GIJS VAN LENNEP

Written by Carlos de Paula, translator, writer and historian based in Miami

 

Born 3/16/1942, Bloemendaal, Holland

Starts:8

Points: 2

Wins:0

Poles:0

Fastest Laps:0

 

It all started to come good for Van Lennep in 1970. After a few years driving various Porsches and even the DAF Formula 3 device, Gijs rose to some prominence in 1970 driving for the AAW team, in the World Championship of Makes. In the same year when he won the Le Mans 24 Hour race for the first time, 1971, Gijs got a sponsored drive at Surtees, debuting in the Dutch GP. He qualified 21st and finished 8th, in a very wet race. He also practiced for the USA GP, but Sam Posey ended up driving the car. After a year away from Formula 1, Van Lennep was one of several drivers to drive for Frank William’s Iso Marlboro in 1973, initially in the Dutch Grand Prix. He did very well, finished 6th and was the first driver to score points with a Williams designed and produced car, the recalcitrant Iso Marlboro. Gijs got a couple more rides with Williams that year, Austria (9th) and Italy (retired). Williams used Van Lennep’s services again in 1974, with less success, even though that year’s Iso Marlboro was actually a better car. In Belgium he finished 14th, and failed to qualify at Holland. The Dutch HB Bewaking Alarm company sponsored the Ensign team in 1975, and Van Lennep was a clear choice as driver. He run three times with the team, finishing all three races. In the German GP, which turned out to be his last Grand Prix, Van Lennep finished 6th and also gave Ensign its first point ever. After that there was no Formula 1 for Van Lennep, who would still get a second Le Mans win in 1976, retiring for good from the sport.


VAN LENNEP'S CAREER OUT OF FORMULA 1

Dutchman Van Lennep had a short but significant career. He began driving Formula Vees in his native Holland, and in the mid 60’s he was Daf’s Formula 3 driver also racing a Brabham Ford on occasion. He eventually graduated to more powerful machinery, namely, assorted Porsche sports cars for Ben Pon’s team, which he raced in assorted events in the World Championship of Makes. He eventually made it to the Porsche works team in 1967, but ended up racing for privateer teams again, in 1968 and 1969, trying his hands in Abarths and Alpines, in addition to the ubiquitous Porsches. Overall results were poor in those years. By 1970, Van Lennep had been hired by the Finnish AAIW Racing team, a second rate privateer Porsche specialist. Gijs also raced an Abarth on the 2 Liter championship, on occasion, finishing 3rd in Mugello. His performances were enough to entice Martini Porsche to hire him for 1971. Van Lennep did win Le Mans in 1971, with Helmut Marko, which placed him much in evidence. However the 5 liters were outlawed for 1972, and Gijs ended up racing for Jo Bonnier’s team, which Lola 3 liter cars were fast, but unreliable. The highlight of Gijs year in the Makes championship was scoring fastest lap in Le Mans, the event in which team boss Bonnier lost his life. However, Van Lennep also decided to take on F-5000 in 1972, and did well enough to win the European championship, driving a Surtees and winning two events. He continued to race in F-5000 in 1973, with much less success, but was hired by the Porsche works to develop the Porsche Carrera Turbo. Van Lennep again had a significant victory, winning the last edition of the Targa Florio valid for the world championship, sharing the Carrera Turbo with Herbert Muller. This was also the first world championship win by a Turbo car. Van Lennep continued to race the Carrera in 1974, finishing Le Mans in second place. He also finished 6nd, in a Kremer Porsche, in the 6 Hours of Monza of 1974, valid for the Euro GT Championship. In 1975, Gijs raced an assortment of Porsches in the Makes championship, from an elderly 908, to a GT 911, with several co drivers, including old pals Kinnunen and Herbert Muller. In 1976, Van Lennep was slated to drive in Le Mans with Jacky Ickx, in the Porsche 936. This turned out to be victory number 3 for Jacky, # 2 for Van Lennep, and the last race of his career. What a way to retire!!

SCHENKEN, TIM

 

9/26/1943, Sydney, Australia

Starts: 34

Points: 7

Wins:0

Poles:0

Fastest Laps:0

Judging from the press Schenken got in 1968, one would expect him to be world champion by the early 70’s. In fact, Tim had swept every one before him in F-Ford and Formula 3, winning in one year more races than most people win in a career. Things started to get tougher in F-2 though. Needless to say, F-1 was no piece of cake either. Tim got his first break driving the De Tomaso for Frank Williams, replacing Brian Redman. To his credit he managed to qualify the car all four times he appeared, a better performance than Redman’s. This was sufficiently good to attract the Brabham team, which signed Tim to replace Jack Brabham. The early part of the year was a bit tough, but in Britain Schenken qualified 7th. This was followed by three other top ten starts, plus a good helping of points from 6th in Germany and a swell 3rd place and podium in Austria. By the end of the year Schenken was back to the bottom of the timesheets, and was not retained by Brabham. In F-2 he showed a good turn of speed, and was one of the top drivers in the category. Leaving Brabham seemed right, as the team was obviously on a downward spiral, while Team Surtees, which Tim joined, seemed to be on the way up. The beginning of the year was not bad: right on his first race, Schenken scored a 5th place in Argentina, followed by eighth place on the grid in South Africa and good placings in the British non championship races. Henceforth, Schenken’s performance dropped, in spite of two very “racy” 5th grid positions in England and France. The relationship between Schenken and Surtees, known for being difficult, did not gell, and by the end of the year Tim had been shown the door, qualifying 32nd and dead last in the USA. For 1973 Schenken was already out of a regular drive in F-1, although he remained in the limelight in Formula 2 and Sports Car racing with Ferrari. He was one of several drivers to have the displeasure of driving an Iso Marlboro that season, in his case in Canada, finishing 14th. For 1974, Tim was going to back on the frame, with an ambitious project. Rondel (Ron Dennis’ F-2 team) had been planning an entry in F-1, but wisely gave up along the way, the project being picked up by no other than Ron Tauranac, the Australian that ran Brabham in 1971, before selling to Bernie Ecclestone. The new team was going to be called Trojan and in spite of the principal’s credentials, seemed to be a little short on funding by the time it appeared in Spain. The car also looked somewhat bulky, and it soon became clear that this would not be the instrument to revitalize Schenken’s F-1 career. He did manage to finish 3 times, including two tenth places, but also failed to qualify a couple of times. The project would not survive beyond Monza, so for the North American races Tim was free. As usual, Lotus planned to field a 3rd car in Watkins Glen, and Schenken was named to drive it. Another lost opportunity this was. Schenken qualified only 27th out of 30 and was the first reserve. He ended up starting anyway, but was disqualified in what amounted to be his last GP. Schenken continued racing a few more years, mostly driving assorted Porsches and Sports cars for the Georg Loos team, finding some success at this level. Eventually he founded the Tiga Racing concern with Howden Ganley , and continues to be involved in the sport to this day, in a managerial role.

• Cars driven outside of Formula 1:

Formula 2: Brabham, Surtees, Motul, Alpine, March

Formula 3: Chevron, Brabham

Sports-cars: Ferrari, Porsche (935, 934, 911 Carrera), Mirage, Ford GT40, Chevron, Matra-Simca

Touring cars: Ford Escort

Can-Am/Interseries: Porsche 917