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Pilot motorist of single-seaters who had finished in last position his first race of speed on a local circuit (Crimond, in 1956). Jimmy took in that one occasion a little powerful DKW 3=6 Sonderklasse lent by Ian Scott-Watson, that Clark surpassed in 3 seconds by return with the same car.

The first victory of Jimmy in F1 happened the 17 of June of 1962 in occasion of XXII the Grote Prijs van Belgie. There it prevailed in his Lotus 25 with motor Climax 1,5 V8. It had started in position 12 (MV*)
Not much more behind schedule, with more competitive cars, Clark would astonish to the experts by his style fluid and free of violence, absolutely fused with the vehicle and terribly effective. Only the chronometer could certify that he was fastest in track, whereas, in comparison with his rivals of more brutal conduction, it seemed to go of stroll. And thus, with his marvellous natural dowries and their delivery, one became the greatest pilot of his time, one of greatest for all time. In “ the Encyclopedia of the Car ” is said that Rudolf Caracciola was, probably, “ (...) the unique pilot of comparable History with Jim Clark, by its smoothness and balance. ”

Really, from 1962 Clark he was the best one of his time; it knew and it. James Clark, the father of Jimmy, confessed that the unique pilot to whom Jim feared was Give Gurney. But the Californian noble stop and, when always not having equivalent material, had few opportunities to constitute itself in serious rival of the Scot.

Again in Spa-Francorchamps and the victory of Clark. This time it happened in 1964 with the same triumphant car of season '62 and '63 (MV*)
In 1964, being already champion of the world, Jimmy it arrived to dispute and to gain three races in a single day on the circuit of Oulton Park (of sport with a Lotus XIX, GT with a Lotus Elan and tourism with a Ford Lotus Curtain); feat that would repeat the following year in Goodwood. Its capacity of overcoming shows when observing its behavior in the express and dangerous circuit of Spa-Francorchamps, scene of his first international race in 1958, enduelada by the death of archie Scott-Brown, which made an impression to him vivamente. Two years later she was witness there of the tragic death of the pilot of Cooper Chris Bristow and the one of his team-mate Alan Stacey. It would be possible to be thought that as much tragedy had to him to bring about a certain inhibition in the damn circuit; nevertheless, Clark gained 4 there Grands Prix consecutive, from 1962 to 1965.

Monza 1967. After changing a wheel and recovering the lost return from 10ª position, unfolding of Brabham and Hulme, Clark attacks its teammate Hill to recovering the leadership (“L'Automobile”)
During his North American tour of 1967, Clark accepted the supply of Holman & Moody to take to a Ford stock to car in test NASCAR Grand National de Rockingham. Jim Clark did not have anything to demonstrate to those heights and its participation in this so singular specialty was only to amuse itself; although it would have demonstrated his broken class of not having the motor of Ford after 144 returns on the oval. Its better race was, probably, the Grand Prix of Italy 1967, in Monza, in which, amazing of force and talent, it was forced to desmelenar itself (against its custom) to finish only 3º… An incommensurable feat not always finishes in victory, but the specialist Miguel-Angel Mer it confirms that one not only was the best race of Clark; it was the best race than vió never: “I believe that it is greatest than I saw make in my life a runner of cars.”

In “ L ’ Année Automobile 1965-1966 ”, A.G. philosophises, with regard to the flying Scot: “ (...) in this cruel conquest of the impossible thing that it is a Grand Prix, the talent of a Clark definitively establishes the supremacy of the man on the matter, giving back to him its authentic dimensions, that are infinite. ”

It completes victory of Clark in the F1. It happened in the XIVth South African Grand Prix. With its Lotus 49 Ford Cos. 3,0 DFV V8 did pole and marked the fast return (MV*)
When winning its last Grand Prix (the one of South Africa, at the beginning of 1968), managed to break the record of victories that the great Juan-Manuel Fangio showed. And, like this one in the previous decade, Jimmy Clark had become deserving to the greater respect on the part of its rivals, “ as much thanks to its supernatural talent as to an absolute integrity ”, in words of Johnny Rives. Colin Chapman assured never to have heard to Gentleman Jim nor a critical word of on the technique of pilotage or the behavior in race of their companions. When towards 1965, in a televised interview, they asked to him the own Fangio who thought that he was his successor, it responded, without doubting it but with its peculiar comeasured style: “ Then…, this…, fodder that the Jim Clark… ” “ Pilot of great talent, Clark was a model for all ”, can be read in “ Salvat Encyclopedia ”.

