#imagine if this got leaked and his managers and sponsors got so pissed | Explore Tumblr Posts and Blogs

blackswaneuroparedux · 3 years

Text

The Great Drive: James Hunt and Niki Lauda at Fuji, 1976

I feel really sorry for Niki. I feel sorry for everybody that the race had to be run in such ridiculous circumstances because the conditions were dangerous and I fully appreciate Niki’s decision. After an accident like he had, what else could he do? Quite honestly, I wanted to win the championship and I felt I deserved it. But I also felt Niki deserved to win the championship – and I just wish we could have shared it.

- James Hunt on winning the Japanese Grand Prix 1976 to become F1 World Champion

James Hunt’s epic title battle with Niki Lauda, during what many see as the definitive F1 season, was topped off by a thrilling race in the land of the rising sun. It became an instant classic, one of F1’s Great Drives.

With everything to lose, in treacherous conditions, and with late drama, James Hunt's drive in the 1976 Japanese Grand Prix was one of the greatest of all time.

James Hunt delivered his greatest drive in spite of himself. It wasn’t just the peak moment of his career, but also a defining drive for F1.

The British gentleman racer conquering the world’s best in far away lands – Hunt embodied it.

Despite this, the Brit’s landmark drive came in the midst of late night escapades, mechanical disasters, psychological warfare and F1 politics.

As the ‘76 season approached its climax in North America and Asia, it seemed all might be lost for the McLaren team and its lead driver. Hunt had been duelling with Ferrari’s Niki Lauda throughout the year, but losing his British Grand Prix win to disqualification (announced by the FIA at Round 14 in Canada) seemed to have derailed his season for good.

McLaren team manager at the time Alastair Caldwell describes the state of affairs as they approached the North American leg of the season: “We abandoned the idea of winning the world championship. I let him misbehave in Canada and in Watkins Glen. On both occasions we were pissed on race eve, both of us in a bar after midnight getting rotten – me on alcohol and him on women, because he was always very successful with women.

“James met a girl – the leader of the band at the motel in Montreal – and so he came to the race dishevelled, in the same clothes as he’d been wearing the previous night – and he won the race!

“Even then we still thought we were out of it. Then we won Watkins Glen too! So suddenly we became serious again.”

Lauda had scored 4 points to Hunt’s 18 in this period. With the championship fight back on, the rejuvenated team and driver looked at the season finale in a new light. The championship fight was back on, and as a result, McLaren prepared for the Japanese GP with renewed vigour.

James Hunt had been in Japan a fortnight, ostensibly to test at a circuit new to him. Delays at customs, car problems and bad weather had severely restricted his running, but at least now he was totally orientated and, in his inimitable fashion, ‘relaxed’. That meant when he wasn’t strutting his stuff on the hotel’s squash court, he was billing and cooing with its latest migratory flock of pretty air stewardesses to bed. It beat jogging.

Lauda arrived later, low-key and at a low ebb. The spirit that held the demons at bay during his remarkable Monza comeback had evaporated in Canada and America. Now running on empty, he was full of doubts. While Ferrari team manager Daniele Audetto attempted to whip up retro oppo to McLaren’s ‘illegal’ testing, his star driver looked the other way and wished it over: Lauda was sick of Enzo and his minions, of a season in its 10th month and of press intrusion.

McLaren’s earlier preparations were in sharp contrast to the rest of the field who arrived just for the race weekend itself. According to Caldwell, “The others all turned up on the Thursday, including Niki, you can see them all get off the plane knackered and then trying to find where this new racetrack was.”

It wasn’t just through testing and acclimatisation that Hunt and McLaren stole a march. Caldwell thought he might use interactions with the press to his advantage: “Just for a laugh we spread a rumour. A journalist said to me ‘what’s the track like?’ I said ‘It’s is good but it’s got a lot of loose gravel on it.’”

Enjoying the effect the track surface story had on the rest of the field’s preparations, Caldwell thought he’d develop the rumour into a full-blown design feature.

“Because we were bored and had nothing else to do, the mechanics made mesh covers for all the air intakes on the car, to “protect” the brake ducts and air intake.

“Then Niki (Lauda) came down to our garage, which he always did �� he spent more time in our garage then Ferrari’s. He would joke with us and do mechanic’s repartee.

“Psychologically we had them on the back foot right from the start.”

