François Cevert

François Cevert

Nation:	France
Automobile world championship
First start:	1970 Dutch Grand Prix
Last start:	1973 Canadian Grand Prix
Constructors
1970  March ; 1971-1973  Tyrrell
statistics
World Cup balance:	World Cup third ( 1971 )
Starts Victories Poles SR 46 1 - -
World Cup points :	89
Podiums :	13
Leadership laps :	125 over 539 km

François Albert Cevert [ fʀɑswa səvɛʁ ] (* 25. February 1944 in Paris ; † 6. October 1973 in Watkins Glen , New York , USA ) was a French racing driver who primarily at single-seater - and sports car races participated. Cevert was French Formula 3 champion and won a run in the Formula 1 World Championship. At the beginning of the 1970s, he was regarded as the French hope in international motorsport. His fellow racing drivers saw him as a future Formula 1 world champion. Apart from its sporting successes, the attractive Cevert also received public attention through its social life. Cevert died in an accident while training for the 1973 US Grand Prix .

Family and personal life

François Cevert's parents were Charles Goldenberg (1901–1985) and Huguette Cevert. Goldenberg was born in Ukraine and has lived in France since 1907. In 1921 he opened a fashion jewelry store in Montmartre and became a wealthy Parisian jeweler in the 1930s . François Cevert's mother came from Vaudelnay near Saumur ( Maine-et-Loire ). Charles Goldenberg and Huguette Cevert were not married to each other. Goldenberg, who was Jewish, feared disadvantages for his partner and their children in the event of marriage, who were given the mother's surname to protect them from persecution. François Cevert had a sister (Jacqueline, born 1947) and two brothers (Elie and Charles). In 1968 Jacqueline married the French racing driver Jean-Pierre Beltoise , with whom François Cevert had a long friendship. Both drove against each other in Formula 1 and formed a team in sports car races in 1973. Anthony Beltoise , the son of Jean-Pierre, is his nephew.

François Cevert grew up in the bourgeois Paris suburb of Neuilly-sur-Seine . After completing school he did military service in Germany from November 1964 to April 1966 with a cavalry regiment stationed in Weingarten .

Cevert was considered to be exceptionally handsome. By Jo Schlesser the question Ceverts pharmacist is handed down: "He is to me also give the tablets to make the so-blue eyes, so that I achieve the same effect with girls like you." Cevert surrounded himself temporarily with celebrities from show business as Brigitte Bardot and Françoise Hardy . Since the late 1960s, the press has been reporting on Cevert not only from a sporting point of view, but also from a social point of view. Magazines such as Paris Match detailed Cevert's personal life. In the media he was occasionally referred to as "the French James Dean " and was nicknamed "Le Prince" (the prince).

François Cevert was not married, but had been in a committed relationship since the 1960s.

He was buried in Vaudelnay, his mother's birthplace.

Motorsport

Overview of the development

Cevert has been interested in automobiles and motorsport since he was a child. He has been driving his father's cars since he was 13, and took his driving test three days before his 18th birthday. In 1963 he took part in a motorcycle race in Montlhéry with Jean-Pierre Beltoise . The following year he registered for the Coupe des Provinces , an automobile race advertised for Lotus Seven drivers. Cevert's father, who had business relations with the organizer of the race, prevented his son, who was still underage at the time, from taking part.

Immediately after his discharge from military service, Cevert began training as an automobile racing driver at a private school. After graduating, his career began in the French Formula 3 championship , which he won in 1968. This success opened the way for Cevert to the Formula 2 European Championship . From 1969 to 1973 he competed regularly in this series. He won individual races, but not the championship. From 1970 Cevert had a Formula 1 works contract for the British Tyrrell team. Here he contested 46 races, achieved one victory and twelve other podium finishes. In three and a half years he achieved 89 world championship points. In addition, Cevert started regularly in sports car races from 1970 to 1973; here he drove for the factory team of Matra .

Jackie Stewart

François Cevert's mentor: Jackie Stewart

Of central importance to Cevert's motorsport career was Jackie Stewart , from 1970 to 1973 his teammate in Ken Tyrrell's Formula 1 team . Stewart had known Cevert since the 1969 Grand Prix de Reims , a Formula 2 race in which Cevert had overtaken him from first place by overtaking him in the last corner. Stewart advocated the decision to fill a Tyrrell cockpit for Cevert. He subsequently became a mentor and teacher of Cevert. Both were also close friends.

Stewart taught Cevert the peculiarities of individual racetracks as well as details of the chassis tuning during the joint Formula 1 time. In Cevert's first Formula 1 race, Stewart drove in front of Cevert in practice and showed him the places where he should be careful by drifting slightly. For three years, Cevert was Jackie Stewart's junior partner. In the French media, Cevert was sometimes referred to as his emulator ("émule"). From the summer of 1973 a role change was planned. At this time Stewart decided to end his driving career at the end of the 1973 season. Ken Tyrrell selected Cevert to lead his team from 1974 . Stewart, who thought Cevert was mature in terms of driving, supported Ken Tyrrell in this decision.

Cevert publicly confirmed its close ties with Stewart on several occasions. On the occasion of his victory at the US Grand Prix in 1971 , he declared: “Stewart did more for me than a brother.” Looking back, Stewart also considers his relationship with Cevert to be “unique”: “It was more than just a friendship. There has never been a connection like ours again in Formula 1. We shared everything with each other. "

The individual stations in motorsport

Shell valance

After completing his military service, Cevert, who was now of legal age, enrolled at the École de Pilotage Winfield in Magny Cours for a racing driver course. The course lasted from April to October 1966. His instructor was the Italian amateur racing driver Renato "Tico" Martini , who ran a racing car workshop ( Automobiles Martini ) in Magny Cours . Cevert earned the money necessary for the course as a representative. The training was carried out on a standard chassis from the British designer Merlyn . At the end of the training, the Winfield School, together with the French branch of the mineral oil company Shell, organized an elimination race among all students, which had been held since 1963 and was called Shell Volant . Shell financed the winner a Formula 3 cockpit for the coming season. Cevert won the Shell Volant in October 1966; he prevailed against Patrick Depailler , among others .

Formula 3

1967: initial successes

In its first year, Cevert had to compete without direct support from a racing car manufacturer. While Patrick Depailler, whom he had beaten at Shell Volant , received a driver's contract with the French racing and sports car manufacturer Alpine for 1967 , Cevert competed as a private driver for the École Pilotage Winfield team. Like Depailler, he drove a current Alpine.

