1965 Formula 1 Drivers Championship Table

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4 1965 F1 World Championship Race Date Winning Driver Team Laps Time South African Grand Prix January 1 Jim Clark Lotus 85 02:06: Monaco Grand Prix May 30 Graham Hill BRM :37: Belgian Grand Prix June 13 Jim Clark Lotus 32 02:23: French Grand Prix June 27 Jim Clark Lotus 40 02:41: British Grand Prix July 10 Jim Clark Lotus 80 02:05: Dutch Grand Prix July 18 Jim Clark Lotus 80 02:03: German Grand Prix August 1 Jim Clark Lotus 15 02:07: Italian Grand Prix September 12 Jackie Stewart BRM 76 02:04: United States Grand Prix October 3 Graham Hill BRM :20: Mexican Grand Prix October 24 Richie Ginther Honda 65 02:08: Formula 1 Drivers Championship Table Pos Driver SOU MON BEL FRE BRI DUT GER ITA US MEX Pts 1 Jim Clark Ret Ret 54 2 Graham Hill Ret 40(47) 3 Jackie Stewart Ret 1 Ret Ret 33(34) 4 Dan Gurney Ret 10 Ret John Surtees 2 4 Ret Ret Ret 17 6 Lorenzo Bandini Ret Richie Ginther Ret 6 Ret Ret Mike Spence Ret 11 Ret Bruce McLaren Ret 10 Ret Ret 5 Ret Ret Jack Brabham 8 Ret 4 DNS 5 3 Ret 9

5 F Facing the last year of the 1 and ½ liter Formula, in a way there was a conservative push to get the job done but not massive innovation or investment, Coventry Climax had a new engine, Honda and Ferrari had started use of 12 cylinder engines during the previous season with 4 valves per cylinder having been in development for a while, during the winter months ahead of the 1965 season, there was a conscious effort to sort out problems in order to be able to be ready for the upcoming championship. The Ferrari team decided on keeping their V8 in service too, with an aero update done to their chassis, Honda had shown good power and pace at Monza in 1964 but they were having problems with overheating, the months ahead of the season were to be occupied on improving their package, the hiring of Richie Ginther whom was well known as a test and development driver, was giving reasons to be hopeful for the Japanese manufacturer. The engine manufacturer Coventry Climax, have been working on a 4 valve per cylinder engine for some time, the new heads were capable of increasing power to about 212 bhp, the company was feeling the strain of developing engines for Formula 1 and it was contemplating a move away from Grand Prix racing, two FWMV V8 engines were built, one was to be delivered to Brabham and the second one to Lotus, by February of 1965, it was announced that Coventry Climax was leaving the formula 1 grid at the end of the season.

6 With a lot of the time spend in thinking about the future formula, BRM decided to be more conservative and try to extract more power from their P56 V8 engine, plans for the use of 4 valves per cylinder were abandoned for concentrating on the reverse flow 2 valves Cylinder heads, which the team first started using at Monza 1964, 211 bhp was the output that the engine was capable by the start of the season. At Lotus, Jim Clark and the Lotus 33 was the combination to beat with the Scot proving his worth at both sides of the Atlantic winning the Indianapolis 500 on his way to obtain his second Formula 1 World Championship, the Brabham team will have the BT11 introduced the previous year and was looking at improving reliability, at Cooper, the team had a bad 1964 season and did some improvements to their T73 for the upcoming season, now denominated T77, the team had some concerns over its future and with the help of Roy Salvadori the Cooper Car Co. was sold to the Chipstead Motor Group even though, John Cooper remained in charge of the Grand Prix preparations with Salvadori acting as team Manager.

7 The technical view Engines Ferrari will be the first team to seem to take the 4 valve per cylinder technology more seriously and Carlo Chiti worked on heads for the 120 degrees V6, BRM was working on cylinder heads for the P56 V8 but after some disappointment during test on the dyno they decided to abandoned for the moment, Coventry Climax had some encouraging results during runs early in 1964 and seemed more capable of obtaining some of the benefit that most suspected that it was possible, Honda in the meantime was an engine design considering the use of 4 valves per cylinder from the beginning based on their vast experience on the motorcycle field. Tyres Dunlop was continuing to develop tyres and for 1965 introduced the new R7, based on the R6 from the year before, new compounds helped to gain more grip and tweaks to the tread resulted on a better performance on wet weather conditions, the new tyres meant a reduction in lap times, by 1964 Goodyear had stepped up their efforts in racing in Europe but didn t seemed to have any interest on going into Grand Prix Racing, around August of 1964 with some convincing from Richie Ginther but mainly from Dan Gurney, Goodyear started production and an agreement was done to supply the Brabham team with Honda following them later on.

