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Michael Johnson Parkes (24 September 1931 – 28 August 1977) was a British racing driver and engineer, who competed in Formula One at six Grands Prix from 1966 to 1967.[a] In endurance racing, Parkes won the 12 Hours of Sebring in 1964 with Ferrari.

Key Information

Born in Richmond, Surrey, Parkes was the son of John Parkes, chairman and managing director of the Alvis Group. Parkes participated in seven Formula One Grands Prix, debuting at the 1959 British Grand Prix in a Formula Two car entered by Fry. Amidst a successful sportscar racing career, he returned to Formula One with Ferrari in 1966, achieving one pole position, two podiums, and a total of 14 championship points.

Outside of motor racing, Parkes worked as an automotive engineer; whilst working for the Rootes Group, he was involved in the development of the Hillman Imp. From 1974 onwards, he served as principal development engineer of the Lancia Stratos. In August 1977, Parkes died in a road traffic collision near Turin, aged 45.

Early life

[edit]

Michael Johnson Parkes was born on 24 September 1931 in Richmond, Surrey, England.[1] Parkes was the eldest son of John Parkes, who was chairman and managing director of the Alvis Group; he was also an aviator.[2] Parkes studied at Haileybury College in Hertford Heath, Hertfordshire.[1]

Sports car racing career

[edit]

Parkes began his racing career in the mid-1950s initially with an MG before moving on to a Frazer Nash.[2] In 1957 he raced a Lotus and came to the attention of Colin Chapman who invited him to act as reserve driver for the works team at Le Mans.[2] He then became involved with the Fry Formula Two project in 1958 and 1959, before returning to sportscars in 1960.[2]

In 1960 Parkes drove a Lotus Elite for Sir Gawaine Baillie before moving to Tommy Sopwith's Equipe Endeavour in 1961, where he drove in sportscars and Formula Junior. He also drove a Ferrari GT for UK Ferrari franchise, Maranello Concessionaires.[2] At Le Mans he shared a three-litre Ferrari Testa Rossa with Willy Mairesse and finished second.[2]

In May 1962, Mairesse and Parkes came second in the 1000km Nürburgring race in a Ferrari behind the winning car of the same marque driven by Phil Hill and Olivier Gendebien.[3] Parkes finished a mere car length behind Graham Hill in the 28th Royal Automobile Club tourist trophy race in August 1963.[4] Umberto Maglioli and Parkes drove one of the Ferraris which claimed the top five qualifying positions for the 1964 12 Hours of Sebring. The Ferraris were equipped with new power plants. Parkes was timed at 3:10.4.[5] In the race Parkes established a speed record and completed the most miles ever for a winner.

Parkes at the 1965 1000km Nürburgring in front of Graham Hill, both in Ferraris.

Parkes and Maglioli, finished a considerable distance ahead of the Ferrari of Ludovico Scarfiotti and Nino Vaccarella.[6] Parkes teamed with Jean Guichet in a Ferrari to capture the 1,000 kilometre Classic of Monza Italy in April 1965. Tommy Spichiger, 30, of Switzerland, died instantly on the 34th lap of the race when his Ferrari 365 prototype went off the track and burst into flames. Parkes and Guichet led most of the race in their Ferrari prototype, after taking the lead from John Surtees and Ludovico Scarfiotti.[7]

Parkes and Guichet placed 2nd to Surtees and Scarfiotti in a 620-mile race at the Nürburgring in May 1965. The winning pair led the full 44 laps. It was a 4th consecutive victory for Ferrari.[8] Dan Gurney eclipsed the time of Parkes in the sole factory Ferrari in the final practice for the 1966 12 Hours of Sebring. The blue Ford was clocked at 2:54.6, 2 seconds faster than a lap run by Parkes the previous day. In a Ferrari P3 prototype, Parkes lap was so fast that none of the time-speed conversion charts would accept it. Parkes and Bob Bondurant started 2nd after Gurney and his co-driver, Jerry Grant.[9]

Surtees and Parkes were in a Ferrari prototype in their victory in a 620-mile Monza sports car event in April 1966.[10] Chris Amon and Lorenzo Bandini were triumphant in a 100 lap, 1,000 kilometre Monza race in April 1967. They drove a four-litre Ferrari for an average speed of 122.30 m.p.h. Parkes and Scarfiotti finished second with a time of 5:10:59.2. The winning time was 5 hours seven minutes, 43 seconds. The Ferraris were in front after the Chaparrals of Phil Hill and Mike Spence had to make pit stops following the 17th and 18th laps.[11] He finished second at the 1967 24 Hours of Le Mans, paired with Ludovico Scarfiotti, in a Ferrari 330P4.

