Great pilot motorist who knew to adjust the ardent style of his beginnings (in 1960, with a Simca pocketed a ball Aronde) until securing a irreproachable effectiveness without losing too much spectacularity - something well difficult to arrange.
Unfortunately, Saturday 5 of September of 1970 died, during the training of the Great Prize of Italy run in Monza, when failing something in its Lotus 72-Ford Cosworth nº 22.
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The destroyed Lotus 72C of Rindt after its mortal accident. Still today, one does not know exactly what it happened. The experts assure that its car lost stability (MV*)
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It happened in the first return of his turn of entrenos. Commissioner Ángelo Rosso, eyewitness, explain that the Lotus approached more than 250 Km/h and, in the braking of the Parabolic one of Chisel, turned aside themselves towards the right; but, after the correction of the pilot, he derived abruptly towards the left, he ran into with the guard-rail and he upset. The Lotus that, to secure the maximum speed in the fast automobile race track, had been undressed of the back aileron and showed very openly uncertain in straight line, lost the right wheel when restraining; apparently, the semiaxis was divided that supported the disc of brake in board. Nevertheless, after the pertinent investigation, it seemed demonstrated that the semiaxis of the brake was had broken as a result of the shock, and that this one was due to the instability brought about by the failure to load eave. Also it seemed to be demonstrated that Jochen did not take the azocado harness correctly.
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In Spain of 1970, Jochen suffered a terrible accident. Its Lotus 72 was destroyed, but the Austrian managed to leave unharmed (MV*)
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Denny Hulme, to that Rindt finished advancing, contributed another testimony of exception: “(...) In the braking I saw him zigzag and Jochen tried to stay in the drawn up line of, but without obtaining it absolutely. Suddenly, the Lotus was turned aside abruptly towards the left until hitting the rail that borders the straight line in that one place, disappearing in a dust cloud.”
Training interrupted, and when Jackie Stewart requested to Helen (his wife) and Bette (the one of Graham Hill) that accompanied to Girl Lincoln Rindt, the worse thing was foretold. Girl was going to receive the moral support that 76 days before she herself to the woman of Piers Courage had lavished. After a session of cardiac massage in the infirmary of the automobile race track by doctor Piero Carassai, Rindt was transferred in ambulance and helicopter to the hospital of Higuarda, in Milan, although without no hope; their wounds (torn trachea, crushing of thorax) were too serious and it was technically dead. That year was proclaimed champion of for a reason or purpose posthumous world, with 45 points, in front of Jacky Ickx (40 points).
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From 1965 to 1967 Jochen Rindt it lead for Cooper. The car never was reliable, but Rindt used one's wits them to raise podio in Belgium and Germany of 1966 (MV*)
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Season had done it to 1968 in the Brabham equipment, but a disaster because of the little reliability was from the new Repco motors. Jochen insisted to Jack so that it contracted Ford Cosworth DFV, while it received tempters supplies of Ferrari, Matra, McLaren and Lotus, whereas Brabham wished to conserve it. Colin Chapman was the one who more money offered to him, but Rindt gave the opportunity to Brabham to approach the supply of Lotus; nevertheless, Brabham Jack could not equal that number and Jochen, moved by its liking to the money, left to Lotus, which changed its destiny. Perhaps of to have been in Brabham there would not be dead, perhaps it would not have reached the championship… or perhaps yes. In 1969, its position in Brabham was occupied by Jacky Ickx, that finished runner-up after the Matra-Ford of Stewart (the Brabham already took the Cosworth motor). With the Lotus, Rindt obtained his first victory in formula I (Watkins Glen) and finished 4º in the championship.
At the beginning of its last season, Jochen had been very distrustful with new Lotus 72. The car took the seal of products of Colin Chapman: brilliant and fragile. A small black list of pilots died on Lotus already existed and the apprehension of Rindt seemed to justify itself when it underwent a mishap in the Jarama by failure of a front brake, a chronic evil in the 72. “At least, I have left with life. ”, him espetó to Colin, who made replace other over-sized ones and ventilated discs by. In Monaco and Belgium, Rindt preferred to use the magnificent one but already exceeded Lotus 49. (In the principality second victory of Grand Prix even obtained in last instance his, thanks to a nascent confusion of of veteranísimo champion Brabham Jack.) Jochen got to confess to Bernie Ecclestone the fear that produced the 72 to him: “This car is dangerous; a day I will kill myself with him.” Nevertheless, Chapman and Maurice Philippe were able to evolve it and the pilot won in G.P. of Holland, France, Great Britain (also in the last moment, because Brabham remained without gasoline) and Germany. Sent to the conquest of the world-wide title, Jochen Rindt seemed to have gained confidence in the single-seater when the fatal accident happened to him.
