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4902
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dbpedia
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1
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https://www.yumpu.com/en/document/view/52484305/racing-into-history-australian-grand-prix
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en
|
RACING INTO HISTORY - Australian Grand Prix
|
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RACING INTO HISTORY - Australian Grand Prix
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en
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yumpu.com
|
https://www.yumpu.com/en/document/view/52484305/racing-into-history-australian-grand-prix
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Attention! Your ePaper is waiting for publication!
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4902
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dbpedia
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0
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https://au.motorsport.com/f1/news/juan-manuel-fangio-1957-german-gp/4803309/
|
en
|
Race of My Life: Juan Manuel Fangio on the 1957 German GP
|
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[
"Adam Cooper"
] |
2020-06-08T20:09:24+00:00
|
en
|
/design/images/webapp/i152.png
|
https://au.motorsport.com/f1/news/juan-manuel-fangio-1957-german-gp/4803309/
|
Race: 1957 German Grand Prix, Nurburgring
Car: Maserati 250F
In my life there have been so many great races, so it's hard to pick one. But a good race is where you don't think you have a chance of winning. So a very spectacular race was the one at the Nurburgring in 1957.
Nurburgring was one of my favourite circuits, because a driver always had a chance. It's a circuit of 23km with 166 turns and ups and downs. If you got there with less, you could always do a lot. It's one of the circuits I liked most to race on.
I was driving the Maserati. It was a good car with lots of stability. It came from a small factory, but the mechanics were excellent; there was a good union between the mechanics and myself. The Ferrari was an excellent car as well – I had won at the Nurburgring with Ferrari in 1956.
In practice the cars were not working well; they were consuming too much rubber. So we decided that during the race I would have to stop to change them. The mechanics knew before the race that there would be a problem, so they practised changing. They got a best time of 30 seconds, and at that time that was very good.
In the race itself, I already had a 30s advantage over second place when I came into the pits. I don't know what happened in the pits, but when I came out to start again I'd lost 30s plus another 48s!
Mike Hawthorn, Lancia Ferrari D50 801
Photo by: Motorsport Images
Peter Collins, Lancia Ferrari D50 801
Photo by: Motorsport Images
The Ferraris were first and second. It was two Englishmen, Mike Hawthorn (left) and Peter Collins (right) – they were two good drivers, so I never thought I could get an advantage over them. I was 51s behind them when I started again, and there were only 10 laps to go.
I always had in my head the possibility of winning a race, and this race was almost lost for me. So I had to risk – that's something I never did before in my life.
So, I started to switch from using fourth gear to fifth. I started to pull stronger using the longer gears. And I thought, maybe once is OK, I can take one turn like this – but it's crazy if I take two...
I made the right decision. If in one turn I was using second gear, then I went into third. When it was third, I used fourth gear. And the car went better into the turns. Then there is much more risk, this is much less safe, but you go faster. And then in one of the downhills I saw the other two cars; they were one behind the other. There were only two laps to go. And that was the first moment that I really thought I could get them.
I've never been a spectacular racer, but I did things I had never done in my life, driving from one side of the circuit to the other, using the maximum revs. And that's how I caught them and won the race; I won by 3s. I made record laps in the last 10 laps.
Juan Manuel Fangio, Maserati 250F
Photo by: Motorsport Images
Juan Manuel Fangio, Maserati 250F takes the chequered flag
Photo by: Motorsport Images
But I had a problem; one of the screws in the back of my seat broke on the last lap. I got my leg hurt trying to get the seat straight. I couldn't grab hard on the steering wheel; I had to drive with it, it's not to grab yourself with!
For me, this was the most emotional race. I was named meister; if you win three times at the Nurburgring then you are something special. And this race helped to give me the fifth world championship. When I was waiting for my laurels, I was very emotional. In 1954 a driver I took there to race had died [Onofre Marimon], so this circuit had given me happiness and sadness.
Simply, now I can say it; I never thought I could win this race. I risked for the first time in my life.
Juan Manuel Fangio, Maserati 250F
Photo by: Motorsport Images
Podium: race winner Juan Manuel Fangio, Maserati, second place Mike Hawthorn, Lancia Ferrari, third place Peter Collins, Lancia Ferrari
Photo by: Motorsport Images
It was my last grand prix win. I took the decision to retire the next year - I was getting old. People think I retired because Luigi Musso was killed at Reims. But I wasn't retiring because of that. I saw the accident – he was right in front of me when he crashed – but I didn't know he was killed.
But while I was driving in that race, I started to think, what am I doing? I came here [to Europe] to race for a year. I never thought I was going to win races, and I have 10 years racing and won five world championships. What am I looking for?
Interview by Adam Cooper, first published in Autosport magazine, 21/28 December 1989
In our Podcast, Alex Kalinauckas (Grand Prix Editor, Autosport), Kevin Turner (Chief Editor, Autosport) and Ian Titchmarsh discuss the race...
|
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4902
|
dbpedia
|
2
| 82
|
https://bleacherreport.com/articles/634406-formula-ones-greatest-driver-the-unanswerable-question
|
en
|
Formula 1's Greatest Driver: The Unanswerable Question
|
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[
"Matt Hill"
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2011-03-13T20:52:54-04:00
|
This piece is about one of the most commonly debated questions in Formula 1: Who is the best driver ever to grace the sport? Formula 1 is a sport with many years of history and many of the greatest drivers ever...
|
en
|
https://static-assets.bleacherreport.net/favicon.ico
|
Bleacher Report
|
https://bleacherreport.com/articles/634406-formula-ones-greatest-driver-the-unanswerable-question
|
Peter Fox/Getty Images
This piece is about one of the most commonly debated questions in Formula 1: Who is the best driver ever to grace the sport?
Formula 1 is a sport with many years of history and many of the greatest drivers ever. The sport is commonly thought to have been founded in 1950, but that is a myth. The 1950 season was the beginning of the FIA world championship, but there were many years of competition before that.
The sport of grand prix racing began before the first World War and the first race to take the name "grand prix" was a race in Pau in 1901.
The stars of the pre-1950 era include Nuvolari, Rosemeyer and Caracciola to name just a few. Tazio Nuvolari is the most well-known of the pre-war drivers, and his performance at the 1935 German Grand Prix is one of the greatest pieces of driving ever.
For the purposes of the piece I am going to stick to post 1950 drivers only, due to my lack of knowledge of the pre-1950 drivers and the racing of that era. So this is my top three—the podium if you will—of the greatest drivers in Formula 1.
Before anyone starts shouting at me remember, this is just one bloke's opinion.
No. 3—Michael Schumacher
Statistics: 7 World championships, 91 wins, 68 poles, 154 podiums
Michael Schumacher, in terms of pure statistics, obliterates all others. He is one of the fastest and most ruthless drivers in Formula 1. His desire to win caused some of the most memorable moments in Formula 1 history, in both good and bad ways.
He won the drivers championship five times in a row again, another record. Due to this the period between 2000 and 2004 is often referred to as "the Schumacher era." Michael Schumacher is a true great of the sport.
In 1994, he won his first world championship, but as become commonplace throughout his career, it was controversial. There were rumours of illegal driver aids, illegal fuel rigs and the car being run too close to the ground in an attempt to get an aerodynamic advantage.
At the Australian Grand Prix in 1994, there was again controversy when Michael hit Damon Hill, putting both of them out of the race and giving Schumacher the championship. With Michael, this controversy in particular destroyed his reputation in Britain with many people.
In 1995, though, he was the class of the field and decimated everyone else and won the championship with ease. It was during the 1995 season that he did something that many considered to be madness. He left the Benetton team and went to the struggling Ferrari team.
Now most people would do what they can to stay or to move to a winning team. Michael left a winning team and went to one that was in real trouble. In 1996, Michael dragged round the pretty awful Ferrari F310 to positions it never should of been in. At the 1996 Spanish Grand Prix, there was so much rain a boat would of been more use than a car and yet Schumacher seemed totally at ease.
This is the first part of the Spanish Grand Prix of 1996. I know this is actually part 3 but the first two are just build up
http://www.youtube.com/watch?v=J-otANq6HQw&feature=related
He was going up to six seconds a lap quicker than the rest of the field and won the race by a mile. This is just one example of his talent.