“Niki had come to see what we’d done with the cars as he was also a spy. So I told the mechanics, ‘just by mistake’, to take the covers off the cars so you could see the mesh covers on all the intakes. They did this and then they put it back on in a hurry while I ‘looked displeased’.

“And so then Niki broke off the conversation, trotted back to Ferrari and said ‘f**king hell, McLaren have put vents near these grilles over everything in the car, we got to do the same.’

“The whole Ferrari organisation went out to find these grilles, find where they came from and make them for their three cars. Then we put our three cars in the pit road and took all the grilles off the T-Car. Niki came down and said ‘You f**king bastards!’ They came down the pitroad and Ferrari had this shit all over their car – these grilles all over the radiators.

“He had to tear back and tell them to take them all off. Psychologically we had them on the back foot right from the start, there’s all this psychological warfare.”

Niki was plastered across front pages because of his near-death experience on the track; James was on them because of the life he led off it. Their battle and clashing personalities, though they were good friends, had made the world championship a global news shit-fight. Hunt, outgoing but often lonely in a crowd, pretended to be okay with it. Lauda didn’t.

Friday’s practice sessions provided blessed relief, therefore, even though both men suffered understeer on the stickier Goodyears made available to its faster teams because of the rare presence of Bridgestone and Dunlop on one-off Japanese entries. The title rivals finished the day one-hundredth apart on a provisional third row.

Each improved on Saturday – Hunt to second, Lauda to third – and James, a notoriously slow starter who, by his own estimation, needed to win the race in order to become world champion, was in a much-improved mood. Niki’s never budged.

Then it rained. And rained. And rained some more.

The storm that swept in from China a day later than forecast was the last thing Lauda needed: another element beyond his control. Mist shrouded the snow cone of Mount Fuji, which supposedly bestowed good fortune – when visible – and Niki felt hemmed in by circumstance.

The mind-games might well have been in vain, for the monsoon weather which rolled in on Sunday looked like putting the race in jeopardy. If the Grand Prix was cancelled, Lauda would be handed the World Championship.

Not that Hunt was enamoured with the situation. He spoke privately with Lauda and agreed an attempt to have the race postponed – albeit not before he stressed that he would take the start if necessary and race as hard as Niki forced him to.

The Grand Prix Drivers Association had been formed to have some influence on such matters, to stop the interests of teams, the governing body and sponsors taking precedence over drivers’ well being. Hunt and Lauda were both members and convened prior to the race start in an effort to have it stopped.

“They were adamant the race wasn’t going to be held. Bernie (Ecclestone, Brabham team boss) and I were in the race control tower trying to convince them to hold the race.” says Caldwell “And James kept on saying ‘No no, we’re not going to race’. I tried to explain to him that no race meant no World Championship. He replied “No, no, no, it’s totally unsuitable, we can’t race”.

Alistair Caldwell, McLaren Team boss, resorted to more imaginative tactics to swing the mood towards starting the race.

“I was going down (to the pits) getting my car mechanics to start the engines every half an hour, which would make all the other teams start doing it – they didn’t know why. The engines were making this noise ‘woop, woop, woop’”.

The engineer then turned his attention to activating the spectators.

“I was trying to get some enthusiasm from the passive Japanese crowd, they’d been there for hours doing nothing. They weren’t even talking, just sitting in the rain – miserable.

“I said to our tyre man Lance Gibbs ‘Do you think you could get the crowd going?’ So he got up on the pitwall with his ACME Thunderer whistle, which had been given to the boys to use as a horn, for when they pushed the race cars around the paddock.

“He went ‘beep beep’ and hundreds of spectators did the same – got them doing a concert. We then did the business of slow clapping, when it gets to the end, people can’t keep up, they lose co-ordination and you get a huge noise.

“I went back to the tower and the geriatric Japanese officials and said, ‘Look, you’ve got a riot on your hands’ Bernie was there and he said ‘Yeah, you’ve gotta hold the race. Otherwise you’ll have trouble’. So they said ‘Ok we’ll have the race.’”

With the decision made, the cars finally lined up to start at 4pm. The deliberations had been going on so long that the light was now beginning to fade, reducing the limited visibility even further.

Hunt, nervously retching and hacking more than ever, was so distracted that he took a leak in full view of the spectators. Cue polite applause. Ominously, he then walked a plank laid across a puddle and stepped aboard his McLaren M23. He tipped his helmet back against its roll-hoop and closed his eyes in contemplation. Lauda, crushed by all that had gone before, hunched forward in his 312 T2’s cockpit. Both knew that fate was about to be sorely tempted.

