This report is reproduced from Autosport Magazine January 31, 1964.

A MINI MONTE

Outright Victory for Paddy Hopkirk/Henry Liddon—B.M.C. Collect Both Team Awards – Splendid Performance by the Carlssons and their Saabs – Morley Twins Best G.T. Car with M.G.B Liungfeldt/Sager (Ford Falcon) Runners-Up and Fastest on Stages—”Autosport” Trophy to Hunt/Mac (Hillman Imp)

Report By GREGOR GRANT – Photography by GEORGE PHILLIPS and MICHAEL DURNIN

As a result of a series of really fantastic drives on the special stages after Rheims, Paddy Hopkirk and Henry Liddon arrived at Monte Carlo from Minsk having put up the best performance on handicap, defeating such formidable opponents as Ljungfeldt in his lightweight Ford Falcon. and two-times winner Eric Carlsson (Saab).

Although there was little snow, the roads were extremely slippery, giving the smaller cars a slight advantage. This was evident on arrival, as the next in order were Carlsson/Palm (Saab), Pat Moss-Carlsson/Ursula Wirth (Saab) and Makinen/Vanson (Morris-Cooper S)—-all front-drive machines. Pat Moss-Carlssons’s effort was tremendous, and she actually beat her husband on two of the stages!

Of the 299 crews which took the depart, 163 arrived at Monte Carlo within the time limit. Of these, 73 incurred no road penalties, 14 being British. Only three of the Glasgow starters were unpenalized: these were Ernie Hunt/Roger Mac (Hillman Imp), Ken James/Mike Hughes (Rover), and John Bullough/Tom Warburton (Ford Cortina).

None of the Soviet crews reached the final control within the time limit. Lack of experience in European events and difficulty in interpreting road signs outside their own country contributed to their lack of success. However, they were also not just fast enough for modern rallies!

Highest-placed G.T. car was the M.G.B of the Morley twins, Donald and Erle. After Hopkirk/Liddon, the next highest-placed British crew was Peter Procter/ David Mabbs (Sunbeam Rapier).

Unfortunately the organizers made rather a nonsense of the last two heats in the final eliminating tests over the Monaco Grand Prix circuit. In one “race” the timing went haywire and a re-run was ordered. As a result, Procter and Frescobaldi ran short of petrol and had much slower times than would have been the case.

In the last one, Aaltonen, amongst others, was flagged off too early, and in the dispute that followed it looked as though B.M.C. would lose the coveted manufacturers’ team award. There was a certain amount of bad feeling, but eventually Aaltonen and Skogh were credited with fictitious times, based on the two laps completed (four were required).

Pat Moss-Carlsson’s fabulous performance gave her the Coupe des Dames for the fourth time. She and Ursula Wirth were the highest-placed lady competitors ever to finish the “Monte”.

As a result of a superb drive on the circuit, Bo Ljungfeldt finally brought his Ford Falcon into second place in the general classification. Anne Hall/Denise McCluggage won the big G.T. category with their Falcon.

The AUTOSPORT Trophy went to Coventry men Ernie Hunt and Roger Mac with their Hillman Imp.

THE early stages were covered fairly fully in last week‘s issue, but by the time the crews had left Rheims for the final 1,400 kilometres run to Monaco other news of competitors had filtered through.

In Czechoslovakia, Sydney Allard/Tom Fisk (Ford Cortina) crashed into a stationary locomotive at a level crossing. The car was wrecked, but the occupants escaped injury. John la Trobe/David Skeffington (VX4/90) burned out a distributor on the way from Oslo and were forced to abandon.

First casualty from Warsaw was the Obrecht/Hruschka Panhard Tigre which broke its engine near Arnhem. From Frankfurt, the Isenbugel/Kreft Glas had a broken crankshaft near Rennes. Two more to abandon from this starting point were Eymann/Brechler (Volvo) and Klaenhardt/Schuler (B.M.W.).