Jim Clark killed Sunday 7 of April of 1968, to the 12:40 hours, leaving its Lotus 48-Ford nº 1 formula ll, to more than 230 Km/h, of the straight line that follows the Curve This in the fast circuit of Hockenheim. It was in 5ª returned from the first sleeve of the Deutschland Trophae, and, against the habitual thing, Jim Clark did not march in head but in 7ª position.

The damn Lotus (www.jsolana.com file)
In that one test, Clark did not express all resources; already in training, it and their team-mate Graham Hill had realized from which, with rain, their Firestone was not able to take the suitable temperature. Clark confessed his Simms mechanic to him: “ I do not have any opportunity; I am going away to limit to roll calmly. ” Indeed, several pilots advanced to him; the last one, Chris Lambert (who also would kill that year). Chris Irwin, who followed Jimmy to about 300 meters, declared: “ Its Lotus has been put to zigzag, floating on asphalt, and later it has disappeared of the view. ” the single-seater was turned aside towards the left, that crashed against the wire fence of 40 centimeters of height bordered the track (there was no guard-rail) and it dislocated in three pieces when hitting against a fir. The motor left dismissed of its cockpit, struck the nape of the neck of the pilot and flew by tens of meters; the rest finished starred against another tree.

Jim Clark died in the act in not a well explained accident. A rumor never confirmed said that Clark had tried to avoid children who imprudently crossed the track to far, but the unique witness of the accident, a circuit commissioner, did not see those children (although, perhaps, she did not watch in that direction): “I was overwhelmed by the horror. Everything happened so quickly… The car slid towards the left and seemed to sink after the fence, to only 10 yards of me.” (“I was horror struck. Everything happened under fast. To car skidded off to the left and seemed to dive the fence only 10 yards from me. ”)

The touch with Ickx in Montjuich 1968, the principle of the aim (“Sport-Car”)
Most probable it is than something had failed in the Lotus (it marks which was tie almost all their professional race), but the survey could not reveal with certainty the causes of the wreck; perhaps one was a tire that was deflated slowly, although others think that the left back suspension of the single-seater was broken. Dave Beaky Simms, the mechanic, was grieved because Lotus 48 severely had been damaged one week before in III the Great Prize of Barcelona, the being attacked by the Ferrari without brakes of Jacky Ickx; and, not being predicted the participation of Lotus in Hockenheim (Clark was going to prove that weekend the prototype Ford Cosworth 3 liters of Alan Mann, participating in the 500 Miles of Brands Hatch), its repair had been hurried. The historian Javier of the Arc, that was witness of first row of that one Ickx collision/Clark, abounds in the hypothesis of the mechanical failure in the suspension of the Lotus.

In 1970 Jochen Rindt he overcame the Grand Prix in Hockenheim and he gave the crown to him of laurel to Beaky Simms, which went to deposit it in the damn place. Jackie Stewart, that, from its serious accident of 1966 in Spa-Francorchamps, laboriously worked to improve the security of the circuits, would lament with bitterness years later: “ (...) That one fatal accident not had to a pilotage error. If there had been the smaller protective obstacle, the Jimmy poor man would not have crashed against the 220 trees to Km/h; still he would be with us… Now, there where Jimmy died have risen these barriers, but no longer they serve don't mention it… ” to him

Also in Indianapolis its masters demonstrated to Jim Clark (www.rumbledrome.com)
The race was gained, in its two sleeves, by Jean-Pierre Beltoise (Matra), but would not be joy in the podium after the disappearance not only of the best pilot of its time, but, mainly, of discreet, timid, melancholic and amiable a man, very elegant in the victory, very wanted by its companions. Chris Amon, moved, said: “ Fodder that all we create to have lost to best among us… ” (“I think we all felt we'd lost our to leader…”) Michel Hubin will express the same idea: “ (...) him extra grand d ’ between eux (...) ”. Desolation between its colleagues was total. If the best one of them could not be saved, what hope it had left to the others? Many years later, Mark Hughes is lamented: “Even the world's greatest to driver could become to victim.” (“Until the greatest pilot of the world it could get to be a victim. ”) On the other hand, D.R. concludes its brief obituario with this phrase: “The unique thing that nobody puts in doubt is that one seven of April did not die a pilot, but `piloto´. “¨

