Guy Ligier

Guy Ligier

Ligier in 1989

Driver Information

Born
12 July 1930Vichy, Allier, France

Formula One Career Statistics

Nationality
 FRA

Status
Retired

Years active
1966–1967

Previous teams
Cooper (privateer) (1966–1967)Brabham (privateer) (1967)

Races
13 (12 starts)

World Titles
0

Wins
0

Podiums
0

Career points
1

Polepositions
0

Fastest laps
0

First entry
1966 Monaco Grand Prix

Last entry
1967 Mexican Grand Prix

Guy Ligier

Full name
Guy Camille Ligier

Occupation
Team owner

Employer
Ligier

Years active
1976–1992

**Guy Camille Ligier** (pronounced *gee* *lee-**JEE**-ay*; born 12 July 1930) is a retired French racing driver and team owner. He has maintained many varied and successful careers over the course of his life, including rugby player, butcher, racing driver and Formula One team owner.

## Early life and career

Guy's father was a cattle farmer near Vichy who died when he was only seven years old, but that was only the beginning of a series of events that would shape him into one of the toughest characters in sports. Ligier, an apprentice butcher by the age of 13, spent his adolescence with a group of friends participating in strenuous sports as a diversion from the horrors of war. After all, as Guy himself stated, "Taking part in competitive sports makes a man out of you. You learn to be frank, sincere, and honest." In the summer, that meant rowing, and as early as 1947, he was a member of the French coxed pairs champions, sharing his boat with Planche and Chasselut. In the winter, he played rugby union, and unsurprisingly for a man with the physique to be a rowing star, he was a front row forward (mostly hooker) for both the Vichy club and the military team.

From 1952 to 1954, France B played ten matches against France A in periodic selection trials for the eventual French XV. However, as fate would have it, Ligier frequently found himself man-marked by the aggressive Pierre Pascalin, whose rough-and-tumble play kept Guy out of the French international side, and eventually had him (Pascalin) banned from the sport altogether. In one of those seemingly unjust moments, even after Pascallin had left the scene, Ligier was overlooked. It was enough to drive him away from rugby and into another pursuit: motorbike racing. He obtained a 500cc Norton and raced it across the continent against the likes of John Surtees, proving to himself along the way that he possessed the natural speed and courage to compete in the world of motor sports. He also won the France International in 1959 and 1960.

But by the late 1950s, Guy was also making a name for himself as a savvy businessman. During the war, he had a friend named Pierre Coulon, who also rowed and played rugby. More importantly, he had fought for the Résistance in Vichy during the war, and in 1947 he was elected mayor as a Gaullist. His political career took off, and he eventually became a député, or member of the French parliament. In 1957, Ligier attempted to start a construction business. With Coulon as his contact, he started getting jobs with a digger and a bulldozer, preparing trenches for subcontractors to lay pipes and then filling them back in for others to lay roads on top! Thus began Guy's indelible link with French politics. As highways sprung up across France, Ligier's company grew to become the country's second-largest motorway builder, and Guy made more than enough money to fund his racing hobby.

However, in the early 1960s, Ligier shifted his focus away from motorcycle racing and towards four-wheel competition. The legendary journalist Gérard "Jabby" Crombac encouraged him to buy a Formula Junior Elva DKW. "I think he must have been in cahoots with the bloody Englishman who stitched me up with the deal," Guy said. "I never managed to do more than three consecutive laps in that thing." Disappointed by his experience, Ligier turned to hillclimbs for a while. But it was during this time that he met Jo Schlesser. They hit it off and quickly became soulmates, forming a business partnership. They opened a Ford dealership near the Eiffel Tower with José Behra, the younger brother of former Formula One driver Jean Behra. Ligier, who was already in his mid-30s, had enough money from his thriving construction business to take another shot at circuit racing.

Guy could only hope to be a competitive amateur at that age, and that is exactly what he became. After racing a Porsche Carrera in 1963, he transitioned to sports car competition in 1964. He first raced in four world championship rounds in three different Porsche 904 chassis, winning the GT2 class at the Le Mans 24 Hours alongside Robert Buchet. He also drove an Ecurie Francorchamps Ferrari 250LM alongside Annie Soisbault at the Paris 1000km championship round in Montlhery. Still with a roof, he won the Rallye de La Baule in a Porsche, but Ligier also returned to single-seaters, finishing fifth in a Brabham Cosworth in a Formula Junior event at Enna, his first proper open-wheeler outing since the Elva disaster. He and Schlesser also competed in several F2 events under the 'Ford France' banner, with Jo driving a Brabham BT10 and Guy in an older BT6. Ligier finished fourth in his heat at Enna, fifth in the final, and sixth at Montlhéry in the Trophées de France series.

