Race car driver Helmut Marko was quite famous in the 70s... He forever connected his life with motorsport, remaining in business even at his advanced age.

Biography: brief information

Helmut Marko was born during wartime - in 1943, on April 27, in the small town of Graz. Marco's father is a powerful man and insisted on receiving higher education and was unhappy with his son’s passion for racing.

In 1967, Hellmuth received his doctorate in law. He remembered this day only because two days earlier he finished second in Langebarn at the Formula V race.

Life on the track

Marco was brought into racing by his childhood friend - At first, the young people were engaged in motorcycle racing, and then moved on to competitions in the mountains.

Johan helped Helmut with everything. Negotiating with sponsors, meeting the right people and preparing for races were invaluable to Marco.

In 1970, Rindt invited a friend to become a driver for a team where he was a co-owner. And Hellmuth immediately won third place in the 24 Hours of Le Mans. A year later, the Austrian improved his result to a winning finish. At the same time, he set a record for the maximum distance traveled, which was broken only 40 years later.

In sports car racing in the 2-liter class, Marco was successful. First, the driver climbs to the third step of the podium at the Daytona competition, then becomes second in the famous Targa Florio race. Then again third place at the 1000 km Nürburgring and second in Zeltweg on a track of the same length.

"Formula 1"

Helmut Marko made his debut in the “royal races” in a rented McLaren car, although he officially competed for the BRM team.

The driver decided to train a month before the first start; Johan Rindt's friend Bonnier helped him with the car. On the first practice lap the car stalled. The same thing happened the next day. At his first official start at the Austrian Grand Prix, Marco came out not entirely confident in his abilities.

In many ways, the team's management contributed to the driver's unsuccessful career in the first Formula. At that time, Marco was already the 5th driver in BRM, and they took him to the team only because of sponsorship investments. Accordingly, he received the worst car, which did not allow him to fully develop.

In the final race of the 1971 season, Hellmuth finally switched to a good car. But even here he was unlucky - the mechanics made a mistake with the calculations and shortly before the finish line Marco ran out of gas.

Shortly before the French Grand Prix, the Austrian finally received a car that was technically comparable to the car of the team leader, Beltoise. With equal conditions, Helmut Marko showed the best time, and Beltoise crashed the car. Then the management decided that Marco would become the first pilot.

It was at the moment when the driver’s career began to gain momentum that an accident occurred that put an end to Marco’s future plans in the world of motorsport.

At the French stage of Formula 1, where the Austrian racing driver received the best car and team of mechanics, circumstances were not in favor of the talented pilot. In Ronnie Peterson's car, the fire extinguishing system falsely triggered and flooded almost the entire car of the one behind Marco. For better review Helmut began to rise in his chair, and then a stone flew out from under the wheels of Peterson’s car. It went through Marco's helmet and severely damaged his left eye.

The pilot himself got out of the car and lost consciousness. The career of a Formula 1 driver was over, almost without beginning...

It's the same in motorsport

But the persistent Helmut Marko did not leave motorsport. Being an educated and legally savvy man, he did a lot for the development of motorsport in his homeland.

Marco also brought Karl Wendlinger into racing. He was their manager for several years.

Then the Austrian created his own team, RSM Marko, which won Formula 3000. In 1996, Helmut Marko headed the youth team training program at Red Bull.

Since 2005, he has been the permanent chief consultant of the main Red Bull racing team. Marco did a lot to ensure that the Austrian team also competed successfully in prestigious races.

It is also noteworthy that Helmut Marko speaks positively about Russian racer Daniil Kvyate. He plays for Red Bull's subsidiary team, Toro Rosso, and his partner is Carlos Sainz Jr.

The strong-willed Austrian always defends the interests of his team quite harshly. That is why he won the recognition and respect of millions of motorsport fans.