Graham Hill, totally lowered and without still absolutely being believed the terrible absence, confessed: “ On a circuit would have followed to him with the closed eyes. After him he was safe of the ideal drawn up one. It could not be mistaken, and if there is some certainty for me is that it was not mistaken in Hockenheim. ” Jackie Stewart dedicated to its book “ Grand Prix ” to Jim Clark. Also, Jean-Pierre Beltoise would write in its autobiography (“ Defen of Mourir ”), of its fist and letter: “ Je free dedie EC to memoire of restera Jimmy Clark qui pour nous tous him extra grand pilots of tous them temps sans doute. ” (“I dedicate to this book to the memory of Jimmy Clark, who will remain, for all we, like the greatest pilot for all time; without a doubt. ”) Era the common thought of the contemporary fans. Didier thus expresses it to Marline in its obituary one: “ Him meilleur conducteur du cleans. Peut-être him meilleur that cleans ait to him jamais vu. ” (“the best pilot of the world. Perhaps, the best one than the world has never seen. ”) His friend Barrie Gil contributes another shade: “ Era the unique pilot who could have been believed immortal, of the same form in which, normally, he was the unique pilot who seemed invincible. ” “ Its virtuosity had something of supernatural. “, adds Johnny Rives. “ Its death went a challenge to the human truths. ”, concludes Christian Moity. “ For much people ”, says Rich Taylor, “ the world stopped the 7 of April of 1968… ”

Jimmy flies on the long straight lines of the feared Nurburgring. Its unique victory in this track happened in 1965 when it defeated to Graham Hill, of BRM, for 15,9 seconds (MV*)
In 1994, R.W. Schlegelmilch dedicates to its book “ Portraits of the 60 S.A. (...) the two greatest racing drivers of all Time. ”; Clark is about Ayrton the Seine and Jim. And He brushes Jones considers to this genius like the third party in discord, when the eternal debate arises on “ (…) who was the greatest to driver to ever (…) ”, next to Juan-Manuel Fangio and Ayrton the Seine. On the other hand, Victor Seara affirms that Jim Clark “(...) is considered by the connoisseurs like the quickest man for all time. (...) For much people, Clark has been the best pilot of history.”

Interviewed person shortly after to have made the decision to retire, at the end of 1973, the world-wide three times champion Jackie Stewart responded to the inevitable question thus: “ In a period of forty years – the modern era of the automobile competition two men has flown over over their time, the Argentinean Juan-Manuel Fangio and the Jim Scot Clark. Both have stumped other legend figures like Caracciola, Nuvolari and Ascari. But I fodder finally that nobody is even to Jim Clark. When it was in his summit, nobody dared to compare its glorious predecessors to him. Jim did not have equal, he was unique, and thus it will remain. ” the opinion of the own Colin Chapman could not be very different: “ For me, Jimmy always will be the best pilot than the world has known. ”

Clark took to the victory to incredible 3,0 motor BRM H16, of 16 cylinders with his Lotus in 1966. It was the unique victory of this surprising motor in F1 (MV*)
Enthusiastic declarations, full moved affirmations, perhaps, by the friendship and the subjective feeling of which “ the best thing of my time is the best thing of History. ” More objective, nevertheless, is the study that Peter Windsor presents/displays in 2002, in that estructrura a classification based on multiple parameters considered by the equipment from experts of “ F1 Racing ”, that concludes that Jim Clark is the best pilot of formula I, in front of Michael Schumacher, Ayrton the Seine, Juan-Manuel Fangio, Jackie Stewart, Alberto Ascari, Alain Prost, Mika Hakkinen, Niki Lauda, Brabham Jack, Graham Hill, Nelson Piquet and Emerson Fittipaldi.

The statistics are not an exact science, but an evident fact is that Clark was at his better moment that one Sunday of April, as he finished demonstrating gaining the GP of South Africa as well as the Tasman Glass, of incontestable form, beating to Chris Amon, Piers Courage, Graham Hill… With the Lotus 49-Ford Cosworth, Lord Jim would have been, unquestionably, the champion of world 1968, like was it Graham Hill, that took on its shoulders the responsibility to replace the irreplaceable companion.