Ligier and Schlesser continued to race the two different Ford France Brabhams in 1965, but Guy had little success in the four Trophées de France events he entered, as well as three non-championship races at Silverstone, Snetterton, and Syracuse, with mechanical retirements the norm. He did, however, have more rallying success, winning the Rallye des Routes du Nord in a Shelby Mustang 350 GT co-driven by Delalande. Ligier rose to prominence in sports car racing, however. In Ford GT40s, he raced alongside veteran Maurice Trintignant at Le Mans and the Nürburgring before taking one of these classic machines to solo victories in minor races at Magny Cours, Mont-Dore, and Albi, as well as an Ollon-Villars hill climb! In addition, he returned to the Ecurie Francorchamps fold for the Reims 12 hour race, driving a Ferrari 250GT Berlinetta alongside Jerry Grant, but the car retired due to engine failure.

By 1966, Ligier was in F1 (see below), so his F2 appearances were limited to a single Trophées round at Pau, where he finished eighth in a Brabham BT10. However, due to the less demanding schedules at the time, Guy was able to get his fill of sports cars, finishing sixth at Monza in a GT40 with Henri Greder, followed by 12th in the Targa Florio and 5th at the Nürburgring with Schlesser. He also won a minor event at Mont Ventoux, but retired from Le Mans with Bob Grossman after the ignition failed 205 laps in. However, 1967 proved to be Ligier's best year in sports cars. Teaming up with Schlesser gave him confidence, and despite the occasional mechanical failure and a few accidents, such as at Le Mans at the halfway point, the pair finished sixth at Monza, fourth at Mugello, fourth at Montlhéry in a non-championship event, and first in the Reims 12 hour race. Guy later stated, "We made a fantastic team together. Anyone who wanted to beat us would have had to work pretty hard."

## Formula One driver

1966 was a year of change for Formula One. New 3-litre engines were allowed, and they remained the norm in the sport until the early to mid 1980s, when turbos arrived, saw, and conquered. However, most of the teams were unprepared for the transition to more powerful motors. BRM, for example, was late to introduce their unsuccessful *H16* engine and had to begin the season in an upgraded 1965 car. Lotus also began with the Climax engine from the previous year, prior to an ill-conceived agreement to use the BRM engine. Only three manufacturers completed their 3-litre act on time: Ferrari, Brabham with their Aussie Repco engine, and Cooper. Cooper would have been in trouble if they had continued to work with their long-time engine supplier Climax, who were unwilling to develop a 3-litre engine. However, in 1965, Cooper was purchased by the Chipstead Group, which also imported Maseratis into Britain. Put two and two together, and here was Cooper's possible exit.

Maserati's Grand Prix racing pedigree was undeniable, but the Anglo-Italian marriage was not as straightforward as it appeared. Maserati was not going to design a new engine; instead, they would simply dig out an old 2.5-litre V12 design, used only once for a front-engined car in 1957 (some nine years ago!), upgrade it to 3-litre form, add fuel injection and transistor ignition, and put it in the back of the new Cooper T81, which was also the British company's first monocoque design. Despite the questions raised by this arrangement, Cooper was prepared for the new 3-litre formula. In addition to the two works cars for Jochen Rindt and Richie Ginther, Cooper supplied customer T81s to Rob Walker (who drove Jo Siffert), Jo Bonnier, and Ligier. Guy was preparing to make his Grand Prix debut in 1966, and with one of the few new spec cars available, he would either have an advantage or suffer from the teething problems of the new package.

For example, at the non-championship Syracuse GP before the World Championship began, Ligier qualified in fifth place, but mechanical issues left him 17 laps behind and unclassified at the finish, foreshadowing what was to come. Ligier did not start the International Trophy race at Silverstone after qualifying 12th. By the time the first championship round took place in Monaco, it was clear that the T81 had not only reliability issues, but that the chassis was twisting and 100 kg (220 lb) overweight! There was also no benefit to having more power in Monaco, and the car's sheer bulk caused constant oversteer. Jim Clark in the old Lotus took pole, with Ligier 5.3 seconds back in 15th place. Despite a lengthy pit stop during the race to replace a driveshaft joint, Guy persevered as the field fell apart, completing 75 of the 100 laps to finish fifth on the road. Except that he had not completed the 90% distance required for classification, and had yet to pass Ginther's retired works Cooper!

