Chris Amon
Chris Amon | |
|---|---|
| Born | Christopher Arthur Amon Template:Birth date Bulls, New Zealand |
| Died | August 3, 2016 (aged 73) |
| Occupation(s) | Racing driver, motorsport official |
| Years active | 1962–1976 |
| Known for | Formula One driver, 24 Hours of Le Mans winner, 24 Hours of Daytona winner, Tasman Series champion |
Christopher Arthur Amon (20 July 1943 – 3 August 2016) was a notable New Zealand racing driver and motorsport official who competed in Formula One between and . Recognized as one of the finest drivers never to secure a Formula One Grand Prix victory, Amon achieved triumph at the 24 Hours of Le Mans in with Ford and claimed victory at the 24 Hours of Daytona in 1967 driving for Ferrari.
Originating from Bulls, Amon began his racing career domestically in 1962 before joining Reg Parnell Racing in , making his debut at the . After earning his first championship points with a fifth-place finish at the 1964 Dutch Grand Prix, he took on a role as test driver for McLaren and transitioned into sports car competitions. His 1966 Le Mans win alongside Bruce McLaren secured him a contract with Ferrari in , where he achieved his inaugural podium finish at Monaco and won the 24 Hours of Daytona, ultimately ranking fifth in the World Drivers' Championship.
Although initially successful, persistent mechanical failures at Ferrari during and led Amon to pursue drives in vehicles powered by Cosworth DFV engines. He earned multiple podium finishes with March in 1970, then competed for two seasons with Matra. In , his appearances were intermittent with both Tecno and Tyrrell. Amon established Chris Amon Racing in 1966, entering four Grands Prix as a privateer in 1974 with the AF101. He later raced for teams including BRM, Ensign, and Wolf–Williams before concluding his career after the 1976 season.
Amon became well-known for his unfortunate luck in Formula One, losing numerous potential victories due to technical breakdowns. Over a span of 14 seasons, he secured five pole positions, three fastest laps, and stood on the podium 11 times, which included two wins outside the championship—the 1970 BRDC International Trophy and the 1971 Argentine Grand Prix. Beyond Formula One, he captured the 1969 Tasman Series title driving for Scuderia Veloce. In recognition of his contributions, Amon was named a Member of the Order of the British Empire in 1993 and was inducted into the New Zealand Sports Hall of Fame in 1995.
Early life
Born in Bulls, New Zealand, Amon attended Whanganui Collegiate School. As the sole child of affluent sheep farmers Ngaio and Betty Amon, he learned to drive at age six under the guidance of a farmhand on their property. After completing school, he convinced his father to purchase an Austin A40 Special, which he used for local racing and practice sessions on the farm. His progression saw him move from piloting a 1.5-litre Cooper to an older 2.5-litre Maserati 250F, but it was only after driving the Cooper-Climax T51—previously raced by Bruce McLaren to his first Grand Prix victory—that he began attracting significant attention.
In 1962, Amon entered the Cooper in New Zealand’s winter series but encountered mechanical setbacks. Nevertheless, after delivering an impressive performance under wet conditions at Lakeside while racing for Scuderia Veloce, English driver Reg Parnell encouraged him to compete in England. Amon demonstrated potential during testing at Goodwood and showed promise in early-season events such as the Goodwood International Trophy and the Aintree 200.
1963
During the 1963 Formula One season, the Parnell squad competed with the previous year's Lola Mk4A chassis, equipped with 1962-spec Climax V8 engines. Amon shared the team with seasoned driver Maurice Trintignant at the opening event, the Monaco Grand Prix. Unfortunately, Amon’s debut was marred by bad luck when Trintignant’s engine misfired, prompting him to take over Amon’s car.
At the 1963 Belgian Grand Prix, where he was joined by Lucien Bianchi, Amon qualified 15th but was forced to retire after nine laps due to an oil-related fire. Persistent mechanical difficulties plagued him through the Dutch, Mexican, and German Grands Prix. A practice crash before the Italian Grand Prix resulted in three broken ribs, sidelining him for both that race and the United States Grand Prix.
Usually qualifying around mid-field, Amon frequently outperformed teammates such as his friend Mike Hailwood. His highest placements that year were seventh place finishes at both the French and British Grands Prix. Off the track, he was a member of the Ditton Road Flyers, a social circle that included American driver Peter Revson, Hailwood, and Tony Maggs.
