of a victory that would have silenced much of the ensuing controversy. Meanwhile, the third-place finish for Scheckter’s Tyrrell is well-deserved; it rewards a constructor with the courage to revolutionize car design by moving from four wheels to six. It was a scorching day in every sense - both for the blistering temperature and the fiery events. The situation repeated in England - which perhaps only pleased the fans with its double start and the victory of a home driver - does not promise a quiet future for motor racing. All this, however, did not matter to James Hunt. After all, he only wanted to satisfy the paying public and was actually disappointed when Lauda did not attempt to reclaim the lead, preferring instead to nurse his failing gearbox to the finish. Once the race is over, James heads out into the parking lot during the evening to join his friends for a barbecue. They have arrived with tents, and the party goes on until midnight; only then does the parking lot finally begin to empty.