From Lisbon, the de Buruaga/Lorenti D.K.W. was abandoned in Spain.

Four of the Glasgow starters were late at Rennes as a result of fog and black ice. The Howarth/Burn Mini-Cooper was penalized at Angoulême, for being 30 minutes too early into the control. They had previously lost marks for late arrival at Moyaux and Rennes.

Graham Hill/Ian Walker had a faulty petrol gauge on their Falcon and ran out of fuel. Later they broke a rear spring, but this was replaced en route for Rheims. Barbier/Barbier abandoned their Rene Bonnet at Angoulême. At Bourges, Farjou‘s Rene Bonnet and Hourtele‘s Alpine failed to arrive in time.

Near Bourg, Monte Carlo starters Rossdale/Olins retired their Lotus Elite. From Athens, David/Romano crashed their Volvo near Chalon and had to abandon.

A severe blow to Ford of Dagenham was the retirement of the Vic Elford/David Stone Lotus Cortina near Epernay, despite frantic efforts to get it going again following a crash with a farmer’s Peugeot. Retired en route was Tiny Lewis in his Hillman Imp.

Rheims was the scene of tremendous activity, with support crews working flat out to ensure that their charges were 100 per cent fit for the final stages. Food and champagne were there for those who wanted them, but one believes that more gallons of black coffee were drunk by competitors than champers!

The Russians were completely bewildered by the immense number of service vehicles, spares and tyres available to competitors. Quite candidly, looking through their eyes it seems quite ridiculous that crews in a motor sporting event should require such mammoth assistance. However, so long as it is permissible it will go on. From a safety point of view, there is a lot to be said for the technical help that is forthcoming from the brakes, brake linings, tyres and lighting folk!

At precisely 9.05 a.m. on Monday morning, the Supper/Wirth Glas and the Poltinger/Merinsky Steyr-Puch’s twin cylinders announced the first departures for the final 1,400 kilometres. First British crew to leave were Bill Meredith-Owen and Gordon Shanley in their white M.G. 1100. A motor-cycle police escort reminded one of earlier Paris controls.

Many hundreds of kilometres had to be covered before the first timed special stage at Saint-Disdier, but with icy roads and the constant threat of fog there could be no let up. The works Mini-Coopers had had their “gold-sandwich“ screens replaced by normal laminated ones to increase vision in fog.

At the Gerardner control, 272 were still in the rally, with all Glasgow starters reporting, but with quite a number penalized. Many crews experienced icing on their screens. There was a certain amount of snow on the Col d‘Oderon towards Maiche.

On the third stage, between Maiche and Saint-Claude. about 30 kilometres from the last-named, there was a spectacular multi-car pile up, when a Mercedes from Frankfurt went off the road, to be followed by others. Amongst the early Glasgow starters the Raymond Joss/Bill Ward Rover bounced on its roof and went over the edge of a crevice. The occupants were unhurt, and by the time they climbed to terra firma, other cars had joined the melee. From Monte Carlo, Peter Dimmock/Donald MacLeod slid their Cortina into a deep ditch and remained there. Eventually the battered Rover was repaired. and was driven to Monaco minus a windscreen. Fortunately no one was hurt, but several cars were out of the rally.

There were tales of other narrow escapes. with many people swearing that their safety belts had saved them from injury. The toughness of the Reliant was demonstrated when Bobby Parkes/Arthur Senior had a real “fourpenny one“ after a tyre blew-out on the Turini_ finishing up practically unhurt 50 feet below in a badly wrecked car but with most of the glassfibre bodywork intact.

On through the night went the cavalcade, with patches of ice and fog adding to the hazards. It was especially slippery between Chamberg and Uriage, where a heavy hoar frost was experienced.

From Uriage it was 87.5 kilometres to the start of the tricky 23 kilometres special stage, mainly on N537. This section required a certain amount of restraint, but there were several quite fast stretches. A splendid performance here was the 18 mins. 46 secs. of Roser/Tusch in their tiny two-cylinder Steyr-Puch. Paddy Hopkirk/Henry Liddon did a remarkable 16 mins. 13 secs. with their Mini-Cooper S.