Despite modest results in underperforming cars, Parnell elevated Amon to lead driver status before his own death from peritonitis in January 1964; subsequently, his son Tim assumed control of the team.
1964
In the early part of 1964, during four pre-season events held in Britain and Italy, Amon achieved three fifth-place results at Snetterton, Silverstone, and the Syracuse Grand Prix. Although he failed to qualify for the season's first race at Monaco, he earned his initial World Championship points at the Dutch Grand Prix. The remainder of his campaign was frequently disrupted by technical failures.
1965
For 1965, Parnell received an offer to use BRM engines on condition that Richard Attwood would be their regular driver. Reluctantly accepting this, Parnell replaced Amon with Attwood. Meanwhile, Bruce McLaren enlisted Amon for his newly formed McLaren outfit; however, lacking a second Formula One car meant Amon only participated in sports car competitions.
At the French Grand Prix, Amon returned to Parnell temporarily as a stand-in for the injured Attwood. He also secured a victory in a Formula Two race held in Stuttgart before rejoining Parnell for the German Grand Prix as their second driver; unfortunately, he retired due to mechanical issues. His last appearance prior to Attwood’s return was at a non-championship event in Enna, Sicily’s Pergusa circuit, which ended prematurely as well.
1966
In 1966, Amon remained active with McLaren competing in Can-Am. Plans to introduce a second McLaren M2B were delayed due to engine supply complications, so the team continued with a single entry. Notably, his McLaren car and racing helmet served as inspiration for the character Pete Aron in the film Grand Prix.
Following Richie Ginther’s move to Honda, Amon joined the Cooper Formula One team for the French Grand Prix. However, when John Surtees departed Ferrari to drive for Cooper, Amon was dropped from the lineup. He made one final F1 appearance that year at the Italian Grand Prix, entering with a Brabham BT11 powered by an older BRM engine under "Chris Amon Racing," but did not manage to qualify.
His most notable accomplishment that year was co-driving alongside Bruce McLaren and Ken Miles in a 7-litre Ford GT40 Mark II at the 24 Hours of Le Mans. They achieved a dead-heat finish as part of Ford’s historic formation victory. This triumph led to an invitation from Enzo Ferrari at Maranello, where Amon signed on to race for Ferrari in 1967 alongside teammates Lorenzo Bandini, Mike Parkes, and Ludovico Scarfiotti.
1967
Amon's inaugural season with Ferrari proved to be a difficult one. After suffering a crash while traveling to the pre-season Race of Champions at Brands Hatch and subsequently withdrawing following practice sessions, Ferrari faced further misfortune: Bandini's fatal accident in Monaco, Mike Parkes sustaining double leg fractures in Belgium, and Ludovico Scarfiotti temporarily stepping away from racing. As a result, Amon spent much of the year as Ferrari's only driver, with Jonathan Williams joining solely for the concluding Mexican Grand Prix. He achieved his first podium finish in Monaco and completed 1967 with four third-place results, securing fifth place in the Drivers' Championship—marking his most accomplished campaign to date.
His agreement with Ferrari also encompassed sports car competitions, where he claimed victories at the 24 Hours of Daytona and the 1000km of Monza alongside Bandini in the Ferrari 330 P4. Teaming up with Jackie Stewart, Amon finished second at the BOAC 500, contributing significantly to Ferrari’s narrow triumph over Porsche in the manufacturers' world championship by a single point.
1968
The year 1968 saw aerodynamics emerge as a critical factor in Formula One car design; Amon worked closely with engineer Mauro Forghieri to incorporate aerofoils onto the Ferrari 312.
Earlier that season, Amon participated in the Tasman Series driving Ferrari’s 2.4-litre Dino 166 F2 chassis rather than a scaled-down V12 engine. He won the opening two rounds, including the New Zealand Grand Prix, though ultimately lost out narrowly to Jim Clark’s Lotus-Cosworth. Subsequently, Ferrari introduced a more potent yet less dependable four-valve 2.4 V6 engine for the Australian events. Despite Clark’s dominance and mechanical challenges, Amon pushed hard and came close to victory at Sandown Park.
