1965 24 Hours of Le Mans

In the year since the last race, plans had got underway to develop a permanent track. Charles Deutsch, erstwhile French car manufacturer, was the design consultant for the project that eventually became the Bugatti Circuit. After the dangerous accident in the previous year's race when a car had crashed into the busy pits, protective barriers were put in front of each pit, although the pit-lane itself was still exposed. Otherwise the only significant change was that the fuel tank on cars with an engine bigger than 5.0 litres was increased to 160 litres (35 gallons). There were slight tweaks to the calculation of the two Indices and the minimum engine size was set at 1000cc. ==Entries==

The ACO received 89 entries but after the selection process, withdrawals and no-shows there were 51 cars at the start. The proposed entry list comprised: This year there was a renewed interest from the manufacturers and their works teams with 42 works-supported entries amongst the starters. Enzo Ferrari was furious when the CSAI, the Italian motor-racing body, would not assist to GT-homologate his 250 LM (the 1964 race-winning car) and vowed to pull his SEFAC Ferrari works team out of the GT Championship. Meanwhile, there were five of the car's successor, the 250 LM, entered by the customer teams. After no wins in the 1964 season, the new year had started with a win for Ford at Daytona. The new Mk II (also known as the “X-car”) was sent from FAV across to Kar Kraft to get the new engine fitted – the massive 7-litre, 450 bhp, NASCAR racing engine based on a Ford Galaxie block. Ready just in time for Le Mans, two cars would be raced by Phil Hill/Chris Amon and Ken Miles/Bruce McLaren. Meanwhile, FAV was tasked with production of the requisite 50 GT40s for homologation. On Shelby's initiative, the GT40s were now fitted with the same 380 bhp 4.7-litre engine as the Cobras  (except for the Filipinetti entry) and the Colotti gearbox that proved unreliable was replaced by the more robust German-made ZF gearbox. Four cars came to Le Mans: FAV used Alan Mann Racing with Innes Ireland / John Whitmore. Shelby American supported the Rob Walker Racing Team (Maglioli/Bondurant) and the Swiss Scuderia Filipinetti (Müller/Bucknum) who were both also entering Ferraris. Ford France ran an open-top spyder variant for Maurice Trintignant/Guy Ligier Once again Maserati France's John Simone commissioned the company to develop a new car for racing. The Tipo 65 was built in only 7 weeks, with a mid-mounted 5-litre engine in a ‘birdcage’ frame. Replacing the destroyed Tipo 59, it left no time to test before the race for its drivers Jo Siffert and Jochen Neerpasch The final big-engine entry was the returning Iso Grifo A3C. Originally there were to be three but two cars had been wrecked earlier in the year at Sebring. Porsche had got their desired 185 bhp flat-six engine fitted for their 904 GTS cars, alongside the flat-eight (225 bhp) with three works cars entered and a spare. Opposing them were two British cars – a privately entered Elva and the return of the Rover turbine, first seen in the 1963 race, now categorised as equivalent to 1992cc. It had a new coupé body and ceramic rotary generators as heat exchangers which halved its fuel consumption. It would be driven by F1 drivers Graham Hill and Jackie Stewart Curiously, in the small-engine categories, Alpine was the only French manufacturer present. A new model, the M65 had aerodynamic tailfins and a new 1.3-litre Gordini engine that developed 135 bhp pushing it to 250 kp/h (155 mph). It was given to Mauro Bianchi/Henri Grandsire. The other four works cars were a mix of engines and body styles. Their opposition were a pair of the latest Sebring Sprites from Austin Healey. Fitted with the 1293cc engine in the Mini-Cooper S they could reach 240 kp/h (148 mph) In the GT classes Ferrari were now the underdog after being beaten by the Shelby Cobras the previous year, and the races since. Five of the six Shelbys that had been made were at Le Mans, prepared by Alan Mann Racing: two for Shelby American, and one each for Ford France, Scuderia Filipinetti and AC Cars themselves. Cars were being prepared for Ecurie Francorchamps and Scuderia Sant Ambroeus. In the smaller GT classes were the 2-litre Porsche 904s with the homologated 4-cylinder engine. Autodelta, Alfa Romeo's racing division, brought the Giulia TZ2 rebodied by Zagato. With its 1.6-litre engine tuned to 170 bhp it could 245 kp/h (152 mph). Finally there was the newly homologated Triumph Spitfire. The factory brought four cars to the race. ==Practice==