Helmut Marko is rightfully considered one of the authors of the miracle that last years the Red Bull Racing team creates on the Formula 1 tracks: it won the Constructors' Championship three times, and Sebastian Vettel became the youngest three-time world champion in history. But there is an explanation for everything: in the early 70s, Marco competed in F1 and spent 10 races with BRM, but then, due to an injury to his left eye, he was forced to give up continuing his career. In short, he has been associated with the world of professional motorsport for more than forty years.

Question: Why do they call you “Doctor”?
Helmut Marko: During my racing career, I received a doctorate in law, which was somewhat unusual. I think the press liked to say that "Dr. Marco is starting." Of the drivers who competed in Le Mans and Formula 1 at that time, few could boast of such a diploma. The nickname stuck, and they began to replace my name. Everyone knows "Doctor", but this has nothing to do with medicine.

Question: You have a reputation as an art connoisseur, various types creativity, and not just a professional who knows all the secrets of racing skill. But at the same time you are considered a very cold and uncommunicative person. Aren't you worried about this?
Helmut Marko: If you are only attracted to beauty, you will never succeed in Formula 1.

Question: You have been Sebastian Vettel’s racing mentor for about ten years now, and it’s unlikely that anyone will dispute this. You met him when he was still a boy. Did he feel the warmth and care that a young man so needs during his formative years?
Helmut Marko: Of course, his parents took good care of him. Young people who need love and a sense of security try to stay longer in their comfort zone. Others want to quickly get rid of guardianship and go their own way. But you don’t have to show any tender feelings at all. It is enough to identify them in young people strengths. The artificial atmosphere of coziness and comfort does not suit the world of Formula 1.

Question: When was the first time Vettel spoke to you in a less formal manner?
Helmut Marko: I don't know, honestly. Once upon a time we switched to such communication, but it was all quiet and calm.

Question: How did your relationship develop into an ongoing collaboration?
Helmut Marko: Above all, we are bound by an open and honest business partnership. If Sebastian has any problems, he immediately turns to me. But if something worries me, I go to him. Everything is done in a very professional manner. And, of course, it brings us closer together.

Question: Do you like talking to him?
Helmut Marko: Of course, but I don't like to talk about it. The public knows Vettel the driver, but he wants to maintain his right to privacy, this is typical of him. And he does the right thing, by the way.

But at the same time he is extremely focused on his work, so he needs to rest, he needs free time. Sebastian has to immerse himself in himself so that later in qualifying and races he can produce something that no one else is capable of.

I know very well how Sebastian trains, and he knows how to properly manage his freedom in order to achieve the highest results.

"Listen, Carl crashed." One of Jochen Rindt's oldest school friends, whom they called by his first name "Karl", quietly said this on September 5, 1970, near one of the coffee shops in Graz, to Helmut Marko who approached. The petrified Helmut turned around, climbed into the car and drove off in the direction of the Opera Ring. No one saw him for several days. How deeply he was affected by the loss of his childhood friend became clear from the several days I later spent with him in Radegund.

But Marco has already decided to fight for Jochen's legacy. Be that as it may, in 1971 he was already invited to his Formula II team by a friend with whom he lived turbulent but wonderful years, constantly seasoned with harsh competition. Jochen also advised him on what threads to use in order to realize his career. And how to do it diplomatically. Today it is clear that Marco has learned a lot.

They celebrated its racing premiere together in the 1961 Styrian mountain race. Jochen is on Simca, Helmut is on Steyr-Puch. Then Marco studied law. Along the way, he had problems in the military department, since he lost his power of attorney, being appointed as a courier on secret missions. He received his Doctor of Law degree in 1967. He doesn’t remember the exact date, but “it was two days before the Formula V race in Langenlebarn; I came second.” He caused irritation at the University of Graz by unexpectedly leaving the graduation party.

Then the “Mr. Counselor” awarded three-day arrests or fines in the Graz court, passed sentences for traffic offenses and worked for 1,500 shillings a month. “It was good hourly pay because I was on the phone half the day about my racing performances.” He already knew that he would not bury his life between the covers of folders.