In Formula One competition, following the initial race in South Africa, Amon secured pole position three times (Spain, Belgium, and Dutch Grands Prix) but was hampered by mechanical failures that limited him to just one Championship point from those outings. He consistently qualified within the top five but was denied wins at Britain and Canada due to reliability setbacks—including a transmission failure while leading in Canada—and suffered a serious crash in Italy. Out of more than ten promising starts, he finished only five races and scored ten points overall, with his best finish being second place at the British Grand Prix.
Outside of F1, Amon placed second in a Formula Two event at Zolder while testing the Dino 166 F2 and achieved third place in that year’s BRDC International Trophy.
1969
Amon kicked off 1969 strongly by piloting the Dino-powered 246 Tasmania during the 1969 Tasman Series. He captured victories at both the New Zealand and Australian Grands Prix, overcoming Gold Leaf Lotus front-runner Jochen Rindt in pivotal contests at Pukekohe and Sandown. Ultimately, Amon secured the seven-race Tasman Series title amid intense rivalry from Rindt, Graham Hill, and Piers Courage. The Tasman Series featured highly competitive cars akin to Formula One machinery on demanding circuits.
In Formula One, however, fortune continued to elude Amon despite six top-six qualifying positions; his sole podium was a third-place finish at the Dutch GP. The aging Ferrari 312 demonstrated early-season speed; after Lotus 49Bs driven by Rindt and Hill crashed at Barcelona due to wing failures, Amon led the Spanish GP until engine failure struck on lap 56. At Monaco, he maintained second place behind Jackie Stewart for seventeen laps before losing ground. Ferrari’s F1 V12 engine struggled with reliability despite a faster replacement being trialed. Encouraged by Stewart and Rindt—who stressed that Ford DFV power was essential for competitiveness—Amon decided to depart Ferrari for a team equipped with Cosworth DFV engines.
Beyond Formula One duties, Amon competed for Ferrari in the 1969 International Championship for Makes, partnering Pedro Rodriguez to fourth place at the BOAC 500 (Brands Hatch) and second at the 12 Hours of Sebring, though retiring from both the 1000km Nürburgring and 1000km Monza events while driving the Ferrari 312P. Additionally, he participated in several Can-Am races. His final outing for Ferrari was at the 1970 1000 km Monza race where he finished as runner-up.
1970
During the 1970 Formula One season, Amon joined the newly established March Engineering, a company that had swiftly progressed from producing Formula 2 and 3 chassis to competing in F1 with the March 701 model. Both Amon and Siffert were contracted as principal drivers, while IndyCar competitor Mario Andretti occasionally piloted a third vehicle. Additionally, March provided the 701 chassis to Tyrrell Racing, where Jackie Stewart achieved the team’s inaugural victory at the Spanish Grand Prix.
Amon secured victory at the pre-season Silverstone International Trophy, yet he found it challenging to translate strong qualifying performances into successful race finishes. He qualified second at the opening round in South Africa but retired early due to engine overheating. At the Spanish GP, his Ford-Cosworth DFV engine failed within ten laps despite starting sixth on the grid. In Monaco, he maintained second place until suspension failure ended his race twenty laps before the finish. Notably, Amon requested a change of his car number from 18—linked to teammate Lorenzo Bandini’s fatal accident—to number 28.
His podium at the Belgian Grand Prix represented March’s first points, where he also set a lap record exceeding 152 mph on the full Spa-Francorchamps layout—a record that remained unbroken as of 2016. Mechanical troubles continued with a clutch failure at the Dutch GP, but another third-place finish at the French GP demonstrated both promise and unreliability. After finishing fifth at Brands Hatch, disputes with team principal Max Mosley over unpaid wages led to Amon receiving substandard engines and equipment. Nevertheless, he achieved two seventh-place finishes in Austria and Italy, followed by strong results later in the season: third at Mosport, fifth at Watkins Glen—where a puncture thwarted a probable victory—and fourth in Mexico.
Ongoing disagreements with Mosley and co-founder Robin Herd resulted in Amon departing March by year-end to join Matra.
1971
In 1971, Amon raced for Matra’s factory squad, winning the pre-season Argentine Grand Prix. Throughout the Formula One campaign, he converted a third-place grid position into a podium finish at the Spanish Grand Prix and earned two fifth-place results in the South African and French Grands Prix. Despite these achievements, his overall performance in F1 was inconsistent. A significant crash at the Nürburgring forced him to miss the subsequent event at the Österreichring. At the Italian Grand Prix, although he secured pole position, a detached visor compelled him to reduce speed, allowing rivals to overtake; he ultimately finished sixth, scoring one championship point.