[The file of Lotus 72 will not finish here, since, after a year in target, 1972 it would again secure the championship of constructors and pilots (with Emerson Fittipaldi) and in 1973, the one of constructors (with Fittipaldi and Peterson); the following season would be 4º in the table of constructors, thanks to the points obtained by Peterson and Ickx. And in 1975 an unusually long life for a formula I would make still it score Peterson in some occasion -.]
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The successive models of Brabham of 1968 were an authentic Calvary for Jochen. Its machine failed in 9 of 12 races, but it was able to raise podio in South Africa and Germany (MV*)
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The sport life of Rindt hardly lasted ten years: to the 18 it began piloting the Simca that to him his grandfathers gave (with whom vivia in Graz from 1943), to the 20 would begin to compete in serious with an Alfa Romeo Giulietta You Conrero of second hand and to the 23 already it had gained (with Gregory and Hugus and on the Ferrari 250/275 LM NART of Chinetti) the 24 Hours of Le Mans of 1965. Induced by his friend Kurd Bardi-Barry (1939-1964), one goes to the single-seaters (formula Junior with Cooper-Ford, formula ll with Brabham-Ford, Tasman formula and formula I), with which it totalized 34 victories, having made debut in formula I in the Grand Prix of Austria 1964, to the steering wheel of a Brabham-BRM. The demanding Race of the Eifel of formula ll gained 3 times (in 1966, 1967 and 1970).
The “king of formula II” (where Clark did not incline nor before Jim) took nevertheless too much in winning in a Grand Prix, profit that would not arrive until the one from the USA 1969, as or it has indicated itself. The eventful journey of the missing pilot gathered Heinz Pruller in a biography that counted on a preface of Jackie Stewart and proemio of Girl Lincoln Rindt. Its incredible dominion of the car was underlining by its Stewart friend, who said not to know that he owned his natural talent and its ability: “Certainly, he is the equipped pilot more than never I have found in a circuit.”
For Jean-Pierre Beltoise, Their controlled slips cleared the limits of the possible thing and the catastrophe. It only lead to the adhesion limit, but in race he was very correct (with the adversaries). (“contrôlé Is abandon frôlait you limit du to them possible ET of catastrophe. Il ne conduisait qu'à limits d'adhérence, il était très correct in course. ”) Nevertheless, Rindt was not insensible to the risks and losses of this cruel sport. When, after the disappearance of the charismatic one It brushes McLaren, killed his good friend Piers Courage, it thought seriously about retirement and thus announced it to Chapman.
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Jochen in its beginnings. It made debut in F1 in Austria of 1964, where it surprised obtaining 13º time in classification, to leave the test when it marched 10º (MV*)
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It had been born the 18 from April of 1942 like Karl-Jochen Rindt in Mainz-a.m.-Rhein (Achum, according to others), had enjoyed the fastest cars of its time and, in words of Marline, was lead to the cemetery of Graz in the slowest Earth car. “Jochen Rindt would be buried with the steering wheel of its Lotus between the hands. The opinion of an admirer, Charles Dressing, summarizes the one of so many fans of the time: the boy had more raw talent than anyone of them. It needed to the cold precision of Clark and the intellectual ability of Stewart, but, when Rindt was its, nobody could with him, as Stewart and others discovered. (“The lad had dwells raw talent than any of them. There am lacked the cool precision of intellectual Clark and the ability of Stewart, but on his day Rindt was nobody to fool with, ace Stewart and others found out. ”)
In the first Grand Prix of the following season (South Africa 1971, in Kyalami) position like tribute to its memory was left empty the place of pole. Three years later, the solicitor of Monza accused to Colin Chapman by the accident of Rindt, but he was a purely testimonial administrative measurement, that did not bring consequences. To the fast right of double radio that leads to the straight line of boxes in the reformed ÖsterreichRing (A-1 Ring) occurred the name him of Jochen Rindt Kurve, whereas in the Omloop Terlamen Zolder, the Jochen Rindtbocht was a species of chicane between the BolderberBoscht and the Jacky IckxBocht.