Thus, Ligier and his T81, resplendent in French sky blue, failed to score points in their World Championship debut. Non-classifications were becoming a recurring theme, and the trend would continue at Spa for the Belgian Grand Prix, where Ligier qualified 12th, but heavy rain fell on race day. On the first lap, the field encountered a storm, and eight cars spun out, including Jackie Stewart, who sustained a broken shoulder, a cracked rib and internal bruising in the worst accident of his career. Ligier survived the carnage and was now one of only seven cars left, with points on the line. However, this was not the time for a powerful, oversteering, overweight car; while there were no more retirements after that, and Guy finished sixth on the road, his 24 laps out of 28 were insufficient to qualify him for classification.

The hex continued into the French GP, where Ligier started a career-best 11th, but his 42 laps completed out of 48 fell short of 90%. So, counting the Syracuse race, Guy had crossed the finish line in each of his first four Formula One races but had not been classified as a finisher in any of them. Clearly, the French amateur was taking his time settling into the top flight, and he was doing so in the difficult Cooper Maserati, whatever power advantages it may or may not have had. The British Grand Prix at Brands Hatch saw Ligier finish 17th, his worst F1 grid position to date, but he also made the finishers list for the first time in 10th. It was finally a reward for Guy and his lone mechanic, Roger Dubout. Ligier maintained his consistency at Zandvoort, where he began 16th and finished ninth. But then came the daunting Nürburgring for the German Grand Prix, and during Friday practice, he lost control of his T81 at a fast right-hander, sending it airborne. It was a horrific accident. The car struck pine trees about 20 feet in the air. Ligier suffered 47 fractures, including a broken leg and a shattered kneecap. Doctors considered amputating Ligier's leg for fear of a gangrene infection, but the fighter and patriot in him insisted that if he lost his leg, he would first return to France for the operation. Guy was transferred back across the border as he wished, thanks to Jabby Crombac's assistance in making amends for the Elva Formula Junior debacle. Determined to get back behind the wheel, he returned just after the start of the 1967 season, which was an impressive effort, and his sports car results showed that he had lost none of his racing ability. He had lost his car, of course, as his original Cooper had been written off, but he quickly acquired another T81 Maserati, this one having only been raced three times in 1966. He debuted his new horse at the Race of Champions, finishing 17th in the first heat, retiring from the second, and not competing in the final.

Things went slightly better at the International Trophy, where Ligier started 12th and last but retired during the race. His first championship appearance in 1967 came at the Belgian GP, where he finished 10th, but after a disaster at the following French GP at the Le Mans Bugatti track, where Guy was once again not classified after a lengthy pit stop left him 12 laps behind at the end, he decided to abandon the Cooper Maserati package and look for another customer car, money being no object given his thriving business interests. What he discovered for sale was the same car that had won the Monaco Grand Prix that year and finished third in its most recent outing in Holland, a Brabham BT20 with a Repco V8 engine driven by Denny Hulme. Although there was some debate about how Ligier was able to put the brave Repco ahead of a more promising privateer in a Brabham, Bob Anderson, Guy wasted no time in getting his new car into the field for the next race, the British Grand Prix.

To demonstrate how quickly the deal was completed, Ligier raced the car at Silverstone in its original Australian Brabham green and gold colours, the only time he competed in Formula One without his national colours. However, regardless of its credentials, the car was only as good as the driver, and Guy was having difficulty keeping up with the pace. He qualified last in 21st place and was the last man left in the field at the end of the race, finishing 10th. Then came the Nürburgring again, and this time Ligier exacted sweet revenge on the Nordschleife, finishing sixth and earning a World Championship point. But, in fairness, Guy had been fortunate. He was over 70 seconds slower than Jim Clark in qualifying, and in a field that included F2 cars that were clearly not eligible for points, Ligier struggled and was actually beaten by two of the F2 cars; it was just that he was the sixth F1 car to cross the line. After missing the Canadian Grand Prix, Ligier's remaining three races in 1967, as well as his entire F1 career, were unremarkable. He was the slowest or second-slowest qualifier in all three, and he had engine failures at Monza and Watkins Glen, though in that USA GP, he was up to eighth when the Repco expired and could have scored more points. He finished the year in eleventh place in Mexico City. His single point in Germany put the former rugby player and successful businessman in joint 19th place in the 1967 World Championship, alongside Ludovico Scarfiotti and Jacky Ickx. True, the Cooper Maserati was not the easiest machine to get used to in 3-litre F1, but in the Brabham Repco, which had proven podium quality, Guy's position in the overall picture became clear. Even if he was an excellent amateur sports car driver, F1 may have been too much for him.