After the crash at the Spa Belgian GP 1967 Parkes returned to race sport cars events in 1970, with remarkable 4th place at the Daytona 24 hours on a Ferrari 312P entered by NART (paired with Sam Posey), at Sebring 12 hours he finished 6th on the same car (together with Chuck Parsons). He continued the season racing on the Filipinetti Ferrari 512S, reaching 5th place at the Targa Florio and 4th at the Nurburgring 1000 km together with Herbert Muller.

Parkes competed in a 1,000 kilometre sports car race in Argentina in January 1971, he was just ahead of Ignazio Giunti's Ferrari 312PB when the Italian driver crashed on the Beltoise's Matra. He was paired with Joakim Bonnier in a five-litre Ferrari entered and owned by the Swiss Filippinetti stable which maintained operations in Modena.[12] Parkes competed in the 1971 24 Hours of Le Mans in a modified Ferrari 512M paired with Henri Pescarolo. He was involved in the development of this car (named 512F, where "F" stands for Filipinetti, the car's owner), which proved to be very fast, winning a non-championship race at Vallelunga, Rome ahead of the Jo Siffert Porsche 917K.[citation needed] Parkes-Pescarolo were running well at Le Mans when a mechanical failure during the night ended their race.[citation needed] Parkes came back to Le Mans in 1972 with a Ferrari 365GTB entered by Filipinetti. His teammates were Lafosse and Cochet, the trio finished in seventh place, third in the GT class behind two other Ferraris.[citation needed]

Formula One career

[edit]
Parkes driving for Ferrari at the 1966 Dutch Grand Prix.

Parkes first entered a World Championship Grand Prix at Aintree in 1959 driving a Formula 2 (F2) Fry-Climax 1.5-litre Straight-4. However he did not qualify and returned to sportscars thereafter, apart from a single outing at Mallory Park in 1962 with a Bowmaker Cooper.[2] Following his success with Ferrari sportscars, Parkes joined Ferrari officially, in 1963 as development and reserve driver,[2] and over the following seasons became recognised as a leading sports car driver.[2] When John Surtees unexpectedly left Ferrari in 1966, Parkes was promoted to the Grand Prix team and with an extended chassis to accommodate his height of six feet four inches,[2] was immediately successful, finishing in second place in the 1966 French Grand Prix at Reims. Jack Brabham won the race with his teammate, Denny Hulme, third, in their Brabham–Repcos.[13] However this was followed by two retirements before another second place at Monza where he also took pole position.[2] Parkes won an international Formula One race at Silverstone by one third of a lap over Brabham in April 1967.The 52 lap race was the first Formula One contest for Parkes in his native country. He completed the 152.36 mile competition in 1:19:39.25 with an average speed of 114.65 m.p.h.[14] In 1967, Parkes competed in two further Grands Prix for Ferrari finishing fifth at Zandvoort but retiring through accident at Spa,[2] after sliding on oil being sprayed from Jackie Stewart's H16 BRM,[15] on the first lap, suffering broken legs that would ultimately end his Grand Prix career. Ferrari Auto Works entered two cars in the 1967 Syracuse Grand Prix. This was a Formula One race that did not count toward the Formula One World Championship. Parkes and Scarfiotti were assigned 1966 model single seaters.[16] After Parkes' Formula One career ended, he raced into the 1970s in sports cars.

Automotive engineering

[edit]

When not racing cars, Parkes worked as an automotive engineer.[6] Parkes worked for the Rootes Group from 1950 to 1962, initially as an apprentice. One of his roles at Rootes was as project engineer in the development of the Hillman Imp.