8 Aerodynamics Most people seem to think that during that era the aerodynamic considerations were not really that important and that teams basically produced panels and shapes more for aesthetics reasons than anything else, but that is not totally true, most of the teams did some wind tunnel testing even though it was limited, the 1961 regulations have reduced power by about 100 bhp, with the turbulence created by the four exposed wheels there was an effort to try to reduce drag which will translate into a gain of engine power and speed, the approach wouldn t be very scientific due in part to limited resources but there was a conscious effort to reduce frontal area, drivers were introduced into a more inclined position in order to remove them out of the airstream, attention to fittings and attachments will help to encourage the airflow to remain attached as some thought was directed towards internal flow and to the exhaust.

9 Driving the 1965 cars The Grand Prix cars from the 60s can be a lot of fun, spending some time to learn their behavior and response could be very useful to extract the most enjoyment out of the mod. Some might argue that the cars from the 1 ½ liter era, from 1961 to 1965 to be more precise, were not that powerful or as difficult to drive, and to a point it could be said that, but remember that those cars were capable of reaching 270 Kph, so there are a few points that are worth to keep in mind in particular for those who are not used to driving open wheel cars unaided by down force as the more modern breed of racers are. With cars that dance on the limits of grip, the Throttle and the brakes are as important as the steering wheel to control these cars, the chassis have a very noticeable amount of suspension movement and that means weight transfer, the brakes and the accelerator are the means by which you control the amount of weight that is needed at each end of the car to keep them balanced, the driver must be aware of those changes and learn to anticipate them to not disturb the behavior of the car on a sudden manner which can result in a loss of control, by feeding the amounts of braking and throttle needed at the right times the car can be put into an attitude that allows for maximum cornering and acceleration out of turns.

10 As you leave the pits, remember to give a few laps to heat up the tyres, a set of tyres would last a race distance and more than one meeting in some cases, they had good durability but that means a very limited level of grip available,the operating window is wide and they will start to become efficient around the 50C mark the cars have a noticeable movement of suspension, these machines were agile and quick in response, braking distances are longer so allow yourself some time to get used to the timing, movement and to be easy on the brakes and accelerator to maintain control and extract the maximum from the chassis and tyres. Now is time to put on your gloves and goggles, go out on the track and have fun driving these wonderful machines. Enjoy!

11 Chassis Alfa Special Alfa Romeo Guilietta L4 Brabham BT 7 Coventry -Climax FWMV 1.5 V8 Brabham B10 Ford 109E 1.5 L4 Brabham BT11 Coventry -Climax FWMV 1.5 V8 Brabham BT11 BRM P V8 BRM P261 BRM P V8 Cooper T60 Coventry-Climax FWMV 1.5 V8 Cooper T77 Coventry-Climax FWMV 1.5 V8 Ferrari 1512 Ferrari V12 Ferrari 158 Ferrari 205B 1.5 V8 Honda RA272 Honda RA272E 1.5 V12 Lotus 33 BRM P V8 Lotus 33 Coventry-Climax FWMV MKVI 1.5 V8 Lotus Coventry-Climax FWMV MKVI 1.5 V8

12 Tracks 1. 11th South African GP (Prince George Circuit, East London) 2. 23rd Monaco GP (Monaco) 3. 25th Belgian GP (Spa-Francorchamps) 4. 51st ACF French GP (Clermont-Ferrand) 5. 18th RAC British GP (Silverstone) 6. 13th Dutch GP (Zandvoort) 7. 27th German GP (Nurburgring Nordschleife) 8. 36th Italian GP (Monza) 9. 7th U.S. GP (Watkins Glen) 10. 4th Mexican GP (Magdlaena Mixhuca/Hermanos Rodriguez)

13 Credits rf conversion: mgs_ita and ChaosZero Contributions: Smallblockhero Luigi70 Team CREW SlimJim (driver model) Ozpata Original Grand Prix Legend 1965 F1 Mod: Models: David Wright, Gary Tall, Gustavo Olivera, Steffen Weitzdoerfer Textures: Bill Guillaume, David Wright, Doug Hardy, Gary Tall, Gustavo Olivera, John Franson, Rolf Farrell, Sam Dobie, Steffen Weitzdoerfer Physics: Arturo Pereira, Bill Guillaume, Dan Archey, David Wright, Gene Fryman, George Smiley, John W King, Paul Moss, Paul Thurston, Phil Flack, Richard Cooke, Roland Ehnstrom, Steffen Weitzdoerfer, Tom de Muer Sounds: Sam Dobie, Ducwolf, Tifo Team 1965 F1 version Richard DeLong, Sam Dobie, Rolf Farrell, Bill Guillaume, Doug Hardy, Gustavo Olivera, Gary Tall, Neil Vaughn, Rémy Roesz, Steffen Weitzdoerfer, David Wright, Björn Team 1965 F1 version Nigel Pattinson, Richard Cooke, Paul Skingley, Pascal Celton, MECH F1 Challenge conversion: Luigi70 and Wookey

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