Patrick Depailler would have been 80 years old this August 9

Would this son of an architect born on August 9, 1944 in Clermont-Ferrand (Puy-de-Dôme) have used his dental prosthetist diploma if reading Motorcycle Revue hadn't encouraged him to run? The question remains unanswered, because despite his shyness, Patrick Depailler quickly revealed himself as a lion on the handlebars, then at the wheel. The Charade circuit was his learning ground. In 1963, he impressed Jean-Pierre Beltoise who would subsequently be a supporter of choice. The following year, Depailler was selected as part of Operation Ford Jeunesse. Thanks to two 2e places in Charade and Cognac, followed by a victory in Montlhéry, he ranks 5e of the Provincial Cup. Returning to two wheels, he became vice-champion of France 250 cm3 in 1966 and signed up for Volant Shell. If he is beaten in the final by François Cevert, he does not lose because Alpine offers him a three-year contract. In Dieppe, Mauro Banchi takes the young Auvergne under his wing.

1972 French Grand Prix at Charade: on the circuit of his debut, the Clermontois competed in his first Grand Prix at the wheel of the Tyrrell 004, in his characteristic voluntary style © DPPI

The latter begins in F3 in 1967 and, with any luck, won the Paris Grand Prix. But the Alpine-Renault are neither the most efficient nor the most reliable, and Patrick Depailler struggles to confirm, finishing 5e of the French championship. He had to wait until 1969 to do better, 4e of the championship with a victory in Montlhéry. It's not much better Endurance, apart from a 3e place for the 1000 km of Monza 1968.

Patrick Depailler was fully involved in the development of the six-wheeled Tyrrell P34. Failing a victory, he will often finish 2nd at his wheel, like here at the 1976 French Grand Prix © DPPI

The removal of circuitsAlpine left him without a regular steering wheel in 1970, just like Jean-Pierre Jabouille. Thanks to Elf, the two friend-rivals begin in F2 on Pygmée, without success. The only bright spot for Patrick was the victory shared with Jean-Pierre Beltoise and Jean Todt at the Tour Auto on a Matra MS650. But it's the return ofAlpine in F3 which will relaunch his career in 1971. With an engine prepared by Bernard Dudot, everything goes much better, Depailler becoming champion of France with six victories. In 1972, he returned to F2 in a March 722, placing 3e of the European Championship after finishing 2e in Pau, Enna-Pergusa (Sicily) and Albi. In the meantime he won the Monaco F3 Grand Prix on Alpine, in pouring rain. This allows Elf to convince Tyrrell to hire a 3e car at the French Grand Prix, especially since it takes place at Charade. In front of his family, Auvergnat only finished 20e (unranked, according to sources) due to suspension problems, but the completed contract earned him a second chance at Watkins Glen, where he finished 7e at the points gate.

After five years of effort, Depailler finally achieved recognition in Monaco, at the wheel of the Tyrrell 008. The rest of the season will unfortunately not be at the same level © DPPI

Due to lack of space at Tyrrell, he returned to F2 in 1973, this time with the Elf 2. Second at Hockenheim, Kinnekulle (Sweden), Monza and Salzburg, 3e at the Nürburgring, Depailler ranks 3 againe of the European Championship. He must meet Tyrrell at Mosport and Watkins Glen, when a stupid motorcycle accident ruins his end of season. The real beginnings will therefore wait until 1974, when it will be necessary to assume the heavy succession of Cevert. Starting with the 006, he scored his first point straight away in Buenos Aires, before scoring 4e in Kyalami. The arrival of the 007, during the season, gives Tyrrell a boost. Especially on the atypical Anderstorp track, where Depailler took pole position for the Swedish Grand Prix ahead of his teammate Jody Scheckter. But the order will be reversed in the race due to a better start from the South African. The rest will be less flamboyant for the Frenchman, ranked 9e of the championship with a 5e place at Mosport and two 6e in Zandvoort and Watkins Glen. At the same time, Scheckter finished 3e of the championship with two victories, establishing himself as the undisputed leader of the team. But the initial objective imposed by Elf was the title of European F2 Champion. At the wheel of a March-BMW, ​​the mission will be fulfilled with four successes in Pau, Mugello, Hockenheim and Vallelunga.