Ljungfeldt pushed the big Falcon for all he was worth – 15 mins. 54 secs. Pat Moss Carlsson was as skilful as ever in the 850 c.c. Saab – 17 mins. 07 secs. Tom Trana brought Volvo into the picture with 16 mins. 37 secs., with 1.8 litres in the old P444 body. However, Peter Procter wasn’t hanging about in the Sunbeam (16 mins. 57 secs.). Donald Morley, immaculate as ever, recorded 16 mins. 53 secs.

According to the timekeepers, Keinanen in his Plymouth Valiant was a good deal faster than Ljungfeldt, but no official time was available.

Aaltonen did 17 mins. 07 secs. with his Mini-Cooper S. and Bohringer skilfully drove the big 300SE Mercedes-Benz to a splendid 16 mins. 27 secs. Eric Carlsson managed to take 7 secs. off Pat’s figures. Peter Harper did 17 mins. 15 secs. in his Falcon, and Frescobaldi’s Lancia Flavia was just 6 secs. slower. Timo Makinen showed his worth by doing the stage in 16 mins. 40 secs. Graham Hill achieved 16 mins. 52 secs. with the Falcon, and Trautmann, more often than as not sideways, did 16 mins. 43 secs. with his blue Citroen. Henry Liddon was doing his share of driving in Hopkirk’s car, to give the Irishman as much rest as possible.

The second special stage, 46 kilometres from La Madeleine to Gap, was a highly perilous affair. Again, it was said that Keinanen‘s Valiant was fastest, but again no official confirmation! Paddy Hopkirk set the pattern for the “tigers”, with a superb 34 mins. 11 secs. Ljungfeldt, doing seemingly impossible things with the vast Falcon, achieved 33 mins. 53 secs. Trana did 34 mins. I0 secs.. Procter 35 mins. 16 secs., and Morley 35 mins. 10 secs.

Aaltonen’s total was 35 mins. 54 secs., and Bohringer’s 34 mins. 39 secs. Schlesscr recorded 35 mins. 35 secs. in his Ford France Falcon; and Carlsson was 15 secs. faster. Pat’s time was 36 mins. 05 secs.; Peter Harper recorded 36 mins. 17 secs. with the Falcon. Greder‘s similar car did 36 mins. 45 secs.. but the clutch had gone solid.

Graham Hill slid on a very icy patch when his throttle jammed open, almost caught the Falcon, but rammed a wall. With damaged lights, this cost him over 10 minutes. David Seigle-Morris was very rapid with his Cortina (36 mins. 35 secs.), whilst Lucien Bianchi (Citroen) was just 5 secs. faster. Makinen was tremendous (34 mins 59 secs.). Anne Hall, despite leaving the road and balancing on a bank, managed to find the road again, by driving down the steep incline, for a fine 36 mins. 52 secs. in her Falcon. Henry Taylor achieved a masterly 35 mins 28 secs., to put his Ford Cortina well amongst the leaders.

It was still dark when the survivors struggled into Gap, and the earlier numbers were well on their way to the third special stage of 17.5 kilometres, between Chorges and the station at Savines. This was all on narrow D-roads, with plenty of ice and an untold number of twists and turns.

This suited the very small cars, Wolfgang Levy’s B.M.W. doing 17 mins. 14 secs., and Roser’s Steyr-Puch, 17 mins. 35 secs. It was not until Paddy Hopkirk got going that times came down. His was a magnificent 15 m. 23 secs. Raymond Baxter did well with 17 mins. 53 secs. in his Austin-Cooper. Ljungfeldt, trying very hard indeed, managed to equal Paddy’s time, but this was not good enough to level the handicap.

