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Leo Beebe at Le Mans in 1966. All photos courtesy of Ford Motorsport.
Editor’s note: This piece comes to us from Hemmings reader and contributor Frank Comstock, a friend of the late Leo Beebe.
"Coming together is a beginning. Keeping together is progress. Working together is success." Henry Ford
"Great leaders inspire a sense of mission. Good people with a proper sense of mission will find a way to get the job done." Leo Beebe
Fifty years have elapsed since Ford Motor Company’s overwhelming victory at Le Mans in 1966 and the controversy over who did win, or who should have won, the race. Ford and its Director of Special Vehicles, Leo Beebe, were both praised and vilified in the motor sports world and press at the time and, in some ways, nothing has changed. The Internet teems with comments about the way the race ended, while online and print publications have returned to the fray in recent years, undoubtedly looking forward to this 50th anniversary.
Beebe (third from left) and his staff in 1965.
To understand the Le Mans effort for Ford in the middle 1960s means one has to think in terms of a team with a mission. As the overall leader of the Ford team, Leo Beebe understood his mission perfectly - Ford would win at Le Mans. Leo wasn't told to have a particular driver or pair of drivers win. He was told in simple terms by his old friend Henry Ford II to put a Ford car in the winners' circle at Le Mans. He also had to do the same at Daytona and Indianapolis, but there is no doubt that Le Mans was the main attraction. Henry Ford wanted to beat Ferrari and Le Mans was the place to do just that.
As one of Ford’s most trusted trouble shooters, Leo was known as a man who could bring order out of chaos. He knew that with each new challenge, he needed to assemble a team of experts and guide them to success. He knew he had to give credit to the team when success was assured and he understood he needed to take responsibility when failure or controversy happened.
The start of the 1966 race.
In the final hours of the 1966 Le Mans race, with only three of Ford’s eight team cars (and none of the five independent Fords) left in the fray, the squad began talking about how the race should end. The Miles/Hulme car was leading as the hours wound down, with the McLaren/Amon car initially a lap back, although they made up that lap when the Miles/Hulme car took a late pit stop. The Bucknum/Hutcherson car was several laps back, running in third place. Ford officials had their eyes on a win for the team, not on a win for any particular pair of drivers. A win for Ford as a team was the primary mission.
Opinions went back and forth during team discussions, but the decision ultimately rested with the leader of the team and Leo understood it was his responsibility. In an unpublished interview with noted automotive historian and author Dr. David Lewis, Leo said,“Ken Miles, who later died, regrettably didn't win the race that year. I had some real difficulties over that. But, he was a daredevil and I pulled him in and literally engineered the end of that race—-one, two, three… I called Ken Miles in and held him back because I was afraid the drivers would knock one another off. All you need is one good accident and you lose all your investment.”
The infamous staged finish to the 1966 race.
Ford GT40s finish first, second and third at Le Mans in 1966.
Leo Levine, in his classic Ford: The Dust and the Glory delves into the story in more detail but with much the same result, noting that Beebe did not want to take a chance on a multi-million dollar investment by allowing the top cars to race to the finish. Beebe had counseled Miles at Sebring and again during the Le Mans race for taking what he considered unnecessary chances, while Bruce McLaren and Chris Amon had consistently followed team orders. Levine quotes Beebe as saying “Anyone can question the judgement, but no one can say it was not a consciously arrived-at decision—and on grounds we considered valid and just.”
The final result has been discussed ad infinitum and will probably continue to be discussed for years. Ford wanted the three cars to come across together. Miles backed off as they approached the line and McLaren arrived at the line one or two car lengths before Miles. Had they arrived in tandem as the Ford team wanted, McLaren would probably still have been the winner because they were on the same lap and a seemingly arcane rule then used at Le Mans would have determined the finish. The McLaren car had started a couple of spots back on the starting grid, thus traveling slightly further in 24 hours. So, if they had come across neck and neck, McLaren still would have won.
At Le Mans in 1966. Clearly, the number 13 proved lucky for Beebe.
I knew Leo Beebe and worked with him on several projects years ago. He never wavered from the published reports on who was responsible for the controversial finish at Le Mans in 1966—it was his responsibility as team leader and he made the decision that he thought was right at the time.
Leo had thoroughly enjoyed his time with Ford Racing once he got past the initial shock of three driver deaths (Dave McDonald, Eddie Sachs and Edward Glenn "Fireball" Roberts) in the first weeks of his tenure in 1964 and he was pleased that years after the successes of his team someone was still interested. I pushed hard to see if Henry Ford II had influenced the race-ending decision, but Leo wouldn't answer that question. He just pulled out the note from HFII he still carried in his wallet. It was so simple: “You better win”.
Three years of intense work—teamwork—performed by specialists assembled for the express mission of having Ford vehicles win all the major races in the world ended with wins for Ford in 1966 at Daytona, Indianapolis, and Le Mans, as well as at many other tracks. Controversy over the end of Le Mans aside, Leo Beebe and his team did exactly what they were instructed to do. It was a team effort and a team result.