Other examples of his brilliance can include the 1995 Belgian Grand Prix, the 1997 Monaco Grand Prix, the 1998 Hungarian Grand Prix, the 2000 Japanese Grand Prix and the 2006 Brazilian Grand Prix, just to name a few.
Sadly there are many examples of his bad side as well, the 1997 European Grand Prix, the 2002 Austrian Grand Prix, the 2002 United States Grand Prix, the 2006 Monaco Grand Prix and the 2010 Hungarian Grand Prix.
That's what is such a shame about Schumacher. All the talent he has and all of the amazing things he has done and yet some people all they will remember is his flaws. Many people consider this comeback a stupid idea and are actually enjoying watching Schumacher struggle.
My view of the comeback is that, this is a man who is so in love with the sport he just couldn't take being away from it.
I wish Michael all the best for 2011 and hope it is a more successful year and once again he can show his abilities.
No. 2—Ayrton Senna
Statistics: 3 World championships, 41 wins, 65 poles, 80 podiums
Many people believe Ayrton Senna is actually the greatest driver of all time. There is no doubt, Ayrton Senna is a very common choice for the greatest ever.
He competed in a very competitive era of Formula 1 with drivers such as Prost and Mansell, and his untimely death robbed us of the chance to see him compete fully against Schumacher. Despite being against all of these talents, something about Ayrton Senna made him that little bit more special.
On a one lap basis in particular, I feel that Senna would be the fastest man in Formula 1. He could just find that extra 10th or two-10ths out of nowhere and sometimes he just re-wrote the rulebook of what is possible.
At Monaco in 1988 he took pole position by 1.4 seconds from the next fastest man who was Alain Prost in a identical Mclaren. He was 2.7 seconds faster than third place man Gerhard Berger in the Ferrari.
This is footage of Senna in Jerez in 1990. Just watch the commitment, speed and the quickness of his reactions.
But it wasn't just his one lap qualifying speed that makes Senna so amazing. Senna could produce the same across a race.
The most famous of these was at the European Grand Prix at Donington Park in 1993. This is the first lap of the 1993 European Grand Prix. If you don't watch any other footage of Formula 1 in the rest of your life watch this.
Remember, Senna is an under powered Mclaren-Ford and he is chasing Schumacher in a Bennetton, Prost and Hill in the all conquering Williams Renault and Wendlinger in a Sauber.
These are two of the best examples of why Senna was such an amazing talent.
His rivalry with Alain Prost is one of the most legendary rivalries in the history of the sport. The battle between them pushed the both of the two levels of intensity and aggression not really seen before or since.
There was a mutual respect between the two, but there contrasting styles of driving and their massive desire to win meant the two often pushed each other both off and on the track. When it came to world championship deciders between the two, the results were often spectacular.
In 1989 Senna and Prost crashed at Suzuka, when Senna tried to pass the Frenchman at the chicane and Prost shut the door very firmly on him. Despite Senna restarting he was later disqualified and Prost took the title. This is footage of that particular incident.
In 1990 it was the other way around when Prost get ahead of the start Senna put his car on the inside heading into Turn One and took both himself and Prost out of the race guaranteeing the world title for the Brazilian. This is footage of the rematch.
Despite this obvious ruthlessness and commitment on the track, off it he was a true gentleman. He was a strict Christian and he gave millions to charities in his native Brazil to help the poor. This made Senna a person who many found hard to understand.
Senna was killed at the San Marino Grand Prix at Imola in 1994. He may no longer be with us, but he will always be remembered.
No. 1—Juan Manuel Fangio
Statistics: 5 World championships, 24 wins, 29 poles, 35 podiums
He produced great drives and such strong performances that he can be put up there with Senna and Schumacher. He avoided all the controversies that followed Schumacher and Senna. This is why Juan Manuel Fangio is my personal choice for the greatest Formula 1 driver of all time.
The 1957 German Grand Prix is one of the most legendary performances in the sports history. At the Nurburgring Nordschleife, possibly the most difficult and dangerous track ever used in Formula 1, he came back from nearly a minute behind the leaders and won the race. In the process of doing this he smashed the lap record 11 times. Here are brief highlights of this monumental performance.
Fangio won the world title four times between 1954 and 1957 and was the man to beat. In 1957 when he won his final drivers championship, he was 46 years of age. When people were questioning Schumacher's return in 2010, Michael was 41 years of age, a young man in comparison.
Fangio was as good as Schumacher and Senna and avoided all of the politics. He has to be my choice for the best ever.
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Stan Jones: Australian and New Zealand Grand Prix and Gold Star Winner…
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2014-12-26T00:00:00
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Wonderful shot of Stan Jones winning the 1959 Australian Grand Prix. Tannery Corner, Longford, Tasmania. Maserati 250F (B Dunstan via Ellis French) The Ascaris, Jones, Hills and Villeneuves... When Alan Jones won the 1980 Australian Grand Prix at Calder, he and his father Stan joined the Ascaris as the only father/son combination to win their…
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https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/
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The Ascaris, Jones, Hills and Villeneuves…
When Alan Jones won the 1980 Australian Grand Prix at Calder, he and his father Stan joined the Ascaris as the only father/son combination to win their home Grands’ Prix.
Antonio Ascari won the 1924 Italian Grand Prix in an Alfa and his son Alberto won it in 1949, 1951 and 1952 for Ferrari.
Stan won the 1959 AGP at Longford in his Maserati 250F, the last AGP won by a front engined car.
Graham and Damon Hill both contested the British Grand Prix, Damon winning in 1994 aboard a Williams Renault, whilst Graham came close he never had a hometown win. His luck in the UK was as bad as it was good in Monaco where he won five times!
Similarly, Gilles and Jacques Villeneuve both contested the Canadian Grand Prix but only Gilles took a win, for Ferrari in 1978.
Sadly, all four fathers had one thing in common, they all died before their sons achieved Grand Prix success. Alberto and Gilles in testing/race accidents, Graham in the light aircraft he was piloting, together with his team, and Stan of natural causes at the very young age of 49.
Foreword…
Like so many of my articles, this one on Stan started with a photograph, the one above at Longford. I figured the article would be short but the more I dug, and there is not a lot of information available on Jones, the more interested I became in him and the series of Maybach cars which were such an important part of his career.
So, it’s ended up rather long but I hope of interest.
I leaned heavily for information on the Maybach phase on Malcolm Preston’s great book ‘From Maybach to Holden’, sadly, Malcolm died a month or so ago. He was very kind and helpful to me with the article on the John McCormack McLaren M23, that article in many ways was the inspiration for starting this blog, so I dedicate this article to him. RIP Malcolm Preston.
Stan Jones…
Much has been written about Alan of course, but not so much about Stan, one of the great drivers and characters of Australian motor racing in the immediate post war years until the dawn of the 1960s.
He was raised in Warrandyte, then a rural hamlet 24km north-east of Melbourne and still semi-rural now, by his mother and grandfather. He served in the Australian Armed Forces based in Darwin during World War 2. He married Alma O’Brien circa 1940, Alan was born on November 2 1946.
Stan commenced motorsport after being encouraged by Otto Stone, a racer and engineer who would later make a great contribution to his success as an elite driver. He competed in his MGTC at Rob Roy Hillclimb, at Christmas Hills, not far from where he grew up in 1948.
Stan was soon a keen competitor in all forms of the sport including trials, twice winning the Cohen Trophy awarded to the best trials driver of the year by the Light Car Club of Australia.
His MGTC was supercharged, as so many of them were, his first circuit meeting was at Fishermans Bend, Melbourne in late 1949. He did well, finishing seventh against more experienced opposition.
In need for more speed, he bought an HRG chassis to which a local monoposto body was fitted, achieving success with the car in 1949 and 1950. His first road racing event was at Woodside, in the Adelaide Hills, he finished second in the Onkaparinga Class handicap in November 1949. Australian Motor Sports reported that it was the first appearance of one of the new production monoposto racing HRG 1500’s.’ In 1951 he also bought an Allard J2.
These faster cars were funded by Superior Cars, a dealership he opened in Richmond: yards in Coburg and South Yarra followed, northern and inner eastern Melbourne suburbs respectively.