## Équipe Ligier

Perhaps Ligier realised this as well, because in 1968 he decided to return to F2 in partnership with his good friend Schlesser. They named their team Ecurie Intersport, though according to one account, it was originally called Ecurie Inter Course until someone warned them about the negative connotations of that name! Guy drove a pair of McLaren M4As powered by Cosworth engines to several top ten finishes in both non-championship and points-scoring events, culminating in a solid fifth place in the non-title race at Pau. However, things quickly and tragically deteriorated. Guy himself crashed at Jarama and received a DNQ at the Monza Lotteria. But then Schlesser got his big break: he was invited to drive the air-cooled Honda at the French Grand Prix in Rouen. Ligier's experience would have been invaluable in relieving his friend's anxiety, but he was too tired to attend. In the early laps, the Honda collided with an earth bank and burst into flames. Schlesser was killed instantly.

This was a devastating blow for Ligier, who had only a year earlier lost another close friend, Pierre Coulon. Guy, who was approaching his forties, took an immediate break from motorsport, but it was only for a short time. By the end of the year, and for much of 1969, he had made a low-key comeback in a Ford Escort twin cam touring car. But, in fact, Ligier was preparing for a new phase in his career as a tribute to his late friend, becoming not only a team owner, but also a manufacturer in his own right. "We had so many plans," Ligier stated about himself and Schlesser. "To carry on racing for as long as possible, of course, and then to start up a business. The idea of a Ligier team first came up in these discussions with Jo, when we were talking about the future." By the middle of 1969, Guy had hired a young Michel Têtu as a designer, and the Ferrari-esque JS1 sports car - the designation clearly in Schlesser's memory - had become a reality, powered by a Ford engine.

Although the JS1 was for sale to the general public, Ligier made the car's competition debut at the Critérium des Cevennes. Guy and his co-driver, Michele Dubosc, retired from the event, but there was more to come in 1970. In local sports car races, Ligier won the JS1 at Albi and Montlhery and finished third at Magny Cours, but a hub-shaft failure forced him and Jean-Claude Andruet to miss the European Sports Car Championship round at Paul Ricard. There was more disappointment at Le Mans, where Ligier and Andruet retired after only 65 laps due to a distributor failure, but overall there were encouraging signs for the Ligier brand. Têtu designed the open-top, 2990cc JS3 sports car in 1971, which featured an innovative aluminium honeycomb chassis. Ligier won a 3-hour event at Le Mans in the car, which qualified him for the 24-hour event, as well as another event in Montlhery.

At Le Mans, the stylish but cumbersome JS3, driven by an inexperienced Patrick Depailler, suffered a gearbox failure, necessitating a lengthy pit stop to replace the entire gearbox. Guy and Patrick had only completed 270 laps, compared to Helmut Marko and Gijs van Lennep's 397, and Ligier was once again not classified as a finisher. Despite the JS3's impact, this diversion into sports prototypes was short-lived. For 1972, Ligier commissioned Têtu to build another road-going sports car, the JS2, which was similar to the JS1. However, he also linked up with Citroën, then the owner of Maserati, and replaced the Cosworth engines with the Italian V6s, ironic given that he spent over half his F1 career with Maserati motors. Guy also ended his driving career, competing only at Le Mans, where he and teammate Jean-François Piot's race ended after 7 laps due to valve failure.