Glemser (Mercedes-Benz) came into the picture with 15 mins. 54 secs., but Pat Moss was quicker with 15 mins. 48 secs., just 5 secs. slower than Tom Trana. Procter did 15 mins. 49 secs., the same time as Donald Morley. Bohringer, swinging the big Mercedes round as only he can, returned 15 mins. 29 secs.

Eric Carlsson was just 3 secs. faster than Pat. Makinen was again well up with 15 mins. 42 secs. The unfortunate Henry Taylor had complete fuel stoppage, due to a pump failure, and lost over 12 minutes before he got going again. Plymouth hopes went when Keinanen’s Valiant went out with a broken universal joint.

From Seyne-les-Alpes the route steadily wended its way south to Annot. It was still icy, with here and there some snow. Fourth special stage was La Bollinctte – Pont-Maissa (22 kilometres). To break 18 minutes was considered to be something. Paddy Hopkirk set the ball rolling with 17 mins. 41 secs., which Ljungfeldt reduced to 17 mins. 13 secs.

Others under “18” were:
Schlesser (17 mins. 35 secs.),
Klass in his Porsche (17 mins. 44 secs.),
Bohringer (17 mins. 50 secs.),
Henry Taylor (17 mins. 53 sees.),
Makinen (17 mins. 54 secs.),
Tom Trana (17 mins. 55 secs.),
Aaltonen (17 mins. 57 secs.),
Carl-Magnus Skogh, also in a Volvo (17 mins. 57 secs.),
Greder (17 mins. 59 secs.),
Harper (17 mins. 59 secs.).

In the Carlsson family, the tables were turned when Pat’s 18 mins. 16 sees. beat Eric’s time by l7 secs.

For the tired crews, the end of the trail was virtually sign-posted, but there still was the Turini to come. Erie Brinkman, usually a certain finisher, had his rally come to a full stop when his co-driver fell asleep and went off the road. The Russians were all running well behind time and would obviously be exeluded at MonteCarlo.

The Col de Turini had its usual quota of snow and was also liberally covered with shiny ice in places. The 23.5 kilometres. La Bollene-Moulinet, had seen goodbye to countless hopes in the past, and even the top-notchers were inclined to err on the cautious side.

Paddy Hopkirk did a well-nigh perfect run, clocking 23 mins. 46 secs. Hans Walter was a trifle hairy in his B.M.W. (24 mins. 32 secs.), but Ljungfeldt, especially during the descent of the Turini, was tremendously spectacular (23 mins. 29 secs). Pat Moss-Carlsson could not be faulted, her 23 mins. 51 secs. being a splendid time for an 850 c.c. machine. Skogh did 23 mins. 50secs. and Eric, picking his line immaculately, managed to beat Pat‘s time by 9 secs. These were the only drivers to break 24 minutes.

Peter Harper/John Sprinzel were delayed before the start by two punctures, and their 25 mins. 27 secs. was almost miraculous, considering the Falcon was shod with odd covers. Before the run down to Monaco Henry Taylor had to replace a broken petrol pipe.

So it was down to Monaco, brilliant sun-shine and blue skies. Crowds waited on the Quai d’Albert to welcome the survivors and anxious folk looked in vain for crews who had last been reported as going well. Keith Ballisat, who had had a sump come loose en route on his Imp, staggered into the final control with a flat tyre. Greder had to play tricks with the starter to coax his clutchless Falcon to restart.

First published results showed Paddy Hopkirk/Henry Liddon in the lead. In second and third places were the Saabs of the Carlsson family. then Makinen/Vanson and then Ljungfeldt/Sager. The last-named, after the retirement of the Valiant, had put up best time in all the special stages, repeating his 1963 feat. As can be seen from the following table, he had only a remote chance of catching Hopkirk. but could finish ahead of the next three.