In memory of Clark, the annual test of formula ll in the circuit of Hockenheim adopted the name of Jim Memorial Clark. And, approximately in the straight line section where it was killed, one was constructed chicane that received its name, Jim Clark Kurve, besides implanting between the trees a stone cross with simple inscription + JIM CLARK 7.4.1968

Clark and Chapman in GP the USA 1967 (“L'Automobile”)
In 1964 the Order of the British Empire had been granted to him. The family of Clark created a trophy in her memory, a helmet of silver, that gave to its countryman, Jackie Stewart, when this one conquered its first world-wide title in 1969. Among others many commemorations, in the circuit of Mallory Park (Leicestershire) a statue was elevated to him to whom they were united, with time, the one of Colin Chapman (1928-1982) and the one of the great one they rallyman Roger Clark (1939-1998). In 1987 the Jim was established Clark Cup to award to the contenders and pilots of formula I who, with motors of atmospheric admission, competed (at a disadvantage) against the supercharged ones by turbocompressor: a championship within another one. (That year, the winning constructor of the glass was Tyrrell, and the pilot, Jonathan Palmer, 11º in the general of the championship of the world.) In Brands Hatch, the Clark Curves is between the McLaren curve and the Brabham straight line; also we found a Clark Curves in many other circuits, like the one of Albert Park (Melbourne).

Clark had been born the 4 from March of 1936 in Kilmany, Fifeshire (the 14 of March in several sources). He was registered like Jimmy, although he preferred that they called Jim to him. In 1966 he published a book of experiences of his professional race, “ Jim Clark AT the Wheel ”. He was buried in Duns (Berwickshire), near Chirnside and to kilometers of his farm Edington Mains, where he lived from the age of 6 years.

The municipal council of the place created the Jim Clark Room, a museum where their trophies are exposed: 25 victories in Grand Prix, 33 pole positions, 28 fast returns, 274 points and 2,039 returns in head in 72 puntuables Grands Prix for the world-wide championship disputed. Yet it, Jimmy obtained two championships of the world, that could well have been, at least, six: in 1962 and 1964 it never lost the title in last instance and by its fault; in 1967 it was the one who more Grands Prix won; and for 1968 he was a safe champion.

To this it is necessary to add other 19 victories in Great nonpuntuables Prizes of formula l, 2 victories in Indianapolis formula – one of them, the 500 Miles, 16 victories in formulas Inter and Tasman – with three Tasman- championships, 13 victories in formula ll, 10 victories in formula Junior, 9 victories in prototypes, 4 victories in great tourism and 8 victories in special tourism. But the fan does not need to visit this museum to remember the brilliant pilot, who is Including in the Motorsports Hall of Fame of America from 1990


