tour de france automobile 1970

Tour de France Automobile 1970, 1971 : Quand les Sports Prototypes s’invitent à la fête.

Alors qu’il vient d’être élu en mars 68 comme président de la FFSA, Bernard Consten a un objectif prioritaire : la relance du Tour de France Automobile dont la dernière édition en 1964 s’est terminée par la victoire de la Ferrari GTO de Lucien Bianchi. Fort de ses cinq victoires en catégorie tourisme, de ses multiples contacts, tant du côté des sponsors que des organisateurs, nul n’est mieux placé que lui pour relancer une course qui lui tient tant à coeur et qui était devenue une des épreuves phares du calendrier français au même titre que les 24hrs du Mans.

1969 le renouveau.

L’année de la relance , faute d’avoir pu l’intégrer suffisamment tôt à leur programme, les écuries oficielles sont quasi absentes et seules Ford, venu en puissance grace à ses filiales européennes, BLMC, Chrysler-Simca et Alfa Romeo, via la SOFAR, répondent présentes. Le reste du plateau, une centaine de concurrents, sont des indépendants qui, pour ceux qui peuvent espèrer jouer les premiers rôles,  s’alignent sur Porsche (904, 906, 910 ou 911) ou Ferrari (275 LM, 275 GTB).                          

Le parcours est lui classique. Il mélangent circuits, courses de côte et épreuves spéciales chronométrées. Au final, après une course disputée, c’est Larrousse sur une 911R qui l’emporte devant Greder et sa monstrueuse Corvette.

Au delà du résultat, c’est l’ambiance, qui a prévalu tout au long de l’épreuve, la qualité du parcours et l’engouement des spectateurs, qui l’emportent. Quelques points sont à revoir, mais personne ne jette la pierre aux organisateurs tellement l’on est content de revoir l’épreuve après ses 4 ans d’interruption.

Ce qui est sur, c’est que la base est bonne et que le Tour 70, une fois les enseignements tirés, ne pourra qu’être grandiose.

1970 les « Sports Prototypes » débarquent.

Pour cette nouvelle édition et dans l’optique d’améliorer encore le spectacle, le réglement a été profondément remanié dans le but d’ouvrir les inscriptions aux sports prototypes, ce qui séduit Matra qui inscrit deux MS 650 pour les équipages Beltoise/Depailler/Todt et Pescarolo/Jabouille/Rives.

Le parcours de plus de 4500km dont 1200 de classement part de Bandol pour terminer à Nice. Il est découpé en 8 étapes, fractionnées en 10 courses de côte, 9 circuits et 1 secteur chronométré. Pour faire face aux deux Matra, on retrouve les Porsche avec moult 911, une GT40, deux Ligier JS1 et quelques Alfa Romeo GTAM ou Alpine A110.

Tout le monde à conscience que personne n’est capable de lutter à armes égales avec les deux protos, mais beaucoup ont un doute sur leur capacité à franchir sans encombre toutes les étapes de ce Tour, elles qui n’ont jusque là fréquenté que l’asphalte bien lisse des circuits. Pourtant, le sérieux avec lequel les voitures bleues ont été préparées va doucher les espèrances de ceux qui voyaient les protos abandonner rapidement.

La première étape, sur le circuit du Castellet permet aux deux Matra de marquer leur territoire et prendre 5 minutes d’avance sur les poursuivants. Normal pensent certains, c’est le terrain idéal pour ce genre de voiture. Effectivement, Larrousse sur sa 911 R prend sa revanche dans la montée du Minier et termine devant les deux Matra au bout des 21km chronométrés. La suite ne sera que copie conforme de la première journée. Les deux protos s’imposent largement sur tous les circuits et parfois même lors de certaines courses de côtes quand la chaussée leur permet d’exploiter le potentiel du V12. Le passage tant redouté sur les pavées du Nord sensé être source de soucis pour les Matra n’entame en rien leur sérénité. Pas plus que les traversées de bon nombre de villes avec leurs embouteillages n’arrivent à perturber l’avancée des deux voitures.

Une alerte sérieuse vient cependant troubler l’équipage Beltoise/Depailler/Todt lors de la 7ème étape. Le V12 décide de ne tourner que sur 11 cylindres et un panache bleu sort des échappements des leaders de la course. Heureusement, l’assistance veille et tout rentre dans l’ordre avant l’épreuve prévue sur le circuit de Charade. Les dernières spéciales ne changeront rien à la domination des voitures bleues et c’est avec un peu plus de 4 minutes d’avance que le trio Beltoise/Depailler/Todt s’impose à Nice sur Pescarolo/Jabouille/Rives et plus de 35 minutes sur la Porsche de Larousse.

Ainsi se termine ce Tour de France Automobile 1970 avec la victoire de Matra sans que la concurrence n’ait pu réellement les inquiéter.

Certes, le passage des deux protos a attiré un public nombreux tout au long du parcours mais tous les spécialistes s’accordent sur le fait que sans la présence d’une opposition sérieuse aux deux Matra il sera difficile d’obtenir une adhésion totale au nouveau règlement.  « A vaincre sans péril, on tiomphe sans gloire ». C’est sur cette citation de Corneille que Bernard Consten doit réfléchir en préparant l’édition 71.  