Continuations of his youthful adventures - wild motocross races on Shchekla, which Marco indulges in today, if possible every day - have long been lacking. Hellmuth insisted on his own, despite the opposition of his father, who did not want to hear anything about racing. The two did not exchange a word for years. Customers who today come to his father's lamp store and introduce themselves as "friends of Helmut" are forced to pay full price. Only those who are not familiar with Helmut receive discounts.

Blonde-haired, narrow-shouldered, barely peeking out from under the table when seated, Marco, always displaying intelligence but varying charm and firmness as needed, is a man of many talents. At the request of his parents, he learned to play the flute and piano and only went on strike “when they wanted to persuade me to play the violin.” And today he dreamily listens to classical music. Romantic. He plays table tennis and above all, in cards only for money - the player. He already runs a racing car show - a hard-nosed businessman. And as a steel pro, he distinguished himself by taking part in 1971 in prototype racing (for Martini), 2-liter sports cars (for Lola), Formula II starts (for Lola), and touring car racing (for Ford Cologne).

“Since I am achieving success, then inevitably a chance in Formula 1 should appear,” Marco correctly summed up. It speaks for itself that in the Porsche 917 he was often able to keep pace with such stars as Rodriguez and Siffert in training. Many doors opened when he, driving for Martini six years after Jochen, won the 24 Hours of Le Mans despite significant problems with the car. I called Hellmut immediately after his triumph. They held the telephone receiver near his ear, his hands were so cramped.

So, after just five races in Formula II and III monoposts, Marco got into a Formula I car for the first time at the Nürburgring, which he was the first Formula V driver to complete in less than 10 minutes. But this time he didn’t even complete one lap.

Acceleration is faster than a Porsche 917...you feel all the challenge of this machine...Mechanically, Marco's brain registered the driving impressions when the old engine on the "Hatzenbach" section began to knock - it had run out of gas. In "Bergwerk, where I punctured a tire in touring car racing", the McLaren stopped. Marco watched his future rivals in the high-speed right-hander and noted that “Surtees and Wiesell are the only ones who are fast enough to lift their foot off the gas pedal there.”

When Jackie Stewart drove by, Marco waved to him. It took Jackie the rest of the circle to wonder who it could be? "A yellow car and a blond racer? We don't seem to have any blonds, do we?" Later, in the paddock, Jackie spoke to the Austrian about this. Marco grinned: “I hope that next year you will be more familiar with my face.”

Louis Stanley, who has already firmly invited Marco to the Österreichring race, convinces everyone that he would like to refuse to start at the Ring, since he is already “forced to be in the back rows or take increased risks” in the old McLaren. Meanwhile, the Tyrrell team is still laughing at the story of Stewart's fastest lap. While the Tyrrell supercar's tanks were drained of petrol to keep the car's weight to a minimum for the optimal lap, Stewart practiced in a spare car, which, however, stopped on the track due to a gearbox failure. Jackie managed to grab the motorcycle and rush to the pits at desperate speed to take another car. The checkered flag was ready when Stewart clocked a fabulous time of 7:19.0.

Nürburgring enthusiast X came very close on Saturday morning: 7:19.2. Finally, you could see Stewart happy, especially since he knew: “Regazzoni was spinning the engine 600 rpm on the straights, and Andretti was spinning the engine 400 rpm more than me. So after changing the engine, I can become even faster.” After a night shift, Ferrari was able to get rid of the Nürburgring's signature stamp - repeated impacts with the bottom. Lotus, apparently, is not, otherwise Wiesell would not have broken off the side radiator during “Bottoming”. But Reine tore the adhesive plaster out of the seat to secure the radiator directly on the track. And Stommelen wondered, in desperation, whether he was actually being "discussed at the same level" regarding materials, since his Series 11 motor was inferior to the earlier Series 10 unit.