Charlie Dean, Repco and Maybach…
The turning point in Stan’s career was the association with Charlie Dean, the ‘Maybach’ racers which Dean built and the ‘Skunkworks’ at Repco Research, which continued to develop the car and its successors after Jones acquired it/them.
Charlie’s business, named ‘Replex’, manufactured large industrial transformers. He became involved in the Australian Motorsports Club and using his wartime knowledge of sophisticated German engines, sought a suitable motor to form the basis of a special.
A friend who operated a war surplus wrecking yard was briefed and Charlie was soon the owner of a ‘Demag’ half-track armoured personnel carrier. Critically, it was powered by a Maybach six cylinder 3.8 litre SOHC, crossflow engine. The block was cast-iron, the head aluminium, the crank ran on eight main bearings. In standard form the engine produced 100bhp at 2800rpm, but the engine’s performance potential was clear to Dean.
Initial modifications involved fitment of twin Amal carbs to a fabricated manifold, increasing the compression ratio to 8:1 by planing the head, fitment of a Vertex Magneto and a re-ground cam to increase valve lift and duration.
At about the time Dean started to build Maybach 1, he sold his business to Repco, being retained to run it, this gave him both time for his hobby and access to Repco resources.
The engine was fitted into a tubular chassis, the basis of which was two 4 inch diameter 10 guage mild steel tubes to the front of which was mounted suspension mounting framework. Front suspension comprised a transverse leaf spring with suspension arms and stub axles from a 1937 Studebaker Commander. Rear suspension was of conventional semi-elliptic leaf springs, Luvax lever-arm shocks were used. A Fiat 525 gearbox drove an open prop-shaft to a Lancia Lambda seventh series rear axle. A Jeep steering box was used. Standard Studebaker brakes and wheels were deployed at the front and Lancia brakes, hubs and wheels at the rear.
It was a quick sports car and was soon developed further for competition use, Charlie debuting it at Rob Roy Hillclimb in 1947.
The car was clothed in a metal body built by fellow Repco Engineer Frank Hallam. It was made from surplus metal Kittyhawk aircraft fuel belly-tanks. (made by Ford)
Charlie raced the car in the 1948 AGP at Point Cook, an ex-RAAF base in Melbourne’s inner West. He retired on lap 12 from magneto failure in a race of attrition in searing heat, victory going to Frank Pratt’s BMW 328. In those days the AGP was Formule Libre and handicaps were applied.
The development of Maybach was constant and ongoing, the ‘program’ having strong Repco support due to its promotional value and the development of its engineers. In 1950 Dean was appointed to head up a Research centre for the Repco Group, located at the ex-Replex premises at 50 Sydney Road, Brunswick…from acorns do great oaks grow.
In June 1951 Jones, looking for an outright class winning car, bought the car for a nominal sum. Repco involvement continued with the car’s preparation, development and use by Repco for product development and testing. The car was engineered at Repco Research.
Dean’s business and family commitments had made ongoing motor sport participation difficult. Jones lived in the Melbourne eastern suburb of Balwyn, in Yongala Road, not far from Dean’s home in Kew so communication was easy despite the lack of email and iPhones.
By the time Stan bought ‘Maybach 1 Series 3’ the body was still a two-seater. Three feet of rear chassis rails had been removed from the original, it had rear axle mounted trailing quarter elliptics with radius rods.
The engine was 4.2 litres and used three 2 3/16 inch SU carbs, had a compression ratio of 9:1 and a reliable (sic) Lucas magneto. After the SUs were fitted the engine developed 200bhp @ 5000rpm. Tyres were 16×6.50 touring type.
A 1922 American truck Power Lock ‘slippery diff was adapted in the Lancia housing which was modified to suit. The brakes had also been changed substantially using 16 inch/ 14 inch drums front/rear.
Racing Maybach…
Stan’s first race in the car was at Gawler, South Australia, the main scratch race setting the pattern for the season with Jones and Doug Whiteford in the Lago Talbot fierce rivals, the two cars passing and repassing before Whiteford won the event.
Jones then raced the car at Bathurst in October 1951, winning a 3 lap scratch race but finishing second to Whiteford’s Talbot-Lago in the 50 lap handicap. The following week Jones again finished second to Whiteford at Woodside, a road circuit in the Onkaparinga Valley of the Adelaide Hills.
He adapted to the car quickly, and well, having progressed from a low powered road going TC to one of the fastest cars in the country in less than three years, his money allowed it but he still had to extract all the car had to offer, which he did from the start.
He next raced the car at the Ballarat Airstrip in rural Victoria, winning both the Victorian and Ballarat Trophies from Lex Davison’s aristocratic pre-war Grand Prix Alfa Romeo P3.
As Stan became used to the car he became quicker and quicker, it was a considerable step up for him in terms of the performance of his preceding cars. He was the favourite to win the AGP at Bathurst in 1952 but excessive tyre wear resulted in a victory for Whitefords’ Lago.
Stan finished second having stopped six times to replace rear tyres, the six-ply touring tyres used on the 16 inch wheels, running hotter than four-ply racing tyres. The racing Pirellis on order had failed to arrive on time, it’s interesting to reflect on supply-lines in those far off days between Australia and Europe.
The car won three Victorian Trophies – the big race on the Victorian calendar – two at Fishermans Bend, another airfield circuit in Melbourne’s inner West, the first was in 1952 at Ballarat Airfield, the car beating Whiteford with specially made four-ply tyres for Maybach.
In 1952 Stan also raced a newly acquired Cooper Mk 4 Jap 1100, successfully on both the circuits and the hills.
On New Years weekend 1953 the new Port Wakefield circuit opened with Jones taking another win. He had been unbeaten in all but a couple of minor handicap races since the 1952 AGP, the sensation of the weekend was the blowout of a tyre on Davison’s Alfa and the multiple rollover which followed.
Lex was a lucky boy as only days later Davo, Jones and Tony Gaze set off to Europe to compete in the 1953 Monte Carlo Rally. The racers were competitive, finishing sixty-fourth, at one stage having been in the top ten amongst much faster cars in a field of 440 far more experienced teams in a Repco prepared Holden 48-215.
Graham Howard describes this as ‘one of the great feats of Australian motoring, this trio clean-sheeted from Glasgow to Monaco and then finished 64th after minimal reconnaissance, in the final elimination, with Jones working stopwatches while sitting sideways across the front bench seat so he could use his feet to brace Davison behind the wheel’.
Stan led the 1953 AGP at Albert Park…
Its inaugural meeting, by lap ten he was ahead of Whiteford by thirty seconds, by lap fourteen he and Whiteford had lapped the field, which was indicative of both their pace and dearth of outright contenders in Australian racing at the time.
The Maybach needed fuel and a replacement water pump drive belt. Jones then had to vacate the cockpit when he was splashed by methanol, sluiced with water he rejoined the race only for clutch failure to end a brave run, Doug Whiteford won in his Lago Talbot.
Some compensation for Jones was fastest lap at 2 mins 03 seconds, an average of 91.46mph. Imagine that Victorians who can remember the ‘circuit’ in its pre-modern era format.
New Zealand Grand Prix victory 1954…
Stan was said to be hard on his cars, but he also had poor luck. Everything finally came together for Jones and Maybach with a win in the first NZGP at Ardmore in 1954.
He beat a class field which included Ken Wharton in the BRM P15 V16, Peter Whitehead’s Ferrari 125, Horace Gould and Jack Brabham in Cooper Bristols and Lex Davison and Tony Gaze, both driving HWMs.
It was a triumph over adversity as the car threw a rod in practice, punching a sizeable hole in the crankcase and damaging a cylinder bore. Dean ‘phoned Australia for spares which could not be delivered in time. Undeterred, the team comprising Dean, Otto Stone, Jack Joyce, Bib Stillwell and Don Busch scoured town, patched the crankcase and machined both a GMC rod whose weight was carefully matched to the original, and a new cylinder liner.
The engine was running by 10.30AM on Sunday morning, with Stan catching some beauty sleep to be race-ready. The event’s duration was 2 hours and 45 minutes, the patched Maybach and Jones doing justice to the ingenuity and resilience of their small team.