Guy's final year behind the wheel came in 1973, and by then he had worked with some of France's most talented drivers. He initially collaborated with Jean-Pierre Jarier, but results remained elusive. The pair retired in Dijon, did not start in Monza, and Ligier failed to qualify at Spa. He then co-drove with Jacques Laffite at Le Mans, but their car was disqualified after only 24 laps due to an oil supply issue. This would be Guy's final race as a driver. Perhaps it was a good thing Ligier stopped driving so he could focus on running his team, because 1974 proved to be extremely taxing. Firstly, the French government decided to privatise highway construction in France, and Ligier's company of over 1,100 employees had lost its major client almost overnight. Within months, the company went out of business, as did Guy's primary source of funding for his racing activities. But another source of government support was just around the corner.

In 1974 the Matra company had decided to pull out of racing, taking with them the sponsorship of SEITA, the French government cigarette company, headlined by the Gitanes brand. Matra sold their operations with Ligier, including top designer Gerard Ducarouge. But Ligier also convinced SEITA to transfer the Gitanes sponsorship to his team, and so the future of the outfit was assured. And just as well, for the JS2s were gradually becoming competitive, culminating in a 1-2 result at the Tour de France event. However, it was this result that indirectly pushed Ligier away from sports cars. Porsche and Lancia were so alarmed by the JS2's improvement, they lobbied for and got a 500 homologation rule for sports car racing, i.e. a car must sell 500 in road going form before it is allowed to race. Now, Ligier were never going to sell 500 JS2s. So 1975 proved to be Ligier's last year in sports cars, the JS2s powered once again by Cosworth engines, with one of the cars coming home 2nd at the Le Mans 24hrs.

By this stage though, Guy had Ducarouge working on an F1 design incorporating Matra's V12 sportscar engine, and for the 1976 season the Ligier team was making the switch. Guy was making his return to F1, this time as a team boss. But clearly Ligier was no ordinary team. With a French engine, and the French government tobacco sponsorship, this was like a French national team assault on Grand Prix racing. All it needed was a French driver, and there was no end of controversy over Ligier's final choice. It was understood that Jean-Pierre Beltoise was a shoe-in for the seat, but Ligier was concerned that the veteran had spent a year away from F1. Meanwhile, Guy was keen on Laffite, who had just won the European F2 championship and had already impressed in his first few F1 outings. Ligier set up some (rigged?) head-to-head tests at Paul Ricard, but really his mind had already been made up; he was going to go with Laffite. In the long run, it was the right decision, but at the time it seemed rather unfair on Beltoise.

Ligier's first F1 car was the stunning JS5, dubbed the 'teapot' for its gigantic airbox. Its performance matched its looks too, Laffite claiming the team's first F1 pole in Italy. Race success came shortly after, when in 1977 Laffite won the Swedish GP in the JS7, the first time a French driver in a French car with a French engine had won a Grand Prix, no doubt to Guy's delight. However, 1978 proved quite a lot tougher as the Matra V12 engine in the JS9 became outdated, and for 1979 the team switched to Cosworths. For a while at the start of 1979 it worked a treat, as Ligier simultaneously expanded to a two-car team. For a while the JS11 set the standard as far as ground effects were concerned, and Laffite won the first two races of the year, with team-mate Depailler making it a 1-2 in Brazil. Depailler also won in Spain, but then got injured in a hang-gliding accident, whilst Ferrari and Williams also caught up and surpassed the French machines. Nevertheless, it had been the year that established the team as front-runners.

As an F1 team boss Guy was going places he never knew as a driver. 1980 proved a near copy of 1979, with Laffite and new stablemate Didier Pironi taking a win each in the JS11/15, and Ligier went one better than it had the previous year by coming 2nd in the constructors' championship. But just when the team looked to be going from strength to strength, Ligier's patriotism and character got the better of him, and from then on his team hardly scaled such heights again. For a start, Ligier entered into a partnership with the famous Talbot company, now owned by Peugeot, hoping to use that connection to revive the Talbot name. However, part of the deal meant reverting to the geriatric Matra V12 engines. Laffite still won twice in 1981 in the JS17 and was a championship outsider, but trouble was brewing elsewhere. As determined as Guy was, he could also be a volatile personality, and after a dispute in July, Ducarouge resigned from his post.