Amon also participated in the non-championship Questor Grand Prix held at Ontario Motor Speedway, where he qualified second and finished fourth despite suffering a puncture.
In the Tasman Series, starting fourth at Levin Circuit, Amon battled competitors to claim third place. At Wigram Airfield, after spinning early in the race, he recovered to finish fifth.
1972
Continuing with Matra during the 1972 Formula One season, Amon scored multiple points finishes and achieved a podium at the French Grand Prix. There, he earned his fifth and final career pole position and led much of the race until a puncture necessitated an unscheduled pit stop. Demonstrating resilience, he set a new lap record for the circuit on his way to finishing third.
Utilizing his racing income, Amon co-founded Amon Racing Engines alongside former BRM engineer Aubrey Woods. This venture supplied engines for Formula 2 but ultimately proved financially unviable and was sold to March at a loss.
With Matra withdrawing from Formula One after 1972, Amon sought to rejoin March but lost out to Jean-Pierre Jarier, reportedly due to financial considerations. Subsequently, he signed with the newly formed F1 outfit Tecno.
1973
Tecno made its Formula One debut in 1972 with a Flat 12 engine but encountered difficulties throughout their initial season. For 1973, they signed Chris Amon with the aim of enhancing their performance. However, progress was hindered by delays in developing a new chassis designed by Allan McCall. After missing the Spanish Grand Prix, Amon and Tecno’s manager David Yorke requested permission for Amon to race a Ferrari B3 at Monaco, but Yorke refused. Amon later stated he would not have left Ferrari for just a single event.
The Tecno PA123/6 was not ready to compete until the fifth race of the season at the Belgian Grand Prix, where Amon secured a sixth-place finish. At Monaco, despite qualifying a respectable twelfth and experiencing good chassis feedback, Amon was dissatisfied and concentrated on a new chassis developed by Gordon Fowell, contrary to the preferences of both the team and sponsor Martini Rossi. Although Amon described it as "the best chassis I've ever sat in," it proved almost impossible to drive. He declined to race the McCall-designed car in Sweden or Germany and withdrew after qualifying at Austria. With four races remaining, Amon departed from Tecno, describing his tenure as feeling equivalent to "ten [seasons]."
Tyrrell offered him a third car (the 005) for the final two rounds. Following an unremarkable performance at the Canadian Grand Prix, both Amon and Jackie Stewart withdrew from the United States Grand Prix after teammate François Cevert tragically died during qualifying.
1974
In the 1974 Formula One campaign, Amon reestablished Chris Amon Racing with Gordon Fowell responsible for designing the AF101. The vehicle incorporated features such as a central fuel cell, titanium torsion bars, and a forward-set driving position but suffered from structural weaknesses. Its debut came only at the fourth race of the year—the Spanish Grand Prix—where Amon qualified 23rd but retired after 22 laps due to brake shaft failure caused by disc vibration.
Subsequent developments allowed Amon to return at Monaco, where he qualified twentieth but was unable to start because of mechanical problems. Illness and ongoing technical issues delayed his next outing until the Italian Grand Prix, where he failed to qualify. This marked the end of both the AF101 project and Chris Amon Racing as an F1 entrant. For the remainder of the season, Amon drove for the struggling BRM team and later disclosed that he had turned down an earlier offer from Brabham.
1975
During 1975, Amon participated in the F5000 Tasman series, competing against drivers from Australasia. He secured front-row starts in three out of four New Zealand events and claimed victory at Teretonga, prevailing by 24.2 seconds under challenging wet conditions. The Australian rounds saw tougher competition from more powerful cars and local drivers. Amon found it difficult to overtake South Australian Johnnie Walker, who piloted a superior Lola T332 chassis powered by a Repco-engineered V8 engine. At Surfers Paradise, starting from last position, Amon executed an audacious overtaking move by extending his braking zone and eventually passed Walker to take the lead despite limited practice caused by Customs confiscating his car’s gearbox. Unfortunately, his Chevrolet engine failed during that race.
At both Oran Park and Adelaide, Amon remained behind Walker, finishing fourth and third respectively. In the final Tasman Series round at Sandown, although Walker crashed early on, Amon was not in contention for victory and concluded fourth overall. Although he intended to compete in European and US F5000 championships during 1975, he only entered one race in each series—earning pole position at a UK Shellsport event and finishing fourth at Long Beach using different Talon F5000 cars.