1971 : Duel Matra/Ferrari

Après avoir demander l’avis aux participants à l’issue du Tour 70, Bernard Consten maintient l’idée de laisser l’épreuve ouverte aux Sports Prototypes et aménage un parcours plus « international » avec une passage par le Nürburgring et deux chronomètres en Espagne. Ayant été accusé, l’année précedente, d’avoir favorisé les Matra avec un nombre important de circuits, il propose un meilleur équilibre entre les différents types d’épreuves chronomètrées. C’est ainsi que 11 courses de côte, 8 circuits et 1 parcours chronométré sont proposés aux concurrents.

Du côté des forces en présence, Matra se présente avec deux MS 650 pour les équipages Larrousse/Rives et Fiorentino/Gelin. Une très performante Ferrari 512 M engagée par l’Escuderia Montjuich pour Juncadella/Jabouille/Guénard semble être l’opposition la plus sérieuse même s’il ne faut pas oublier une Ford GT70, deux Ferrari Daytona ainsi que l’habituelle armada Porsche prête à sauter sur la moindre défaillance de leurs adversaires. C’est de Nice que partent les 96 équipages pour près de 5000km dont plus de 1000km de spéciales.

Dès le départ, Larrousse se porte en tête en gagnant la première épreuve, la course de côte de Gourdon-Caussols. C’est la Ford GT70 qui termine deuxième, la Matra de Fiorentino et la 512M étant victimes de petits soucis faisant perdre à cette dernière 25’’ sur le leader.

La deuxième épreuve sur le circuit Paul Ricard ne fait que confirmer le début de course. Larrousse s’impose à nouveau devançant la Ferrari de 18’’. La Ford confirme et prend la 3ème place. La déception, côté Matra, vient de la 2ème voiture engagée. En effet, Fiorentino est victime de problèmes mécanique qui le rejette à la 21ème place du classement général.  Les étapes suivantes permettent à Larrousse d’asseoir la domination de sa MS650. Ce n’est que sur le circuit de Montjuich, son jardin, que Juncadella signe la première victoire de la 512M.  La suite ne sera qu’un chassé-croisé au niveau des victoires entre les Matra et la Ferrari. Fiorentino avec une auto fonctionnant enfin correctement signe deux scratchs consécutifs au Rainkopf et à Urcy alors que Larrousse gagne  au Ballon d’Alsace et Jabouille, qui a pris le relais de Juncadella, à Magny Cours. La course se joue définitivement pour Jabouille quand quand il écope de 18’ de pénalité à Charade suite à un changement de réservoir d’huile alors qu’il a déjà perdu 20’ sur une erreur de parours alors que le Tour traverse les Vosges.

Une alerte vient perturbé le camp des bleues quand Fiorentino doit abandonner lors de la course de côte de Limouches dans la Drôme. Un souci d’interphone provoque une mauvaise compréhension entre lui et son copilote et il sort de la route avant de heurter un talus. Les occupants ne sont que légèrement blessés, mais la Matra ne peut continuer.                                       

Mais Larrousse et sa voiture restent imperturbables et c’est avec plus de 51 minutes d’avance sur la Ferrari qu’ils arrivent en vainqueur sur la promenade des anglais, Ballot Lena sur sa 911S décrochant la troisième place.

Ce sera la fin de la présence des Sports Prototypes au Tour de France Automobile. L’écart trop important entre le duo MS650/512M et les autres voitures a enlevé tout suspense à la course et a fini par lasser le public tout comme les journalistes. 1972 verra une nouvelle réglementation mise en place. C’est le règlement du Championnat International des rallyes qui sera appliqué. Celui-ci n’étant ouvert qu’aux groupes 1 à 4, les catégories Sport et Sport Prototype sont donc écartées laissant la porte grande ouverte aux Ferrrari 365 GTB4 « Daytona ».

Sources. JCK Photo                Forum Auto                Simca Rallye                Pinterest                Monaco Legend                Ford GT40 Blogspot Sans oublier le très beau livre de Maurice Louche « 1899-1986 ”L’épopée du Tour de France Automobile” »

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Tour de France Auto 1970

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#2 tyrrellp34

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#17 Hubert Baradat

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Posted 07 August 2007 - 07:12

Originally posted by Bruno merci Hubert. as tu le résultat de la 275 GTB/C deCorentin/Prevost, n° 151 et plaque: 3400 0854 je ne la vois pas. y avait-il d'autres Ferrari engagées et connait tu leur résultats

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#23 Stefan Schmidt

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Originally posted by Hieronymus Thank you very much, Hubert! I am sure the "blonde" on the extreme left of the last photo is the wife of Patrick...Michele Depailler.

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Category : Tour de France 1970

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This category has the following 2 subcategories, out of 2 total.

• Tour de France 1970 in La Rochelle ‎ (6 F)
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Matra MS650

“Perfectly built for all purposes”

BY: WOUTER MELISSEN

For one week in September of 1970 and again in 1971, the glorious sound of the Matra V12 engine reverberated through the woods and mountains of France. This came courtesy of a pair of MS650s that had been very successfully entered in two successive editions of the Tour de France Automobile.

The V12 symphony was not just a treat for spectators but, as 1971 Matra driver Gérard Larrousse recounts, it was enjoyed by the drivers as well: “We were on the Chamrousse Hill Climb, in a pine forest, and my navigator Johnny Rives started to read the pace notes. After two or three kilometers, I told him, ‘Leave it, I know the roads, and just listen to the noise of the engine in the trees.'”