Since the Zandvoort race, Goodyear has come up with a new rain mixture, for which tester Frank Gardner stood ready all summer to test it. But the English summer passed without rain. The Goodyear riders made even more intensive use of the rain in the Eifel on Saturday afternoon for testing purposes. Nothing else was changed on the grid: Stewart and Ickx in the first row, Siffert and Regazzoni in the second row, and the wrongly stopped Peterson, after collecting protest signatures, was returned to the fourth row by the March team. Lotus also signed, which was very friendly.

On Saturday evening, Jackie Stewart, as Elf so wishes, plays the role of a pleasant guide for journalists who have become friends during a short circuit by bus through the much modified "green hell of the Eifel". Francois Cevert is sitting on the second bus. “How many people on the bus speak English?” Jackie asks me and after a “50 percent” answer, he fishes out the microphone. He lets down his feathers: “For Scots Speakers,” opening a new, real Jackie Stewart show. Over the course of 22.9 km, the cunning continental Scot talks about his braking and acceleration points, reveals the secrets of his trajectory, admits which trees he focuses on, which gears he uses with what fuel reserves.

Jackie said that there was no visible oil in the Adenauer Forst (2nd gear); that in the three right turns before Wehrseifen you can gain two seconds; he shows a tree, but which he heads in front of the unseen Karussell; he calls the second most important part of the circuit the combination of turns on the uphill before the Pflanzgarten. His description turns a lap around the track into an exciting detective story. I wrote it down.

Stewart shows the spot where Hill once lost a TV camera and the joint where Brabham's radius arm broke in 1969. “Look there, into the forest. There were no fenders there then, and you can only say with me: “Lucky Jack.” And here Regazzoni pulled down two poles yesterday. Can you imagine where he would be now if they hadn’t installed fencing."

Jackie himself was scared when he saw the helicopter make an emergency landing due to a rotor fire. He would need to fly this helicopter today. He made fun of the bus driver struggling with the jerky clutch (“we’re not on an ideal line, but I never use third gear here”), and when the poor guy rolls back on the Adenauer Bridge, Stewart groans: “Oh my God, yes.” The North in the second bus will now overtake us."

Before leaving, Stewart says through thunderous applause: "I have only one request of you: don't tell the Ferrari drivers anything I said." Later, in a restaurant at the north hairpin, two pork carcasses were spinning over an open fire, and sentimental tunes like "Candlelight Waltz" were playing from the loudspeaker, so that it finally became clear: the old era of the Nürburgring was gone. A new era has begun, and for Jackie, security has now increased by 400 percent. “Because before there was nothing here at all in this sense,” he sighs.

On Sunday morning, Denny Hulme offered his helmet to Hans Herrmann, who had retired from the sport: “Would you like to go for me?” Louis Stanley, over the noise of the engine, shouted in Siffert's ear: “Today you must win, because today is my birthday.” This day was also a Swiss national holiday, which Yo and Clay hardly thought about at the time. Walter Hayes stood at attention next to Stewart's car until the last moment, like a soldier on guard. Ken Tyrell calculated the fuel supply for Stuart and Sever with a very small margin. “Not only to save weight overall, but as an added advantage on the jumps.”

Jacqui Ickx was in the lead, but only for two kilometers. Then Stewart passed it in order to further challenge not his opponent, but the Nürburgring, which was only made more difficult due to traces of oil on the asphalt. Behind him, X mobilized all his courage, seeing Stewart moving further and further beyond the horizon. Nothing paralyzes the will of a pursuer more than the sight of the leader's ever-shrinking car. On the Wippermann section, X, who had never before been accused of driving errors, flies off the track, makes several turns, loses the battery and damages the rear suspension.

“It was only at the Nurburgring,” admitted Ickx, “that I realized that the championship was completely lost.” He got into his BMW and left the Eifel quickly and quietly.