Maybach 2…
When they returned from NZ the team began work on a new monoposto.
The chassis was similar in layout to Maybach 1 but adapted for the narrower and lower body. The rear axle was of ‘speedway type’ which allowed a lower propshaft and the easier changing of gear ratios. Front suspension used Chev upper control arms. The new rear axle was attached to quarter elliptic springs but with revised control arms, a Panhard rod with Monroe Wylie tubular shocks used. Les Tepper built the chassis, Brian Burnett and Bob Baker the body. Great attention was paid to reducing weight, aluminium was used for the body, as a consequence the cars’ weight was reduced from 19.5 to 16cwt.
The engine was rebuilt with a capacity increase to 4250cc by increasing the bore to 91mm. Power was 257bhp @ 5200rpm and torque 288lb ft @ 3000rpm. The compression ratio was 11:1 and the 110 octane fuel was an intoxicating brew of 60% methanol, 20% benzol and 20% av-gas. The fuel tank fabricated by Burnett held 25 gallons.
The same brakes were used with the addition of air scoops to the front backing plates and a dual master cylinder supplied by Repco subsidiary, Patons Brakes. Peugeot rack and pinion steering replaced the earlier Jeep cam and roller setup.
The first race for Maybach 2 was the Victorian Trophy at Fishermans Bend in March 1954 which Jones duly won, lapping the entire field with Brabham’s Cooper T23 Bristol three miles behind!
Further preparation for the AGP was the Bathurst 100 at Easter.
18,000 spectators attended the event, one of the ‘most successful meetings ever stage at the circuit’ according to The Sydney Morning Herald. Jones won a preliminary race on the Saturday but broke the gearbox in a handicap event late in the day. W Clark’s HRG won the handicap ‘100’ from Brabham’s Cooper Bristol and Stan. Jones won a 3 lap scratch race in the morning during which Maybach was timed at 132.6 mph over the flying quarter-mile. Not a bad reward for the mechanic who drove back to Melbourne overnight to collect a spare ‘box!
Maybach 2 was also raced at Altona twice, and again at Fishermans Bend in October in the lead up to the AGP, achieving success in the first of the two Altona meetings in May. He lost to Brabham’s Cooper T23 Bristol in the handicap at Altona in June and had gearbox failure at Fishermans Bend in October.
Demonstrating his versatility as a driver, Stan competed in the 1954 Redex Round Australia Trial in the Repco ‘prepped Holden FJ navigated by CAMS co-founder, Don Thomson, finishing equal fifth.
He also continued to compete in the Cooper with at least three wins on the circuits and again success in the hills, including lowering the Rob Roy record which had stood for three years.
1954 AGP…
The 1954 AGP was held on public roads at Southport on the Gold Coast not far from Surfers Paradise.
The roads were bumpy, were recently sealed, having loose gravel shoulders, some humps and two defined ‘no-passing’! sections. The crcuit was 5.7 miles long with a race distance of 155 miles or 27 laps. It promised to be a tough event.
Jones lead from the start, initially from Davison’s HWM Jag and Brabham’s Cooper. Malcolm Preston in his fantastic book ‘From Maybach to Holden’ records ‘…Jones was reportedly maintaining a furious pace and consistently lifting all four wheels off the ground over one of the humps…On lap 14, whilst negotiating the S bends the Maybach ran onto the gravel. As Jones endeavoured to steer the car back onto the road it spun and careered backwards into the roadside trees at an estimated 100mph…passing between two large trees, one tree caught the side of the engine, ripping the carburettors and front suspension from the car, whilst the body containing Jones continued a little further on its side. Jones emerged uninjured from the wreckage apart from a small cut on his lip’.
Their are mixed accounts as to the cause of the accident, those sympathetic to Repco suggest that failure of a front suspension frame weld did not occur and that Stan made a driving error. Graham Howard in his book, ‘The History of The Australian Grand Prix’ concludes, drawing on contemporary sources, that a weld failure caused the accident.
Brian Burnett who built the chassis at Repco ‘explained that the two main chassis rails, of 4 inch 16g chrome molybdenum alloy steel, passed through holes in the diaphragm-type front crossmember and were completely electrically welded into position. These welds crystallised and cracked, and in the course of the Grand Prix one chassis tube eventually broke away and touched the ground. It was a problem as simple, as enormous, as unfamiliarity with new materials and techniques,’ Howards book says.
Jones was tight lipped at the time, and it was a gentler age when journalism did not go hard at a large corporate such as Repco. From Stan’s perspective it made no sense to bite the hand which fed him and be forthcoming in a manner damaging to Repco.
The race continued and was won by Davison’s HWM, the first of his four AGP wins, from Curly Brydon and Ken Richardson in MG Spl and Ford V8 Spl respectively.
Brian Burnett, Maybach’s body builder, Preston records, told Jones at the team debrief at the Chevron Hotel that ‘he had driven too fast and recklessly’, Jones responded by flooring him with one punch! Out of character for a bloke who was generally the life of the party and a favourite with the ‘babes’, but perhaps reflecting Jones’ view that the destroyed car was not his fault.
Jones was awarded the ‘Australian Driver of The Year’ in 1954 for his NZGP, Victorian Trophy, Bathurst 100 and Victorian Hillclimb Championship wins.
Maybach 3…
Shortly after returning from Southport, Charlie Dean hired Phil Irving, already a famous engineer for his work on Vincent motorcycles, and later the designer of the Repco Brabham RB620 Series V8 which won Jack Brabham’s 1966 World Drivers/Manufacturers Championships.
Whilst Maybach 3 was being built, Stan bought Jack Brabham’s ‘Redex Special’ Cooper T23 Bristol when Jack left for the UK, his businesses continuing to prosper and funding some wonderful cars.
At Fishermans Bend in February he qualified the Cooper on pole but finished third behind Davison’s HWM and Hunt’s Maserati. He ran the car again in the Argus Trophy at Albert Park in March finishing second to the Hunt’s Maser and the Whiteford Lago.
He also raced the Cooper 1100 and a Cooper T38 Jaguar in sports car events, winning in the latter at Fishermans Bend in February and also racing it on the hills.
Early in 1955 construction of the new Maybach commenced.
To lower the bodywork the engine was canted at 60-degrees, offsetting the engine and driveshaft to the right allowing a driving position left of centre. New rear axle housings and steel gearbox housings were built to Irving’s design.
The remaining stock of 110mm stroke cranks were cracked, so a 100mm one was used. With a 90mm bore the engine capacity was 3800cc. The special SU carbs could not be readily replaced so six Stromberg side-draft carbs were used, the engine developing 240bhp @ 5000rpm.
A similar suspension layout to Maybach 2 was used. Brakes were made from flat plate steel rolled into circles and then welded at the ends, the drums were machined internally and externally for attachment to the hubs. Brian Burnett again built the body which was inspired by the contemporary Mercedes Benz W196 GP car.
The car was finished in April 1955 and entered for the Bathurst 100 at Easter.
It was timed at 145mph but had severe handling problems causing a spectacular spin and finishing second to Hunt’s Maserati A6GCM. The car also had a severe flat spot so was not run in the ‘100’, Stan winning the Group B Scratch race in his Cooper 1100.
It was found that the front cross member was flexing under braking, affecting the steering. Irving rectified the flatspot by devising a fuel injection system using the Stromberg throttle bodies, part throttle flow was regulated by a Lucas ignition distributor, with fuel delivered by an aircraft fuel pump; when dynoed the engine produced 250bhp.
Dean tested the car at Templestowe Hillclimb and Jones won the A.M.R.C Trophy at Altona, Melbourne in May from Ern Seeliger’s Cooper Bristol.
Jones raced the Cooper Bristol at Mount Druitt, western Sydney in August, losing a wheel in practice but winning the preliminary race only to have the car’s chassis snap in the 50 mile main race, fortunately bringing it to a halt without hurting himself.
1955 Australian Grand Prix, Port Wakefield, South Australia…
The car was fully rebuilt prior to the October 10 race and run in a preliminary event at Fishermans Bend the week before, Jones, whilst second to Hunt was happy with the car’s performance.