Powered by an engine originally developed for Formula 1, the MS650 was not the most likely machine to compete in a road rally. In fact, it was a sports prototype that had been specifically created for circuit racing with the 24 Hours of Le Mans as the ultimate objective. Having been raced for the better part of two seasons, the MS650 was nearing the end of its competitive life in the summer of 1970. Instead of retiring the three examples built to the museum, Matra decided to modify two to compete in the prestigious Tour de France Automobile. However unlikely a car to compete in this type of event, Larrousse recalled it more than held its own: “The MS650 was a prototype but it was perfectly built for all purposes.”

When the first MS650 made its competition debut at Le Mans, in June of 1969, Matra had only been in the automobile industry for a couple of years. An acronym for  Mécanique Aviation Traction , the French company had been founded in 1946 and initially specialized in aviation and aerospace products. Under the leadership of Jean-Luc Lagardère, who would become the company president in 1963, Matra diversified and expanded into the automotive industry by acquiring specialist manufacturer René Bonnet in 1962. The René Bonnet production road cars were now known as Matras and with Lagerdère as its champion, a very ambitious competition program was also set up under the Matra Sports banner. By 1968, the French blue liveried machines were competing in the Formula 1 World Championship and the World Sports Car Championship.

The sports car that was campaigned during the 1968 season was known as the M630. The compact coupe was built around a steel spaceframe chassis, which was painted the same olive green color usually reserved for airplane structures. First raced in 1967, it was campaigned with both a 2.0-liter BRM V8 to compete in the prototype class and a Ford small-block V8 for the sports car category. For the 1968 season, the M630 could only be raced in the prototype class, which had a 3.0-liter displacement limit. For Le Mans, the M630s were fitted with a bespoke V12 engine. Although neither car reached the finish, the fourth and fifth starting positions showed Matra was on the right track.

Buoyed by the pace shown at Le Mans, the French manufacturer’s chief engineer Bernard Boyer was tasked with the construction of two new sports prototypes for the 1969 season. Although mechanically similar, the MS640 would feature a coupe body designed by Robert Choulet, while the MS650 was to be fitted with a lighter but ultimately less aerodynamically efficient roadster bodywork. Which car would be used would then depend on the type of track. Porsche had taken a similar strategy, opting to build both an open and a closed version of its 3.0-liter-engined Type 908.

Carried over from the M630 was the steel spaceframe chassis, which was once again painted olive green. It was fitted with a comprehensive evolution of the V12 engine. Dubbed the MS12, it featured relocated intake ports, which were placed in between the camshafts on the MS9 used at Le Mans in 1968. The ports were now placed inside the 60-degree V, which was a more conventional position. The twin overhead camshafts actuated four valves per cylinder. Lucas fuel injection was also fitted to the 3.0-liter, twelve-cylinder engine. Originally developed for use in Formula 1, the endurance racing specification was only slightly detuned and produced 410 hp at 10,400 rpm. The V12 was mated to a five-speed gearbox sourced from German specialist ZF.

The MS640 Coupe was the first new-for-1969 Matra that was ready for testing, at the official Le Mans test in April. It featured a curvaceous body that was designed by Rober Choulet, who had previously created the very slippery CD SP66. Similar in design, it had vertical fins on the tail and enclosed rear wheels. Cheating the wind was the body’s primary option but with the V12 powering the car down the Hunaudières straight, it achieved speeds that were out of reach for more modestly engined CDs. Sadly, the body shape was not only very slippery, it also produced significant lift at speeds of more than 300 km/h. The result was a flying Matra and a massive accident from which driver Henri Pescarolo was fortunate to walk away with serious burns only. The first MS640 was destroyed and the second was never raced and presumably rebuilt to MS650 configuration.

For the all-important 24 Hours of Le Mans, Matra fielded four cars. One 1968 specification M630 Coupe, a pair of M630/650 hybrids and a single all-new MS650. The updated 1968 cars and the brand-new MS650 were fitted with roadster bodywork that was low, wide, and featured a relatively long tail. Having learned a crucial lesson at the test, Matra did fit the cars with a small spoiler to ensure all four wheels would remain in touch with the track on the long straights. Piers Courage and Jean-Pierre Beltoise were tasked to race the MS650 and they lined up twelfth on the grid. One of the M630/650s had gone faster still and started eleventh. In the race, the Matras proved considerably more reliable with the MS650 placing fourth, the M630 fifth, and the one surviving M630/650 crossing the line in seventh.

Following the 24 Hours of Le Mans, the MS650 and one of the two M630/650s were raced in select rounds of the World Championship. They also competed in the Watkins Glen Can-Am race, which was held a day after the 6 Hours race on the same track. The first real success came at the Paris 1000 km at Montlhéry where Jean-Pierre Beltoise and Henri Pescarolo drove the MS650 to an outright victory. Two further MS650s were produced and campaigned at Sebring, Daytona, Brands Hatch, Monza, and Le Mans during the 1970 season. Faced with very strong opposition from the larger-engined Porsche 917 and Ferrari 512, a class win at Monza was the best result for the MS650 during the first half of the 1970 season.

Such was the relentless rate of development at Matra Sports that the MS650 raced at Le Mans alongside its replacement. Dubbed the MS660, it looked virtually identical to the two MS650s it was in the process of superseding. As is so often the case, looks can be deceiving; the fundamental changes were skin-deep. The MS660 featured an all-new aluminum monocoque chassis, which replaced the spaceframe used in the previous models. It was a step forward, but it would require one further evolution and a change in the regulations for Matra to achieve the ultimate objective at Le Mans. Introduced in 1972, the Matra MS670 would go on to win the 24 Hours three years running.