Press (agencies): 8 and 9 of April of 1968 Bugler: 8 of April of 1968 the Nation: 8 of April of 1968 Press 8 of April of 1968 Speed: 13 of April of 1968 (A. Urrutia), pg. 1 and 5-8; 24 of Julio of 1971 (Alberto Mallo), pg. 24 Italian Car: 18 of April of 1968, pg. 6-12 (Dark brown Nestola), 13 and 15 Paris-Match: 20 of April of 1968 (Didier Marline), pg. 46-49 Triumph: 20 of April of 1968, pg. 60-61 CuatroRuedas: April of 1968, pg. 61; September of 1968 (photo), pg.66 L´Automobile: May of 1968, pg. 70, 85 and 89-93; June-Julio of 1968 (Stirling Moss), pg. 91; Julio-August of 1968, pg. 75; April of 1970, pg. 66; December of 1970 (Christian Moity), pg. 82; December of 1973 (Gérard Flocon), pg. 100; April of 1974, pg. 94; October of 1975 (Christian Moity), pg. 110; January of 1976, pg. 45 Sport-Car: May of 1968, pg. 14, 70 and 86; April of 1972, pg. 5; October of 1973, pg. 6; April of 1978 (G.C.), pg. 36; December of 1992, pg. 22 and 28; May of 1993 (Gérard Crombac), pg. 56-59 Car-Branch: volume 5, pg. 1.195 (R.B.) and 1,250 (D.R.) Michel Hubin: pg. 82 L´Année Automobile 1968-69, pg. 152 Ls ’ Année Sportive Automobile 1969 (I supplement to nº 478 of Ls ’ Journal Car): pg. 139 Jean-Pierre Beltoise: pg. 9, 53 and 114 Govanni Canestrini: pg. 280-IV (photo) Graham Hill: pg. 220 and 222 Jackie Stewart/Eric Dymock-Oliver Marline: pg. 7, 32-35, 65, 87, 88, 89, 95 and 211 Ferruccio Bernabò: pg. 79 Car Club: April of 1971 (Sergio Flat Piccione), pg. 9 J. Repollés: pg. 159 and 203 Playboy: November of 1973 (Renaud de Laborderie/Jackie Stewart), pg. 52 and 54 Alberto Mallo: Dictionary, pg. 80 William Boddy: pg. 228, 240 and 252 Interviú: 8 of September of 1977 (Serpico equipment), pg. 60 Salvat Encyclopedia of the Automobile: volume 2, pg. 100; volume 4, pg. 216; volume 7, pg. 203; volume 8, pg. 188; volume 9, pg. 317 Miguel DeCastro: pg. 733 Ignacio Lewin and others: pg. 12 the Country: 23 of August of 1982 (Ignacio Lewin), sports, pg. 4 Jonathan Wood: pg. 125 Nigel Roebuck: pg. 28, 48 and 54 Encyclopedia of the Car: volume 3, pg. 575; volume 4, pg. 846; volume 7, pg. 1,623 Miguel Colazzo (and a declaration of Miguel Mer Angel it): “Lord Jim” (in F1Wb- History of Men and Machines, http://orbita.starmedia.com/f1web/lorjim.htm. © 2004 Gustavo Ernesto Lopez) Motor 16:3 of June of 1989 (Jose Luis Aznar): pg. 95 Rich Taylor: pg. 158 Javier of the Arc: “ Història of l ’ Automobilisme to Catalonia ”, pg. 156 Sports Car International: April of 1992 (Tim Considine), pg. 59 Hebdo Car: 10 of April of 1993 (Christian Courtel), pg. 24-27 Sport Exclusively Grand Prix Magazine: dateless (December of 1993), pg. 35 Schlegelmilch & Lehbrink – Portraits: pg. 70 Rétro Car: February of 1995, pg. 20; June of 1997, pg. 111; Juilio-August of 1999 (Alain Caussade): pg. 103 Road & Track: December of 1997 (Phil Hill), pg. 129 Formula 1 1997-98: pg. 191 Bruce Jones: pg. 33, 85, 109, 113, 165, 175, 209, 211 and 250 Classic & Motors Car: May of 1998, pg. 13 F1-50: pg. 29, 30, 31, 33, 34, 41, 42 and 43 (David Tremayne), 82 and (Tony 85 Dodgins) E. and F. Verplanken Thoroughbred & Classic Cars: April of 1999 (Eoing Young), pg. 85, 86; Julio of 2000 (Jackie Olivier), pg. 51; September of 2000 (Eoin Young), pg. 78 and 80 Sport Hebdo Car: 17 of Julio of 1999, pg. 4 Javier of the Arc: “40 Years of Montjuïc”, pg. 239, 263, 269, 270, 533 and 559 Tremayne & Hughes: pg. 20, 21, 25, 47 and 85 F1 Racing: February of 2002 (Peter Windsor), pg. 40 G.A. Engels (31202) http://news.bbc.co.uk/onthisday/hi/dates/stories/april/7/newsid_2837000/2837559.stm Mark Hughes: pg. 41, 152 Formula One (Behram Kapadia), pg. 44 www.factmonster.com/ipka/A0109082.html http://www.geocities.com/corrsmanexp03/fallen_heros.html http://www.jsolana.com.mx/reportaje/jclark.html Victor Seara: pg. 234 http://www.racing-reference.com/driver?id=clarkji02

Photos: Forix.com

> Carlos GRAZES (1944 – 1977)
> Denny HULME (1936 – 1992)
> Didier PIRONI (1952 – 1987)
> Elio DeANGELIS (1958 – 1986)
> Gunnar NILSSON (1948 – 1978)
> James HUNT (1947 – 1993)
> Jim CLARK (1936 – 1968)
> Jo SCHLESSER (1928 – 1968)
> Jochen RINDT (1942 – 1970)
> Mark DONOHUE (1937 – 1975)
> Pedro RODRIGUEZ (1940 – 1971)
> Roland RATZENBERGER (1960 – 1994)
> Ronnie PETERSON (1944 – 1978)
> Rudolf CARACCIOLA (1901 – 1959)
> Stefan BELLOF (1957 – 1985)
> Tom PRYCE (1949 – 1977)

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