Jack Brabham was racing a Cooper Bristol T40 he built himself (to race in the 1955 British GP) and although hitherto fairly unreliable, he won the race from Hunt, who had led in his Maser A6GCM before breaking a rocker, and Jones whose clutch failed. Doug Whiteford was third in his Lago.
Maybach was next raced at Gnoo Blas, Orange, in January 1956 in the South Pacific Road Racing Championship meeting. Hunt took the lead by a small margin, Jones was second having lapped the field, then Brabham a distant third. On lap 23 the Maybach broke a conrod, locking the wheels and sending the car spinning down the road, Hunt won from Brabham.
Upon examination, the block and crank were badly damaged, there was little of Dean’s original cache of spares left and in any event the more modern cars from Europe, readily available at a price, meant it was increasingly difficult to develop the Maybach to the required levels of competitiveness.
After all those years Dean and Stan decided the cars elite racing days were over.
Maserati 250F…
Maybach 3 was never really competitive and Reg Hunt upped-the-local-ante when he imported an ex-works Maserati A6GCM in late 1954. Lex Davison followed suit with his ex-Ascari/Gaze Ferrari Tipo 500/625 3-litre. Stan, having the resources, invested £10,000 to acquire a Maserati 250F, chassis #2520 and a spare 3-litre 300S engine.
Stan despatched Charlie to Modena to do the deal. 2520 was built in late 1955 to 1956 spec and used by Frolian Gonzalez and Pablo Gulle in the 1956 Argentinian and Buenos Aires GPs respectively, (DNF and eighth) before being shipped to Melbourne, arriving on the SS Neptunia on April 22 1956.
In a 1981 issue of MotorSport Alan Jones describes his joy in ‘unwrapping the car’ at Port Melbourne but also his disappointment as a 9-year old that the car was a Maserati, real Italian racing cars being Ferraris…
In any event, Stan had the ‘ducks guts’, the most competitive customer Grand Prix car of the period, a tool with which he would demonstrate his mastery over the following three years.
Jones raced the car for the first time at Port Wakefield, coming second in the wet to Stillwell’s D-Type in the SA Trophy. He raced the car again in September at Bathurst winning both the three lap curtain raiser and NSW Road Racing Championship later in the day, setting a lap record in the process.
Australian Grand Prix, Albert Park 1956…
Melbourne hosted the Olympic Games in 1956. The AGP at Albert Park that November is still regarded as one of the greatest ever, certainly the best to that point in the race’s long history. It is the event which changed the face of motorsport in Australia, such was the calibre and competitiveness of the entry and scale of the event.
The meeting was a double-header featuring the Australian Tourist Trophy for sportscars on the first weekend and the AGP the following one, with support races of course, the AGP is still famous for those!
The overseas entry was headed by the factory Maserati team which brought five cars, three 250Fs and two 300S sports cars for Stirling Moss and Jean Behra. They based themselves at the Esplanade Hotel nearby in St Kilda, (still there, the ‘Espy is a great pub and band venue) the cars themselves were housed in Maserati driver and local Holden dealer Reg Hunt’s premises on the Nepean Highway in Elsternwick, close to the circuit.
So close that the 300S were driven to and from the track, adding to the cosmopolitan atmosphere. The large local Italian community, many of whom migrated post-war turned out in force to support the big red cars.
Other Maserati 250Fs were entered by Ken Wharton, Stan and Reg Hunt with Kevin Neal in Hunt’s old A6GCM. Ferraris were entered for Peter Whitehead and Reg Parnell: 555 Super Squalos’ with 860 Monza 3.5-litre four cylinder engines.
The strong field would test the local talent who were in cars of more or less equal performance to the vistors: Jones and Hunt in their 250Fs, Davison in his venerable 3-litre Ferrari Tipo 500, Whiteford’s Lago was long in the tooth but he ran his 12-plug T26C as did Owen Bailey in Doug’s old, successful car.
Moss disappeared into the distance from Behra with local interest centred on the battle of the Melbourne drivers: Jones, Hunt and Davison. Moss initially led Behra, Whitehead, Parnell, Davison, Hunt, Neal and Jones. Bailey’s half shaft failed on the line. Jones was fast early, passing Hunt, with Wharton, Parnell and Davison dropping back.
Rain started to fall with the Jones/ Hunt dice continuing until Jones eased with smoke coming from under the Maser’s long bonnet. Post-race this was found to be a broken crankcase breather pipe leaking onto the exhaust. Rain started to fall heavily with 10 laps to go, Neal crashing the A6GCM into a tree and breaking both of his legs and those of the official he collected in the process. Moss won by nearly a lap from Behra, Whitehead, Hunt, Jones, Parnell and Davison.
The duel between Hunt and Jones was the first and last in similar cars, Hunt shortly thereafter retired from racing, neither Stillwell nor Glass were as competitive in the car subsequently.
Jones continued to also compete in rallies finishing second in the Experts Trial and getting hopelessly bogged in the wastes of North Queensland in the Mobilgas Trial co-driven by Lou Molina, legendary Melbourne racer, restauranteur and raconteur.
1957 Australian Gold Star Series…
Stan shipped the Maserati to NZ for the Grand Prix at Ardmore in January hoping to repeat his earlier success, the race included internationals Reg Parnell, Peter Whitehead and Jack Brabham. Stan qualified well and in a tough 240 mile race of 3 hours 7 minutes, finished third in a typically gritty drive from Parnell and Whitehead in Ferrari Super Squalo 555s.
The Maserati also gave Stan a lot of unreliability grief, his fortunes in it changed when Otto Stone took over its preparation after the 1957 AGP held in searing 104 degree heat at Caversham in WA.
Jones was initially awarded victory after a stunning drive, but on a lap count back two days later, Davison got the win albeit with Bill Patterson as his co-driver. Tough-nut Stan drove the distance on his own. Alec Mildren also thought he (Mildren) had won the race.
Lex Davison won five rounds of the championship that year winning the Gold Star from Tom Hawkes’ Cooper T23 Holden and Stan. Jones only Gold Star win for the year was in Queensland, winning the Lowood Trophy in August. At Bathurst a UJ broke, at Lowood a spur gear, and back at Bathurst the clutch failed.
Stan entered the Maser in the Victorian Trophy meetings, over two consecutive weekends at Albert Park in March, winning a preliminary event from the Davison Ferrari 500/625 and Brabham’s F2 Cooper T41 Climax, but his engine let go in a big way in the 100 mile Trophy race whilst chasing and catching Davison in the lead. A conrod broke, carving the block in half after setting fastest race lap on this big-balls circuit. Davison won from Brabham and Hawkes.
Stan’s businesses continued to expand, he was awarded a Holden franchise, Stan Jones Motors was located at 408 Victoria Street, Richmond/Abbotsford. Many of his fellow ‘elite racers’ were also motor-traders including Bib Stillwell, Lex Davison, Bill Patterson, Alec Mildren, Arnold Glass, Stan Coffey and Reg Hunt.
Australian Gold Star Champion 1958…
Stan won at the Victorian Tourist Trophy meeting at Fishermans Bend in February 1958 from Arnold Glass in a Ferrari Super Squalo and Doug Whiteford in an ex-works Maserati 300S sports car acquired from the Maserati team after the 1956 AGP.
In a consistent year with the now well prepared and reliable Maserati, Stan also won the final round of the championship, the Phillip Island Trophy race and scored second places at Gnoo-Blas, (Orange NSW), Longford and Lowood, Queensland. He won the title from Alec Mildren and Len Lukey in Coopers T43 Climax and T23 Bristol respectively.
Davo took the AGP at Bathurst in October 1958 in a thriller of a race, Jones led for the first 17 laps with Davo in close company until the 250F clutch failed, and several laps later the engine. Ern Seeliger finished second in Maybach 4 (see below for specifications) with Tom Hawkes third in his Cooper T23 Bristol.
In a year of relative consistency Stan amassed enough points to win the CAMS coveted Gold Star for Australian Champion driver of the year.
It was a fitting reward for one who had contributed so much to the sport and been a drawcard from the moment he first stepped into Maybach 1.
The Australian Grand Prix win he had strived for for so long was finally his with a victory on the power circuit of Longford in Tasmania 1959.