With the introduction of the MS660, the three MS650 were rendered obsolete but chassis 02 and 03 were not quite retired yet. Lagerdère had set his sights on another monument of French motorsport – the Tour de France. Especially in the late 1950s and early 1960s, it was a hotly contested event, dominated by Ferraris. In its original guise, the road rally ran until 1964, but under the leadership of Bernard Consten, it was revived in 1969. The six-day event featured special stages on hill-climbs and circuits with the cars being required to drive the sections between the stages on public roads. That year, the race was won by Gérard Larrousse in a specially prepared Porsche 911 R.

Although based on a road car, the 1969 winning Porsche was not homologated and ran in the prototype category for which the Matras were also eligible. Meeting the sporting regulations was one thing but the MS650 also had to be made fully road legal, so it could complete the sections between the timed stages. Of particular focus was the suspension, as Larrousse explains: “The car was higher than normal, with longer traveling suspension.” In addition to increasing the ride height, the dampers and springs were also softened to help clear the bumps on the road. Additional electric fans were also fitted to aid cooling while in traffic. A full width roll hoop was also installed for the co-driver. The Tour de France specification MS650 also boasted special bodywork with very short overhangs.

“I was the co-driver of Patrick Depailler and then Jean-Pierre Beltoise on the 1970 Tour de France Auto,”  recalls Jean Todt, current FIA president and former Ferrari and Peugeot Sport team manager. His preparation was somewhat different from normal, not because the MS650 was a prototype but because it was open: “Indeed, this car was open – it was a Spider; we had to laminate the road books and to modify the car audio system driver / co-driver.” Further changes to the cockpit that were needed to make the MS650 road legal included the addition of a speedometer. With the speeds the V12-engined Matra was capable of, no off-the-shelf part would do. Instead, the MS650 was fitted with the speedometer normally found in a Lamborghini Miura.

Two MS650s were prepared for the 1970 Tour de France, which were started by Patrick Depailler and Jean-Pierre Jabouille. After two days, their places behind the wheel were respectively taken by Jean-Piere Beltoise and Henri Pescarolo, who had competed in the Canadian Grand Prix over the weekend. There were ninety-seven other entrants, including Larrousse in an even further modified Porsche 911. The German manufacturer had reportedly considered entering a 908 prototype but after an inspection found the roads to be too rough and prepared what was the lightest racing 911 ever for the defending champion. Story has it that upon arriving at the start in Bandol, the Porsche engineers found all the rough roads perfectly resurfaced to suit the French Matras. When we talked to Larrousse, he said he has no recollection of this.

The careful preparation of the Matra team paid off and the two MS650s dominated the event. Larrousse was the only one who could keep tabs on the French prototypes: “I was a specialist of the Tour de France.” He continues: “You must know the circuits and the hill-climbs and be used to rally driving.” Chuckling, he concludes: “I was the guy for that job.” There was little he could do to challenge the Matras and he ended the rally in third. The winning car was the Matra started by Depailler and finished by Beltoise with Todt as the co-driver for the duration. He recalls: “I have special memories of the crowd on the side of the road all along the route who were expecting the arrival of the Matra and its very characteristic V12 engine sound.”

Fully expecting stronger opposition, Matra convinced Larrousse to join the team for the 1971 edition of the Tour de France. He had journalist Johnny Rives as co-driver while the sister car was driven by Bernard Fiorentino and Maurice Gélin as the regular works drivers were racing elsewhere. Larrousse remains full of praise for the MS650: “The Matra was very, very well adjusted to the road and I must say it was very smooth.” He continues: “It was very easy to drive, even on the bumps.” When asked about the engine sound he chuckles again: “I can say that now I am definitely deaf, particularly my left ear due to the V12 engine intake.” Despite this, he also has fond memories of the soundtrack: “We were driving back from the Mont Cenis hill climb on a narrow road and the noise was so fantastic; we were enjoying the noise in the valley.”

Others had taken note of Matra’s victory in 1970 and the 1971 entry list not only featured the pair of MS650s making a reprised but also a 5.0-liter Ferrari 512 M with Jean-Pierre Jabouille behind the wheel. This proved to be the biggest challenger for Larrousse and Rivet. The second MS650 did not reach the finish due to an accident. There was no stopping Larrousse as he scored his second win in three attempts. This would prove the finale for the surprisingly long career of the MS650, which boasted a particularly successful epilogue. There was no option for Matra to defend its crown as, for 1972, the Tour de France was open to production-based GTs and Touring Cars only.

All three MS650s have survived and are in private hands today. The original example, raced during the 1969 season, has been restored to its 1970 Brands Hatch 1000 km configuration with high-mounted wings both on the nose and the tail. The 1970 Tour de France winner (chassis 03) has long been displayed at the Matra museum in Romorantin in its winning configuration. Chassis 02, which was driven to the Tour de France victory by Larrousse in 1971, is pictured here and has been beautifully prepared and kept at full running order by French specialists Equipe Europe. During the last couple of years, the EPAF company in France have built several replicas using the original drawings and original Matra staff. Among them were a reconstruction of the MS640 and several MS650s, which were sanctioned by Matra and even received official chassis numbers.

Jean Todt perfectly sums up what the Matra participations in the 1970 and 1971 Tour de France meant for the everyone involved, whether it was on the side of the road or inside the car: “It was a one-of-a-kind experience, and I will never forget it.”