The other designer in the team, Michel Beaujon, was now left to his own devices, and he departed from Ducarouge's philosophy behind the JS11, JS11/15 and JS17, in order to create the radical JS19 for Laffite and Eddie Cheever, only Ligier's second non-French driver. The JS19 featured a short nosecone and very forward cockpit, with a never-ending engine bay and side pods that extended beyond the rear wheels to maximise the ground effect. Unfortunately, this design was deemed illegal by officialdom. A revised, legal version proved much less effective, and Matra's promised V6 turbo never materialised. Instead, on the one afternoon at Monza, Guy was given the double-blow that not only was Peugeot-Talbot pulling out at the end of 1982, but Laffite was also on his way to Williams. As a result, 1983 was one of the lowest points in the history of Ligier's team, with the near side pod-less JS21 going pointless in the hands of Jean-Pierre Jarier and Raul Boesel, and with Gitanes decreasing their sponsorship.

But it was at this point that Ligier pulled some more political strings to get his team back off the ropes. Guy had been friends with the then-President of France, François Mitterrand, for over 20 years. With the outfit struggling for funds, political pressure saw Elf and Loto, the French national lottery, come on board as sponsors and Renault ink a deal to supply their turbo engines. However, new drivers Andrea de Cesaris and François Hesnault were not finding their on-track fortunes improving in the JS23. An interesting aside in 1984 was that Ligier had also tried to create an Indycar in a deal with former MGM music executive and promoter Mike Curb, for Kevin Cogan to drive what was effectively a re-worked F1 car. But after Cogan had already flunked at Long Beach and Mike Chandler had DNQed the car at Phoenix, just what a total flop the car was became obvious at Indianapolis, where it could not break the 184 mph (296 km/h) mark whereas the fastest runners were already circulating at well over 200 mph (322 km/h)!

Laffite and Têtu returned to the team in 1985, and the JS25 proved rather more competitive, Guy's men scoring a 2-3 in Australia with Laffite and Philippe Streiff, brought in late in the season to replace de Cesaris who was proving too expensive with his litany of accidents, including his famous multiple-roll in Austria. Têtu's low-line JS27 was even better in the hands of Laffite and René Arnoux, nibbling at the front-runners until Jacques' leg-breaking accident at Brands Hatch destroyed the team's momentum. Still, Ligier finished 5th in the constructors' title in 1986, but it was a false dawn. Renault withdrew as an engine supplier, and Guy did a deal to run the unimpressive Alfa Romeo turbo. But after scathing public attacks about the engine by Arnoux - who like Guy had a propensity to speak his mind, Alfa pulled out, leaving René and his new team-mate Piercarlo Ghinzani to drive unhappy JS29s modified in a hurry by Têtu to accommodate the Megatron turbo instead.

With the 3.5-litre non-turbo era set to begin in 1989, Ligier turned to Judd engines for 1988, but the JS31 was a disaster, arguably the worst car the team had ever produced. Têtu designed the car to be compact, but the unusual component layout to maximise weight distribution resulted in an overweight car! Arnoux and Stefan Johansson failed to score a point. Têtu was dismissed, and Richard Divila was appointed chief designer for 1989. The resulting JS33 and JS33B, which were coupled to customer Porsches in 1990, were both simple but slow. Indeed, the final straw was the team's relegation to pre-qualification in mid-1989. Guy's glory days as a team manager were a decade ago, and he was becoming increasingly frustrated, lurching from throwing one of his famous volatile wobbles to withdrawing to his team's motorhome for hours in silence.

However, political ties once again aided Ligier, bringing the soon-to-be dominant Renault V10 to the team. Except that wasn't going to happen until 1992, and in the meantime, Thierry Boutsen and Érik Comas had to suffer through a terrible 1991 in the Porsche-powered JS35. Renault was introduced in the JS37, and Ligier attempted to entice Alain Prost to drive. *The Professor* tested the car at Paul Ricard but refused to join unless Guy sold him a share in the team. Ligier wholeheartedly agreed. Guy's management style, which emphasised middle management and bureaucracy, may have hampered the team's progress, and as it turned out, his stubborn hold on his team would not last much longer. After being booed at Monaco, he eventually decided to sell 21% of the team to Cyril de Rouvre. By the end of 1992, de Rouvre controlled an additional 69% (for a total of 90%). Guy was now off to pursue other business opportunities, such as those in the natural fertiliser industry.

## Formula One Statistical Overview

### Formula One Record

 1967
 Brabham-Repco

### Complete Formula One results

(key)

Notes

* <templatestyles src="Citation/styles.css"/>**^1** – Ligier finished 8th in the 1967 German Grand Prix, but was awarded the point for 6th place as the two F2 drivers who finished ahead of him on the road were ineligible to score points