Stan’s 250F was at its peak, lovingly and skilfully prepared by Otto Stone, Stan beat Len Lukey’s Cooper T43 Climax at just the right moment. The day of the front engined GP car was over in Australia, a bit later than in Europe.
Stan was fortunate that there were no 2.5-litre Coventry Climax engined Coopers in Australia at that stage. Lukey’s little 2-litre did not quite have the ‘mumbo’ to do the job on Longford’s long straights, but if anyone deserved some luck Stan certainly did!
Jones led from the start followed by Lukey and Whiteford, Whiteford’s Maser 300S did not survive the landing off the railway line spraying copious amounts of oil over Lukey.
The lap record was taken by Jones, Lukey and Glass. Lukey lead for six laps, Jones regained the lead, tapping Lukey’s Cooper up the chuff whilst going past the Prince of Wales Hotel. Glass made a bid for the lead, getting right up to Jones, but had to use the escape road at Mountford Corner, his brakes locking. He recovered, joining the circuit still in third in front of Mildren’s Cooper.
Jones worked his away back to the front again, and built a small lead over Lukey, winning by 2.2 seconds from Lukey, with Glass 2.5 minutes behind them and Mildren 39 seconds behind Glass. Ted Gray’s Tornado, the other outright contender had troubles in the qualifying heats, he ran a bearing in the fabulous Lou Abrahams built Chev V8 engined Australian special on lap 4.
Stan contested the Gold Star Series again in 1959, winning at Port Wakefield in Maybach 4. The car, still owned by Jones, was modified by Stan’s friend Ern Seeliger by fitment of a Chev Corvette 283cid V8, de Dion rear suspension, a 30 gallon fuel tank and less weight. The dry-sumped Chev was fitted with 2 four barrel Carter carbs and developed 274bhp at 6000rpm and 300ft.lbs of torque. The last victory for the car was that race at Port Wakefield, in March, in back to back wins with his AGP triumph.
The 1959 Gold Star Series was very long at twelve rounds, Len Lukey winning it in Coopers T23 and T43 Climax from Alec Mildren in Coopers T43 and T45 Climax, and Stan.
Coopers…
The Maserati 250F was advertised for sale at £4500 (selling some years later for circa £2000), Maybach 4 was pressed into service at the AGP held in 1960 at Lowood, Queensland in June. The Chev engine failed after four laps, Alec Mildren took a fantastic win by less than a second after a race long dice with Lex Davison’s Aston DBR4/300.
Mildren’s car was a clever combination of Cooper T51 chassis and Maserati 250S engine taken out to 2.9 litres, deservedly, he finally won the Gold Star that year and then retired, forming a race team and over the following decade putting far more back into the sport than he ever took from it.
The mid-engined way forward was clear. Stan’s new Cooper T51 2.2 Climax arrived in time for the NZ Grand Prix at Ardmore in early January 1960. Stan’s practice times were fifth quickest of a grid which included Stirling Moss, David Piper, Denny Hulme and Len Lukey, all driving Coopers.
Jones finished fourth behind Brabham and McLaren in works Cooper T51 and T45 Climax 2.5s, and Stillwell, like Stan in a new Cooper T51 but 2.2 Climax engined.
Stan contested the Craven A International at Bathurst in October 1960. He retired the car in a lap one accident, the race was won by Jack Brabham’s T51.
Grand Prix Racing changed from a 2.5 to 1.5 litre Formula in 1961 but many internationals contested our summer races…bringing 2.5-litre ex-GP cars, the ‘Tasman Series’ was still three years away. Stirling Moss, Innes Ireland, Dan Gurney, Graham Hill, Ron Flockhart as well as our Jack raced in Australia that summer.
Stan missed the opening Gold Star round at Warwick Farm but was the fastest of the locals, making a particularly big impact on Dan Gurney at the Victorian Trophy meeting held at Ballarat Airfield in mid February. He was fourth, bested only by Gurney and Hill in their BRM P48s and Ron Flockhart’s Cooper T51 Climax 2.5. Jones led home the locals Stillwell, Mildren, Glass and Miller all in Cooper T51’s.
The oldracingcars.com commentary of the 1961 season asserts that Jones was the quickest of the Australians at the start of ’61 but only won later in the year at Lakeside in July.
At the Longford Trophy in March he had a DNF on lap four, the race won by Roy Salvadori’s Cooper T51 Climax. At the Queensland Centenary Road Racing Championships at Lowood in June he finished third behind Bill Patterson and Mildren, both Cooper T51 mounted.
In April he contested the Craven-A Gold Star event at Bathurst finishing second to Patterson’s winning Cooper T51. Pattos’ Cooper and the four cars behind Jones 2.3 Climax, all 2.5-litres in capacity or bigger.
But for Stan difficult times had begun…
In 1961 there was a credit squeeze in Australia as the Menzies Government tightened monetary policy to control inflation with the usual brutally fast consequences of an instant drop in consumer demand, cars included.
Sales on Jones’ multiple sites dropped and continued to decrease as consumers kept their wallets in their pockets or could not obtain consumer credit, which was nowhere near as sophisticated or as common as it is today. Superior Motors was sold in 1960. If you were highly geared, as Stan’s businesses were, you were in trouble, his assets were progressively sold as his cashflow could not keep up with creditors demands.
Jones initially raced on and won the Lakeside Libre Race in the Cooper in July, ahead of Arnold Glass’ Cooper T51 Maser and the Lotus 18 Ford FJ of Bruce Coventry.
He didn’t start the 1961 AGP at Mallala, South Australia, the race was won by Lex Davison in a Cooper T51 borrowed from Bib Stillwell. David Mckay was penalised for a jumped start and lost a race many believe he should have won, Davos’ AGP luck was legendary!
The Gold Star was won by Patterson from Davison, with Jones equal third with Bib Stillwell despite not competing at most rounds and having his mind on much bigger issues, his financial survival.
That unfortunately was the end of Jones’ racing career, he simply no longer had the financial means to compete, the fastest Australian at the start of 1961 was effectively retired twelve months later.
Jones retained the Cooper, racing it at local Calder, Victoria, events several times into 1962. Whilst for sale, the 250F had not sold, Stan ran the car in an historic demonstration event at Sandown in November 1963, which seems to have been his last competition outing. By 1965 the car was sold and running in historic events in the UK.
Stan was ‘a player’, his marriage to Alma ended in divorce. Stan gained custody of Alan and moved to The Boulevard in Ivanhoe, a more salubrious address than Yongala Street, Balwyn. By the mid-1960s all of Stan’s businesses had been sold and he was struggling to find an income; all of this tumultuous for Alan, by then in his late teens.
Jones suffered two debilitating strokes in the mid-1960s. Alan, after an initial trip in 1967, moved to the UK to pursue a racing career in 1969, Stan moved there to live with Alan and Beverley, AJ’s first wife.
He died in a London hospital in March 1973 just short of his fiftieth birthday. He was a shadow of his former self but a family friend who visited the Jones family in London spoke on the ‘blogosphere’ of Stan using two walking sticks but still looking dapper and smart.
Sad as this was, he would have been proud of Alan as 1973 was his breakthrough year in the UK. He had been competing in F3 for several years, winning a lot of races in a GRD 373 in 1973 and finally broke free of F3, getting his first F1 drive in the Harry Stiller owned Hesketh in 1975.
Champion Racers both, Stan and Alan…and in elite company with Antonio and Alberto Ascari.
Where Does Stan Jones rate in the pantheon of local Australian drivers of the period?…
It’s much harder to rate the drivers of the period as they raced mainly cars of different performance. It isn’t like today when drivers come through controlled junior formulae and into controlled senior formulae including F1! telemetry and the like making the job of picking who is fastest easier.
The competitor set includes Doug Whiteford, Lex Davison, Jack Brabham, (whom I have excluded from this analysis given he went overseas) Reg Hunt, Ted Gray, Alec Mildren and Len Lukey. Guys like Bib Stillwell peaked later and David McKay wasn’t in single seaters until the very end of Stan’s career so lets say that is the ‘elite group’, based either on results or speed – Ted Gray an example of the latter.