In 1963 Parkes joined Ferrari as development engineer for their road cars, notably the 330 GTC, and also as a GT sports car driver. Following his absence from work after his serious F1 accident, he returned to Ferrari in 1969 to find the company partly under the control of Fiat and at that point decided to work for Scuderia Filipinetti as engineer as well as driver. His departure from Ferrari was partly due to Enzo Ferrari's refusal to allow him to return to F1 after his accident, claiming that he was too valuable as an engineer.[15]

In 1974 Parkes took a job as principal development engineer for the Lancia Stratos.[17]

Death

[edit]

Parkes was killed in a road collision on 28 August 1977 near Riva presso Chieri, Turin, Italy.[18] Parkes was returning home from Modena to Turin - driving his Lancia Beta - when he rear-ended a 43-ton lorry in wet conditions; he was killed instantly.[19]

Racing record

[edit]

Complete Formula One World Championship results

[edit]

(key) (Races in bold indicate pole position)

Year Entrant Chassis Engine 1 2 3 4 5 6 7 8 9 10 11 WDC Points
1959 David Fry Fry (F2) Climax Straight-4 MON 500 NED FRA GBR
DNQ 		GER POR ITA USA NC 0
1966 Scuderia Ferrari Ferrari 312/66 Ferrari V12 MON BEL FRA
2 		GBR NED
Ret 		GER
Ret 		ITA
2 		USA MEX 8th 12
1967 Scuderia Ferrari Ferrari 312/66 Ferrari V12 RSA MON NED
5 		BEL
Ret 		FRA GBR GER CAN ITA USA MEX 16th 2
Source:[2]

Non-Championship Formula One results

[edit]

(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Year Entrant Chassis Engine 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
1959 David Fry Fry (F2) Climax Straight-4 GLV AIN INT OUL SIL
12
1962 Cooper Car Company Cooper T56 Climax V8 CAP BRX LOM LAV GLV PAU AIN INT NAP MAL
4 		CLP RMS SOL KAN MED DAN OUL MEX RAN NAT
1967 Scuderia Ferrari Ferrari 312 Ferrari V12 ROC SPC INT
1 		SYR
1 		OUL ESP

Complete British Saloon Car Championship results

[edit]

(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

Year Team Car Class 1 2 3 4 5 6 7 8 9 DC Pts Class
1960 Sunbeam-Talbot Ltd Sunbeam Rapier Series III 1001-1600cc BRH SNE MAL OUL SNE BRH BRH
Ret* 		BRH NC* 0*
1961 Equipe Endeavour Jaguar Mk II 3.8 D SNE
Ret 		GOO
1 		AIN
4 		SIL
2 		CRY
Ret 		SIL
1 		BRH
1 		OUL
Ret 		SNE
1 		2nd 44 1st
1962 Equipe Endeavour Jaguar Mk II 3.8 D SNE
1 		GOO
Ret 		AIN
5 		SIL
2 		CRY AIN
2 		BRH
1 		OUL
3 		5th 32 3rd
Source:[20]
  • Car over 1000cc – Not eligible for points.

Notes

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Mike Parkes

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Michael Johnson Parkes (24 September 1931 – 28 August 1977) was a British racing driver and automotive renowned for his contributions to motorsport, particularly during his tenure with Ferrari in the , where he excelled in , secured multiple victories, and briefly competed in while also serving as a key development . Born in Richmond, Surrey, to John Parkes, a former officer who later became managing director of Alvis, Parkes developed an early interest in both aviation and automobiles, educated at Haileybury College before apprenticing as an engineer at the in 1949. His racing career began in 1952 with an MG PB at , progressing through MG, , and , including a reserve role for at the 1957 24 Hours. By 1961, he had joined Ferrari, initially as a sports car driver, achieving second place at that year in a 250 Testa Rossa shared with . Parkes' most notable successes came in endurance racing with Ferrari, including victories at the 1964 Sebring 12 Hours alongside Umberto Maglioli, the 1965 1000 km with Jean Guichet, and the 1966 Spa 1000 km with . Promoted to in mid-1966 following Surtees' departure, he debuted at the , finishing second, and secured and finished second at the at ; over six World Championship starts, he earned two podiums and 14 points. A severe crash at the 1967 left him with head injuries and a broken leg, sidelining him from full-time driving. Beyond racing, Parkes contributed significantly to engineering, co-developing the at Rootes and later, after leaving Ferrari in 1971 for a management role at Scuderia Filipinetti, joining Lancia in 1974 to refine the Dino engine and transform the Stratos into a dominant rally . He held commercial pilot licenses in the UK, Italy, and the , reflecting his multifaceted interests. Parkes died at age 45 in a road accident near , Italy, when his collided with a lorry during heavy rain.