There will be another chance to enjoy the Matra serenade, as the owner will run his 1971 Tour de France–winning example as the course-opening car in the Tour Auto later this month.

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This phenomenal pair of Porsches shone brightly on the Tour de France

A different league

Map of the 1970 Tour de France

Les Woodland's book Paris-Roubaix: The Inside Story - All the bumps of cycling's cobbled classic is available as an audiobook here .

Quick Facts:

This was Eddy Merckx's second consecutive Tour de France victory.

He raced this Tour without the rage that fueled his dominating ride the year before.

Coming to the Tour, Merckx's spring would have made a fine career for other riders.

He had already won Paris-Roubaix, Paris-Nice and The Giro d'Italia.

Jean-Pierre Genet Voted Team-Rider Number one Luis Ocana, voted most elegant rider Lucien Van Impe voted friendliest rider

Team General Classification

Overall, Points, Mountains

Miko "Hot Spot"

Combativity

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Stage Details, results with running GC

Prologue: Friday, June 26 , Individual Time Trial, Limoges, 7.4 km (4.6 miles) Team winner: Bic

Stage 1 : Saturday, June 27 , Limoges - La Rochelle, 224 km (140 miles)

After this stage: Team leader: Caballero GC Leader: Merckx Points Leader: Merckx

GC after Stage 1:

• Eddy Merckx: 6hr 16sec
• Jan Janssen @ 3sec
• Charly Grosskost @ 9sec
• Herman Van Springel @ 14sec
• Cyrille Guimard @ 15sec
• Mogens Frey @ 19sec
• Luis Ocaña @ 20sec
• Thomas Pettersson @ 24sec
• José-Anotnio Gonzales-Liares @ 25sec
• Joop Zoetemelk s.t.

Stage 2 : Sunday, June 28 , La Rochelle - Angers, 204 km (127 miles)

After this stage: Team Leader: Faemino GC Leader: Zilioli Points Leader: Janssen

GC after Stage 2:

• Italo Zilioli: 10hr 41min 55sec
• Eddy Merckx @ 4sec
• Jan Janssen @ 7sec
• Charly Grosskost @ 13sec
• Leo Duyndam @ 21sec
• Mogens Frey @ 23sec
• Georges Van den Berghe @ 26sec
• Herman Van Springel @ 31sec
• Cyrille Guimard @ 32sec
• Roger De Vlaeminck @ 35sec

Stage 3A : Monday, June 29 , Angers Team Time Trial, 10.8 km (6.7 miles)

Stage 3B : Monday, June 29 , Angers - Rennes, 140 km (87 miles)

After this stage: Team Leader: Faemino GC Leader: Zilioli Points Leader: Guimard

GC after Stage 3B:

• Italo Zilioli: 14hr 1min 41sec
• Jan Janssen @ 27sec
• Charly Grosskost @ 33sec
• Mogens Frey @ 43sec
• Cyrille Guimard @ 47sec
• Walter Godefroot @ 49sec
• Herman Van Springel @ 51sec
• Roger De Vlaeminck @ 55sec

Stage 4 : Tuesday, June 30 , Rennes - Lisieux, 225 km (140 miles)

Van Springel tried to take a late flier, but was just caught at the line on an uphill finish.

GC after Stage 4:

• Italo Zilioli: 19hr 28min 48sec
• Walter Godefroot @ 29sec
• Roger De Vlaeminck @ 45sec
• Herman Van Springel @ 46sec
• Thomas Pettersson @ 1min 6sec
• Raymond Poulidor s.t.
• Joop Zoetemelk @ 1min 7sec
• Luis Ocaña @ 1min 8sec

Stage 5 A : Wednesday, July 1 , Lisieux - Rouen, 94.5 km

• Walter Godefroot: 2hr 5min 2sec
• Daniel Van Rijckeghem s.t.
• Roger De Vlaeminck s.t.
• Gérard Vianen s.t.
• Jan Van Katwijk s.t.
• Evert Dolman s.t.
• Eddy Merckx s.t.
• Cyrille Guimard s.t.
• Marino Basso s.t.
• Jean Dumont s.t.

GC after Stage 5A:

• Italo Zilioli: 21hr 33min 50sec
• Walter Godefroot @ 9sec
• Roger De Vlaeminck @ 40sec

Stage 5B: Wednesday, July 1 , Rouen - Amiens, 113 km

An hour from Amien, Duyndam broke away with Spruyt on his wheel. Duyndam did all the work and Spuyt came around for the win.

GC after Stage 5B:

• Italo Zilioli: 24hr 6min 35sec

Stage 6: Thursday, July 2 , Amiens - Valenciennes, 137 km (85 miles)

The times were taken at the entrance to the velodrome where the stage finished.