Regazzoni and Siffert intuitively slowed down when Ickx went off the track. This helped Stewart increase their lead and also made the chase easier for the poorly started North. Regazzoni only managed to get through the next two kilometers undisturbed before he spun into Pflanzgarten, leading to a second adventurous lap time of 7:42. “Fun time,” Pat Surtees thought.

Zeppi drops out of the Siffert-Regazzoni-Sever trio due to a loose ignition coil and problems with the front brakes.

“X and Regazzoni, c’etait dur, it was tough,” said Siffert, dusted off his hands and said to the sweating birthday boy Stanley: “So now I have to win the next Grand Prix for you.” And the next one will be in Zeltweg.

Regazzoni lost one opponent in Siffert, but gained two: engine power decreasing due to a broken exhaust pipe and vibrations that persisted, despite the new frame, which arose, however, only on climbs, with full acceleration. The North did not want to inherit second place; it had to conquer it. Consequently, he shook his fist at Regazzoni until Clay cleared the line for overtaking. Peterson received a “hello” from the unevenness of the track - the radiator lining broke, he had to go into the pits to tear it off, which threw Ronnie into 5th place, behind Andretti. Mario noticed that the shock absorbers were too soft, and made every effort to be optimally fast "without flying off the track." Fittipaldi had leaked all the oil; traces of it could be found on the radiator, helmet, even on the air intake fairing of the pursuing but soon surrendered Schenken. On the contrary, Surtees complained that Schenken "kicks up so much dirt and debris that it ends up in my cockpit and blocks the throttle."

Things were even worse for Stommelen, John’s partner, whose “suffering” the public had no idea about. “The worst thing was the people on the edge of the track who were egging me on.” And Rolf became slower and slower. The more the gas tank emptied, the more nervous the TS9 became. Many times the native of Cologne “almost got eliminated.” He experienced braking fear before each corner, but stopped only after the 10th lap - and was sent back by Gavin Frew. With the thought “better tenth than in the bumper or dead,” Stommelen rode through suffering, his “hardest, worst and most terrible race” to the end.

Stewart, who had avoided trouble, improved his record lap time seven times before Cevert surpassed it with a time of 7:20.1. From the 4th lap, Stewart was running without exceeding 9500 rpm. However, as soon as Tyrell prepared his signal “9000”, Jackie heard something wrong from behind: “the noise of the engine suddenly became much louder than usual. I was already scared: now, I’ve brought the lead to 40 seconds, and now the car will break down.” However, after a few seconds, Jackie was relieved to realize that the engine was fine. The Oropax protective plug just fell out of my ear. If he didn't have to carefully watch for traces of oil, Jackie would willingly smile at himself in the rearview mirror. Tyrrell's second ever double victory was assured. "Total Triumph" is playing on the Formula 1 stage again.

The third, Regazzoni, after the victorious celebration, threw his cup into Forghieri's open hands. Then the Ferrari pits were curtained, but excited voices could be heard through the crack. “In times of crisis,” Tyrell told me, “the hardest thing is to unite the team, and I understand that X has escaped. On the contrary, a general celebration of victory is the simplest thing in the world.”

Stewart and Sever climbed into the Tyrrell transporter and looked far from arrogant, but rather like men who had done their job for the day. Stuart, this time dressed in black, cheerfully sang: “Geneva... sweet home”, rejoiced at the “home holiday”, his wife and children. He climbed into a private helicopter that flew him to Cologne airport and escaped the green hell as quickly as he had escaped it, winning for the second time since 1968. Jackie only learned from the newspapers that it was not he, but Sever, who was now the holder of the new lap record.

Ickx must have already been on the plane to Brussels, so the most dejected driver remaining at the Ring was Rolf Stommelen. He squatted in the transporter, confused. I had never seen him so broken, almost sick with disappointment. And it was here, at the Nürburgring, where Rolf often showed how fast he could drive in prototypes, and where he bravely crossed the finish line in Rindt's burning Formula II Lotus in 1969, in his premier monoposto race.