to fit the Monaco circuit. Another happy story of practice was the relative improvement of Emerson Fittipaldi. After failing to qualify in Belgl.um, the Copersucarteam got down to something they hadn't been getting around to since they left Brazil-hard testing. After several days flogging around Paul Ricard designer Richard Divila came up with new front suspension geometry and modified the rear to suit. The car began turning into corners better and getting its power down better, and Emerson was seventh on the grid in Monaco. The grid for some reason was to number 20 cars this year, up from 18 the year before; new FIA guidelines dictated that only five more entries could be accepted so there were but 25 drivers trying for a place rather than the 30 or so that are regulars this year. Five of them were therefore to be eliminated, and they turned out to be: Jacky Ickx once again ("I have no excuses, the car was running perfectly," he said with a tight smile as he packed his bag), Henri Pescarolo (whose new team has purchased Brett Lunger's Surtees; Brett, who will have a new chassis for Sweden, was not on the entry list at Monaco), Larry Perkins and Harald Ertl, plus Merzario 'who was too slow even before he crashed. In a normal GP with 26 starters these would have all found a place to race, but at Monaco they were spectators. The happy 20 lined up, as last year, in a staggered pattern with Lauda on pole all alone, Regga also alone 12 meters behind on his left quarter, Peterson a further 12 meters behind that on the right, and so on. In most cases, grid places reflected the way cars were handling; for once there were few mechanical disasters. Not long before the start, a friend of Superswede's overheard him muttering to himself, "I must beat Clay into the first corner, I must beat Clay into the first corner, I must beat Clay ... " Everything his nerve ends knew about controlling racing cars went into Peterson's getaway, and he had made up the 12 meters and one or two besides by the time he and Regazzoni arrived at the funnel into the Ste. Devote Chicane. Lauda, naturally, was first through, Peterson thankfully was second, Regga resignedly fed himself in third. Then came-WOW! Depailler had started those 12 meters ahead of Scheckter, but that advantage had vanished by the time the pair of blue six-wheelers arrived at the decision point. Absolutely abreast, traveling the same speed, eight front wheels aimed into the same narrow slot as two right feet squeezed 24 brake pads hard. It was going tobe almighty: both Tyrrells taken out on the first corner of the first lap and 15 more cars piling up behind! ... Jody, on the rightJ with the chicane curbing square across his nose, made the right decision at the last possible instant, relented and let Patrick through first. "If it had been anybody else but him I wouldn't have allowed him to get away with it," Baby Bear growled afterward. The shunt when it came fortunately came at the back of the pack. Somehow Reutemann and Jones, charging up from the last row, collided and stopped at the entrance to the corner, both with enough damage to put them out. Just as in Belgium, Lauda settled himself in for a couple of laps and then began to pull away by himself. Peterson held on to second place from Regazzoni and the two Tyrrells, aU of them pulling away from the high-speed parade where Fittipaldi was energeticly. protecting his sixth place from Stuck, Laffite, Brambilla and, after they both got by J arrier, from Mass and Hunt. Hunt's not very good day got worse after eight laps when he spun off at the Tabacand couldn't rejoin until everybody else had gone by. He quickly caught up to the tail of the last parade in the race and joined fnto it, but had only improved his posi tion by one (at the expense of Leclere) when his engine blew up. On the oil it laid down Regazzoni went down the Old Chicane escape road-so did Leclere-and dropped behind the 'Pyrrells. A lap later Peterson spun off at the Tabac and crunched the biwk of the March into the rail, so suddenly it was just a matter of watching Lauda's Ferrari steadily drawing ever farther away from the only fast Ford Cosworth cars left, the six-wheelers, and wondering if Regazzoni could ever catch up again. He was making a valiant try at ii, and because Depailler began to ease off with a gradually breaking rear suspension (same trouble as had slowed Scheckter at Zolder) Regga got up to third again and began closing on Scheckter. But five lap!; from the end of the race, only a couple of lengf.1s behind J ody, Regga clipped a barrier with a front wheel and spun, doing enough damage to the nose of the second Ferrari to retire it. It was a race of constant excitement farther down in the pack, and right at the end it reached its peak. Fittipaldi had finally given way, when Laffite made a particularly desperate outbraking move on the outside of the Ste. Devote chicane and miraculously made it work. He and Stuck then had a keen struggle until the Ligier driver lost his first gear, much used on this track, and dropped back. But in the closing stages of the race Laffite began putting on pressure again, closed up on Stuck once more, and as he told his team manager afterward "I was actually alongside him three times on the last lap before I crashed." For crash he did. He Continued On Next Page Lauda And Ferrari Mirror State Of Formula One Art If you want to know about the state of Grand Prix racing today you can watch Niki Lauda drive his Ferrari to work. First thing you hear is the crowd perched up -en the hillside above the Rascasse burst into cheers, and then you pick up the heavy organic sound of the 312 . engine itself, and then the car rolls into sight, red and polished and mean. Niki's put his big leather satchel full of his racing gear up onto the back wing, and he looks for a surrealistic moment like a young millionaire sportsman arriving for a holiday on the Cote d'Azur in the latest Mk. III Whatsit sportsmodel. But you will notice his face, which behind the black sunglasses is lean and sharp and white. This is not a young man who lies about in the sun. You will see too the practiced gentleness with which he maneuvers the. long winged machine into its slot in the pits. Most drivers let their mechanics take their car up from the paddock, but our perfectionIst World Champion does even that himself. The fact is clear that he comes to Monte Carlo to do a. jOQ of work--to win another motor race. You can't call this a sport for him, not at the level he's reached and not with the modern Ferrari team. They're both simply too good. Lauda and Ferrari al:e in a position these days where they have to win the races. Anything less is complete failure. Maintaining perfection at an intensity like this. is simple hard work. Even though it sometimes looks easy. So easy that during the final practice session at Monaco Lauda stopped early and spent the last 20-odd minutes just swanning around the pits, visibly enjoying the sight of his ever more frustrated rivals thrashing round and round. They hadn't a prayer of matching his speed and everybody knew it. Such moments are rare in an F -t driver's career and you can forgive his milking a bit of pleasure from them. It was the only period of time at Monte Carlo this year when Niki Lauda appeared to be engaged in Sport. JUNE 12, 1976 AUTOWEEK PAGE 11 Depailler, here with a growing lead on Regazzoni, had the rear suspension crossmember on his six-wheeler break-the same problem that stuck Scheckter's sister car at Zolder two weeks ago. The advertising in Formula should tell you a lot about Formula. They advertise in Formula because Formula is wriHen and edited for racing people. World-wide. 75% of FORMULAs staH members hold SCCA Competition licenses Were pros' writing for pros We talk straight across to our readers We tell you what happened. whats happening and whals gOing to happen In Formula RaCing Race by Rac_e From the drivers POint of view From the technical POint of view Whos dOing what to whom And why World-Wide Ameropean Racing, Ltd. Autohouse America Automotive Development Baker Caracci Motors port Specialties Carl A. 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