General Classification at Valenciennes:

Stage 7A : Friday, July 3 , Valenciennes - Forest, 120.5 km (75 miles)

GC after Stage 7A:

• Eddy Merckx: 30hr 3min 20sec
• Walter Godefroot @ 1min 45sec
• Roger De Vlaeminck @ 1min 51sec
• Jan Janssen @ 1min 58sec
• Herman Van Springel @ 2min 22sec
• Italo Zilioli @ 2min 37sec
• Raymond Poulidor @ 2min 42sec
• Joop Zoetemelk @ 2min 43sec
• José-Antonio Gonzales-Linares @ 3min 32sec
• Luis Ocaña @ 3min 34sec

Stage 7B : Friday, July 3 , Forest Individual Time Trial, 7.25 km (4.5 miles)

General Classification after Stage 7B, Forest Time Trial

Stage 8 : Saturday, July 4 , Ciney - Felsberg, 231.5 km (144 miles)

GC after Stage 8:

• Eddy Merckx: 36hr 19min 5sec
• Walter Godefroot @ 1min 57sec
• Jan Janssen @ 2min 9sec
• Herman Van Springel @ 2min 32sec
• Joop Zoetemelk @ 2min 49sec
• Raymond Poulidor @ 3min 1sec
• Italo Zilioli @ 3min 4sec
• José-Antonio Gonzales-Linares @ 3min 29sec
• Luis Ocaña @ 3min 38sec
• Georges Pintens @ 3min 55sec

Stage 9 : Sunday, July 5 , Saarlouis - Mulhouse, 273.5 km (170 miles).

GC after Stage 9:

• Eddy Merckx: 44hr 3min22sec
• José-Anotnio Gonzales-Linares @ 3min 29sec

Stage 10 : Monday, July 6 , Belfort - Divone Les Bains, 236.5 km (147 miles)

GC after Stage 10:

• Eddy Merckx: 49hr 55min 58sec
• Joop Zoetemelk @ 2min 51sec
• Gösta Pettersson @ 7min 44sec
• Herman Van Springel @ 8min 2sec
• Raymond Poulidor @ 8min 31sec
• Italo Zilioli @ 8min 34sec
• Marinus Wagtmans @ 9min 18sec
• Francisco Galdos @ 9min 33sec
• Martin Van den Bossche @ 9min 41sec

Stage 11A: Tuesday, July 7 , Divonne les Bains Individual Time Trial, 9.3 km (5.8 miles)

After Divone Les Bains: Points: Godefroot Team: Faemino

General Classifcation after Stage 11A:

Stage 11B : Tuesday, July 7 , Divon les Baines - Thonon les Bains, 139.5 km. (87 miles)

GC after Stage 11B:

• Eddy Merckx: 53hr 49min 16sec
• Joop Zoetemelk @ 3min
• Georges Pintens @ 4min 24sec
• Gösta Pettersson @ 7min 57sec
• Herman Van Springel @ 8min 28sec
• Raymond Poulidor @ 8min 56sec
• Italo Zilioli @ 9min 14sec
• Marinus Wagtmans @ 10min 14sec
• Walter Godefroot 2 10min 19sec
• Martin Van den Bossche s.t.

Stage 12 : Wednesday, July 8 , Thonon les Bains - Grenoble, 193 km (120 miles)

After stage 12: Points: Godefroot Mountains: Merckx Team: Faemino

GC after stage 12:

Stage 13: Thursday, July 9 , Grenoble - Gap, 195.5 km (120 miles)

After this stage: GC Leader: Merckx Points: Godefroot Mountains: Gandarias Team: Faemino

GC after Stage 13:

• Eddy Merckx: 65hr 34min 51sec
• Joop Zoetemelk @ 6min 39sec
• Gösta Pettersson @ 10min 42sec
• Marinus Wagtmans @ 11min 8sec
• Herman Van Sprngel @ 12min 7sec
• Raymond Poulidor @ 12min 35sec
• Italo Zilioli @ 12min 53sec
• Francisco Galdos @ 13min 36sec
• Georges Pintens @ 13min 55sec
• Herman Van den Bossche @ 13min 58sec

Stage 14 : Friday, July 10 , Gap - Mont Ventoux , 170 km (106 miles)

After this stage: GC Leader: Merckx Points: Merckx Mountains: Merckx Team: Kas

GC after Stage 14:

• Eddy Merckx: 71hr 33min 35sec
• Joop Zoetemelk @ 9min 26sec
• Gösta Pettersson @ 12min 21sec
• Marinus Wagtmans @ 12min 29sec
• Raymond Poulidor @ 14min 6sec
• Martin Van den Bossche @ 15min 9sec
• Lucien van Impe @ 15min 12sec
• Francisco Galdos @ 15min 15sec
• Georges Pintens @ 16min 15sec
• Antoon Houbrechts @ 15min 33sec

Stage 15 : Saturday, July 11 , Carpentras - Montpellier, 144.5 km (88 miles)

GC after Stage 15:

• Eddy Merckx: 75hr 27min 33sec
• Marinus Wagtmans @ 12min 9sec
• Antoon Houbrechts @ 17min 33sec

Stage 16 : Sunday, July 12 , Montpellier - Toulouse, 257.5 km (160 miles)

After this stage: GC: Merckx Points: Godefroot Mountains: Merckx Team: Kas

GC after Stage 16:

• Eddy Merckx: 83hr 49min 48sec
• Joop zoetemelk @ 9min 26sec

Stage 17: Monday, July 13 , Toulouse - Saint Gaudens, 193 km (120 miles)

GC after Stage 17:

• Eddy Merckx: 89hr 12min 57sec

Stage 18: Tuesday, July 14 , Saint Gaudens - La Mongie, 137 km (85 miles)

After this stage: GC: Merckx Points: Merckx Mountains: Merckx Team GC: Kas

GC after Stage 18:

