{"id":4035,"date":"2019-08-27T15:34:15","date_gmt":"2019-08-27T13:34:15","guid":{"rendered":"http:\/\/slickpix.de\/curbs\/?p=4035"},"modified":"2026-05-12T14:29:41","modified_gmt":"2026-05-12T12:29:41","slug":"its-the-driver-sitting-in-it","status":"publish","type":"post","link":"https:\/\/slickpix.de\/en\/people\/es-ist-der-fahrer-der-drin-sitzt\/","title":{"rendered":"\u201eIt's the driver sitting in there\u201c"},"content":{"rendered":"

First published on curbs-magazin.com<\/strong>
Originally published on curbs-magazin.com \u2013 now part of slickpix.de.<\/p>\n\n\n\n

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He also can't really let it go \u2013 here in the F1-Eagle-Weslake V12 at Goodwood 2018<\/figcaption><\/figure>\n\n\n\n

Sir Jackie Stewart is 80<\/h2>\n\n\n
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Even at his farewell from active motorsport in October 1973 at the Carlton Tower Hotel in London\u2014he had decided to retire at the beginning of the season\u2014Jackie Stewart found the right tone with his well-known reedy voice: \u201eI'm no longer a racing driver.\u2018 The invited guests, costumed with imitations of his cap and sunglasses, wavered between melancholy and relief. A true giant of the sport was retiring, a three-time Formula 1 World Champion. He felt it was time to go, having lost so many of his Formula 1 colleagues to racing fatalities\u2014Jim Clark, to whom he was related (one of Stewart's grandmothers was a Clark), Jochen Rindt and Piers Courage, with whom he was closer friends, Lorenzo Bandini, Lodovico Scarfiotti, Mike Spence, Bruce McLaren, Pedro Rodriguez, Jo Siffert, Joakim Bonnier, Roger Williamson... in the end, nearly half a Grand Prix driver generation.<\/p>\n\n\n\n

With 27 Grand Prix victories and 31 Formula 1 wins in total, Jackie Stewart had set new records and, at 34 years old, had essentially secured his future. A few days earlier, his beloved teammate Francois Cevert had also died in a crash during practice for the US Grand Prix, after which Jackie Stewart did not start the final race of the season.<\/p>\n\n\n\n

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\u201eOne painstakingly maintains the balance of the \u201apsychological\u2018 alarm system.\u201c<\/p>\n<\/blockquote>\n\n\n\n

In Jackie Stewart, the growing safety awareness among drivers in the late 1960s also found its first courageous spokesperson. He proved to be an uncompromising negotiator in his disputes with officials and representatives of sports authorities \u2013 one of his greatest contributions to the sport as a whole. Initially strengthened in his fighting spirit by Jochen Rindt and Graham Hill, and later also supported by Emerson Fittipaldi, he transformed the Grand Prix Drivers Association (GPDA) into a veritable drivers\u201e union that increasingly and assertively represented the pilots\u201c will to survive against organizers and team bosses. In his tireless efforts for higher track safety, he also became the driving force behind the first driver boycotts (Spa 1969, N\u00fcrburgring 1970, Zandvoort 1972). \u201eA drive on the Ardennes circuit in Spa is comparable to a tightrope walk in stormy weather,\u201a he described in a column in 1970 the hellish trip on the road course rollercoaster at speeds near 250 km\/h, \u2018you barely manage to maintain the balance of the \u201cpsychological\u201e alarm system \u2013 no one drives at the limit continuously in Spa.\u201c His uncompromising commitment gradually changed the faces of many racetracks through speed-reducing chicanes, double guardrails, and catch fences. At the N\u00fcrburgring at the time, where according to Stewart \"the only thing that has changed since Caracciola's time is that the trees have gotten thicker,\" 6.5 million D-Marks were invested in a generous expansion in 1970\/71. Jumps were removed, hedges and trees cleared, and four to five-meter-wide run-off areas were carved out of the terrain on both sides of the almost 23-kilometer-long Nordschleife. Stewart was very pleased.<\/p>\n\n\n\n