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It's unfair for Larry Faust to be oft remembered for one of Top Fuel's slowest winning runs - err, walks - but history can be cruel. His highly-favored opponent, Don Prudhomme, lost their 1967 race before it began by red-lighting. The lucky opponent need only reach the finish line "without outside assistance," as per rulebooks of the era, to automatically advance. Alas, a clutch failure at Riverside's starting line left Larry no option but to get out and push the popular Jungle Four fueler, cheered on by a crowd that didn't mind the unscheduled delay. Both car and driver recovered just in time to make the next round - which the exhausted pilot lost to a huge holeshot.
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Location: Hot Rod Magazine Championships, Riverside International Raceway; Riverside, California
Source: Wallace Family Archive
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Photo: Scott Lachenauer
Ken Thorson was bit by the Mopar bug early in life. The Park Ridge, New Jersey resident remembers being blown away by the Chrysler muscle car stylings that filled the hot rod dreams of his youth. By the time he was sixteen, the young gun was already in the Mopar market, purchasing a ’70 383-cu.in. Road Runner, built with an Air Grabber hood and a four-speed between the buckets.
But that was only the start for this crafty young collector, as he’s gone on to own a copious amount of top-flight Dodge and Plymouth cars from the late '60s and early 70s, many of which are still in his possession. However recently, it was another piece of Chrysler history that grabbed his eyes and wouldn’t let him look away. “A friend of mine forwarded a listing on a ‘71 Charger 3/8ths scale wind tunnel model car. It had one picture and very little info on the car, but I was intrigued to say the least," Ken told us.
The car was originally painted a shade of orange when it was tested back in 1970. When Ken Thorson received it, the car had been painted over in a shade of gold. The previous owner removed the last layer of paint in some spots to show its original orange color that was present in the test photos.Photo: Scott Lachenauer
So, Ken gave the seller a call and waited for a response. It took three weeks, but the owner, Phil, finally gave him a ring back. “In a nutshell he told me he has been in possession of the 3/8th scale car for thirty years. His wife worked at the University of Michigan back then, and one day they were cleaning up and getting rid of things. They found the ’71 Charger test car sitting in storage, and they were going to toss it in the dumpster. Phil’s wife intervened and asked if she could have it for her husband, who was heavily involved in the vintage car hobby. They agreed and so Phil went and picked it up at the University and then put it in his barn. It stayed there untouched for the next three decades,” continues Ken.
Without hesitation, Ken then made an offer for the rare piece of Mopar history. “We quickly made a deal on the car, though it was still 600 miles from me. Luckily, Phil’s son lives in Allentown, Pennsylvania, which is less than two hours from me, so I met him out there and picked it up. Saved me a bunch of hours driving to Michigan. When I got there, I couldn’t believe what I was seeing. It was amazing, especially the craftsmanship and the overall condition of the car.”
Super Charger
The author’s size eleven sneaker was placed in front to give you an overall idea of the size of this test car. It comes in just over five and a half feet in length.
Photo: Scott Lachenauer
What Ken bought is interesting to say the least. “After some research I found out that this fiberglass ’71 Charger was one of three models built for the G-series NASCAR tests, the other two being a ’69 Daytona, which resides in a collection in California, and a ’71 Road Runner, owned by Petty Enterprises in the Carolinas.” Besides the quicky respray, it is in incredibly original condition, right down to the identification tags on all the tubes, which mark hollow orifices used to measure air pressure changes at specific locations on the Charger.
The car has a removable window which would show changes in aerodynamics when the driver window was down. Other interesting features include a mock-up K-member underneath as well as a rear pumpkin, transmission cooler, exhaust, gas tank, and a recreation of typical wheels and tires used on the track. There are adjustments for ride height to simulate suspension modifications which are key on the different racetracks that NASCAR would visit each season.
Everything on a real Charger that would affect air flow was added to the test car including k-member, exhaust, gas tank and the rear pumpkin. Accurate wheel and tire size was also important to see how it affected performance.
Photo: Scott Lachenauer
These original tests were conducted by Chrysler’s Research Office in January 1970 at a facility built specifically for 3/8th scale models. The tests were continued a few months later in March. Sadly, these tests were never put to proper use due to the new NASCAR rules that were levied by Bill France in the summer of ’70 which undermined the factory racing teams efforts at Ford and Chrysler. These rules would affect the upcoming ’71 racing season. As a result, the “aero wars” that Ford and Chrysler had been battling over the past few seasons would fizzle out as the new rules took effect.
So now Ken is thrilled to have such a major piece of Chrysler NASCAR history in his possession. “I’m not sure what I’m going to do with it exactly, but I’m happy that its existence has come to light. It might be best suited for a museum or public collection where people can get a good look at it in person, so that might be a possibility down the road. Right now, I’m just enjoying it. It’s just amazing the craftsmanship and of course the history behind it.”
Wind Tunnel Charger - Details
Photo: Scott Lachenauer
<p>The driver’s side window was made removable to get test results with the window up and also with the window down.</p>
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