• Eddy Merckx: 94hr 3min 39sec
• Joop Zoetemelk @ 9min 57sec
• Gösta Pettersson @ 13min 21sec
• Marinus Wagtmans @ 14min 2sec
• Martin Van den Bossche @ 14min 52sec
• Lucien van Impe @ 15min 1sec
• Francisco Galdos @ 16min 19sec
• Raymond Poulidor @ 16min 57sec
• Antoon Houbrechts @ 18min 2sec
• Georges Pintens @ 18min 33sec

Stage 19 : Wednesday, July 15 , Bagneres de Bigorre - Mourenx, 186.6 km (116 miles)

After this stage: GC: Merckx Points: Godefroot Mountains: Merckx Team GC: Kas

GC after Stage 19:

• Eddy Merckx: 99hr 33min 31sec

Stage 20A : Thursday, July 16 , Morenx - Bordeaux, 236.5 km (147 miles)

GC after Stage 20A:

• Eddy Merckx: 106hr 3min 30sec
• Gösta Pettersson @ 13mn 21sec
• Raymond Delisle @ 18min 7sec

Stage 20B : Thursday, July 16 , Bordeaux Individual Time Trial, 8.25 km (5.12 miles)

GC after stage 20B:

• Eddy Merckx: 106hr 14min 2sec
• Joop Zoetemelk @ 10min 14sec
• Gösta Pettersson @ 13min 39sec
• Marinus Wagtmans @ 15min
• Martin Van den Bossche @ 15min 13sec
• Lucien van Impe @ 15min 30sec
• Francisco Galdos @ 17min
• Raymond Poulidor @ 17min 27sec
• Antoon Houbrechts @ 18min 19sec
• Georges Pintens @ 18min 59sec

Stage 21 : Friday, July 17 , Ruffec - Tours, 193 km (120 miles)

After this stage: Overall leader: Merckx Points: Godefroot Team: Kas

GC after Stage 21:

• Eddy Merckx: 111hr 38min 57sec

Stage 22 : Saturday, July 18 , Tours - Versailles, 241 km (150 miles)

After this stage: Overall Leader: Merckx Points: Godefroot Team: Salvarani

GC after Stage 22:

• Eddy Merckx: 118hr 22min 10sec

Stage 23 : Sunday, July 19 , Versailles - Paris Individual Time Trial, 54 km (33.5 miles)

Complete 1970 Tour de France General Classification

Full Starting Team Roster with Racing Numbers

Dirextor Sportif: Guillaume Driessens Assistant D.S. Marino Vigna

Peugeot- BP Michelin

All Peugeot team riders are French Director Sportif: Gaston Plaud Assistant D.D. Robert Naye

Fagor - Mercier - Hutchinson

Director Sportif: Louis Caput

Director Sportif: Luciano Pezzi Assistant D.S. Arnaldo Pambianco

All KAS riders are Spanish Director Sportif: Dalmacio Langarica

Willem II - Gazelle

Director Sportif: Tom Vissers Assistant D.S. Mathieu Joris

Director Sportif : Giorgio Albani Assistant D.S. Marino Fontana

Frimatic - De Gribaldy

Director Sportif: Jean De Gribaldy Assistsnt D.S.: Guy Caradec

Director Sportif: Maurice De Mauer Assistant D.S. Gerard Morin

Sonolor - Lejeune

Director Sportif: Jean Stablinski Assistant D.S. Edouard Delberghe

Mann - Grundig

All Mann-Grundig riders are Belgian Director Sportif: Frans Cools Assistant D.S. Eric Gemoets

Mars - Flandria

Director Sportif: Brik Schotte Assistant D.S. Noel Fore

Caballero - Laurens

All Caballero riders are Dutch Director Sportif: Gerrit Peters

Director Sportif: Alfredo Martini

All SCIC riders are Italian Director Sportif: Eraldo Giganti

Photos from the 1970 Tour de France:

Video of Eddy Merckx on Mt. Ventoux, stage 14

© McGann Publishing

15. Tour de France Automobile 1970

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• 54 OTTENBROS Harm
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• 56 SELS Ward (DNF #2)
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• 58 VAN DER VLEUTEN Jos
• 59 VAN KATWIJK Jan
• 60 WAGTMANS Rini
• 61 ANNI Mario
• 62 BASSO Marino
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• 64 CHIAPPANO Carlo (DNF #6)
• 65 MORI Franco
• 66 PECCHIELAN Arturo (DNF #4)
• 67 SANTAMBROGIO Giacinto
• 68 SCHUTZ Edy
• 69 TOSELLO Guerrino
• 70 VAN DEN BOSSCHE Martin
• 71 AGOSTINHO Joaquim
• 72 DELÉPINE Régis (OTL #5)
• 73 FREY Mogens
• 74 GAUTIER Pierre
• 75 GHISELLINI Pierre
• 76 GRAIN Michel (DNF #7)
• 77 GRELIN René (DNF #19)
• 78 IZIER Maurice
• 79 VIDAMENT Jean (DNF #7)
• 80 VIFIAN Bernard
• 81 BERLAND Roland
• 82 GENTY Jean-Claude (DNF #3)
• 83 GROSSKOST Charly (DNF #13)
• 84 JANSSEN Jan
• 85 LEBLANC Jean-marie
• 86 NOVAK Anatole (DNF #10)
• 87 OCAÑA Luis
• 88 SCHLECK Johny
• 89 VASSEUR Alain
• 90 VASSEUR Sylvain
• 91 ABRAHAMIAN Stéphane (DNF #5)
• 92 AIMAR Lucien
• 93 BELLONE Gilbert (DNF #23)
• 94 CATIEAU José
• 95 GUYOT Bernard (OTL #7)
• 96 HOBAN Barry (DNF #6)
• 97 RICCI Walter
• 98 RIOTTE Raymond
• 99 THEILLIÈRE Jean-Claude (OTL #7)
• 100 VAN IMPE Lucien
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• 107 REYNIERS Eddy
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• 109 VAN RYCKEGHEM Daniel
• 110 VAN SPRINGEL Herman (DNF #14)
• 111 BEUGELS Eddy
• 112 COULON Michel
• 113 DAVID Gérard
• 114 DE BOEVER Jaak
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• 148 POLIDORI Giancarlo
• 149 PORTALUPI Ambrogio (DNF #6)
• 150 ZINI Paolo (OTL #4)
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The Ligier JS2s, starred in the 1973 and 1974 Tour de France automobile!