LEADING POSITIONS ON ARRIVAL
l. Hopkirk Liddon (Morris-Cooper S), 2152.17;

2, Carlsson Palm (Saab), 2183.27;
3, Pat Moss-Carlsson Ursula Wirth (Saab), 2198.77;
4, Makinen Vanson (Morris-Cooper S). 2216.06;
5, Ljungfeldt Sager (Ford Falcon). 2216.21;
6, Trana Lindstrom (Volvo), 2223.44:
7, Aaltonen Ambrose (Morris-Cooper S). 2233.45;
8, Skogh Berggren (Volvo), 2255.56;
9, Bohringerkaiser (Mercedes-Benz), 2258.22;
10, Toivonen Jarvi (Volkswagen), 2283.81;
11, Procter,Mabbs (Sunbeam), 2287.48;
12, Trautman Chabert (Citroen), 2288.22.

The Morleys, in 19th place, easily led all the G.T. cars with their M.G.B. Mini-Coopers looked a cinch for the manufacturers’ team prize, but all depended on Thursday‘s circuit tests, for which the first 120 out of the 163 survivors were selected.

There were several incidents in these four-lap “races”. When Harvey’s Plymouth threw oil all over the circuit, it took loud yells of “huile, huile“ from Graham Hill and others on the balcony of the Metropole before marshals leisurely produced an oil flag. Graham had already diced round in a Falcon, but did not reckon his times were all that good.

In the last-but-one heat, Peter Harper lost his Falcon coming out of the tunnel and demolished a lamp post near the chicane. The car was a sorry sight, with bits of glass fibre all over the road. By a coincidence, the “race” was stopped owing to a timing fault, and it was the re-run which led to several protests. The incidents in the last event have already been mentioned, but it was said that one noted driver was informed by officials that his protest was frivolous, and to continue with it would prevent him being accepted in another “Monte”. If this is so (and knowing the facts as we do), it seems to be an awful way to run a major rally.

Ljungfeldt’s drive was simply stupendous, and his efforts not only gave him best times of the day, but shot his Falcon up to second place, from fifth, in the general classification.

It was a pity that 1963’s weather did not repeat the dose, for many crews felt that the main road sections were far too long, and proved nothing. Anyway, the special stages certainly sorted out the men from the boys, and the tremendous success of Paddy Hopkirk and Henry Liddon was immensely popular with everyone.

LEADING AWARDS

Prince Rainier Cup, Monte Agel Cup, B.I.R.C.Trophy, B.T.R.D.A. Trophy, R.A.C. Trophy, etc.
Paddy Hopkirk/Henry Liddon (Morris-Cooper S).

Charles Faroux Trophy (Manufacturers’ teams): B.M.C. (Morris-Cooper S). Hopkirk/Liddon; Aaltonen/Ambrose; Makinen,Vanson. Also I‘Equipe Trophy (one make).

Ville de Monaco Cup (Circuit). Ljungfeldt/Sager (Ford Falcon).

Coupe des Dames.
1, Pat Moss-Carlsson/Ursula Wirth (Saab);
2, Sylvia Osterberg/K. Berg (Volvo);
3, Ewy Rosqvist/E. Falk (Mercedes-Benz).

“Autosport” Trophy and R.S.A.C. Trophy. Ernie Hunt/Roger Mac (Hillman Imp).

Starting Control Awards

Minsk: Hopkirk/Liddon (Morris-Cooper S).
Oslo: Ljungfeldt/Sager (Ford Falcon).
Paris: Makinen/Vanson (Morris-Cooper S).
Monte Carlo: Trautmannt/Chabert (Citroen).
Lisbon: Feret/Monraisse (Alpine).
Athens: Masson/Vinatier (Fiat-Abarth).
Frankfurt: Klass/Wencher (Porsche).
Warsaw: Roser/Tusch (Steyr-Puch).
Glasgow: Hunt/Mac (Hillman Imp).