Despite these modest achievements, Amon’s career seemed to stall until his qualifying pace in UK F5000 attracted Mo Nunn of Ensign. Driving the Ensign N175, he finished seventh at the non-championship Swiss Grand Prix held at Dijon-Prenois, which led to two further drives resulting in 12th-place finishes at both Austrian and Italian Grands Prix. At Monza, following an extended pit stop, he maintained competitive lap times alongside Niki Lauda’s leading Ferrari 312T for several laps. Adjusting the airbox alignment on the N175 during the Italian GP improved lap times by approximately two seconds—a significant technical observation—though he never raced this car again as high airboxes were subsequently banned.
A productive partnership with Nunn ultimately secured Amon a seat with Ensign for the 1976 Formula One season.
1976
The 1976 season commenced for Ensign at the South African Grand Prix, where Amon qualified in 18th position and advanced to seventh place driving the older Ensign N174. He briefly contested sixth before a late pit stop for refueling relegated him to 14th. Progress was evident as Amon qualified 17th and finished eighth at the USA West Grand Prix, followed by a tenth-place qualification and a fifth-place finish at the Spanish Grand Prix. At the Belgian Grand Prix, he started eighth and was on course to earn points until a wheel detachment 19 laps from the end forced his retirement, though he escaped serious harm.
Amon debuted a Nicholson-rebuilt Cosworth engine at the Swedish Grand Prix, securing third on the starting grid and contending for a podium position before suspension failure ended his race after 38 laps. After narrowly avoiding injury, he chose to skip the French Grand Prix but returned for the British Grand Prix, where he qualified sixth and ran fourth until retiring due to a water leak in the Ford-Cosworth DFV engine.
At the German Grand Prix, Amon faced difficulties in qualifying. Following Niki Lauda's accident on lap two, Amon declined to restart, prompting team owner Nunn to dismiss him. Concerned about safety after witnessing several fatal crashes, Amon decided to retire from Formula One and returned to New Zealand.
"By that time, I had witnessed too many fatal accidents in racing cars. After passing by Bandini, Schlesser, Courage, and Williamson, enduring another crash like that was simply beyond me. It was a decision I made personally..."
(Amon reflecting on his 1976 retirement)
Subsequently, industrialist Walter Wolf convinced Amon to join his Wolf–Williams outfit for North American events. Despite showing promising times during practice at the Canadian Grand Prix, Amon suffered a severe qualifying crash but emerged unscathed. He did not participate in either the Canadian or United States Grands Prix.
1977
Amon chose not to pursue a full-time Formula One seat in 1977 but attempted a comeback in Can-Am racing with a Wolf-Dallara WD1. After competing in one race, he withdrew, stating, "I'm just not enjoying this anymore." His position was then filled by the then-unknown Canadian driver Gilles Villeneuve, whom Amon later recommended to Enzo Ferrari. Following this, he retired permanently from Formula One and returned home to New Zealand.
2000s
- 2003
In 2003, Amon made a single return to motorsport by participating in the Dunlop Targa New Zealand rally alongside commentator Murray Walker as his co-driver. They completed the week-long Auckland to Wellington tarmac rally driving a Toyota Camry Sportivo, the same model Walker and Colin Bond had utilized in Australia's Targa Tasmania event.
Retirement
After concluding his Formula One career, Amon managed his family farm located in New Zealand's Manawatū District for several years before relocating to Taupō. In the early 1980s, he gained recognition through test-driving roles on the television motoring program Motor Show and consulting for Toyota New Zealand, where he helped tune the 1984 Toyota Corolla and subsequent models. Additionally, he appeared in Toyota advertisements that highlighted his endorsement by Enzo Ferrari. In 2004, Amon secured victory in the EnergyWise Rally piloting a Toyota Prius.
In recognition of his contributions to motorsport, he was appointed a Member of the Order of the British Empire during the 1993 Queen's Birthday Honours.
Amon played a role in improving the facilities at Taupo Motorsport Park, which later hosted New Zealand’s round of the 2006–07 A1 Grand Prix season. His career achievements were celebrated at the 2011 New Zealand Festival of Motor Racing with his vehicles driven in support of fundraising for the Bruce McLaren trust. He received further honors at the festival held in January 2013.