The French Formula 3 season in 1967 was dominated by the Matra factory team, whose drivers Henri Pescarolo and Jean-Pierre Jaussaud won a total of eleven races and won the championship and the runner-up. François Cevert could do little to counter this. In addition to the lack of racing experience, which he openly admitted to journalists over the course of the season, he suffered from the technical defects of his car. In the opinion of observers, the Alpine was inferior to the contemporary competition vehicles from Matra in terms of construction. In addition, Alpine four-cylinder engines, which were derived from the Renault 8 and were prepared in a private workshop called Moteur Moderne in Paris , produced around 20 hp less than the Ford engines of the competing teams , which were looked after by Cosworth or Holbay in Great Britain.

Cevert did not qualify for the first two Formula 3 races of the French championship in 1967 in Pau and Montjuïc . He achieved his first qualification at the Raymond Sommer Challenge in Montlhéry; here he finished eighth in the factory Matra, one lap behind Jean-Pierre Jaussaud. A week later he was seventh at the Grand Prix Nivernais in Magny Cours. At the following events in Dijon , Montlhéry and on the Bugatti circuit , he had to fail for technical reasons , and he suffered an accident in Rouen . Only at the Grand Prix de la Ville de Nevers in Magny Cours, which was held in July 1967, Cevert came back to the finish. Here he was fourth behind the two Matra works drivers and the private competitor Jean-Pierre Cassegrain , who used a Brabham BT21 . Cevert repeated this result four weeks later at the Grand Prix de Nogaro . In October he finally finished fifth at the Coupe du Salon in Montlhéry.

1968: title win

Formula 3 racing car from Tecno

In 1968, Cevert continued his Formula 3 involvement in the French series. He entered that year as a private driver under his own name, because at the end of the 1967 season the support from the Winfield Racing School, which was limited to one year, was no longer available. Cevert's motorsport commitment was now financed by the French fire extinguisher manufacturer Sicli , whose owner was a neighbor of his parents. The connection to Sicli was made possible by the decision of the motorsport supervisory authority CSI to allow advertising on racing cars ( sponsorship ) in monopostos from 1968 : In return for financing the car, Sicli advertised its products on the side panels .

As an emergency vehicle, Cevert chose a model from the Italian racing car manufacturer Tecno , which also equipped numerous competitors in the French Formula 3 championship - including Ronnie Peterson , Jean-Pierre Jaussaud and François Mazet . A four-cylinder Cosworth engine served as the drive.

The delivery of Cevert's car was delayed until May 1968. In the first Formula 3 race of the year in Nogaro, Cevert therefore used an Alpine A280 , an obsolete racing car that had already been built in 1966. He didn't finish with him. He also registered with this car for the following three races, but did not compete.

Cevert took over his Tecno 68 on the morning of May 11, 1968 in Bologna . He then transported the car himself to Montlhéry, where the XIII. Prix ​​de Paris was held. Cevert showed up in time to take part in Sunday's timed practice. With the Tecno, which has not yet been tested, he qualified for 18th place on the grid. In the first three laps, eleven pre-placed pilots were canceled due to accidents or technical defects. After overtaking five other drivers, Cevert was in second place at the end of the fourth lap. On the next lap he overtook his rival Patrick Depailler and took first place with the new Tecno, which he defended until the end of the race. It was Cevert's first victory in a Formula 3 race. This was followed by further victories in La Châtre , Jarama , Nogaro and Albi as well as three second and two third places and a fourth and fifth place each.

The championship developed into a duel between Cevert and the Matra works driver Jean-Pierre Jabouille in the summer of 1968 . The decision was not made until the last race on October 21, 1968 at the Coupe Internationale de Vitesse in Albi. Before the race, Cevert missed the technical inspection because his Tecno was initially not ready to drive due to a defective fuse. With the consent of all competitors, however, it was subsequently approved. Starting from the second row, he took the lead over Jabouille on the second lap, which he held until the end of the race. Cevert won with a lead of four seconds over Jabouille and at the same time won the French Formula 3 championship in 1968. He had scored 81.9 points, his competitor Jabouille 79.8.

Formula 2

1969: First work contract

The scene of François Cevert's first Formula 2 victory: the Circuit de Reims-Gueux

For the 1969 season , Tecno founded a Formula 2 works team with financial support from Shell and hired Cevert and Nanni Galli as works drivers. In some races, Clay Regazzoni was the third driver after his previous team, Scuderia Ferrari , had ended its Formula 2 involvement at short notice. The team used Tecno 68 vehicles , “simply constructed” racing cars that had been developed in 1968 and had clear similarities to Tecno's Formula 3 car. A four-cylinder FVA engine from Cosworth served as the drive. Cevert's vehicle had chassis number T00 306 and had been driven by Clay Regazzoni in several races in the fall of 1968.

Cevert competed in six of the seven championship races of the year. He finished in every race. His best result in a championship run was third place at the Gran Premio del Mediterraneo in Enna, Sicily .

Cevert achieved the greatest success of that year on June 29, 1969 at the Grand Prix de Reims . The race did not have championship status, but received numerous reports from international pilots who appreciated the demanding traditional course of Reims-Gueux , which opened in 1925 . In Reims, therefore, established Formula 1 drivers such as Jackie Stewart , Jochen Rindt , Jo Siffert and Graham Hill competed alongside the Formula 2 drivers . They were so-called graded drivers who were allowed to take part in Formula 2 races but did not receive any championship points. In Reims, Cevert started the 35-lap race from the third row on the grid. In the 10th lap he was in eighth place, in the 20th lap in sixth place. On the final lap, Stewart was ahead of Cevert; the two and the five following drivers were within a time window of one and a half seconds. At the exit of the last bend, Cevert overtook the previous leader with a “royal sprint” and was the first to cross the finish line with a lead of a tenth of a second. It was through this race that Jackie Stewart and his team principal Ken Tyrrell first became aware of Cevert.

On August 3, 1969, Cevert made his Formula 1 debut. The occasion was the German Grand Prix at the Nürburgring , which was advertised for both Formula 1 and Formula 2 cars. Both classes drove at the same time, but were rated separately. The Formula 2 drivers therefore did not receive any points for the Formula 1 World Championship. 28 pilots registered for this event, including eleven Formula 2 drivers. One of them was Cevert, who used his Formula 2 Tecno here. He qualified with a gap of 31.8 seconds on the pole sitter Jackie Ickx (Brabham) for starting position 14; He was the third best Formula 2 driver. In the race he retired after 10 laps due to a gearbox defect.