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Legendary Lotus 72 into the hands of the shining Austrian pilot. In his last year of F1, Rindt it had won in five occasions and left in four races (MV*)
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In Vienna there is a Jochen-Rindt Strasse, and the Jochen Rindt Trophy was a test of formula II that it was disputed in Thruxton between 1971 and 1985: his first winner was Graham Hill. In addition, 16ª sleeve of the championship of Europe of formula II, disputed the 13 of September of 1970 on the Tullen-Langenlebarn aerodrome, would receive the Memorial subtitle Jochen Rindt; the winner of this test (before Cevert, Bell and Peterson) was, indeed, Jacky Ickx, the shining pilot del that thought that it did everything what was in its hand (respecting its professionalism) not to exceed the 45 points that Jochen had obtained before Monza
| (MV*): Foot of photo written up by tamermotorsports.com |
It presses (Bishop): 6 of September of 1970The Press: 6 of September of 1970The Nation: 6 of September of 1970; 5 of October of 1970Bugler: 6 of September of 1970The Español/El Mail Basque Town: 8 of September of 1970 (Nacho King), pg.18-19Car Magazine: 12 of September of 1970 (Sergio Piccione), pg. 13The Automobile: 12 of September of 1970, pg.3, 7 and 10 Freeway: 12-19 of September of 1970, pg. AD 4-9; 12 of September of 2000 (Blond Josemaria), pg. 57Speed: 12 of September of 1970 (I enmesh), pg. 31; 19 of September of 1970 (Alberto Mallo), pg. 1 and from 5 to 7; 2 of January of 1971 (Josemaria Zuloaga, Jr), pg. 19; 24 deJulio of 1971 (Alberto Mallo), pg. 25; 23 of September of 1978, pg. 36Paris-Match: 19 of September of 1970 (Olivier Marline), pg. 33Sport-Car: October of 1970, pg. 56; September of 1971, pg. 6; August of 1996 (Renaud de Laborderie), pg. 70L´Automobile: November of 1970, pg. 90; December of 1970 (Christian Moity): pg. 83; January of 1971 (C. Moity), pg. 71; October of 1972 (Gérard Flocon), pg.108; October of 1975 (Christian Moity), pg. 113; September of 1980. pg. 17The Automobile, Yesterday and Today: pg. 79L´Année Automobile: 1970-1971, pg. 143Formula: February of 1971Jean-Pierre Beltoise: pg. 123, 168Car Club: April of 1971 (Sergio Flat Piccione), pg. 6 and 11Criterium: January of 1972 (J. Rodriguez), pg. 38J. Repollés: pg. 203Playboy: November of 1973 (Renaud de Laborderie/Jackie Stewart), pg. 52 and 54Alberto Mallo: Dictionary, pg. 275Salvat encyclopedia of the Automobile: volume 9, pg. 170-171Piero Casucci - Competition: pg. 103William Boddy: pg. 246, 255, 256 and 257Interviú: 8 of September of 1977 (Serpico equipment), pg. 59 and 60Alberto Mallo: Monsters, pg. 355The Country: 23 of August of 1982 (Ignacio Lewin), sports, pg. 4; 11 of September of 2000 (J.M. Martí Font), pg. 53Miguel DeCastro: pg. 740Ignacio Lewin and others: pg. 120Encyclopedia of the Car: volume 2, pg. 404; volume 4, pg. 846; volume 5, pg. 1.062 and 1.104Nigel Roebuck: pg. 25Sports Car International: August of 1990 (Charles Dressing), pg. 8Rich Taylor: pg. 189Burchkalter/Shed: pg. 219Schlegelmilch & Lehbrink - Portraits: pg. 202Rétro car: February of 1995, pg. 20Formula 1 1997-98: pg. 191It brushes Jones: pg. 35, 76, 85, 171, 212, 217 and 251Classic motor: August of 1998 (Orlando Rivers), pg. 84Schlegelmilch & Lehbrink - Monaco: pg. 196 F1-50: pg. 41 (David Tremayne), 49, 54 and 55 (Mike Doodson)E. and F. VerplankenTremayne & Hughes: pg. 29, 75 and 132GorrotxategiThoroughbred & Classic Cars: April of 1999 (Eoing Young), pg. 86; September of 2000 (Eoin Young), pg. 78 and 80Javier of the Arc: “40 Years of Montjuïc”, pg. 280, 300, 319, 322 and 568The Forum Nostalgia: 23 of Julio of 2002 (Redliner)G.A. Engels (91002)The Country: 26 of June of 2005 (J.M. Martí Font), pg. 68
Photos: Forix.com - F1box.it
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