Dutch Grand Prix

Zandvoort, 21 Jun 1969

All cars are 3-litre F1 unless noted.

Sources

Note that the identification of individual cars in these results is based on the material presented elsewhere in this site and may in some cases contradict the organisers' published results.

3-litre Formula 1 World Championship events 1966-1985

These 1966 to 1985 results were initially compiled by Allen Brown, but these were in the very basic form required to track individual car histories. Since then further details, such as laps completed, qualifying times and so on, have been added from Rob Ryder's extensive database.

All comments, clarifications, corrections and additions are most welcome. Please email Allen at allen@oldracingcars.com if you can help with our research.

Individual sources for this event

Autosport 27 Jun 1969 pp26-33 (report by Patrick McNally). Motor Sport August 1969 pp877-878,880 (DSJ report). Motoring News 26 Jun 1969 pp12-14 (report by ARM, Andrew Marriott). Sport Auto Aout 1969 pp35-42 (report uncredited). Race Report 3 p86 (by Eddie Guba).

It had been four weeks since Monaco, and much had changed. With wings now banned, Lotus had thrown everything into completing two four-wheel-drive Lotus 63s, Tyrrell-Matra had been testing the four-wheel-drive Matra MS84, and McLaren's M9A was nearing completion. BRM had completed a new design, the P139, but this was really an extension of the existing Terry designs to hold more fuel. Brabham were sticking with the BT26A for now. Ferrari had two cars at this race, Pedro Rodriguez having been released from purgatory in the Parnell team's BRM to join Amon. Privateers were again Rob Walker's Lotus 49B, Frank Williams and Moser with Brabhams; and Colin Crabbe had acquired the McLaren M7B for Elford to drive.

The cars that arrived were two 63s and two 49Bs for Lotus drivers Hill and Rindt; two Matra MS80s and one MS84 for Tyrrell's Stewart and Beltoise; the new P139, a P138 and a P133 for BRM drivers Surtees and Oliver; the latest two Ferraris for Amon, the effort to prepare one of them for Rodriguez proving too much for the underresourced operation; the usual McLaren M7C and M7A for McLaren and Hulme; and the usual pair of BT26As for Brabham and Ickx. That made 11 works entries plus four private entries, and only 20 cars present. Mario Andretti was due to arrive to drive the Lotus 63, being very enthusiastic about four-wheel-drive after his experience of the Indy Lotus 64 in testing. However, he was contracted to be at Langhorne, and Rindt was particularly disinterested in testing the Lotus 63, being "apprehensive" about the very forward driving position. BRM were having a dreadful time, and Surtees decided not to race the new P139, Jenks referring to its performance as "pathetic". None of the 4WD cars were raced as the energy was put into finding which "body-mounted" wings could best circumvent the ban, the Dutch scrutineers being somewhat helpless given the CSI's very loose wording. The CSI met on 22 June, the day after the Dutch GP, and set some new rules: wings could be adjustable but not when the car was in motion, the height could not be greater than 80 cm from the ground and no wider than 110 cm; and all aerodynamic devices must be fixed securely. The rules specifically applied to F1, F2, and F3, and also to F5000 in Europe, but in North America CASC and the SCCA paid no attention and McLaren were able to continue with high-winged McLaren M8C in the Can-Am race at Watkins Glen on 13 July. Not long after this, the Spa organisers backed down in their refusal to add safety barriers and agreed to changes after a further visit by Stewart, Bonnier and Rindt, not that this calmed Jenks' fury at the GPDA's leaders in any way.