In total, Cevert scored 21 championship points. He finished third in the drivers' standings behind Matra works driver Johnny Servoz-Gavin (37 points) and Hubert Hahne (28 points), who competed with a Lola for BMW Motorsport .

1970: Falling performance

Tecno T70

In spring 1970 Cevert switched to Formula 1. Regardless of this, he also took part in all eight Formula 2 championship races for Tecno that year; in addition, he contested two Formula 2 races that did not have championship status. In each of the races, Cevert drove the Tecno 70 , which was a further development of the previous year's model. His partner in the Tecno factory team was Clay Regazzoni from Ticino , who used last year's Tecno 69 until early summer.

Cevert finished the Formula 2 championship of 1970 in sixth place. He only got nine points, while Regazzoni won the championship by a clear margin over the competition. Cevert only crossed the finish line three times in ten races; It was canceled seven times due to a technical defect or an accident. His best result was third place in the Tulln-Langenlebarn airfield race near Vienna . Here he crossed the finish line 30 seconds behind the winner, Jackie Ickx , who drove for BMW Motorsport.

1971: disappointed title hopes

Parallel to his commitment for Tyrrell, Cevert again took part in the Formula 2 championship in 1971 . He drove again for the Tecno works team, which was now supported by Elf. His teammate was Patrick Depailler. This year he was still eligible for points regardless of his Formula 1 involvement in this series. The French media saw Cevert as one of the contenders for the championship title at the start of the season, a role that corresponded to his self-image.

Cevert's expectations were not fulfilled. He contested ten of eleven championship races and two non-championship races, but could only score points in the first three races of the championship. He won the first race of the year, the Germany Trophy at the Hockenheimring and a month later the International Eifel Race at the Nürburgring, and he came fourth in the Jochen Rindt Memorial Trophy at the Thruxton Circuit in Andover . He scored another victory in the spring at the Gran Premio Madunina in Vallelunga , which however did not have championship status. As of May, Cevert was no longer in the points. With the beginning of summer, technical failures increased, the cause of which Cevert saw primarily in Tecno. In particular, the Ford engine prepared in Italy suffered several defects. Cevert won the first run of the Mantorp Trophy in the Swedish Mantorp Park ; however, he was unable to compete in the second run due to valve damage, so that he was not classified in the overall standings of the race. The Gran Premio di Roma in October 1971 in Vallelunga was similar .

Cevert finished the 1971 Formula 2 season with 22 points in fifth place overall, his teammate Depailler was not classified without points.

1972: Graded Driver

In 1972, Cevert was a graded driver who was able to take part in the Formula 2 championship races, but did not receive any championship points. Cevert contested five championship races in Formula 2 in the first half of the year, after which he concentrated on Formula 1. The vehicle used was a March 722 with a Ford BDA engine, which was prepared by Hart Racing Engines ; his team was called Elf Coombs Racing and was led by John Coombs. Cevert finished second behind Ronnie Peterson at the Jochen Rindt Memorial Trophy in Thruxton, and he finished fifth in the London Trophy at Crystal Palace .

1973: just one race

1973 Cevert only contested one Formula 2 race. In May of that year he competed for Elf Coombs Racing as one of three Graded Drivers at the traditional Grand Prix de Pau . The emergency vehicle was an Elf F2 , i. H. an Alpine A367 , which was equipped with a BWM engine instead of the usual Renault engine. Cevert finished second in the second run and won the final ahead of Jean-Pierre Jarier in the works March .

formula 1

Cevert's team boss in Formula 1: Ken Tyrrell

From 1970 Cevert participated in the Formula 1 world championship in addition to Formula 2. He started exclusively for the Tyrrell Racing Organization , which was founded in 1960 and has been involved in Grand Prix racing since 1968 (initially with a Matra chassis). Cevert contested 46 world championship runs for Tyrrell, scored 89 points and won one race.

Tyrrell had won the Formula 1 World Championship in 1969 with Jackie Stewart and began the 1970 season with Stewart and Johnny Servoz-Gavin. Both drivers used a March 701 . Servoz-Gavin played the first three world championship races for the British team. He missed qualifying at the Monaco Grand Prix . It was the first non-qualification in the history of the Tyrrell team. After this event, Servoz-Gavin ended his active driving career for health reasons. In May 1970 he stated that he had felt anxious at some races and that he no longer saw himself in a position to drive risky. Ken Tyrrell, who did not want to reoccupy Servoz-Gavin's cockpit with a "Bloody Frenchman" (Tyrrell), first negotiated with Brian Redman . Tyrrell's main sponsor, the mineral oil company Elf , spoke out in favor of Cevert, although the Frenchman was tied to rival Motul in Formula 2 and to Shell in the sports car sector. Jackie Stewart as well as Jack Brabham and Jean-Pierre Beltoise supported this proposal. Ken Tyrrell, who had been giving young drivers a chance since the 1960s and who later received the reputation of “talent scout”, then decided on Cevert, whose successor was initially planned to be Gerry Birrell .

1970: the beginning

François Cevert's first Formula 1 car: The March 701 of the Tyrrell Racing Organization

Tyrrell's decision to sign Cevert was made in May 1970. The next race, in which Johnny Servoz-Gavin no longer took part, was the Belgian Grand Prix at Spa-Francorchamps . Ken Tyrrell decided not to register Cevert as a new driver for this race because he thought the long course in the Ardennes was too difficult and too risky to be expected of a beginner. The team therefore only appeared in Spa with one, namely Stewart's car.

Cevert made his debut on June 21, 1970 at the Dutch Grand Prix at Zandvoort in Tyrrells March 701/7. In his first Formula 1 world championship run, he qualified for 15th place on the grid. He started ahead of Jo Siffert , Dan Gurney and the two-time world champion Graham Hill . In the race in which Piers Courage had a fatal accident and which Jochen Rindt won, Cevert retired early after 30 laps due to an engine failure.

Cevert drove for eight other Grand Prix races for Tyrrell in 1970. In his second race, the French Grand Prix , on the Circuit de Charade in Clermont-Ferrand , known as the “small Nürburgring” , he crossed the line for the first time; he finished eleventh, one lap behind the winner, Jochen Rindt. In 1970, Cevert crossed the finish line six times. His best result was sixth place at the Italian Grand Prix , with which he earned his first world championship point. At the end of the year, Cevert took 22nd place with one point in the drivers' championship.