Fastest car at the April test-weekend was brand new 330 P2 – John Surtees putting in a lap of 3:35, fully five seconds quicker than the Fords and other Ferraris. However the weekend was overshadowed by the death of Lloyd Casner in the rain on the Saturday. Casner, with his Camoradi team, was a long-time Maserati campaigner. Braking at the end of the Mulsanne straight, his Tipo 151/3 speared off the track and rolled, possibly when braking on the slick white-paint road markings. Casner was thrown from the car and died later from head injuries in hospital. For the first time in the race's history the initial practice session on race week had to be cancelled. A severe storm felled trees and flooded parts of the circuit. The ACO rescheduled an extra session on the Saturday instead. Phil Hill, in the big 7-litre Ford, put in a blistering fastest lap of 3:33, fully 30 seconds faster than the best practice lap from only four years earlier. Surtees was second fastest, two seconds slower, in the rival Ferrari ahead of Bondurant's and Miles’ Fords. In the end only 51 cars took the start when the small 1-litre Abarth failed to qualify. ==Race==

Start After a wet week, race-day was sunny and hot with a huge crowd. The two New Zealanders, McLaren and Amon, led the first lap with Surtees up to third as the Maserati fell back. But his was not the first retirement: the Dino was gone. Baghetti had over-revved the engine terminally damaging it. Teodoro Zeccoli put his Alfa Romeo in the sandtrap at Mulsanne. He excited the spectators by stripping to his underwear in a long, unsuccessful attempt to dig it out. The Filipinetti and Walker cars went out with blown head gaskets on the same lap, and when the McLaren/Miles car broke its gearbox the Ford challenge was beaten in only three hours. Night As the sun was setting came the only major accident of the race. Dutchman Rob Slotemaker went off at the fast Maison Blanche corner but was unhurt. His Triumph Spitfire was the same car that had careered towards the pits in the previous year's race when Mike Rothschild had been overcome by exhaust fumes. Morning Soon before 8am the Alpine of previous class-winner Roger Delageneste and veteran Jean Vinatier was retired with ignition problems when comfortably leading the class and running 16th overall. This had just followed the loss of the smallest car in the field, the fellow works Alpine M63B that had been leading the Thermal Index, when it was stopped by a broken conrod. Hugus, either from discretion or that he could not get through the crowd to the podium, However, neither the official timing figures nor eye-witness accounts match up with Hugus' claims. Fourth was the works Porsche of Herbert Linge and Peter Nöcker. Their trouble-free run also netted them the Index of Performance prize ahead of the winning Ferrari. In fifth was their GT stablemate of Gerd Koch / Toni Fischhaber, who in turn won the Index of Thermal Efficiency, despite having to be pushed over the line. After losing nearly two hours replacing their clutch in the middle of the night, the NART Ferrari of Rodriguez/Vaccarella was the only P2 to finish, coming in 7th, 28 laps behind the winner. The only Ford-engined car to finish was the Sears/Thompson works Cobra in 8th. After a collision with an Alfa Romeo around midnight while running 5th, they had nursed their battered car with oil-pressure issues to the end over 30 laps behind the GT-winning Ferrari. Tenth, and first British car home, was the Rover-BRM turbine. It covered a lesser distance than in 1963, as an early off by Hill had sucked sand into the engine causing constant overheating issues. It was a notable experiment, however the issues with fuel consumption and heat management meant the project was impractical for road application and was subsequently cancelled. In a race of attrition there were only fourteen finishers, with British cars filled the final five places including two class wins. These included rally specialists Simo Lampinen and Jean-Jacques Thuner for Triumph's final appearance. It was also the final appearance for MG for 40 years. Paddy Hopkirk and Andrew Hedges once again had a low-maintenance reliable race with a consecutive race finish. Surprisingly, for the first time ever, not a single French car finished the race. So another debacle for Ford, with only one of the eleven Ford-engined cars finishing. A silver lining was, with a class win the next month at Reims, the Cobra-Ford clinched the GT Championship. Later in the year Ferrari, indeed, sold a portion of his company, not to Ford, but to FIAT. ==Official results==

Finishers Results taken from Quentin Spurring's book, officially licensed by the ACO Class Winners are in Bold text. Did Not Finish Did Not Practice Class Winners • Note: setting a new Distance Record. Index of Thermal Efficiency • Note: Only the top ten positions are included in this set of standings. Index of Performance Taken from Moity's book. • Note: Only the top ten positions are included in this set of standings. A score of 1.00 means meeting the minimum distance for the car, and a higher score is exceeding the nominal target distance. Statistics Taken from Quentin Spurring's book, officially licensed by the ACO • Fastest Lap in practice – P.Hill, #2 Ford GT40X – 3:33.0secs; • Fastest Lap – P.Hill, #2 Ford GT40X – 3:37.5secs; • Distance – • Winner's Average Speed – • Attendance – 300 000+ Challenge Mondial de Vitesse et Endurance Standings As calculated after Le Mans, Round 8 of 9, with the best 6 results counting (full score in brackets) ;Citations ==References==