Taking the Heat

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The Shelby team’s No.5 car took the lead when No.6 ran afoul of the officials. And then No.5 ran into its own issues caused by an oil cooler leak. Photograph Courtesy Ford

The cause of the alternator’s failure? The dyno-fresh engine had been equipped with a brand-new fan belt. After more than 12 hours of hard racing, the belt had stretched, allowing it to slip on the alternator pulley. With no continuing charge, the battery had run down and destroyed our No. 6’s chance of victory. When Bondurant pitted in No. 5 for the driver change, the alternator drive belt was readjusted.

Bondurant and Gurney, in the brand-new, untested Daytona, had now climbed to third overall, challenging the theoretically faster Prototype 275P Ferraris for the overall win. In all the 40-plus years of Le Mans history, a GT-class car had never won overall. Ferrari’s closest GTO was 50 miles astern with no seeming chance of victory.

At daybreak, Gurney unexpectedly pitted. Oil pressure was fluctuating badly and traction was “squirrely.” Upon raising the hood, we saw that the entire engine compartment was bathed in hot oil. It was so thick that the heated fluid had streamed back under the chassis and onto the rear tires, causing the car’s instability.

The Coupe’s front-mounted oil cooler had taken a rock, bursting one of its oil-filled cooling fins. Under pressure, oil had sprayed everywhere.

When the dipstick was pulled, only a fraction of an inch remained on the shaft. Several cans to refill the engine were quickly opened, only to again prompt “Non, non!” from our arm-waving pit marshal.

Under the rules, the car had to run another five laps before oil could be added. But without oil, the engine could be irreparably damaged. There was no option. In a momentary thrash to save time, the cooler was pinched off, allowing Gurney to go out again for the mandatory five laps.

Circulating as quickly and carefully as possible to prevent complete oil starvation from g-forces in the corners and under acceleration and braking, Gurney skillfully nursed the coupe around the 7-mile circuit, knowing the fastest GTO Ferrari was now gaining.

Back in our pit, Remington and Ohlsen worked feverishly to build a bypass for the damaged cooler, but this took almost five laps. During this agonizing interval, the remaining GTO Ferrari slowly passed Gurney to take the GT lead.

When Gurney finally reentered our pit for fuel and tires, the dipstick was again pulled. Nothing! Maybe less than a quart remained. Miraculously, the engine had survived.

With the oil line repaired, Gurney was sent out again but admonished to drive by the oil temp gauge, not the tachometer. At this reduced speed, Gurney could not gain on the now-leading GTO without risking a blown engine.

For another couple of hours, the two “raced”–fourth and fifth overall–with the slower Ferrari now able to hold off the previously faster Daytona. In the final pit stop/driver change, Bondurant was cautioned to watch the oil temp.

Toward the end of the afternoon, fate intervened. The leading GTO pitted, unable to continue. A broken universal on its driveshaft ended any chance of maintaining Enzo’s once dominant position as the world’s fastest, most reliable GT racer.

At 4 p.m., Bondurant crossed the finish line, winning the GT class for Shelby. He was also fourth overall.

Bob slowed on the front straight so Gurney could climb in the passenger side while Ohlsen opened the rear hatch to climb in and hitch a ride to the podium.

It was the first time in history that a previous Le Mans winner had also won as a team owner. Shelby’s status with Ford changed immeasurably. Had the oil cooler not failed, the Daytona’s speed would certainly have made it a contender for the overall win.

In 24 hours, America’s status in the world of motor racing was changed forever. John Ohlsen’s status within the team had changed as well: He’d become the crew chief who almost single-handedly helped build and prep a Le Mans winner.
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Success: The Cobra Daytona Coupe, at first dismissed as a folly, finished first in class and fourth overall at Le Mans. John Ohlsen flipped open the hatch for his ride to the podium. Photograph Courtesy Peter Brock Collection
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