1971: a victory

1971 also for the first time for Cevert: Tyrrell's own racing car (002)

In 1971 , Cevert stayed with Tyrrell. The British team no longer competed with customer vehicles, but instead used race cars they had designed themselves for both drivers. Cevert drove the Tyrrell 002 , which, apart from minor improvements in detail, was technically identical to the Tyrrell 001 that Jackie Stewart had driven last year . Cevert and Stewart again received eight-cylinder engines from Cosworth. The DFV engines were the most popular engines of the year, but not all engines were of the same performance level. Most DFV engines made around 435 hp; on the other hand, both Tyrrell drivers had specially revised versions available that delivered 10 to 15 hp more.

In the first four world championship runs in 1971, Cevert failed three times; only on the Spanish Circuit de Montjuïc did he finish seventh. In France, however, a Tyrrell dominance began, in which Cevert was also involved. Stewart started the race from pole position on the Circuit Paul Ricard , Cevert started from seventh place. On the 28th lap, after a few overtaking maneuvers and several rivals retired, Cevert took second place behind Stewart, which he held until the end of the race. Four weeks later in Germany both Tyrrell crossed the finish line again in first and second place.

Cevert reached the peak of his career by winning the US Grand Prix at Watkins Glen . Cevert qualified for fifth on the grid, half a second behind pole driver Stewart. After the first lap of the race he was in third place and formed the leading trio with Stewart and Denis Hulme ( McLaren ), which was expanded a few laps later to include Jackie Ickx (Ferrari). After Stewart's Tyrrell had technical problems, Cevert took the lead on lap 14, which he held until the end of the race. In the course of the event he continued to distance himself from the pursuers; In the end, his lead over second-placed Jo Siffert (BRM) was more than 40 seconds. Cevert's success was the first French win in a Formula 1 world championship run since Maurice Trintignant won the 1958 Monaco Grand Prix . Cevert received $ 50,000 in prize money that he shared with Ken Tyrrell.

Tyrrell won the driver's title in 1971 (Stewart ahead of the March works driver Ronnie Peterson ) and also the constructors' championship with 73 points. François Cevert contributed 26 of them, placing him third in the drivers' championship.

1972: Stewart's junior partner again

1972 was a difficult year for Cevert. He stayed with Tyrrell and still drove the model 002, constructed in 1970, which was technically inferior to the tried and tested Type 72 from Team Lotus , which was continuously developed into the D version .

In his third Formula 1 season, Cevert was unable to match the results of the previous year. On Ken Tyrrell's advice, Cevert ended his previous involvement in Formula 2 in the spring of 1972 in order to concentrate entirely on the Formula 1 World Championship. An immediate improvement in performance did not follow from this, however, so Cevert "began to doubt himself." In the summer of 1972. In the final classification, he fell back to sixth place in the driver standings, while his teammate Stewart runner-up behind the Lotus factory driver Emerson Fittipaldi was .

In the first four races of the year Cevert did not make it into the points. It wasn't until the Belgian Grand Prix , which Stewart had to skip because of a stomach ulcer , that he scored points for the first time. He finished second behind Fittipaldi. Fourth place in the subsequent race in France was followed by five races in which Cevert again did not see the points. The Grand Prix of Austria in 1972 was the low point of view Ceverts: He went from 20th on the grid; his qualifying time was one second slower than in the previous year's race , in which he qualified for third place on the grid at the same point and with identical material. He finished the race one lap behind in ninth place. In addition to a few driving errors, Cevert's poor performance was also due to the Tyrrell 002, the suspension of which was problematic and made driving behavior difficult to predict on some courses. Only the US Grand Prix brought a successful positioning again: Cevert finished second in the last race of the year and, together with Stewart, clinched the only double victory of the year for Tyrrell. In total, Cevert achieved 15 world championship points this season.

1973: Future number 1

François Cevert in a Tyrrell 006 (No. 6) behind Carlos Pace, Jackie Stewart in a Tyrrell 005 and Ronnie Peterson at the 1973 Dutch Grand Prix

1973 Cevert was again junior partner at Tyrrell Stewarts, who won his third world title that year. That year, Cevert also drove regularly in sports car races, but only contested one Formula 2 race. In 1973 he raced the first copy of the Tyrrell 006 built in late autumn 1972 , which was largely identical to Stewart's 005 .

Cevert lived up to Stewart and Tyrrell's expectations. He finished six world championship races in 1973 in second place; in Monaco , the Netherlands and Germany he ran behind Stewart and secured his team three double victories. Cevert was as quick as his teammate in many races this season but avoided overtaking Stewart on the track. At the Nürburgring, according to Stewart, Cevert was clearly the faster of the two Tyrrell drivers, and Stewart was convinced that Cevert should have won the race. After the award ceremony, Stewart told the press that Cevert was the actual winner of the German Grand Prix: Cevert could have overtaken him in the race if he had wanted to.

Before the two North American races that closed the season, Cevert's team-mate Stewart was already established as Formula 1 world champion, and Cevert was fourth in the interim standings. In order to win not only the driver's but also the constructor's title, Tyrrell used a third car for Chris Amon for these races . In Canada , Cevert started the race from sixth, three places ahead of Stewart. On lap 33, Cevert, lying in fourth position, was pushed off the slope by Jody Scheckter . Both pilots dropped out. Their cars were badly damaged, but the drivers were unharmed. During training for the subsequent US Grand Prix , Cevert had a fatal accident (see the section on accidental death in Watkins Glen for details ). Ken Tyrrell wanted his drivers Stewart and Amon to take part in the race regardless of the accident; Jackie Stewart's wife Helen caused the team manager and the drivers to refrain from starting. Jackie Stewart ended his driving career after 99 Grand Prix; he often referred to the 1973 US Grand Prix as "his last Grand Prix he did not drive". Cevert's brother-in-law Jean-Pierre Beltoise, who was under contract with Niki Lauda in the BRM factory team, started. He finished the race that Ronnie Peterson won, one lap behind, in ninth place.

At the end of the season, Cevert was fourth in the drivers' standings with 47 points. Tyrrell started the 1974 Formula 1 season with an entirely new pair of drivers (Scheckter and Depailler).

Sports car racing

From 1970 Cevert took part in the sports car world championship as a works driver for Matra . He also drove the Le Mans 24-hour races in 1970 , 1972 and 1973 .

1970

In the 1970 sports car world championship, Cevert formed a team with 44-year-old Jack Brabham . The second factory Matra was driven by Jean-Pierre Beltoise and Henri Pescarolo. Matra used Beltoise and Pescarolo with the aim of winning the World Cup; Cevert and Brabham should second.