GENERAL CLASSIFICATION

The Top Twenty

1. Paddy Hopkirk Henry Liddon (Morris-Cooper S), 2536.27;
2. Bo Ljungfeldt/Fergus Sager (Ford Falcon), 2566.71;
3. Eric Carlsson/Gunnar Palm (Saab), 2573.17;
4. Timo Makinen/Pat Vanson (Morris-Cooper S), 2593.86;
5. Pat Moss-Carlsson/Ursula Wirth (Saab), 2596.97;
6. Tom Trana/Sune Lindstrom (Volvo), 2609.74;
7. Rauno Aaltonen/Tony Ambrose (Morris-Cooper S), 2620.15;
8. Eugen Bohringer/Klaus Kaiser (Mercedes-Benz), 2621.92;
9. Carl-Magnus Skogh/Lennart Berggren (Volvo), 2647.06;
10. Pauli Toivonen/Anssi Jarvi (Volkswagen), 2685.2];
11. Jo Schlesser/Claude Leguezec (Ford Falcon), 2689.08;
12. Rene Trautmann/Alex Chabert (Citroen), 2698.62;
13. Piero Frescobaldi/Romolo Rossi (Lancia Flavia), 2704.41;
14. Berndt Jansson/Eric Pettersson (Volkswagen), 2712.84;
15. Peter Procter/David Mabbs (Sunbeam), 2714.48;
16. Dieter Glemser/Martin Braungart (Mercedes-Benz), 2728.22;
17. Donald Morley,/Erle Morley (M.G.B), 2738.96;
18. Jacques Feret,/Guy Monraisse (Alpine), 2739.76;
19. Henri Greder/Martial Delalande (Ford Falcon), 2758.76;
20. Franco Patria/L. Bagnasacco (Lancia Flavia), 2760.28.

Other British placings:

22, Geoff Mabbs/Phil Crabtree (Ford Cortina);
24, David Seigle-Morris/Tony Nash (Ford Cortina);
39, Anne Hall/Denise McCluggage (Ford Falcon);
43, Raymond Baxter,/Ernie McMillen (Austin-Cooper);
50, Peter Jopp,/Alain Bertaut (Ford Fal- con);
52, Rosemary Smith/Margaret Mackenzie (Sunbeam);
54, Richard Tilley/Frank Rutter (Austin Cooper);
64, Ernie Hunt/Roger Mac (Hillman Imp);
68, Peter Bolton/Mike Kempley (Vauxhall);
69, Ken James/Mike Hughes (Rover);
70, James Bullough Tom Warburton (Ford Cortina);
74, Terry Hunter/John King (Morris-Cooper);
77, Henry Taylor/Brian Melia (Ford Cortina);
82, Henry Burke/Mac Daghorn (Volvo);
92, Joe Foster/Fred Sleight (Austin-Cooper S);
94, Peter Roberts/Graham Warner (Reliant);
100, Ken Brierley/John Fairer (Ford Zodiac);
105, John Anderton/Ken Barraclough (Ford Cortina);
107, Graham Hill/Plan Walker (Ford Falcon);
112, Leslie Brooke/Paul Easter (Austin-Cooper);
113, Gordon King/Cecil Sproxton (Ford Cortina);
115, Peter Harper/John Sprinzel (Ford Falcon);
129, Norman Harvey,/Denis Cardell (Morris-Cooper);
132, Michael Frostick/Gerry Burgess (Hillman Imp);
133, Keith Ballisat/Andrew Cowan (Hillman Imp);
140, Albert Hill/James Shaw (M.G. 1100);
148, Bill Meredith-Owen/Gordon Shanley (M.G. 1100);
153, William Clemens/Timothy Bosence (Morris-Cooper);
158, Graham Warner/John Spiers (Reliant);

163, Roy Pinder/Charles Pollard (Jaguar E).

CLASS RESULTS

Touring Cars Over 2,500 c.c.

1. Ljungfeldl/Sager (Ford Falcon), 2566.7;
2. Bohringer/Kaiser (Mercedes-Benz 30OSE), 2621.9;
3. Schlesser/Leguezec (Ford Falcon), 2689.1.