Early Life and Education

Family Background and Childhood

Michael Johnson Parkes was born on 24 September 1931 in Richmond, , . He was the eldest son of John Joseph Parkes, a prominent figure in both aviation and the automotive industries. Parkes' father had a distinguished career in aviation, beginning as a pilot who earned his "A" licence in 1926 after training on early de Havilland aircraft. He served as a officer and instructor in the Auxiliary Air Force, and during , he held the position of general manager of the Propeller and Engine Division at , starting from 1936. Post-war, John Parkes transitioned to the automotive sector, becoming managing director and later chairman of the Alvis car company, where he oversaw its operations in producing luxury vehicles. The family's deep ties to and profoundly shaped young Parkes' upbringing, immersing him in an environment rich with mechanical innovation and technical expertise. Through his father's leadership at Alvis, Parkes gained early exposure to automobiles, fostering a keen interest in cars and the emerging world of motor racing from a young age. This familial connection to the industry not only sparked his passion for but also provided informal insights into vehicle design and performance.

Education and Initial Engineering Work

Parkes attended Haileybury public school, where he was a fellow pupil of future racing driver . Following his schooling, he commenced an engineering apprenticeship with Humber Ltd., a division of the , in 1949. This three-year program provided foundational hands-on experience in . Upon completing his apprenticeship in 1952, Parkes was appointed as a development engineer in the Rootes Group's experimental department at , near , marking his entry into professional engineering roles focused on vehicle development. These early interests were shaped by his family's automotive heritage; Parkes developed a passion for cars and , influences inherited from his father, John Parkes, a noted aviator and executive in the motor industry.

Racing Career

Early and Saloon Car Racing

Mike Parkes began his competitive motorsport career in 1952 at the age of 21, shortly after receiving an MG PB as a birthday gift from his father, who had stipulated that the car not be raced. Despite the condition, Parkes made his debut at and secured his first victory in a national event there. From 1954 to 1955, Parkes shifted to racing vintage cars, notably competing in the "," a car owned by Betty Parker, in various club-level events across the . This period honed his skills in handling pre-war machinery and marked his growing presence in the British vintage racing scene. In 1957, Parkes participated in events driving a powered by a Ford engine, achieving competitive finishes in national races, including a second place at . These outings demonstrated his adaptability to more modern lightweight designs and contributed to his invitation as a reserve driver for Lotus at the 24 Hours that year. Parkes progressed to Formula 2 racing in 1958 and 1959 with the Fry-Climax, a 1.5-litre car built by David Fry and fitted with a engine. He debuted the car at in June 1958, finishing sixth in a support race at later that season, and continued in British F2 events, though he failed to qualify for the 1959 in the F2 class at . By 1961, Parkes had established himself in saloon car racing, finishing second overall in the British Saloon Car Championship driving a Mk II 3.8 for Equipe Endeavour, with 44 points from nine rounds. He secured four race victories that season, including wins at on 7 August and the British Empire Trophy at on 27 August. In January of the same year, he entered the driving a works for Rootes, navigating the winter conditions from to the . These successes in domestic series paved the way for his entry into international with Ferrari in subsequent years.

Sports Car and Endurance Racing

Parkes began his sports car racing career in 1960, debuting at the 24 Hours of Le Mans and the 1000 km of Nürburgring driving a Lotus Elite alongside Ninian Baillie, though both efforts ended without completion due to mechanical issues. The following year, he joined Ferrari and marked a breakthrough by finishing second overall at the 1961 24 Hours of Le Mans in a Ferrari 250 TRI, co-driven with Willy Mairesse for the Scuderia Ferrari works team, behind the winning sister car of Phil Hill and Olivier Gendebien. In 1963, Parkes returned to Le Mans with the SpA Ferrari SEFAC entry, securing third place overall in a prototype Ferrari 250 P shared with Umberto Maglioli. Parkes' association with Ferrari deepened in 1964, when he claimed victory at the 12 Hours of Sebring alongside Maglioli in a Ferrari 275 P, outpacing the field in the season-opening endurance event despite challenging conditions. He followed this with a second-place finish at the 1000 km of Nürburgring in a Ferrari 250 GTO co-driven with Jean Guichet. In 1965, Parkes won the 1000 km of Monza with Guichet in a Ferrari 275 P2 and took second at the Nürburgring 1000 km in the same car. His 1966 season included a victory at the 1000 km of in a privateer entry shared with David Piper, as well as multiple podium finishes in the driving a Ferrari Dino. Parkes also triumphed at the 1000 km of with in a P3 and at the 1000 km of with in a P3. These sports car successes contributed to his selection for Ferrari's team later that year. In 1967, Parkes achieved second place at the in a P4 alongside Scarfiotti for SpA Ferrari SEFAC, finishing just behind the victorious Ford Mk IV. From 1970 to 1973, Parkes competed extensively for the Swiss-entered Scuderia Filipinetti team in Ferrari prototypes such as the 312 P and 512 M, often paired with Herbert Müller, achieving notable results including fourth place at the 1970 1000 km of Nürburgring. His endurance efforts during this period highlighted his versatility in GT and prototype categories, though marred by the era's intense competition from and other manufacturers.