Cevert made his first racing appearance at the Daytona 24-hour race in 1970 , where he and Jack Brabham finished tenth in the overall standings on a Matra MS650 . Six weeks later he finished the 12-hour race at Sebring in twelfth overall. This time the American Dan Gurney was his team partner. After a race time of twelve hours, the duo had a backlog of 35 laps on the winners Ignazio Giunti , Nino Vaccarella and Mario Andretti , the one plant - Ferrari 512 drove.

The third outing of the year, at the Le Mans 24-hour race , ended after seven hours of driving due to an engine failure on the Matra 12-cylinder engine. At the time of the failure - here again the three-time Formula 1 world champion Jack Brabham was the teammate - the MS650 was in seventh place in the overall ranking.

The first victory in a sports car achieved Cevert on October 18, 1970 at the 1000 km race of Paris in Montlhéry , a race without championship status, in which he competed with Jack Brabham for Matra Sports. Starting the race from third place on the grid, the drivers overtook their team-mates Beltoise and Pescarolo, who had started from pole position, in the course of the event and were the first to cross the finish line after almost six hours. They were three laps ahead of the runner-up.

1972

In 1972, Cevert's sports car involvement was limited to a deployment in the Le Mans 24-hour race . Matra competed here with four works cars. The pairings François Cevert / Howden Ganley , Jean-Pierre Beltoise / Chris Amon and Henri Pescarolo / Graham Hill each drove an MS670 , Pescarolo and Hill using a version with a short tail, while Cevert and Ganley used a long tail version. Jean-Pierre Jabouille and David Hobbs have been reported using an older MS660C. Cevert and Ganley started the race from pole position. Beltoise and Amon dropped out after just one lap, Jabouille and Hobbs after 278 laps. The two remaining Matra were at the front of the field for a long time. However, Cevert and Ganley had to make a long pit stop, so that they fell far behind their teammates. Pescarolo and Hill won the race by 11 laps over Cevert and Ganley, who finished second. It was Cevert's only finish in an endurance race at Le Mans.

1973

Cevert in the Matra MS670 at the 1000 km race at the Nürburgring in 1973

In the 1973 sports car world championship , Cevert formed a team with his brother-in-law Jean-Pierre Beltoise. Both drove for Matra at the factory. In the 6-hour race in Vallelunga , Beltoise and Cevert started from the front row, but did not cross the finish line due to an engine failure. At the subsequent 1000 km race in Dijon , Beltoise and Cevert achieved pole position in qualifying. Cevert drove the first section, but had to pit after two laps because he had forgotten his hearing protection. The stop took a minute. He drove two more laps and then stopped again to adjust the rear wing. As the race progressed, there was a dispute between Cevert and Beltoise; Cevert accused Beltoise of having changed wing settings without his knowledge. Cevert left before the end of the race; Beltoise finally drove the Matra MS670B to third place. At 1000 km race at Monza Beltoise and Cevert were again on pole position; they finished the race in eleventh place. At the 1000 km race on the Nürburgring , the Cevert / Beltoise who had started from first place dropped out on the twelfth lap with engine failure. At the Österreichring they finished second again. Matra won the championship of the year.

CanAm series

In 1972 Cevert contested seven races in the North American CanAm series . He started for the Young American Racing team and drove a McLaren M8F , which was powered by an eight-cylinder Chevrolet engine. The 800 hp vehicle was the most powerful racing car that Cevert drove in his career. His teammate was Gregg Young , the co-owner of the racing team.

Cevert's first race was the CanAm Road Atlanta , which was held in July 1972 at the Road Atlanta Circuit in Braselton . He qualified for fourth place on the grid. In the race he covered 20 laps; then it failed due to a camshaft defect . In the subsequent race at Watkins Glen, Cevert came in third behind Denny Hulme and Peter Revson , who both drove for the McLaren works team , and four weeks later he was second at Elkhart Lake . In September 1972, Cevert finally won the race at Donnybrook Speedway .

In the overall standings, Cevert was the best European racing driver with 59 points in fifth place.

Other Events

For the 1969 Tour de France for automobiles , Scuderia Sofar announced an Alfa Romeo T33 for François Cevert. However, the team did not appear at the event; the report was withdrawn before the start of the race.

In January 1972, Cevert took part in the Rallye Infernal with an Alpine A110 , a rally raid event in Crépy-en-Valois that was part of the French rally championship. Before the end of the rally he went off the track and was not classified.

Accidental death in Watkins Glen

Itinerary of the Watkins Glen International course

During the third training session for the US Grand Prix on October 6, 1973 in Watkins Glen, Cevert had a fatal accident when he raced against the right guardrails of the Esses curve at 11:54 a.m. at around 150 mph . The Tyrrell Ford spun, overturned several times, and slid headlong along the guardrail opposite. The car was slashed at the driver's chest height, François Cevert had no chance of survival and succumbed to his injuries before the emergency services arrived. The training was not canceled. Jackie Stewart, who did not start in the race the next day, later said, "They (the rescue workers) left him because he was clearly dead". Was Cevert by Roger Williamson the second Formula 1 pilot who was killed in 1973, and by then 23 driver of a Formula 1 race in the context - even when training or racing - was killed .

The cause of the accident was never conclusively clarified. BRM works driver Niki Lauda attributed the incident to a driving error by Cevert. Three years after the race, he analyzed the fatal accident to the effect that Cevert had been too far out in the Esses curve due to excessive speed. His car hit the curbs . As a result, it hit the right side of the road and touched the guardrails there, whereupon it rolled over several times. In the rollover, the car hit the guardrails opposite at an angle of 90 degrees. There the car was torn open in the middle.

Cevert's teammate and friend Jackie Stewart did not comment on the accident. Four decades after Cevert's death, he referred to the difficulty of the Esses curve and indicated that he and Cevert had repeatedly controversially discussed whether the curve was too low in fourth gear - according to Stewart - or high in third gear drive.

Awards

In 1973 François Cevert was posthumously elected “ Champion des champions ” (comparable to the German athlete of the year ) by the sports newspaper L'Équipe in France .

Others

Cevert's helmet design

At the 2013 Monaco Grand Prix , Toro Rosso pilot Jean-Éric Vergne wore a helmet with a design reminiscent of François Cevert's helmet. He understood this as a “tribute to a rather special French racing driver”.

Some institutions in France are named after François Cevert, including the Ecully vocational school . In Angers , Le Mans , Linas and La Roche-sur-Yon there are roads that carry Ceverts name, and in Vaison-la-Romaine is a Place François Cevert.

The music video for Robbie Williams ' song Supreme (2000) shows racing scenes by Jackie Stewart and François Cevert from the early 1970s.