Whilst their is some chatter about the merits of Jones on the blogosphere, of more relevance are contemporary reports of those there in the day, assessing the drivers of the day in the context of the day.
Australian Motorsport Yearbook 1958/9 refers to Jones ‘two most important overseas appearances have done more to put Australia on the map than many other drivers’. His ‘finest achievement must still be driving an Australian Special against International drivers in works cars in the first NZ International GP.’ ‘On the results of these experiences (the other being the Monte Carlo Rally) Jones should then have spent one season overseas; his potential as a racing driver, was superior, at the time to Jack Brabham’.
This did not happen primarily due to his family and business commitments so ‘..it is therefore not surprising that when he has recently driven against overseas drivers, he has been unable to match their skill…’
‘It has been suggested Stan is a car killer. This is not true. Jones is the first to admit that when he began motor racing he had little knowledge of what went on under the bonnet, but on the credit side he has the ability to give the mechanics details of incorrect symptoms…’
‘It must be admitted Jones is a hard driver…This determination to win has been one of the most important factors contributing to Jones’ success…his record shows he has rarely been unplaced when completing a race.’
‘Jones has been a complete all rounder…He is not temperamental and like many similar drivers his easy friendliness off the track is only matched by his determination once a race has started.’
Stans adaptability is mentioned above, that was not unique at the time as circuit events were not as common as now so drivers with the means had to be prepared to travel interstate and to do trials, rallies and hillclimbs to get their ‘racing fix’.
Jones had the financial means to race, but so too did the competitor set above, who were all sucessful businessmen/racers with the wherewithal to match their skill.
As the oldracingcars.com analysis earlier states, Stan was the quickest local driver in 1961…Dan Gurney stating after racing against him at Ballarat Airfield, ‘wow he is some driver that Stan Jones’. He successfully made the change from front to mid-engined cars, he was as adept in his Cooper Climax as Maybach 4, both entirely different beasts raced successfully in the same year.
Ray Bell, noted Australian motor racing journalist and Racing Car News contributor talks about Jones on ‘The Nostalgia Forum’ as ‘..the dominant figure of his day. He probably won the 1957 AGP at Caversham denied by poor lap-charting by the organisers. He stood out amongst drivers of the fifties, Brabham shot off to the UK to really make an impact’. ‘At Albert Park in 1956 only two drivers took Golf Links Bend flat, Moss and Jones’
Was he our fastest of the period? Probably.
It’s a pity Whiteford bought a 300S rather than a 250F from the visiting Maserati factory team after the 1956 Albert Park GP, equally it’s a shame Hunt retired, those battles would have been interesting and perhaps conclusive.
Was he the best in the period? Possibly.
Perhaps mechanical sympathy, important at the time was a slight negative.
Lex Davison is the other ‘best’ contender and an honorable mention should be made of Hunt who really wasn’t around long enough in outright cars to call it, he definitely had a car advantage when the A6GCM arrived, raising the bar and forcing others to buy Red Cars.
The final word goes to John Medley, another racer/enthusiast/historian of the period also writing on ‘TNForum’. He said of Stan, ‘He was an impressive operator, a determined and at times exuberant driver and usually with good equipment. Alan Jones was not the only goer in the Jones family. Stan was a serious goer full of fire and brimstone.’
Etcetera…
Charlie Dean…
The importance of the Research & Development ‘Skunkworks’ Dean created at Repco post-war is important to recognise.
Its existence and focus on development by racing attracted an incredible number of talented engineers who graduated from the ‘Repco University’ and achieved much within Repco, or more often outside it.
Repco engineering alumnus include Ivan Tighe, Paul England, Peter Holinger, Nigel Tait, Michael Gasking, George Wade, Don Halpin, Frank Duggan, John Brookfield, John Judd, John Mepstead, David Nash, Ian Stockings, Ken Syme, Brian and Norm Wilson and many others. Phil Irving is not on this list as he was already of world renown when he joined Repco.
This unit within the company led to the Coventry Climax FPF maintenance program in the early 1960s, this and the capabilities of the engineers made possible taking on the Jack Brabham request to design and build the 1966-67 World Championship winning RB620 and 740 Series of engines, a program supported and sponsored by Dean, by that time a Repco Board member.
Board membership was a considerable achievement in Dean’s career as Repco were for many years an Australian Stock Exchange Top 200 company. Even though by then he wore a suit, by thought, word and deed he was a racer to his core and a fine engineer to boot.
As a Repco Director he retired compulsorily at 60 in 1973, then doing a variety of engineering projects, and some property refurbishment work. He died suddenly in 1984 after suffering a fatal blood clot following surgery after a fall moving a concrete slab at his home.
To my knowledge his story has not been fully told but it is well covered in Malcolm Preston’s great book referred to in the bibliography.
Etcetera…
Bibliography…
Barry Green ‘Glory Days’, Malcolm Preston ‘Maybach to Holden’, Graham Howard ‘History of The Australian Grand Prix’, ‘Australian Motorsport Yearbook 1958/9’, ‘The Nostalgia Forum’
Photo Credits…
David Van Dal, John Ellacott, Ron Lambert, oldracephotos.com, Rodway Wolfe Collection, Merv Bunyan Collection, Bernie Rubens, John Ellacott, Charles Rice, Ellis French, B Dunstan, Ed Steet, Walkem Family, KE Niven & Co, Peter Wherrett Collection, Australian Motor Racing Museum, Rob Bailey Collection, Kevin Drage, Dacre Stubbs Collection, motorsportarchive.com, Graham Thompson Collection, Ray Eldershaw Collection, Alan Stewart Collection, Ed Holly Collection, fan.one, George Thomas, VHRR Archive, Pter D’Abbs, Historic Racing Car Club of Tasmania, The Age
Tailpiece…
Happy Stan, no doubt a relieved Stan, in the Longford paddock post 1959 AGP win, Maserati 250F…
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Australian GP in former days - The Nostalgia Forum
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[] | null |
Page 1 of 9 - Australian GP in former days - posted in The Nostalgia Forum: Doing some (hitherto not very successful) research on the origins of the AGP I appeal to all the obviosly well-knowing Aussies (and all others too) out there giving me some infos about the origins of the AGP BEFORE it counted to the WC. (I have enough info from 1985 on.) When was the first race, the locations, dates and the winners up to 1985, interesting anectotes and stories, that happened and such stuff. I need...
|
en
|
https://forums.autosport.com/favicon.ico
|
The Autosport Forums
|
https://forums.autosport.com/topic/1097-australian-gp-in-former-days/
|
As the race moved from place to place, it embraced a wide variety of circuits. These are of special interest to me, and led me to pursue the ideal of seeing them all.
This task I completed in 1978, when I finally went to Leyburn.
To my knowledge - and I know the people and I've asked around - no other person has seen all 25 of these circuits.
That's right, 25 circuits have entertained the Australian Grand Prix. From the pathetic 1-mile Calder and featureless 1.3-mile Port Wakefield to the inspiring 4.5-mile Longford, the awesome 3.875-mile Bathurst (Mt Panorama) and the unmatchable Lobethal.
Anyone wanting details of Lobethal and its history is welcome to email me: r@ybell.net and I will send you the story I have written on this grandest of all circuits.
But enough of this, there's history to be written...
.
------------------
Life and love are mixed with pain...
|
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4902
|
dbpedia
|
0
| 58
|
https://www.jaguarheritage.com/jaguar-history/jaguar-drivers/ken-wharton/
|
en
|
Jaguar Daimler Heritage Trust
|
[] |
[] |
[] |
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[] | null |
Established for the nation in 1983, The Jaguar Daimler Heritage Trust maintains a unique collection of motor vehicles and artifacts manufactured by Jaguar Cars Limited and the many other renowned marques associated with the company.
|
en
|
/apple-touch-icon.png
|
https://www.jaguarheritage.com
|
This page is currently under construction, apologies for any inconvenience.