Formula One Participation

Mike Parkes made his Formula One debut in 1959 at the , entering a private Fry-Climax car but failing to qualify for the race. His opportunity in the series stemmed from strong performances in , which caught the attention of major teams. Parkes returned to Formula One in 1966 with Ferrari, where he competed in five Grands Prix, starting with a second-place finish at the at . He achieved further success that season with a pole position at the at , though he retired from the race, and a third-place finish at the , along with retirements from the British and German Grands Prix, contributing to his total of 12 championship points and an eighth-place standing in the Drivers' Championship. In 1967, Parkes made two additional starts for Ferrari, finishing fifth at the for two points before his career was abruptly halted. Beyond the , Parkes secured victories in non-championship events in 1967, winning the International Trophy at ahead of Jack Brabham's Brabham-Repco. He also shared a dead-heat victory with teammate at the Syracuse Grand Prix in , marking Ferrari's dominance in the race. Parkes' Formula One career ended tragically at the 1967 Belgian Grand Prix at Spa-Francorchamps, where he crashed heavily on the first lap after hitting oil, suffering broken legs and a broken wrist that sidelined him permanently from single-seater racing.

Engineering and Professional Career

Development Work at Rootes Group

Mike Parkes joined the Rootes Group as an apprentice engineer at Ltd., a , in 1949, initially focusing on foundational training in automotive engineering before transitioning to the experimental department in 1952, where he remained until the end of 1962. During his early years, he contributed to the development of several Rootes vehicles, including refinements to the , Hawk, and initial iterations of the , gaining hands-on experience in chassis tuning and powertrain integration. In 1955, Rootes initiated the project to create affordable small cars in response to the fuel shortages caused by the 1956 , where Parkes was tasked with analyzing competitors like the and NSU, leading to a for a compact Rootes model that he co-led with Tim Fry. This evolved into the "Slug" prototype, an air-cooled initially powered by a engine and later a 600cc Villiers unit, emphasizing lightweight construction and efficient suspension for urban driving. Though rejected by management, the project informed the subsequent Apex prototypes, where Parkes played a pivotal role in designing the innovative 875cc all-aluminum, overhead-camshaft engine licensed from , delivering 39 horsepower with a focus on smooth performance and reliability. Parkes' chassis innovations for the , launched in May 1963, centered on a rear-engine layout with an integrated featuring baulk-ring synchromesh for precise shifting, paired with semi-trailing-arm rear suspension and compact 12-inch wheels to enhance handling and space efficiency in a sub-£600 . He oversaw extensive testing, including high-speed runs and a May 1965 expedition to with an 800cc prototype, ensuring the design prioritized driver enjoyment over raw speed. Throughout this decade, Parkes balanced his engineering duties with part-time racing, using Rootes facilities for vehicle preparation while competing in events with cars like the MG TD and Lotus 11, which honed his practical insights into performance dynamics. These experiences at Rootes culminated in the Imp's production at the Linwood plant, where over 440,000 units were built by , though Parkes departed for Ferrari in late 1962 to pursue advanced development opportunities.