The descriptions of his experiences in racing were published posthumously by his co-author Jean-Claude Hallé in 1974 at J'ai lu under the title François Cevert - "La mort dans mon contrat" (François Cevert - "Death in my contract") .

Quotes about François Cevert

"If ever a French driver becomes Formula 1 world champion, it is François Cevert."

- Jean-Pierre Beltoise (June 1970)

“François Cevert was very elegant, had big blue eyes and the female fans loved him. But that only impressed my wife. For me he was simply the upcoming champion. He had the talent for it. "

- Ken Tyrrell

"Cevert adored Stewart, and Jackie considered him his natural successor."

- Ken Tyrrell (October 1981)

"For me, François Cevert embodies the Belle Epôque of Formula 1."

- Jean-Éric Vergne (May 2013)

statistics

Statistics in the automobile world championship

Grand Prix victories

• 1971:  USA  ( Watkins Glen )

general overview

season	team	chassis	engine	run	Victories	Second	Third	Poles	nice Race laps	Points	WM-Pos.
1970	Tyrrell Racing Organization	March 701	Cosworth DFV V8	9	-	-	-	-	-	1	22nd
1971	Eleven Team Tyrrell	Tyrrell 002	Cosworth DFV V8	11	1	2	1	-	-	26th	3.
1972	Eleven Team Tyrrell	Tyrrell 002	Cosworth DFV V8	10	-	1	-	-	-	15th	6th
		Tyrrell 006	Cosworth DFV V8	2	-	1	-	-	-
1973	Eleven Team Tyrrell	Tyrrell 006	Cosworth DFV V8	13	-	6th	1	-	-	47	4th
		Tyrrell 005	Cosworth DFV V8	1	-	-	-	-	-
total				46	1	10	2	-	-	89

Single results

season	1	2	3	4th	5	6th	7th	8th	9	10	11	12	13	14th	15th
1970
					DNF	11	7th	7th	DNF	6th	9	DNF	DNF
1971
	DNF	7th	DNF	DNF	2	10	2	DNF	3	6th	1
1972
	DNF	9	DNF	NC	2	4th	DNF	10	9	DNF	DNF	2
1973
	2	10	NC	2	2	4th	3	2	5	2	2	DNF	5	DNF	DNS

Legend
colour	abbreviation	meaning
gold	-	victory
silver	-	2nd place
bronze	-	3rd place
green	-	Placement in the points
blue	-	Classified outside the point ranks
violet	DNF	Race not finished (did not finish)
	NC	not classified
red	DNQ	did not qualify
	DNPQ	failed in pre-qualification (did not pre-qualify)
black	DSQ	disqualified
White	DNS	not at the start (did not start)
	WD	withdrawn
Light Blue	PO	only participated in the training (practiced only)
	TD	Friday test driver
without	DNP	did not participate in the training (did not practice)
	INJ	injured or sick
	EX	excluded
	DNA	did not arrive
	C.	Race canceled
		no participation in the World Cup
other	P / bold	Pole position
	SR / italic	Fastest race lap
	*	not at the finish, but counted due to the distance covered
	()	Streak results
	underlined	Leader in the overall standings

Le Mans results

year	team	vehicle	Teammate	placement	Failure reason
1970	Equipe Matra Simca	Matra MS650	Jack Brabham	failure	Engine failure
1972	Equipe Matra Simca Shell	Matra-Simca MS670	Howden Ganley	Rank 2
1973	Equipe Matra Simca Shell	Matra-Simca MS670B	Jean-Pierre Beltoise	failure	accident

Sebring results

year	team	vehicle	Teammate	placement	Failure reason
1970	Equipe Matra-Elf	Matra-Simca MS650	Dan Gurney	Rank 12

Individual results in the sports car world championship

season	team	race car	1	2	3	4th	5	6th	7th	8th	9	10	11
1970	Matra	Matra MS650	DAY	SEB	BRH	MON	TAR	SPA	ONLY	LEM	WAT	ZEL
			10	12
1972	Matra	Matra MS670	BUA	DAY	SEB	BRH	MON	SPA	TAR	ONLY	LEM	ZEL	WAT
											2
1973	Matra	Matra MS670	DAY	VAL	DIJ	MON	SPA	TAR	ONLY	LEM	ZEL	WAT
			DNF	1	3	11			DNF	DNF	2	DNF

swell

• Olivier Merlin: 1971: Tout sourit à François Cevert - les victoires et l'Amour. In: Paris Match , 12 August 1971.
• Johnny Rives: François Cevert plus mordant que Depaillers. In: L'Équipe , October 26, 1966.
• Johnny Rives: Cevert: "Je manque encore d'expérience". In: L'Équipe , October 4, 1971.
• Johnny Rives: François Cevert: "J'ai fait de ma passion mon métier". In: L'Équipe of July 10, 1972.
• Johnny Rives: François Cevert fauché en plein gloire. In: L'Équipe , October 7, 1973.
• Edouard Seidler: Mort d'un Prince Charming. In: L'Équipe , October 7, 1973.

literature

• William "Bill" Boddy: Montlhéry. The Story of the Paris Autodrome. Veloce Publishing, Dorchester 2006, ISBN 1-84584-052-6 .
• Jacqueline Cevert-Beltoise, Johnny Rives: François Cevert - Pilote de Legende. L'Autodrome Éditions, Saint-Cloud 2013, ISBN 978-2-910434-33-5 .
• Xavier Chimits: Grand Prix Racers. Portraits of Speed. Motorbooks International, Minneapolis MN 2008, ISBN 978-0-7603-3430-0 , pp. 144 f.
• Adam Cooper: A date with destiny? In: Motorsport. Issue 11, 1998, p. 66 ff.
• Jean-Claude Hallé: François Cevert. La mort dans mon contrat. Éditions Flammarion, Paris 1974, ISBN 2-08-065003-3 .
• Maurice Hamilton, Jon Nicholson: Racing with Stewart. The birth of a Grand Prix Team. Macmillan, London 1997, ISBN 0-333-71609-4 .
• David Hodges: A – Z of Grand Prix Cars. Crowood Press, Marlborough 2001, ISBN 1-86126-339-2 .
• David Hodges: Racing Cars from A – Z after 1945 , Motorbuch-Verlag, Stuttgart 1994, ISBN 3-613-01477-7 .
• Charles Jennings: Burning Rubber. The Extraordinary Story of Formula One. Quercus, London 2010, ISBN 978-1-84916-092-6 .
• Mike Lawrence: March. The rise and fall of a motor racing legend. = Story of March. Four guys and a telephone. Foreword by Robin Herd. Revised and expanded edition. Motor Racing Publications, Orpington 2001, ISBN 1-899870-54-7 .
• Pete Lyons: Can-Am. 2nd Edition. Motorbooks International, Osceola WI 2004, ISBN 0-7603-1922-7 .
• Ed McDonough: Matra Sports Cars. MS 620, 630, 650, 660 & 670 - 1966 to 1974. Veloce Publishing, Dorchester 2010, ISBN 978-1-84584-261-1 .
• Pierre Ménard: La Grande Encyclopédie de la Formule 1st 2nd edition. Chronosports Editeur, St. Sulpice 2000, ISBN 2-940125-45-7 .
• Robert Philip: Scottish Sporting Legends. Mainstream Publishing, Edinburgh 2011, ISBN 978-1-84596-770-3 .
• Bernard Sara: Alpine. La passion bleue. Photographies de Gilles Labrouche and Frédéric Veillard. ETAI, Antony 2011, ISBN 978-2-7268-9549-8 .
• Roy Smith: Alpine & Renault. The development of the revolutionary Turbo F1 car 1968 to 1979. Veloce Publishing, Dorchester 2008, ISBN 978-1-84584-177-5 .