Hunt made a blinding start and held a huge lead by the end of the opening lap. As the rest pecked hesitantly in his rooster-tails, he was out of sight, both physically and metaphorically.

Meanwhile, Lauda, unable to blink because of his burn injuries, was drowning in the pack and questioning his sanity. He formulated an answer by lap two. The Ferrari – “a paper boat in a storm” – rolled into the pitlane and drew up at its garage. Measured. The team descended while designer Mauro Forghieri craned into its cockpit to ascertain the problem.

After just 1 lap, Lauda had seen enough. Deeming the conditions too dangerous, and having already nearly lost his life at Nürburgring that year, the Austrian decided it simply wasn’t worth carrying on. He pulled his Ferrari into the pits and walked away from the 1976 World Championship. Lauda, the reigning world champion, had the skill but not the will to continue. It was “murder” out there – and life was for living.

Hunt, as drivers without a world title feel compelled to, pressed on and kept his date with destiny. Hunt being Hunt, of course, he almost missed it. Not until his post-race red mist lifted could he be persuaded that he hadn’t.

With Lauda out the race, Hunt’s task was now a little more straightforward. He simply had to finish third, and the title was his.

The McLaren driver pressed on and by lap 10 his lead had doubled to over 8sec. Meanwhile, interesting movements were afoot further back in the pack.

Local hero Kazuyoshi Hoshino, driving a privately-entered Tyrrell 007, had made his up to third, from 21st on the grid!

More worrying for Hunt was that March’s Vittorio Brambilla had overtaken Andretti and was beginning to hunt him down. By lap 20, Brambilla had closed right up behind the Hunt.

On the next lap, the March driver decided to go for it. Brambilla, known for an erratic driving style, conformed to type on this occasion by inadvertently out-braking himself as he dived down the inside of the McLaren.

Hunt had been wary of Brambilla and was monitoring the situation constantly. In a moment of brilliant anticipation, he allowed the March to spin in front of him, performing the cutback and before carrying on as if almost nothing had happened.

Brambilla dropped to fourth, the danger to Hunt being over for now. Andretti at this point was gradually dropping back through the pack. It was Hunt’s team-mate Jochen Mass who was behind him now, with a McLaren 1-2 now looking very much on the cards.

Seeking to control the race from here on in, the team’s new concern was the drying line which was now appearing on the track. Caldwell put out a pit board sign telling his drivers to cool their wet weather tyres – this was done by searching for wet sections of the track, the water preventing the rubber from overheating.

To his team manager’s frustration, Hunt didn’t appear to be heeding the warnings: “As soon as Mass saw the sign, he pulled over in the water right in front of us. Then on the next lap he came down the right hand side of the track, splashing through the puddles, which cools the tires down, (while) James didn’t react.

“The next lap we gave it to Hunt again, the next lap again, he still didn’t do it. So we took away the pitboard, just gave him the ‘cool tyres’ sign and he still didn’t react. So then everyone in the team started pointing at it (the sign). Everybody in the team pointed, Teddy (Mayer, McLaren Managing Director) and everyone else and he still did nothing.”

Hunt carried on down the dry line, running his tyres way above their recommended temperature, seemingly oblivious to the warnings.

If Hunt wasn’t going to heed the warnings, then Andretti was: “Because we were emphasising this so much, Andretti saw it and started to cool his tyres. So he started running through the puddles. He didn’t have to stop (as a result).

“But James just resolutely drove down the middle of the dry track, and we could never bring him in, because he was never that far ahead. It was never possible to tactically stop him because there’s a big long pitroad at Fuji.”

Jochen Mass, benefitting from his team’s tyre advice, now began to reel in his team-mate. If he got past, he would have no trouble driving off into the distance to take the win.

However, the German’s diligence came to naught, as he spun off and out of contention on lap 36. This would have a huge bearing on the race later.

For now, Hunt was again in the clear. Another challenger, Shadow’s Tom Pryce, moved into second, but he too retired as his Cosworth engine expired on lap 46.

As the grand prix wore on, Hunt remained in a seemingly trance-like state as he stuck to his line, the situation became critical.

Whilst yet another to danger to Hunt had abated, the McLaren driver was now deciding whether to play the percentages. He could either pit to replace his worn tyres – and lose track position – or try and stick it out at the risk of losing so much grip he would be overtaken anyway.