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Mixed successes at BRM from 1965 to 1967: here the difficult BRM H16 cylinder in 1966<\/figcaption><\/figure>\n\n\n\n
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Related: Jackie Stewart with Jim Clark (rt.)<\/figcaption><\/figure>\n\n\n\n
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Winner also in Zandvoort 1969 with the Matra MS 80-Ford Cosworth<\/figcaption><\/figure>\n\n\n\n
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First World Championship title win in 1969, here in Monza in a duel with Jochen Rindt<\/figcaption><\/figure>\n\n\n\n
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Basically not title contenders, but still fifth in the World Championship and first Grand Prix winner in the March in March 1970<\/figcaption><\/figure>\n\n\n\n
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Second title win with the Tyrrell-Ford in 1971, here as the first Grand Prix winner in Le Castellet<\/figcaption><\/figure>\n<\/figure>\n\n\n\n

He was often vilified for his inflexible stance on these issues, with not even all the top drivers siding with him. The most prominent opponent was repeatedly the Belgian Jacky Ickx, particularly with regard to his favorite track, the N\u00fcrburgring. Stewart, on the other hand, remained single-minded in this regard as well, providing the initial impetus for trends in safety. Already during his only really serious racing accident in Spa in 1966, when his car skidded off the track at high speed in a sudden downpour, he had become acutely aware of the danger. He found himself helplessly trapped in the mangled BRM with a broken collarbone, bathing in leaking fuel, and learned with intense fear \u201ethat it is the driver who is inside.\u201c Thus, he was also the first Formula 1 driver to test an asbestos overall immediately after Lorenzo Bandini's fiery death in Monaco in 1967. Although this prototype still heated his body too much, the Scotsman remained an advocate for flame-retardant clothing and was an early wearer of functional custom-made suits.<\/p>\n\n\n\n

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Six years as a team in Formula 1: Jackie Stewart and Ken Tyrrell, here with the Tyrrell 001 in 1970<\/figcaption><\/figure>\n<\/figure>\n\n\n\n

With radar eyes<\/strong><\/p>\n\n\n\n

Not least in the eyes of sports politicians, he repeatedly underpinned his competence with brilliant driving performances and, between 1968 and 1973, established an unassailable position as a title contender or reigning world champion. Like Jim Clark, Stewart, from the very beginning of his Formula 1 career, maintained a clean driving style; recklessness was almost never part of his actions. \u201eDuring a race, I am completely emotionless,\u201c he once revealed. He, too, repeatedly created driving \u201emonuments\u201c for himself. In the notorious \u201eRain and Fog Grand Prix\u201c at the N\u00fcrburgring in 1968, with visibility of less than 100 meters in many places, he navigated as if with radar eyes and won by an astonishing four minutes. Four and a half years later, in Kyalami, he flew into the catch fencing at the end of the straight in the Tyrrell without brakes during practice and could only qualify for the seventh starting row with the backup car. From there, however, he only needed six laps in the race to take the lead and win the South African Grand Prix!<\/p>\n\n\n\n

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Rivals on and off the race tracks: Jacky Ickx in the Ferrari (No. 4) and Jackie Stewart at the N\u00fcrburgring in 1972<\/figcaption><\/figure>\n\n\n\n
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GP victory from 17th starting position: in Kyalami\/South Africa 1973<\/figcaption><\/figure>\n<\/figure>\n\n\n\n