Web links

Commons : François Cevert  - Collection of images, videos and audio files

• Statistics on the website www.driverdb.com
• Atlas F1 Bulletin Board with information on his grave in Vaudelnay (English)

Remarks

1. ↑ Cevert drove in Formula 1 exclusively for the Tyrrell team . Tyrrell was not a designer of his own racing car right from the start, but in 1970 temporarily used customer chassis from March Engineering.
2. ↑ Some sources give Cevert's full name with Albert François Cevert Goldberg. This is not confirmed in the official documents. Cevert's French passport from 1966 shows the following entry: “CEVERT, François Albert” (capitalized there; illustration in Cevert-Beltoise / Rives, p. 70). Cevert's sister Jacqueline also states in the biography of her brother that the family name was exclusively Cevert (Cevert-Beltoise / Rives, p. 19).
3. ^ Edouard Seidler: François Cevert - futur Gurney français. In: L'Équipe of July 1, 1969. The comparison relates to the American racing driver Dan Gurney .
4. ↑ On the whole: Cevert-Beltoise / Rives, pp. 19 and 189.
5. ↑ Cevert competed for Tyrrell, Beltoise for Matra and BRM.
6. ↑ Quoted from Cevert-Beltoise / Rives, p. 65.
7. ^ Cevert-Beltoise / Rives, pp. 99, 116.
8. ↑ E.g. Olivier Merlin: 1971: Tout sourit à François Cevert - les victoires et l'Amour , Paris Match of August 12, 1971.
9. ^ ^{A b} L'Équipe of October 7, 1973.
10. ↑ L'Équipe, July 10, 1972.
11. ^ Cevert-Beltoise / Rives, p. 44.
12. ^ Until 1974, the age of majority in France was 21 years of age.
13. ^ Cevert-Beltoise / Rives, pp. 28, 30.
14. ↑ ^{a b} Cevert-Beltoise / Rives, p. 100.
15. ↑ ^{a b c d e f g} Ménard: La Grande Encyclopédie de la Formule 1, p. 528 f.
16. ↑ Jackie Stewart in a foreword to the Cevert biography by Jacqueline Cevert-Beltoise and Johnny Rives (2013).
17. ↑ Quoted from Cevert-Beltoise / Rives, p. 176.
18. ↑ Hamilton / Nicholson: Racing with Stewart, p. 11.
19. ↑ ^{a b c} L'Équipe of October 4, 1971.
20. ↑ Jackie Stewart in the foreword to Cevert / Beltoise-Rives, p. 7 there.
21. ^ L'Équipe of October 26, 1966.
22. ^ Donough: Matra Sports Cars, p. 61.
23. ^ Cevert-Beltoise / Rives, p. 56.
24. ^ On the whole, see Hodges: Rennwagen von A – Z after 1945, p. 15.
25. ^ Cevert-Beltoise / Rives, p. 58.
26. ↑ On sponsoring: Cimarosti. The Century of Racing, p. 212.
27. ↑ ^{a b} Smith: Alpine & Renault, pp 18-20.
28. ↑ On May 12, 1968, several races called the Prix de Paris took place in Montlhéry with a time delay. One of the races was restricted to Formula 3 participants. During the day there was also a race for sports cars in which Cevert did not participate. See Boddy: Montlhéry, p. 223.
29. ^ Statistics of the Paris Prize 1968 on the website www.formula2.net (accessed on July 15, 2013).
30. ↑ Cevert-Beltoise / Rives, p. 63 f.
31. ↑ Statistics of the Coupe Internationale de Vitesse d'Albi 1968 on the website www.formula2.net (accessed on July 15, 2013).
32. ↑ Overview of the annual ratings on the website www.formula2.net (accessed on July 15, 2013).
33. ^ Hodges: Racing Cars from A – Z after 1945, p. 244.
34. ↑ Note on Tecno 68 on the website www.oldracingcars.com (accessed on July 15, 2013).
35. ↑ ^{a b} Ménard: La Grande Encyclopédie de la Formule 1, p. 91.
36. ↑ Hodges: Racing Cars from A – Z after 1945, p. 273.
37. ↑ L'Équipe of June 30, 1969.
38. ^ "Un Sprint Royal": Edouard Seidler in L'Équipe on June 30, 1969.
39. ↑ Statistics of the Grand Prix de Reims 1969 on the website www.formula2.net (accessed on July 15, 2013).
40. ↑ Cimarosti: Das Jahrhundert des Rennsports, p. 225. The reason for the opening of the starting field was the extraordinary length of the course. Given a lap length of more than 22 kilometers, only 14 laps were driven. In order to provide more entertainment value for the audience, the organizers allowed additional cars.
41. ↑ Race Report for the Grand Prix of Germany in: auto motor und sport, issue 17/1969.
42. ↑ Entry list for the 1969 German Grand Prix on the website www.motorsport-total.com (accessed on July 15, 2013).
43. ↑ Overview of the annual ratings on the website www.formula2.net (accessed on July 15, 2013).
44. ^ NN: Formule 2 à la recherche d'un nouveau roi ... In: L'Automobile No. 300 of May 1, 1971, p. 90.
45. ^ Roger Jonquet: François Cevert: une ascension constante. In: L'Équipe, May 4, 1971.
46. ^ Cevert-Beltoise / Rives, p. 142.
47. ↑ ^{a b} Cevert-Beltoise / Rives, p. 138.
48. ↑ At the end of the season, another event with this name was organized at short notice, which was held on October 17, 1971 at the same location. In contrast to the race in June 1971, this event had championship status; However, Cevert did not take part in the October race.
49. ^ Statistics of the II. Mantorp Trophy on the website www.formula2.net (accessed on July 15, 2013).
50. ^ Cevert-Beltoise / Rives, p. 103.
51. ↑ Overview of the 1971 Formula 2 season on the website www.formula2.net (accessed on July 15, 2013).