Roles at Ferrari and Lancia

In 1963, Mike Parkes relocated to , , to take up a position as a development engineer and works driver for SEFAC Ferrari, following an invitation from after his promising performances in British racing. This dual role allowed him to contribute to both testing and engineering advancements at the factory. From 1963 to 1967, Parkes focused on road car development, including significant testing and refinement of the GTB, where he helped optimize its chassis and suspension for improved handling and performance. He also worked on racing prototypes, such as the P4, contributing to its mechanical upgrades and preparation for endurance events through extensive track testing. His engineering expertise complemented his driving duties during this period, bridging the gap between prototype evolution and production models. A severe injury from his 1967 Formula One crash at Spa-Francorchamps, which left him in a and required multiple grafts for his legs, curtailed his active driving career but did not hinder his engineering capabilities. Parkes returned to Ferrari in 1969 as a development engineer and team manager, overseeing programs like the 312P prototypes amid the company's partial shift toward influence, though he declined Ferrari's offer to retire from racing entirely. In this managerial capacity, he coordinated engineering efforts for projects while occasionally testing vehicles. Between 1970 and 1973, Parkes served as team manager and occasional driver for Scuderia Filipinetti, establishing the team's operations near the Ferrari factory in Formigine and managing development for their entries and a Coupé project aimed at competition. His role emphasized technical oversight and preparation, though the team's efforts yielded limited success before disbanding in 1973. From 1974 to 1977, Parkes joined Lancia as the principal development engineer for the Stratos rally car, leading refinements to its mid-engine layout—originally designed by Bertone—and enhancing its , suspension, and integration with the Ferrari Dino V6 engine to boost rally performance. Under his guidance at Lancia's facility, the Stratos HF Group 4 evolved into a dominant rally machine, securing multiple titles through improved reliability and handling. He also contributed to early concepts for its successor, the .

Later Years and Legacy

Post-Racing Activities and Aviation Interests

Following the severe crash at the 1967 at Spa-Francorchamps, where he suffered heavy concussion, a broken right wrist, and severe leg injuries (both legs shattered below the knees with torn ligaments) that nearly required , Mike Parkes underwent an extensive period of recovery and rehabilitation lasting about 17 months before he could resume professional activities at Ferrari in November 1968. This convalescence, spanning late 1967 into 1968, marked the effective end of his full-time competitive racing career, particularly in single-seaters, as he focused on physical restoration and a gradual return to professional life. In the years following his injury, Parkes transitioned to full-time engineering roles, returning to Ferrari before departing in 1971 for a management role at Scuderia Filipinetti. He made occasional appearances in events for the Filipinetti team between 1971 and 1973, such as seventh overall at the 1972 in a GTB/4 Daytona shared with Jean-Louis Lafosse and Jean-Jacques Cochet. After Filipinetti disbanded in 1973, he joined Lancia in 1974 as a competition development engineer. Parkes developed a strong personal interest in aviation, influenced by his father, John Parkes, a prominent aviator and former managing director of Alvis Ltd. who had worked as a charter pilot and flying instructor. He began flying lessons in Italy on October 10, 1965, at the Modena flying club, and later earned a full commercial pilot's license in the United States while also obtaining Italian and British air licenses. Parkes actively pursued this passion by piloting a Beech Baron twin-engine aircraft, including flights at 22,000 feet over the Alps, and served as a dedicated pilot for the East African Safari Rally, functioning as a flying headquarters and communications relay. In his later years, Parkes contributed to the preservation of heritage through limited involvement in historic racing events and the maintenance of personal racing memorabilia. His siblings, John and Annabel Parkes, have preserved and shared his legacy by curating an archive of his diaries, letters, photographs, and documents, which they used to create a dedicated chronicling his .

Death and Tributes

Mike Parkes died on 28 August 1977 at the age of 45 in a road collision near Riva presso , southeast of , . He was driving his when it struck the rear of a 43-ton lorry during heavy rain on a flood-prone road, and he is believed to have died instantly. Parkes was buried in St Peter Churchyard, Charsfield, Suffolk Coastal District, , . He was survived by his fiancée, with whom he had planned to marry and return to Britain for work, as well as his ; his father described him as "a man of exceptional quality and talent." The community mourned Parkes' loss through various tributes, including an in Motor Sport magazine that praised his multifaceted talents as an engineer, aviator, and driver, noting his key contributions to projects like the and Montecarlo. Autosport magazine also published an shortly after his death, highlighting his impact on British . Parkes' legacy endures through family-maintained archives, including a dedicated curated by his brother John and sister Annabel Parkes, which draws on personal diaries, letters, and over 100 photographs to preserve his story as a development engineer and racing . In 2023, Classic & featured a comprehensive article on his life titled "Mike Parkes: Ferrari's golden boy," further honoring his contributions.

