Jacky Ickx: “I’m going back into my 1968 Ferrari in Monaco Historique, but I don’t like today’s F1”
At 81 years old, Jacky Ickx will once again climb into the cockpit of the Ferrari with which he won his first Grand Prix in Rouen, France, back in 1968. The occasion will take place in Monte Carlo during the Cavallino Classic Monaco Ferrari Parade, held alongside the historic Grand Prix weekend scheduled for April 24–26.
For Ickx, the biggest challenge will not be driving the car—but something else entirely. “Getting into the car will be easy, the problem will be getting out without embarrassing myself. Luckily, the chassis side members are covered by the bodywork and are strong enough for me to support myself. Otherwise, imagine the scene—getting in and not being able to get out…”
He jokes while referring to what he calls his “geographical reference material,” keeping his trademark sense of humour intact even decades after his racing peak.
The Pierino la peste era
The Belgian driver laughs as he recalls that period: “The car belongs to John Elkann’s team, I wouldn’t want to make a bad impression,” he says.
Known in that historical period as “Pierino la peste” because he would eat raw spaghetti in the Ferrari garage, Jacky Ickx now returns to the cockpit of the car that gave him his first world-class success in extremely difficult conditions. That race took place in heavy rain, and was overshadowed by the tragic death of Jo Schlesser, aged 39, after a fatal off-track accident during the race.
“Those were different times,” Jacky Ickx adds, speaking in Imola as a Genesis ambassador—the Korean team making its debut in the WEC. “Back then, people died on track and we kept racing without stopping. Luckily, I never had any major serious accidents, and today I can say I’m a survivor.”
“I’ve had serious crashes, but I’m still here,” he continues.
“If I think back to the 1970 Spanish Grand Prix, when Oliver hit me and set my Ferrari on fire, I survived… looking back at those years now gives me chills. But back then, it was normal for us to accept those situations. Today it would be unthinkable.”
“I lost a world title, but I lived at the limit”
The 1968 Ferrari was the predecessor of the following cars that went on to win races in 1970 and 1971, the latter of which saw Ickx become vice world champion behind Jochen Rindt, who tragically died at Monza.
“To be honest, the Ferrari of ’68 and ’69 had a great chassis, well balanced, good cars but lacking a bit of power,” Jacky Ickx explains. “In the following years the engine was a monster, but the chassis wasn’t.”
Even though he briefly left Ferrari for Brabham in 1969 before returning in 1970, he reflects on the situation:
“Was it my opinion or a fact? Even Forghieri knew it. In ’71 we had rear suspension problems, and with such a powerful engine we never managed to achieve what we could have.”
The king of Le Mans
A career constantly chasing a Formula 1 world title that never arrived—but filled with success elsewhere: six victories at Le Mans between 1969 and 1982, the Dakar Rally, prototype racing, and a Ferrari sports car world title in 1972, as well as Porsche successes.
“I can’t complain about my career,” says Jacky Ickx. “I always raced at a high level, I had amazing cars and great teams. I really cannot say I didn’t have excellent material to work with.”
However, there were controversial moments, such as in 1973 when he left Ferrari mid-season to race the German Grand Prix with McLaren.
“The Ferrari of 1973 was a disaster,” he says. “With Arturo Merzario, who later took over development work after mid-season, we couldn’t solve the problems. Between chassis, engine, team politics, Forghieri sidelined… I wanted a chance.”
Nürburgring 1973: Ferrari dispute and McLaren sabotage claim
“At the Nürburgring I was always fast. There was a McLaren available, so I decided to race with that car and finished third behind the two Tyrrells.”
“Years later, a McLaren mechanic wrote in a book that two team drivers asked to tamper with my car because they didn’t want to be embarrassed. Paolo Barilla sent me the page of the book, and when I asked the mechanic, he admitted it was true.”
“So much for tyre issues, deflation or reduced engine power—it was sabotage. I could have won that race, and for me it would have been revenge because the Ferrari 312 B3 was a disaster.”
The Lotus disappointment in 1974
The following year’s move to Lotus was also difficult. The team replaced the legendary 72 with the 76, which was far from competitive.
“There were chassis problems, balance issues, and even the semi-automatic gearbox system caused trouble,” he explains. “We eventually went back to the 72. Case closed. Better that way.”
But seeing his dark blue helmet with white stripes on a Lotus—Ferrari’s rival—was painful for fans.
“Yes, especially in the year when Lauda and Regazzoni were fighting for the championship, which was then lost to McLaren and Fittipaldi.”
Modern helmets have no personality
“My helmet was my business card. Every driver had his own identity: Lauda with red, Clay with red and white, Stewart, Cevert, and so on. It was our symbol, and I never gave it up.”
“Today, you can’t tell anything anymore. I don’t like this trend of changing helmets and suits every race. How will drivers be remembered in the future?”
“We remember Senna’s yellow helmet, Prost’s helmet—but Hamilton or Verstappen? Tell me, what’s the point of removing a real symbol of a driver’s career?”
“Modern F1 is too complicated, I don’t like it”
And what does he think of modern Formula 1?
“A big problem. I don’t like it. Too complicated, too much electronics. Fans today may find it exciting, but it is not the F1 we knew and for which so many drivers made sacrifices. It is something else. Like the world around us has changed. Some fans will like it, others won’t.”
Asked about the most difficult car he ever drove, Jacky Ickx replies:
“The Porsche 962: heavy, difficult to manage, steering like marble, a challenge corner by corner.”
“The most dangerous? Maybe the Porsche 956—you had your feet right at the front like a bumper…”
“But I repeat: I’m happy with what I did, and I hope that in Monaco I can entertain those who come to watch me drive the 1968 312 B. Hopefully I can get out of the car without problems… you know, I’m not getting any younger.”
Jacky Ickx’s return to the Monaco circuit highlights a golden, albeit dangerous, age of motorsport. As the “King of Le Mans” prepares to demonstrate the raw mechanical soul of his 1968 Ferrari, his reflections on the current state of Formula 1 highlight a growing divide between the sport’s high-tech future and the legendary personalities who defined its past.
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