A poetry album repurposed for collecting race car drivers\u201e autographs John Young Stewart, born on June 11, 1939, was a sickly child with \u201cchicken bones.\u201d Every rib was visible, and he often had fevers without doctors being able to make a definitive diagnosis. At age twelve, he was training in judo and broke his ankle during an exhibition match with his friend in the living room\u2014after the very first move. Shortly thereafter, while playing cricket, the ball struck his kneecap\u2014two weeks in bed. In 1951, he missed 86 days of school due to illness. It wasn\u2019t until his father sent the 14-year-old to see specialists in America with his mother during the summer vacation that his health improved. His school years were also far from smooth sailing; Jackie viewed them, at best, as a necessary evil. He was dyslexic and struggled with learning in general. By the time he left Dumbarton Academica at age 15, he had lost all interest in acquiring theoretical knowledge. Far more interesting was what he could experience and learn at home with his grandfather, father, or his brother Jimmy, who was nine years older. Grandfather Stewart was a gamekeeper and author of books on ornithology; Jackie would sneak out on hunting trips with him. And he had his first exposure to firearms, as his father was an amateur marksman. The fact that his father ran a Jaguar dealership with a workshop in the whiskey town of Dumbarton would prove fateful for Jackie. In 1948, when the speedy Jaguar XK 120 made its debut and Bob Gerard and Reg Parnell were national Formula 1 stars, little Stewart received a poetry album for his ninth birthday, which was immediately repurposed for collecting race car drivers\u2019 autographs. In 1951, his brother Jimmy began a turbulent racing career in Jaguar cars, marked by victories and\u2014mostly through no fault of his own\u2014crashes. Jackie scurried around as a good-luck charm and handled light menial tasks. Jimmy Stewart raced primarily for the Scottish team Ecurie Ecosse and achieved his greatest successes in the Jaguar C-Type. After a serious accident caused by a steering failure during a guest appearance for Aston Martin at Le Mans and a crash into the bushes in a D-Type Jaguar at the 1955 Eifelrennen at the N\u00fcrburgring, his father was able to persuade him to retire. His mother needed to be spared\u2026<\/p>\n\n\n\n

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In the Ford Capri 2600 RS at the 1973 N\u00fcrburgring Touring Car Grand Prix<\/figcaption><\/figure>\n\n\n\n
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Third title win in 1973\u2026<\/figcaption><\/figure>\n<\/figure>\n\n\n\n

At the same time, Jackie was an apprentice with high practical intelligence, and was soon able to carry out minor repairs. He spontaneously developed a personality, and suddenly it became important to him to graduate from evening school as a mechanical engineer. He satisfied a burgeoning sporting ambition with clay pigeon shooting. Fairly \u2013 since he had also supported Jimmy \u2013 his father financially supported Jackie's ambitions in the following years. He won everything there was to win with the shotgun between Scotland and Wales. That he was nevertheless only nominated as a reserve for the 1960 Rome Olympics due to age, he never forgot to the National Committee. After winning the European Championship title and an incredible world record in South Wales in 1963 \u2013 498 out of a possible 500 hits \u2013 he declined his nomination for Tokyo.<\/p>\n\n\n\n

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\u201eIf you want to go racing, you have to drive a single-seater.\u201c<\/p>\n<\/blockquote>\n\n\n\n

There were other reasons for this as well, since he had stolen the lovely Helen McGregor from the Dumbarton youth and married her on August 2, 1962. Now, believing he was in the role of provider, he felt he could no longer afford the already costly sport of shooting. In motorsports, his career took shape in 1961 in his father\u2019s garage, where he worked on cars for the wealthy Scotsman Barry Filer, who was active in club racing and managed the Scottish racing team Ecurie Ecosse, which had become famous in the 1950s (including overall victories at Le Mans with Jaguar in 1956 and 1957). He entrusted his Porsche Super 90, an AC Bristol, and a somewhat worn-out Marcos to Jackie\u2019s attentive hands. Jackie became his favorite mechanic at the racetracks, but turned down Filer\u2019s first offer to test the AC, fearing he might wreck the car. It was only after a test drive in the presence of the prominent motorcycle racer Bob McIntyre that he felt more confident. When a driver fromFilers\u2018 team left, Jackie took over the Marcos. He began secretly sneaking out to the races through the kitchen window under the pseudonym A.N.Other (\u201eAnother One\u201c). He won three out of four races, then his father was let in on the secret. For 1962, his father had a Jaguar E-Type production car slightly modified, with which Jackie was almost as fast at Oulton Park as the drivers of the Lightweight E-Types. His season record surpassed even that: 14 wins in 23 races. In 1963, Filer also put him behind the wheel of top-tier Ecurie Ecosse race cars such as the Cooper Monaco and Tojeiro-Buick. His prot\u00e9g\u00e9 dominated more club races than any other Briton and was already receiving 50 percent of the prize money. For a short time, he was also a factory driver in the Ford Cortina Lotus and thus a teammate of Jim Clark when he received a phone call from Ken Tyrrell inviting him to test drive a Formula 3 Cooper at Goodwood. \u201eIf you want to race, you have to drive a monoposto,\u201c Clark encouraged him, \u201eand if you want to drive Formula 3, you have to take a car from Ken Tyrrell.\u201c<\/p>\n\n\n\n