Racing Record

Formula One World Championship Results

Mike Parkes participated in the Formula One World Championship across three seasons: a single entry in 1959 that did not result in a start, four races in 1966 with Ferrari, and two races in 1967 also with Ferrari. His World Championship results are summarized in the following table, detailing his entries, equipment, qualifying positions, race finishes, and points scored under the era's 9-6-4-3-2-1 scoring system.
YearGrand PrixTeamChassisEngineGridPositionPointsNotes
1959BritishFryFry F2Coventry Climax FPF 1.5 L4-DNS0Did not start (entry only).
1966FrenchScuderia FerrariFerrari 312/66Ferrari Tipo 228 3.0 V1232nd6Finished.
1966DutchScuderia FerrariFerrari 312/66Ferrari Tipo 228 3.0 V125Ret0Retired (accident).
1966GermanScuderia FerrariFerrari 312/66Ferrari Tipo 228 3.0 V127Ret0Retired (accident).
1966ItalianScuderia FerrariFerrari 312/66Ferrari Tipo 228 3.0 V1212nd6Finished (pole position).
1967DutchScuderia FerrariFerrari 312/67Ferrari Tipo 242 3.0 flat-12105th2Finished.
1967BelgianScuderia FerrariFerrari 312/67Ferrari Tipo 242 3.0 flat-128Ret0Retired (accident).
In total, Parkes completed 6 starts, securing 2 finishes and 14 career points, with all 12 of his 1966 points coming from the two second-place results that season, earning him 8th place in the Drivers' Championship.

Non-Championship and Sports Car Results

Mike Parkes demonstrated his prowess in non- events, particularly in 1967 while driving for the team. His victories in these invitational races underscored his competitive edge in single-seater machinery during a period when non-championship grands prix served as important testing grounds for drivers and teams. Parkes secured two such wins that year, contributing to Ferrari's strong form in the early season.
YearEventCircuitResultCarCo-Driver (if applicable)Source
1967BRDC International Trophy (Daily Express Trophy), 1stFerrari 312/67None
1967Gran Premio di SiracusaSyracuse, Italy1st (dead heat with L. Scarfiotti)Ferrari 312/67None
In sports car and endurance racing, Parkes achieved notable success with Ferrari prototypes, earning multiple podiums in high-profile international events. These results highlighted his versatility in long-distance races, where reliability and teamwork were paramount. His career in this discipline included a class-defining victory and consistent top finishes at iconic circuits.
YearEventCircuitResultCarCo-DriverSource
196124 Hours of Le MansLe Mans, France2nd overall (1st in GT 3.0 class)Ferrari 250 TRI/61Willy Mairesse
1965Monza 1000 kmMonza, Italy1st overallFerrari 275 P2Jean Guichet
196412 Hours of SebringSebring, USA1st overallFerrari 275 PUmberto Maglioli
1966Spa 1000 kmSpa-Francorchamps, Belgium1st overallFerrari 330 P3Ludovico Scarfiotti
196724 Hours of Le MansLe Mans, France2nd overall (1st in P+5.0 class)Ferrari 330 P4Ludovico Scarfiotti
Over his racing tenure, Parkes amassed two non-championship victories and several endurance podiums, reflecting his broad impact in beyond the .

Saloon Car Championship Results

Mike Parkes made his debut in the British Saloon Car Championship (BSCC) in 1960, entering a works for the , though he retired from his only start that season at the BARC Easter meeting at Goodwood. His breakthrough came in 1961, when he campaigned a Mk II 3.8 for Tommy Sopwith's Equipe Endeavour team, finishing second overall in the championship with 44 points from nine races. Parkes secured four victories—at Snetterton, (twice), and —along with five podiums, earning him the Class D title over 3000cc saloons. In 1962, Parkes remained with Equipe Endeavour and the Mk II 3.8, competing in seven rounds and achieving two wins at and Oulton Park, plus three additional podiums, to end fifth overall with 32 points. Beyond the BSCC, Parkes entered various domestic saloon events in the and early , including a in production car races and a in club-level competitions, though these yielded no major championship contention.