After five years of effort, Depailler finally achieved recognition in Monaco, at the wheel of the Tyrrell 008. The rest of the season will unfortunately not be at the same level © DPPI

The road was long, but ten years after his debut on Lotus Seven, Patrick Depailler has finally “arrived”. Improving over time, he will little by little become the pillar of the Tyrrell team. In 1975, he remained in the shadow of Scheckter, especially as the 007 seemed to be marking time. With one exception at Kyalami, where his teammate won his only victory and the Frenchman his only podium of the season, climbing to 3e walk. Fifth in Buenos Aires and Monaco (with fastest lap), 4e in Zolder, 6e at Paul-Ricard, Depailler did not improve his final ranking. It was even outside the championship that he obtained his best result, finishing 2e of a Swiss Grand Prix contested in Dijon. It also becomes a pillar ofAlpine-Renault in Endurance, but victory will always be denied to him. It's good in F1 that his temperament is best expressed, especially when serious adjustment is required. This is the case with the six-wheeled Tyrrell P34 which debuted at the 1976 Spanish Grand Prix. After a good start to the season on the 007 (2e in Interlagos, 3e in Long Beach), Depailler developed a passion for the new, but it was Scheckter who reaped the first benefits. In Monaco, the Clermontois finishes 3e despite a broken suspension having forced him to let his teammate pass. In Anderstorp, the two men repeat their 1974 double, in the same order. At Paul-Ricard, it’s behind the McLaren by James Hunt that Patrick finishes 2e. Various problems (suspension, tires) prevent it from keeping up, but a renewed form of the P34s allows it to end the season in style. In Mosport (Canada), he harassed leader James Hunt before letting go, bothered by gasoline fumes. He ranks 2 againe in the rain of Mount Fuji, having even taken the lead before being betrayed by his tires. Ranked 4e of the championship in the wake of his teammate, Depailler took on another dimension during this 1976 season, but he is still waiting for his first victory.

Dominated by Laffite at the start of the season, Patrick Depailler found his way to success at the 1979 Spanish GP, before a hang-gliding accident broke his momentum © DPPI

This did not arrive in 1977. The evolution of the Tyrrell P34 was not going in the right direction: too heavy and deprived of adequate tire development, it was clearly stalling. Replacing Scheckter, Ronnie Peterson does not get anything good out of this car, unlike Depailler. Third in Kyalami, 4e at Long Beach and Anderstorp, the Frenchman then had a series of withdrawals and poor results before concluding with a 2e place at Mosport and a 3e in Fuji. If it's only 8e of the championship, he clearly precedes his prestigious teammate who leaves the team as quickly as he arrived. A situation which only strengthens Depailler's status at Tyrrell, especially since the newcomer, Didier Pironi, arrives from F2. The 1978 season saw a return to classicism with the 008, which allowed him to finally win his first Grand Prix.

Dominated by Laffite at the start of the season, Patrick Depailler found his way to success at the 1979 Spanish GP, before a hang-gliding accident broke his momentum © DPPI

He came close to the feat the first time at Kyalami when a lack of fuel, in the final turns, forced him to let Peterson's Lotus pass. Third in Buenos Aires and Long Beach, Depailler showed great consistency at the front and was rewarded for it in Monaco. This time, success is with him because John Watson is slowed down by his brakes and Niki Lauda by a puncture. He took the opportunity to free himself from the grip of the Brabham-Alfa and head towards the most prestigious of victories. This allows him to lead the championship, but faced with the new Lotus 79s with ground effect, the fight is lost in advance. Fourth at Brands Hatch, 2e in the rain of Zeltweg and 5e in Montreal, Tyrrell's leader fails in 5e place in the championship without having deserved.

Too fragile, theAlfa Romeo 179 won't bring Patrick any points and will take his life during a private practice session © DPPI

Guy Ligier welcomed him in 1979, alongside Jacques Laffite. Many think that Patrick Depailler, thanks to his mixture of pure speed, experience and skills as a focuser, will impose himself on Laffite, but quite the opposite is happening during the South American campaign, marked by two consecutive victories for his French teammate. Fourth in Buenos Aires and 2e at Interlagos and 5e in Long Beach, Depailler recovered by winning the Spanish Grand Prix at Jarama. After a 5e place in Monaco with the best lap, he suffered a hang-gliding accident which brought his season to a sudden end. It was on his hospital bed that Carlo Chiti suggested he join Alfa Romeo in 1980. He found new motivation in this proposal. After a complicated start to the season, the 179 improved and Patrick regained all his physical abilities. As evidenced by its 3e time at the Long Beach trials. But reliability is lacking and abandonments follow one another. 1er August, the Italian team takes part in a private test session at Hockenheim, ten days before the German Grand Prix. Following a probable mechanical failure, Patrick Depailler suffered a terrible accident on the fast Ostkurve. He won't survive it. With him passed away one of the most talented, courageous and endearing pilots of his time.