\u201eWhen I saw him go around the \u201aMadgwick corner\u2018 a few times at Goodwood, I immediately ran to the pits and recommended Ken Tyrrell to sign Stewart,\u201c John Cooper recounted years later. During testing, Cooper Formula 1 driver Bruce McLaren had served as a benchmark. However fast the New Zealander was, the newcomer could match him. Tyrrell promptly wanted to sign Jackie Stewart for five years, waving \u00a310,000, but initially could only pin Jackie to a one-year contract. After winning twelve out of fourteen Formula 3 races in the Cooper-BMC in 1964, a tug-of-war began among the Formula 1 team bosses of BRM, Cooper, and Lotus for the all-rounder, with BRM ultimately winning out. In the last year of the 1.5-liter Formula 1, 1965, Jackie Stewart was immediately among the leaders. In his debut on New Year's Day in South Africa, he immediately secured his first World Championship point, and as early as May, he stood at the top of the podium for the first time as the winner of the \u201eDaily Express Trophy\u201c in Silverstone (a non-championship race). In a season dominated by Jim Clark with the Lotus, Stewart came closest to his compatriot on technically demanding circuits like Spa and Clermont-Ferrand, before ultimately outperforming prominent teammate Graham Hill with a victory in the Italian Grand Prix in Monza \u2013 his eighth World Championship race. The immediate third place in the drivers' World Championship, behind Clark and Hill, promised great things.<\/p>\n\n\n\n

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...and third Grand Prix victory at the N\u00fcrburgring after 1968 and 1971<\/figcaption><\/figure>\n\n\n\n
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Attention-grabbing successes for Stewart-Ford in Formula 1 as early as 1997, here Rubens Barrichello<\/figcaption><\/figure>\n\n\n\n
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The Jaguar Formula 1 team was formed in 2000 from the Stewart team.<\/figcaption><\/figure>\n\n\n\n
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He also can't really let it go \u2013 here in the F1-Eagle-Weslake V12 at Goodwood 2018<\/figcaption><\/figure>\n<\/figure>\n\n\n\n

One of the most successful alliances in motorsport history<\/strong><\/p>\n\n\n\n

With the transition to the three-liter Formula, BRM lost competitiveness; the complex H16 cylinder proved to be a step in the wrong direction. Stewart, meanwhile, was repeatedly able to shine in the two-liter interim model P 261, winning the Tasman Series in 1966 on the fifth continent, where many Grand Prix drivers traditionally met in the winter months, and the Monaco Grand Prix. He had ultimately extended his parallel contract with Ken Tyrrell, sealed annually with a handshake. Whenever his Formula 1 commitments allowed him time, he drove the Scottish timber merchant's Formula 2 Matra-Cosworth. The fact that Tyrrell entered Formula 1 in 1968 in cooperation with Matra and Ford \u2013 using the three-liter V8 Cosworth, which had been introduced with Lotus and promised two successes \u2013 suited him very well to turn his back on BRM.<\/p>\n\n\n\n