2,000-2,500 c.c.

1. Ewy Rosqvist/Miss Falk (Mercedes-Benz 220SE), 2886.2;
2. Welgel/Witzil (Mercedes-Benz 220SE), 3039.9;
3. CastainlChambon (Mercedes-Benz 220SE). 4185.6.

1,600-2,000 c.c.

1. Trana/Lindstrom (Volvo). 2609.7;
2. Skogh/Berggren (Volvo), 2646.8;
3. Trautmann/Chabert (Citroen), 2698.6.

1,300-1,600 c.c.

1. Toivoneng/Jarvi (Volkswagen 1500 S), 2685.2;
2. Jansson,/Pettersson (Volkswagen 1500 S). 2712.8;
3. Procter/D. Mabbs (Sunbeam), 2714.8.

1,000-1,300 c.c.

1. Hopkirk/Liddon (Morris-Cooper S), 2536.3;
2. Makinen/Vanson (Morris-Cooper S), 2593.9;
3. Aaltonen/Ambrose (Morris-Cooper S), 2619.6.

850-1,000 c.c.

1. Feret/Monraisse (Alpine), 2739.8;
2. Masson/Vinatier (Fiat-Abarth), 2851.6;
3. Bielak,Zasada (Fiat-Abarth), 2642.6.

700-850 c.c.

1. Carlsson/Palm (Saab), 2573.8;
2. Pat Moss-Carlsson/Ursula Wirlh (Saab). 2596.9;
3. Ingier/Jacobson (Saab), 2794.5.

Grand Touring Cars
Over 2,500 c.c.

1. Anne Hall/Denise McCluggage (Ford Falcon). 2917.7;
2. Jopp/Bertaut (Ford Falcon), 2976.6:
3. Scott Harvey/Henderson (Plymouth Valiant), 3641.5.

1600-2500 c.c.

1. Morley/Morley (M.G.B), 2738.9;
2. Klass/Wencher (Porsche Carrera), 2884.9;
3. Thuner/Gretener (Triumph TR4), 3009.2.

1,300-1,600 c.c.

1. Hebert/Burgraff (Alfa Romeo), 3104.9;
2. Savoye/Girard (Morgan), 4540.6;
3. Capra/Lenoi (Alfa Romeo), 10441.9.

1,000-1,300 c.c.

1. Wallrabenstein/Herborn (Volkswagen), 3168.9;
2. Stock Braun (Volkswagen), 3812.8;
3. Bobek/Riezer (Skoda), 11648.4.

Up to 1,000 c.c.

1. Roser/Tusch (Steyr-Puch), 2939.3:
2. Baxter/McMillen (Austin-Cooper). 2949.6;
3. Cheinippe/Trammont (Alpine), 3281.9.

BEST TIMES ON CIRCUIT

1. Ljungfeldt (Ford Falcon), 5 m. 50.3 s.;
2. Schlesser (Ford Falcon), 5 m. 53.9 s.;
3. Klass (Porsche), 6 m. 2.7 s.;
4. Bohringer (Mercedes-Benz). 6 m. 3.7 s.;
5. Glemser (Mercedes-Benz), 6 m. 6.8 s.;
6. Anne Hall (Ford Falcon), 6 m. 6.8 s.;
7. Henry Taylor (Ford Cortina), 6 m. 10.1 s.;
8. Graham Hill (Ford Falcon), 6 m. 13.4 s.;
9. Peter Jopp (Ford Falcon), 6 m. 14 s.;
10. Timo Makinen (Morris-Cooper S), 6 m. 17. 8s.;
11. Frescobaldi (Lancia Flavia), 6 m. 21.2 s.;
12. Greder (Ford Falcon), 6 m. 21.7 s.;
13. Thuner (Triumph TR4), 6 m. 22.6 s.;
14. D. Morley (M.G.B), 6 m. 23.5 s.;
15. Hopkirk (Morris-Cooper S), 6 m. 24.1 s.