Death
Amon passed away at Rotorua Hospital on 3 August 2016 at the age of 73, succumbing to cancer. He left behind his wife, Tish Wotherspoon, to whom he had been married since 1977, along with their three children and grandchildren. Among his children, one son named James is a certified High Performance personal trainer who has worked with the Central Districts Stags cricket team and was identified as Brendon Hartley’s personal trainer.
Legacy
Amon is often celebrated as one of the finest Formula One drivers who never secured a championship Grand Prix victory. His frequent misfortunes on track inspired fellow racer Mario Andretti to quip that if Amon became an undertaker, people would cease dying. Mauro Forghieri, former Technical Director at Ferrari, praised Amon as "by far the best test driver I have ever worked with," emphasizing that his potential as a World Champion was curtailed by bad luck.
Despite not winning a championship Formula One Grand Prix, Amon achieved victories in two non-championship Grands Prix, including the Silverstone International Trophy. He also triumphed in endurance events such as the 1000 km of Monza and the Daytona 24 Hours. In the Tasman Series, he claimed six race wins and one series title. Notably, Amon won the prestigious 24 Hours of Le Mans together with Bruce McLaren. He remains the sole driver from New Zealand and Oceania to have raced for Scuderia Ferrari in Formula One.
Throughout his Formula One career, Amon participated in 96 Grands Prix, secured five pole positions, led for a total of 183 laps across seven races, stood on the podium eleven times, and accumulated 83 championship points. He holds the record for competing with the greatest number of different car manufacturers—thirteen—in F1 World Championship history. The biography Forza Amon, authored by journalist Eoin Young, explores his career and personal reflections, highlighting Amon's belief that his reputed bad luck was offset by surviving serious accidents that ended others’ lives. Motorsport writer Alan Henry ranked him as the 13th greatest driver in 2008.
Regarding the death of Jim Clark in 1968, Amon reflected: "If this can happen to Jimmy, what chance do the rest of us have? It felt like we'd lost our leader." In recognition of his achievements, he was inducted into the New Zealand Sports Hall of Fame in 1995.
Amon’s legacy endures with his name featured on the Toyota Racing Series driver's championship trophy and an International Scholarship that aids winners in progressing within single-seater racing. The Toyota Racing Series takes place in New Zealand during January and February and is regarded as motorsport’s "winter ball." After his passing, Manfeild Autocourse in Feilding, Manawatū District was renamed Circuit Chris Amon in his honor.
Career summary
| Season | Series | Team | Races | Wins | Poles | F/Laps | Podiums | Points | Position |
|---|---|---|---|---|---|---|---|---|---|
| 1963 | Formula One | Reg Parnell Racing | 6 | 0 | 0 | 0 | 0 | 0 | NC |
| Australian Drivers' Championship | Scuderia Veloce | 3 | 0 | 0 | 0 | 0 | 0 | NC† | |
| British Saloon Car Championship | Sunbeam Talbot Ltd. | 1 | 0 | 0 | 0 | 0 | 0 | NC | |
| British Saloon Car Championship – Class B | 1 | 0 | 0 | 0 | 0 | 0 | NC | ||
| 1964 | Formula One | Reg Parnell Racing | 8 | 0 | 0 | 0 | 0 | 2 | 16th |
| Tasman Series | 4 | 0 | 0 | 0 | 0 | 0 | NC | ||
| Trophées de France | Midland Racing Partnership | 2 | 0 | 0 | 0 | 0 | 2 | 18th |
† Being a guest driver, Amon was not eligible to earn championship points.