Key BSCC Results

YearTeamCarRacesWinsPodiumsOverall PositionPoints
1961Equipe Endeavour Mk II 3.89452nd44
1962Equipe Endeavour Mk II 3.87255th32

References

  1. https://www.grandprix.com/gpe/drv-parmik.html
  2. https://www.motorsportmagazine.com/archive/article/october-1977/30/michael-johnson-parkes-1931-1977/
  3. https://www.classicandsportscar.com/features/mike-parkes-ferraris-golden-boy
  4. https://alvisarchive.com/alvis-people/john-j-parkes/
  5. https://601squadron.com/men-of-601-squadron/k-through-r/parkes-john-joseph/
  6. https://www.gracesguide.co.uk/1953_Who%27s_Who_in_the_Motor_Industry:_Persons_P
  7. https://www.motorsportmagazine.com/archive/article/may-1999/76/none-7/
  8. https://bpmc.org.uk/petestowe/Lib/DavidFry&Fry-Climax.pdf
  9. http://www.motorsportmemorial.org/LWFWIW/focusLWFWIW.php?db=LWF&db2=ms&n=67
  10. http://www.wsrp.cz/natgb1957.html
  11. https://www.grandprix.com/constructors/fry-david-fry-developments.html
  12. https://formula143.org/2020/06/14/1959-fry-f2-parkes/
  13. https://www.driverdb.com/championships/british-touring-car-championship/1961
  14. https://www.motorsportmagazine.com/database/championships/1961-british-saloon-car-championship/
  15. https://mikeparkesdriver.wordpress.com/childhood-and-education/motor-racing-1960-1961/
  16. https://www.racingsportscars.com/driver/results/Mike-Parkes-GB-I.html
  17. http://www.classicandsportscar.com/features/mike-parkes-ferraris-golden-boy
  18. https://vault.si.com/vault/1964/03/30/it-was-snakebite-day-at-sebring
  19. https://www.racingsportscars.com/photo/Montlhery-1966-10-16.html
  20. https://www.sportscars.tv/Newfiles/66drivers.html
  21. https://www.motorsportmemorial.org/LWFWIW/focusLWFWIW.php?db=LWF&db2=ms&n=67
  22. https://www.thehenryford.org/collections-and-research/digital-collections/artifact/387521
  23. http://www.barchetta.cc/english/all.ferraris/detail/1016.512s.htm
  24. https://mikeparkesdriver.wordpress.com/filipinetti/
  25. https://www.f1-fansite.com/f1-result/results-1959-formula-1-grand-prix-of-great-britain/
  26. https://www.oldracingcars.com/f1/results/1967/international-trophy/
  27. https://www.motorsportmagazine.com/database/races/1967-syracuse-grand-prix/
  28. https://www.imps4ever.info/algemeen/parkes.html
  29. https://mikeparkesdriver.wordpress.com/childhood-and-education/engineer-at-rootes/
  30. https://www.aronline.co.uk/cars/hillman/imp/apex-development-story/
  31. https://www.hagerty.com/media/automotive-history/this-little-imp-helped-kill-off-the-big-rootes-group/
  32. https://www.imps4ever.info/algemeen/developing.html
  33. https://www.hagerty.com/media/people/would-you-reject-enzo-to-keep-racing-engineer-michael-parkes-did/
  34. https://mikeparkesdriver.wordpress.com/the-racing-accident-at-spa/
  35. https://mikeparkesdriver.wordpress.com/
  36. https://www.eadt.co.uk/lifestyle/21266023.7-famous-people-buried-suffolk/
  37. http://enjoyf1.com/en/driver/detail/season.php?did=337&seasonid=1959
  38. https://www.formula1.com/en/results/1966/races/239/netherlands/race-result
  39. https://www.formula1.com/en/results/1966/races/240/germany/race-result
  40. https://www.formula1.com/en/results/1966/races/241/italy/race-result
  41. https://www.formula1.com/en/results/1967/races/246/netherlands/race-result
  42. https://www.f1-fansite.com/f1-results/1966-f1-championship-standings/
  43. https://www.motorsportmagazine.com/archive/article/december-2020/96/formula-1s-summer-of-love-the-simple-1967-grand-prix-season/
  44. https://www.oldracingcars.com/f1/results/1967/siracusa/
  45. https://www.motorsportmagazine.com/database/drivers/michael-parkes/
  46. https://www.motorsportmagazine.com/database/races/1961-le-mans-24-hours/
  47. https://www.racingsportscars.com/results/Monza-1965-04-25.html
  48. https://www.racingsportscars.com/results/Sebring-1964-03-21.html
  49. https://www.racingsportscars.com/results/Spa-1966-05-22.html
  50. https://www.racingsportscars.com/photo/Le_Mans-1967-06-11.html?sort=Results
  51. https://btcc.fandom.com/wiki/Mike_Parkes
  52. https://insidebtcc.com/btcc-race-winners/1961-british-saloon-car-championship/
  53. https://www.driverdb.com/drivers/mike-parkes
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