52. ^ Cevert-Beltoise / Rives, p. 180.
53. ↑ Sara / Labrouche / Vaillard: Alpine - La passion bleue, p one hundred and first
54. ↑ S. Cimarosti: The Century of Racing, p. 228.
55. ^ Cevert-Beltoise / Rives, p. 98.
56. ↑ L'Équipe of May 22, 1970.
57. ^ Cevert-Beltoise / Rives, p. 94.
58. ↑ John Surtees, Jean-Pierre Beltoise and Patrick Depailler made their debut at Tyrrell in motor racing and in Formula 1.
59. ^ Ménard: La Grande Encyclopédie de la Formule 1, p. 698.
60. ↑ Statistics of the Dutch Grand Prix on the website www.motorsport-total.com (accessed on July 15, 2013).
61. ^ Hodges: Racing Cars from A – Z after 1945, p. 253.
62. ↑ 20 of 23 teams that took part in a world championship run this season used DFV motors. Only BRM, Ferrari and Matra used their own engines, and there were also unique specimens such as the Alfa Romeo engine and the Pratt & Whitney turbine, which the Cosworth teams March and Lotus also used in individual races.
63. ↑ Cimarosti: The Century of Racing, p. 236.
64. ↑ Cimarosti: The Century of Racing, p. 233.
65. ↑ Cevert-Beltoise / Rives, p. 156: “Une Saison en dents de scie” (literally: A season in the teeth of the mill).
66. ↑ Cimarosti: The Century of Racing, p. 240.
67. ^ Hallé / Cevert: Le Mort dans ma contrat, p. 67.
68. ↑ Statistics of the Austrian Grand Prix 1972 and 1971 at www.motorsport-total.com (each accessed on July 15, 2013).
69. ↑ The attachment of the suspension was insufficiently dimensioned and withstood the loads of uneven stretches only with difficulty. See Hodges: A – Z of Grand Prix Cars 1906-2001, p. 232.
70. ↑ Model history of the Tyrrell 006/1 on the website www.oldracingcars.com (accessed on July 15, 2013).
71. ↑ Jennings: Burning Rubber, p. 132.
72. ↑ ^{a b} Chimits: Portraits of Speed, p. 144.
73. ^ Cevert-Beltoise / Rives, p. 7 (preface by Jackie Stewart).
74. ^ Course of the race of the Canadian Grand Prix 1973 at Ménard: La Grande Encyclopédie de la Formule 1, p. 700.
75. ^ Cevert-Beltoise / Rives, p. 15.
76. ^ Cevert-Beltoise / Rives, p. 203.
77. ^ Cevert-Beltoise / Rives, p. 115.
78. ↑ 1970 Daytona 24-hour race
79. ↑ Sebring 12-hour race in 1970
80. ^ 24 Hours of Le Mans 1970
81. ↑ José Rosinski: Matra, La Saga . ETAI, Boulogne 1997.
82. ↑ Starting grid for the 1000 km race in Paris on the website www.racingsportscars.com (accessed on July 15, 2013).
83. ↑ Results of the 1000 km race in Paris on the website www.racingsportscars.com (accessed on July 15, 2013).
84. ↑ The Algerian Bernard Fiorentino was registered as the third driver for this car; however, he did not drive. See registration list for the 24-hour race of Le Mans 1972 on the website www.racingsportscars.com (accessed on July 15, 2013).
85. ^ McDonough: Matra Sports Cars, p. 85.
86. ↑ Statistics of the 6-hour race in Vallelunga 1973 on the website www.racingsportscars.com (accessed on July 15, 2013).
87. ^ Cevert-Beltoise / Rives, p. 179.
88. ↑ Michael Behrndt / Jörg-Thomas Födisch / Matthias Behrndt: 1000 km race . Heel Verlag, Königswinter 2008, ISBN 978-3-89880-903-0 .
89. ^ Cevert-Beltoise / Rives, p. 161.
90. ↑ Results of CanAm Road Atlanta 1972 on the website www.racingsportscars.com (accessed July 15, 2013).
91. ↑ Results of the CanAm Watkins Glen 1972 on the website www.racingsportscars.com (accessed July 15, 2013).
92. ↑ Results of CanAm Road America 1972 on the website www.racingsportscars.com (accessed July 15, 2013).
93. ↑ Results of the CanAm Donnybrook on the website www.racingsportscars.com (accessed on July 15, 2013).
94. ↑ Lyons: Can-Am, p. 211.
95. ↑ Statistics of the Tour de France for automobiles on the website www.racingsportscars.com (accessed on July 15, 2013).
96. ^ Illustration of Ceverts at the 1972 Infernal Rally (accessed on July 15, 2013).
97. ^ Cevert-Beltoise / Rives, p. 205.
98. ↑ Quoted from Philip: Scottish Sporting Legends, p. 98.
99. ^ Niki Lauda: The Art and Science of Grand Prix Driving, 1975, p. 89.
100. ^ Cevert-Beltoise / Rives, p. 9.
101. ^ Image of Vergne's helmet on the website www.motorsportretro.com (accessed on July 15, 2013). The helmet used Cevert's color pattern, which took up the colors of the French tricolor, and bore the name CEVERT. Next to it were the logos of Vergne's sponsors, including Red Bull. Illustration in: Motorsport Aktuell, Heft, 24/2013, p. 10.
102. ^ Christian Schrader: Homage for compatriot: Vergne wears Cevert . News from May 24, 2013 on the website www.motorsport-total.com (accessed on July 15, 2013).
103. ↑ Internet presence of the Lycée Professionel François Cevert Ecully ( Memento of December 24, 2015 in the Internet Archive ) (accessed on July 15, 2013).
104. ^ Cevert-Beltoise / Rives, p. 99.
105. ↑ Hartmut Lehbrink: Ken or the oak . Portrait Ken Tyrrell. Oldtimer Markt, issue 6/2003, p. 185.
106. ↑ Motorsport aktuell, issue 24/2013, p. 10.

This article was added to the list of excellent articles on July 26, 2013 in this version .