The Scottish alliance Stewart\/Tyrrell lasted for six years in Formula 1 until the driver's retirement. It became one of the most successful alliances in motorsport history. Only in 1970, when the team made a mistake with the March 701-Ford, was Jackie Stewart not fundamentally among the title favorites, but he still finished the season in fifth place in the World Championship. In the other five years \u2013 1968 and 1969 on Matra-Ford, 1971 to 1973 on Tyrrell-Ford \u2013 he was World Champion or Vice World Champion. With 25 more Grand Prix victories, an average of about four per year, he increased his personal best to a total of 27 triumphs, setting a world record that Alain Prost only surpassed in 1987. He was often a lights-to-flag winner in races, and he also proved himself an excellent driver in bad weather. Between 1964 and 1970, he also achieved eleven victories in Formula 2 racing cars. As an extremely business-minded driver, one of the first to secure lucrative personal sponsorship deals both on and off the racetrack, he could not resist the hard dollars in the American CanAm series either. As early as 1966, he competed here with a Lola T 70, in 1970 he briefly presented the \u201evacuum cleaner\u201c Chaparral 2H, and in 1971 he was a strong challenger to the dominant McLaren team for a full season in the L&M-Lola T 260, winning two races. However, the chase back and forth across the Atlantic \u2013 \u201eif you don't read on the plane, it's unbearable\u201c \u2013 took its toll: due to a stomach ulcer, he had to withdraw from the Belgian Grand Prix in Nivelles in 1972, and he never returned to CanAm.<\/p>\n\n\n\n

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\u201e...but the sunglasses remained.\u201c<\/p>\n<\/blockquote>\n\n\n\n

After his retirement, he worked for two decades as a TV commentator for the American broadcaster ABC and other stations, and for half a lifetime he was also a consultant for Ford, for whom he also spent a long time testing the final chassis weaknesses of new passenger car models. Since the early 1990s, he has supported his son Paul in building and managing his own racing team. After starting in Formula 3 and Formula 3000, the Stewart team finally achieved respectable results in Formula 1 starting in 1997. The first outstanding result was second place for Brazilian Rubens Barrichello at the 1997 Monaco GP; in 1999, Briton Johnny Herbert won the European Grand Prix at the N\u00fcrburgring with a Stewart-Ford. In 2000, the Jaguar Formula 1 team emerged from this racing team. Shortly after the end of his racing career, Jackie Stewart was appointed an Officer of the Order of the British Empire (OBE) by the Queen and was knighted in 2001. From 2000 to 2006, he was president of the British Racing Drivers Club (BRDC). To this day, he is always a very welcome guest of honor at historic motorsport events, where he occasionally still gets behind the wheel. \u201eIt's all easier than racing used to be, and my appearance has changed too,\u201c he once said, \u201ebut the sunglasses have stayed.\u201c<\/p>","protected":false},"excerpt":{"rendered":"

First publication: curbs-magazin.com Originally appeared on curbs-magazin.com \u2013 now part of slickpix.de. Sir Jackie Stewart is 80 Even upon his retirement from active motorsport\u2026 Read more<\/a><\/p>","protected":false},"author":16,"featured_media":4038,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[286],"tags":[],"photographer":[566,1181,569,572,695,1182,579,1183],"class_list":["post-4035","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-people","photographer-archiv-erich-muellender","photographer-brian-watson","photographer-erich-muellender","photographer-ford","photographer-jaguar","photographer-joost-evers-anefo","photographer-lothar-spurzem","photographer-thomas-rehmet","generate-columns","tablet-grid-50","mobile-grid-100","grid-parent","grid-50"],"yoast_head":"\n\u201eEs ist der Fahrer, der drin sitzt\u201c - SLICKPIX Magazin<\/title>\n<meta name=\"description\" content=\"Erstver\u00f6ffentlichung: curbs-magazin.comUrspr\u00fcnglich erschienen auf curbs-magazin.com \u2013 jetzt Teil von slickpix.de. 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