Hunt took the second option. He could afford to drop to third, and this is indeed what happened. On lap 61, he was overtaken not only by Tyrrell’s Patrick Depailler, but also the resurgent Lotus of Andretti.

If Hunt managed to hold position, he would be world champion. For the next 7 laps, the plan appeared to be working. Then, on lap 68, disaster struck.

The McLaren driver suffered not one, but two deflated tyres – both on the left-hand side of the car. They were, as Caldwell puts it, “worn down to the air”. Hunt managed to drag his car round for half a lap before scraping into the pits.

F1 jacks at the time were not designed to lift a car with puncture at the front and rear of the car. While the jack was used to lift the rear of the car, TV shots show Caldwell and other team members lifting the other end of the car themselves to replace the front-left tyre.

It was a long pitstop, and once out, Hunt found himself back in fifth place. There were four laps left and Hunt was two places down on where he needed to be.

Two more laps passed and the Englishman was no further up the order. It looked as if he may have lost his championship chance.

Then, with two laps left of the race to go, Hunt started the fight back. At the exit of T1 he managed to get past the Surtees of Alan Jones. One more place and the championship was his.

Next up was the Ferrari of Clay Regazzoni. It turned out there were some Scuderia politics at play which would work to Hunt’s advantage.

Caldwell filled in the back story: “Ferrari’s reaction to Niki’s crash was to sack Regazzoni (for 1977). He had already been sacked (by Fuji).

“So he was pissed off at Ferrari. When James came charging along, he just stepped out of the way and let him by.”

After benefitting from Regazzoni’s apparent generosity, Hunt was suddenly back in the golden position, the third place he needed to clinch the championship.

The McLaren man just had to keep it on the road for two more laps and he’d take the title. The tension mounted, both in the team pit and back in the UK, where his family were watching the live television feed at 3am.

Despite two nerve-wracking final laps, the Englishman duly brought his McLaren home in third place. He was the new F1 World Champion.

Photographs show Hunt angrily remonstrating with his team as he climbed from the car. He hadn’t realised he’d got the job done.

Caldwell himself had mixed emotions about the whole affair, “He didn’t look at the board and when he came into the pits he started shouting at us, because he didn’t know what happened. He was incredibly annoying on the day. He did drive magnificently, he kept it on the road – that’s one point of view. From my point of view it was the most frustrating day – I could’ve hit him with a baseball bat! He could have won the race, just strolled the world championship. All he had to do was read this pitboard and drive in the water, which is what Andretti did, so he didn’t wear the tyres out and could paddle across the line with the same ones.”

In spite of Hunt seemingly making a championship-losing decision, he had still managed to pull it off.

However, such was Caldwell’s consternation, the two didn’t discuss afterwards.

I was so angry about it. We flew back to England and I wasn’t talking to him on the plane. He was pissed as a newt anyway – we were all pissed as a newt and totally exhausted. He just went to sleep.”

The two never discussed the reasons behind the events, but it didn’t change the result. Three years after making his F1 debut, Hunt was the world champion.

Ten weeks later Hunt arrived in Argentina to begin his title defence feeling underwhelmed and under-prepared. A few celebratory cigs and tins with his friend Britain’s newly crowned 500cc motorcycle world champion, Barry Sheene, at Fuji and a riotous return flight had been followed by a disorientating whirl of meetings, interviews and engagements. The race-by-race title chase had been thrilling: a sequence of one-day stands. Making it official had cooled the relationship. The love affair was over.

Though both men would retire summarily during the 1979 season, Hunt did so because he felt frightened and disillusioned, whereas Lauda did so because he felt nothing, which frightened him.

Niki, though, had a system – plus a plan to run his own airline – and ultimately would return to the F1 cockpit and be successful. James, whose theories were sometimes somewhat scrambled, would not. He bred budgies instead. You do what you have to do.

Lauda’s decision to stop at Fuji ensured that he would be able to continue. Hunt’s decision to continue ensured that he would have to stop sooner rather than later. One racing mind wiped clean, the other cluttered – and racing.

In spite of his career’s decline, Hunt’s endeavours had captured the imagination of the wider world in a way no racing driver had done before.Hunt knew that life was for living, too. Tragically, however, he had just discovered how best to when fate too soon snatched it from him.

87 notes · View notes