Formula One World Championship results
(key) (Races shown in bold denote pole positions; those in italics signify fastest laps)
| Year | Entrant | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | WDC | Pts |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1963 | Reg Parnell Racing | Lola Mk4A | Climax FWMV 1.5 V8 | MON DNS |
BEL Ret |
NED Ret |
FRA 7 |
GBR 7 |
GER Ret |
ITA DNS |
NC | 0 | |||||||||
| Lotus 24 | BRM P56 1.5 V8 | MEX Ret |
|||||||||||||||||||
| 1964 | Reg Parnell Racing | Lotus 25 | BRM P56 1.5 V8 | MON DNQ |
NED 5 |
BEL Ret |
FRA 10 |
GBR Ret |
GER 11 |
16th |
2 | ||||||||||
| Climax FWMV 1.5 V8 |
Non-Championship Formula One results
(key) (Races in bold represent pole positions; those in italics indicate fastest laps)
...Complete Tasman Series results
(key) (Races shown in bold denote pole position; events in italics signify fastest lap)
| Year | Team | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | Final Position | Points |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1964 | Reg Parnell Racing | Lola Mk4A | Climax FPF 2.5 L4 | LEV Retired |
PUK Retired |
WIG Retired |
TER Retired |
SAN | WAR | LAK | LON | NC | 0 |
| 1968 | Chris Amon | Dino 246 Tasmania | Ferrari 2.4 V6 | PUK 1st |
LEV 1st |
WIG 2nd |
TER 4th |
SUR Retired |
WAR 4th |
SAN 2nd |
LON 7th |
2nd overall | 36 points |
| 1969 | Scuderia Veloce | Dino 246 Tasmania | Ferrari 2.4 V6 | PUK 1st |
LEV 1st |
WIG 3rd |
TER 3rd |
LAK 1st |
WAR Retired |
SAN 1st |
Champion | 44 points |
| Year | Team | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | Final Position | Points |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| STP Corporation | March 701 | Ford Cosworth DFW 2.5 V8 | LEV 3rd |
WIG 5th |
TER | 5th overall | 15 points | ||||||
| Lotus 70 | PUK 9th |
WAR 2nd |
SAN 4th |
SUR | |||||||||
| 1975 | McCormack Racing | Talon MR1 | Chevrolet 5.0 V8 | LEV Retired |
PUK 7th |
WIG Retired |
TER 1st |
Oran Park Raceway#1975 Race Report (Tasman) (Surfers Paradise, Queensland) Australia (Tasman Series) (Tasman Cup) (Tasman Cup Series) (Tasman Cup Championship) (Tasman Cup Championship Series) (Tasman Cup Championship Series Australia) (Tasman Cup Championship Series Australia (Tasman)) (Tasman Cup Championship Series Australia (Tasman Cup)) (Tasman Cup Championship Series Australia (Tasman Cup Championship)) Template:Small 4th |
style="background:#dfffdf" | |
style= "background: #dfffdf" |
{{small 5th }} |
5th overall |
17 points |
Full British Saloon Car Championship Results
(legend) (Bolded race numbers denote pole positions; italicized races signify fastest laps.)
| Year | Team | Vehicle | Category | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | Pos. | Points | Class |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1963 | Sunbeam-Talbot Ltd | Sunbeam Rapier Series IIIA | B | SNE | OUL | GOO | AIN | SIL ? |
CRY | SIL | BRH | BRH | OUL | SIL | NC | 0 | NC |
| 1973 | BMW Motorsport | BMW 3.0 CSL | D | BRH | SIL | THR | THR | SIL | ING | BRH | SIL DNS |
BRH | NC | 0 | NC |
Complete 24 Hours of Le Mans Performance
See also
External links
- Official Bruce McLaren Trust website
- Trio At The Top – documentary featuring Bruce McLaren, Denny Hulme, and Chris Amon on NZ On Screen
- Chris Amon profile 8W-Forix; Tom Prankard; published 1 October 2000
- Articles with short description
- Articles with hCards
- No local image but image on Wikidata
- Pages with broken file links
- New Zealand racing drivers
- New Zealand Formula One competitors
- Amon Formula One participants
- BRM Formula One participants
- Cooper Formula One participants
- Ensign Formula One participants
- Ferrari Formula One participants
- March Formula One participants
- Matra Formula One participants
- Reg Parnell Racing Formula One participants
- Tecno Formula One participants
- Tyrrell Formula One participants
- Williams Formula One participants
- Formula One team proprietors
- Formula One team managers
- 24 Hours of Le Mans competitors
- 24 Hours of Le Mans victors
- 12 Hours of Reims competitors
- 24 Hours of Daytona competitors
- World Sportscar Championship competitors
- Tasman Series competitors
- New Zealand Members of the Order of the British Empire
- People from Bulls, New Zealand
- 1943 births
- 2016 deaths
- BMW M drivers
- New Zealand motorsport figures
- McLaren Racing drivers
- New Zealand expatriate athletes in England
- Tyrrell Formula One drivers