On 30th April 2022 after five days of events, the 2022 Tour Auto on which Ligier left its mark finished in the Principality of Andorra! The #251 Ligier JS2 driven by Mister John of B and Le Commandeur clinched victory in the overall classification in Group H-I. The little French car in its 1975 Le Mans configuration powered by a Cosworth engine scored a win by a short head from Porsche and Ferrari. It was particularly at home in the circuit races. This success recalled the 1973 and 1974 Tour Autos in which the Ligier JS2s clinched their first memorable titles!  

In that era, the Tour Auto was still called the Tour de France automobile. This race more than a century old comprised rally and circuit events, an ideal combination for the Ligier JS2, the brand's new GT which reconnected with the constructor's original project, a series production car! After being unveiled at the 1970 Paris Motor Show, the JS2 designed by Michel Têtu and derived from its predecessor, the JS1, made its real debut in 1972 as in the meantime Ford, which was supposed to supply the engine, had let down the French constructor.  And now it was with the V6 Maserati engine which powered the Citroën SMs that the JS2 intended to take the fight to its rivals. Unfortunately, the sales of the car didn't take off and as the figure of 500 units was not achieved for the car to race in the right category, the GT group, the JS2 was put in the 3-litre prototype class.  Thus, it was unable to fight on a level playing field with the competitors in this category and its first season ended without much success.

Revamps and innovations

But the JS2 had to shine in racing to stimulate the desire of sports car enthusiasts. As Michel Têtu had left, Guy Ligier put his trust in a young engineer just out of university, Michel Beaujon. He immediately got down to tweaking the JS2 to prepare it for the 1973 Tour de France automobile and the 24 Hours of Le Mans, the blue riband events of the era. Beaujon explains:”Major mechanical modifications were made to the car for the 1973 season. We also lightened it a lot and worked on its aerodynamics by giving it a rear wing inspired by an inverted airplane wing profile. It was a first on this type of car! We carried out tests between Boin and Feurs in the Loire department on a long straight road for many kilometers. We arrived around 10pm in the evening and tackled the straight in one direction and then in the other.

“We also did night testing in the mountains in the Bourbonnais region. Guy said that we'd see the headlights of other cars that might be coming against us. It was a very different era!”

1973: the JS2s first headline-making performances

In September, the newly-modified Ligier JS2 tackled the Tour de France automobile. Three JS2s were at the start, but by the end of the second leg only two were still in the running, #114 driven by Gérard Larrousse and Christian Delferrier and #115 in the hands of Guy Chasseuil and Christian Baron.”In the first leg on the Charade circuit,” remembers Beaujon,” an incident heavily penalised #115. The rubber bag tanks located in the wings containing the fuel, as required by the regs, split in two! Guy Chasseuil was swimming in petrol. It could have ended in disaster!”  While the two Ligiers won 14 of the 17 special stages in this edition (11 for #115 and 3 for #111), #114 was forced to retire and #115 was never able to make up the time lost. It finished tenth overall. But throughout the whole event the two cars gave their immediate rivals the Lancias and Porsches a great run for their money and they made a big impact.

1974: The Ligiers' revenge!

In 1974, the Tour de France automobile public discovered the JS2 in its new metallic blue livery. It was goodbye to its previous sponsor BP's bright yellow and welcome to the Total colours! The modifications made to the JS2 were not confined to its livery as Beaujon and his team continued to work on the car. The front and the rear wing were remodeled which improved the car's roadholding. The engine too was more powerful. These improvements left their rivals very little chance. The JS2's new crews were out of the top drawer! In #139 Larrousse-Nicolas-Rives and the duo Darniche-Jaubert  in #140 made the sparks fly. The Ligiers took their revenge on the Lancias and Porsches by scoring a magnificent double.

Unfortunately, this victory had little effect on the sales. The major reasons were the new speed limits and the consequences of the first petroleum shock, which put off potential sports car buyers. So the JS2 remained stuck in the prototype category.

Despite this handicap, the French GT continued its racing career and powered by a V8 Ford Cosworth, it scored one of its best sporting results a year later. Citroën had just been bought by Peugeot, which stopped the production of the SMs and the V6 Maserati in 1974. In 1975, Ligier went back to the original engine supplier which, this time, agreed to share its engine with the small French team. Although the Tour de France automobile was no longer on the calendar there was still the 24 Hours of Le Mans. The no. 6 JS2 driven by Chasseuil and Lafosse just missed out on victory and finished second. But this podium was its swansong. Not until the end of 2018 did another GT bearing the Ligier name see the light of day, the Ligier JS2 R - powered by Ford!

Matra Simca MS650

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