HaraldErtl

The Versatile Career of Harald Ertl

Harald Ertl, born on August 31, 1948, in Zell am See, Austria, carved out a distinctive path in motorsport, marked by versatility across disciplines and a memorable, if challenging, foray into Formula One. A contemporary of racing legends like Jochen Rindt, Helmut Marko, and Niki Lauda, Ertl's early education alongside these figures hinted at a future deeply intertwined with high-speed competition. Recognizable by his 'Imperial'-style moustache and full beard, Ertl was not only a racing driver but also a motorsport journalist, bringing a unique perspective to his career.

Early Ascents Through the Ranks

Ertl's racing journey began in 1969 with the purchase of a Formula V car, an Austro Vau. His inaugural season was immediately successful, yielding six victories, though it also included a notable incident at the Nürburgring where he rolled the car. The following year, 1970, saw him secure second place in the European Cup with a Kaimann chassis, alongside a debut in the French Championnat with a March-Ford 703 at Dijon-Longvic. His progression continued into Formula Three in 1971, where he competed in selected races in England, achieving a best result of ninth at Brands Hatch. Beyond single-seaters, Ertl simultaneously ventured into the European Touring Car Championship in 1971, driving an Alfa Romeo and securing a third-place finish at the Monza 4 Hours. This dual-discipline approach continued into 1972, as he joined the BMW-Alpina team in the Deutsche Rennsport Meisterschaft (DRM). His best DRM result that year was a fourth place at the Internationale ADAC-Eifelrennen on the formidable Nürburgring Nordschleife. The 1973 season saw Ertl persist in balancing Formula Three and Touring Cars, initially with limited success. However, a significant victory came in September when, partnering with Derek Bell, he won the prestigious RAC Tourist Trophy. Both drivers claimed their respective heat victories, culminating in an aggregate win. In 1974, Ertl focused on the Deutsche Formel 3 Polifac Trophy, once again finding his strongest performance at the Nürburgring with a fourth-place finish. He also participated in the Formal Super Vee Gold Pokal, finishing 19th overall. This year also marked his Formula Two debut, competing in two European Championship events at Hockenheim. The momentum built into 1975 when Fred Opert Racing signed him for a full F2 campaign. By the third race, Ertl demonstrated his potential by securing a podium finish—a third place at the Internationales ADAC-Eifelrennen, again at the Nürburgring Nordschleife. This result proved pivotal, as the prize money, combined with sponsorship from Warsteiner, provided the crucial financial backing for his step into Formula One.

Formula One: A Challenging Chapter

Harald Ertl's Formula One career commenced in 1975, facilitated by Warsteiner sponsorship. He debuted at the German Grand Prix, driving a Hesketh 308 prepared by Hesketh Racing in the distinctive golden Warsteiner livery. His inaugural F1 race saw him finish eighth, a respectable result. He subsequently retired from his home Grand Prix in Austria but concluded the season with a ninth-place finish at Monza. These initial performances encouraged plans for a full season with Hesketh in 1976. The year began with a 15th-place finish at the South African Grand Prix, having qualified on the last row. However, the subsequent races proved challenging, often seeing Ertl fail to qualify or start from the back of the grid, with early retirements frequently attributed to mechanical failures. Despite expressing dissatisfaction with the team's value for his financial contribution, Ertl came close to scoring a championship point at the 1976 British Grand Prix, finishing seventh, albeit three laps down. A defining moment of Ertl's F1 career, and indeed F1 history, occurred two weeks later at the 1976 German Grand Prix. Following Niki Lauda's infamous crash on the second lap, Ertl was one of four drivers who bravely stopped to assist in extracting Lauda from his burning Ferrari. This act of courage transcended competitive rivalries, highlighting the solidarity among drivers in an era of extreme danger. The remainder of the 1976 season saw Ertl achieve two more eighth-place finishes, one at his home Grand Prix and another at the rain-affected Japanese Grand Prix. Ertl continued with Hesketh for a third season in 1977, participating in several European races. His best result was a ninth-place finish at the Belgian Grand Prix. His tenure with Hesketh concluded after the French Grand Prix, where he again failed to qualify. In 1978, Ertl sought new opportunities, entering a few races with Ensign. However, this period proved even more challenging, with frequent non-finishes and a failure to pre-qualify at Monza. At the same Monza event, he received a last-minute opportunity with the German-language ATS team, stepping into the spare car after regular driver Jochen Mass was injured in pre-Monza testing. Despite this chance, Ertl again failed to make the cut. His final attempt in Formula One came two years later, at the 1980 German Grand Prix with ATS, yielding the same result: a failure to qualify. His last Formula One Grand Prix appearance was at his home event, the 1978 Austrian Grand Prix. Throughout these F1 years, Ertl also continued to race in F2, though with limited success, securing only one top-six finish across three seasons.

Dominance in Deutsche Rennsport Meisterschaft

Away from the demanding and often unrewarding world of Formula One, Harald Ertl found his true competitive stride in the Deutsche Rennsport Meisterschaft (DRM). He returned to the series in 1977, coinciding with its transition to the Group 5 regulations, which allowed for highly modified silhouette racers. Schnitzer Motorsport, leveraging their experience with BMW, developed a Toyota Celica LB Turbo for Ertl in 1977. The following year, 1978, Schnitzer reverted to BMW machinery but crucially retained Ertl's services. This decision proved instrumental, positioning Ertl as a primary contender for the championship. The competitive landscape saw Bob Wollek's Kremer Racing Porsche struggling for pace, while Zakspeed's Ford Escort was becoming outdated, and their Ford Capri Turbo suffered from reliability issues. Ertl seized this opportunity with remarkable consistency and speed. He secured five victories out of the 11 races during the season. A second-place finish at the season finale, a Super Sprint event at the Nürburgring, cemented his championship title, marking the pinnacle of his racing career. Despite clinching the DRM title with Schnitzer, Ertl made a significant move to Zakspeed for the 1979 and 1980 seasons. The 1979 campaign began promisingly with a win at the opening round in Zolder, followed by a third-place finish at Hockenheim. He added another victory at Mainz-Finthen. However, the season quickly deteriorated due to the unreliability of Zakspeed’s Ford Capri Turbo, resulting in six non-finishes or non-starts out of 11 races. Zakspeed also fielded a mid-engined Lotus Europa for Ertl at the 1000km Nürburgring, but this entry also failed to finish. The 1980 season mirrored the previous one in its unfortunate pattern: Ertl secured an impressive eight pole positions and four wins but was plagued by six retirements, underscoring the persistent reliability challenges.

A Tragic End

Harald Ertl did not compete internationally in 1981, but plans were underway for his return to racing in the 1982 Renault 5 Turbo Cup. Tragically, these plans were cut short. On April 7, 1982, at the age of 33, Ertl was killed in an aeroplane crash. He was a passenger in a small Beechcraft Bonanza, flown by his brother-in-law Jörg Becker-Hohensee, en route from Mannheim to their holiday home in Sylt, Northern Germany, for an Easter vacation. Less than a quarter of the way into the flight, the aircraft suffered an engine failure, causing it to crash near Hohenahr, close to Giessen. Ertl, his niece, and Becker-Hohensee perished in the accident, while his wife Vera and son Sebastian sustained injuries. Ertl's career, though marked by the unfulfilled promise of Formula One, showcased a formidable talent and adaptability that culminated in a dominant championship victory in the Deutsche Rennsport Meisterschaft. His bravery at the 1976 German Grand Prix further cemented his place in motorsport lore, remembered not just for his driving, but for his humanity.