We have information and biographies on the below:
If you would like us to email you any of the information or biographies, please contact: enquiries@jaguarheritage.com
|
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4902
|
dbpedia
|
2
| 41
|
https://bleacherreport.com/articles/2006581-10-formula-1-records-that-will-never-be-broken
|
en
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10 Formula 1 Records That Will Never Be Broken
|
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[
"Fraser Masefield"
] |
2014-03-26T12:34:47-04:00
|
Following the dominant manner of Nico Rosberg’s victory at the season-opening Australian Grand Prix, some are already writing off the season as a Mercedes march to victory...
|
en
|
https://static-assets.bleacherreport.net/favicon.ico
|
Bleacher Report
|
https://bleacherreport.com/articles/2006581-10-formula-1-records-that-will-never-be-broken
|
Fraser Masefield@ @fmasefieldContributor I
10 Formula 1 Records That Will Never Be Broken
0 of 10
Getty Images/Getty Images
Following the dominant manner of Nico Rosberg’s victory at the season-opening Australian Grand Prix, some are already writing off the season as a Mercedes march to victory.
Whilst Rosberg’s win ended the hopes of Sebastian Vettel to set a new F1 record for the most consecutive race wins, it’s doubtful he’ll go on a similar run of his own given the new engine regulations and the strength of his own teammate.
Here are 10 Formula One records that are unlikely to fall during this, or any other season in the future.
Biggest Winning Margin
1 of 10
Associated Press
Nico Rosberg’s winning margin of 26.777 seconds over revised second-place finisher Kevin Magnussen in the Australian Grand Prix represented one of the biggest winning margins for many a year.
Yet it pales into insignificance when matched up against Jim Clark’s utterly dominant drive to victory in the 1963 Belgian Grand Prix.
Amidst torrential conditions that saw 12 of the 20 drivers retire, Clark lapped the entire field, including second-placed Bruce McLaren, until the New Zealander unlapped himself.
When he took the chequered flag, Clark was a monumental four minutes and 54 seconds ahead of McLaren. And because the monstrous old Spa-Francorchamps was 14.100 km in length, such a winning margin will never be repeated.
Clark is quoted on ESPNF1 after the race:
Towards the end visibility was appalling. I had to hold the car in top gear for most of the race and my speed was dropping by nearly 100mph in the last stages. Some cars were spinning off on the straights and it was extremely dangerous.
Least Amount of Cars to Finish a Race
2 of 10
Mike Hewitt/Getty Images
With all the teething problems experienced by teams during pre-season testing for the 2014 season, this was perhaps the record you would have thought most likely to fall.
Engine overheating with the new 1.6-litre V6 powertrains and their ERS units was a major problem during the tests in Jerez and Bahrain, and many predicted that more than half the field would retire in Australia.
But to the surprise of many, 14 cars made it to the chequered flag in Melbourne. That’s 10 more than finished a dramatic 1996 Monaco Grand Prix that eventually saw Olivier Panis conquer changeable conditions to win from David Coulthard, Johnny Herbert and Heinz-Harald Frentzen.
Closest Race Finish
3 of 10
Part of the reason for this year’s regulation change, other than to promote a more energy-efficient and greener sport, was to encourage even closer racing.
It remains to be seen whether the field will close the gap on Mercedes, but it’s practically guaranteed that we won’t see as close a finish as occurred in the 1971 Italian Grand Prix, where BRM’s Peter Gethin pipped Ronnie Peterson’s March in a photo finish to win by 0.01 seconds.
Incidentally, Gethin also set another record during that race, winning with an average speed of 242.616 km/h.
Oldest Driver
4 of 10
Toscani/Associated Press
Formula One is now very much a young man’s sport. In starting the Australian Grand Prix aged 19 years, 10 months and 18 days, Toro Rosso’s Daniil Kvyat became only the eighth teenager in history to line up on the grid. And when he finished the race a revised ninth, he became the youngest-ever driver to score points in F1.
Whilst the record for the youngest driver, youngest race winner and youngest world champion is likely to be beaten, that of the oldest driver will stand forever.
That accolade falls to Louis Chiron, who was an incredible 55 years, nine months and 19 days old when he finished sixth in the 1955 Monaco Grand Prix.
The oldest race winner is another record that won’t be beaten; Luigi Fagioli won the 1951 French Grand Prix for Alfa Romeo aged 53 years and 22 days.
Oldest World Champion
5 of 10
Associated Press
Sebastian Vettel was 23 years and 133 days old when he won the 2010 world championship in Abu Dhabi, becoming the youngest winner of the world championship.
The oldest driver to win the title is the great Juan Manuel Fangio, who collect the final of his five world titles at the age of 47 with an incredible drive to victory at the 1957 German Grand Prix.
Most Team Wins in a Season
6 of 10
The news that Honda is once again to team up with McLaren for the 2015 season brings memories of former glories flooding back.
It was in 1988 that the great Ayrton Senna claimed the first of his three world championship titles in a season that saw the utterly dominant McLaren Hondas of Senna and teammate Alain Prost take 15 wins from 16 races that season.
It should have been 16 from 16 had the Williams of Jean-Louis Schlesser not taken Senna out of the Italian Grand Prix with only two laps remaining as the Brazilian came up to lap him, gifting Ferrari a historic 1-2.
McLaren also set the record for the most poles in a single season in 1988, before Williams (1992 and 1993) emulated that achievement, as did McLaren again in 1999.
Most Driver Wins in a Season
7 of 10
Mark Thompson/Getty Images
Although McLaren holds the record for team wins, Senna and Prost closely contested the title.
Yet the 2004 F1 season was utterly dominated by one driver in particular.
Michael Schumacher won 13 out of 18 grands prix in romping to the last of his seven world titles. His strike rate of winning 72 percent of the races he started is one that is hard to see being eclipsed.
Most Podiums in a Season
8 of 10
Mark Thompson/Getty Images
Michael Schumacher holds many records in F1, including most titles, most consecutive driver titles, most race wins and most pole positions.
It is conceivable that a driver as dominant as Schumacher will one day eclipse some or all of those records, but there is one statistic that it is only possible to match.
During the 2002 season, Schumacher’s Ferrari proved so fast and reliable that the German finished on the podium in all 17 races that season.
If that’s not impressive enough, out of those 17 races, 11 of those were race wins and he only finished third on one occasion.
Most Consecutive Team Poles
9 of 10
Most Cars to Start a Race
10 of 10
In the early years of F1 racing, there was no limit on the amount of cars a privateer team could enter and no stringent crash-testing or technical regulations to abide to.
At the 1953 German Grand Prix, a record 34 cars started the race, and that will never happen again.
X
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4902
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dbpedia
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1
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https://www.the-fastlane.co.uk/formula2/F157_4.htm
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en
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Australian GP, 04.03
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https://www.indianapolismotorspeedway.com/history/purchase-historical-race-broadcasts
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Indianapolis 500 Radio Broadcasts
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https://www.indianapolismotorspeedway.com/history/purchase-historical-race-broadcasts
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Among the IMS Radio Network's most dramatic moments ever take place following a huge accident which takes the life of the great defending two-time winner Bill Vukovich. Hear interviewer Charlie Brockman tactfully avoiding telling winner Bob Sweikert in Victory Lane that his friend succumbed in the accident. And hear chief announcer Sid Collins introduce a legendary phrase when he calls for each commercial break with the words, "Stay tuned for the greatest spectacle in racing."
There's a brand new, steeply-banked concrete oval at Monza, Italy, which can either be hooked in with the legendary road course or used separately for record-breaking purposes. Track organizers dream of holding a 500-mile race with ten leading Indianapolis 500 drivers facing ten counterparts from Formula One. Unfortunately, the road racers take a pass and the only foreign representation consists of three D-type Jaguar sports cars, two of which just finished first and second in the previous week's 24-Hours of Le Mans. For safety reasons, the race is conducted in three legs, Jimmy Bryan emerging as the overall winner by winning the first two and placing second in the final to overall runner-up Troy Ruttman. Surprisingly, the Jaguars end up 4th, 5th and 6th. Others in the lineup include Eddie Sachs, Pat O'Connor and Johnnie Parsons, plus in a Novi, Tony Bettenhausen, who turns a qualifying lap at 177 mph.
Jimmy Bryan’s great victory, driving the car with which Sam Hanks had won the previous year, is overshadowed by a tragic multi-car accident in the opening lap, which takes the life of the extremely popular Pat O’Connor from nearby North Vernon, Indiana. Hear the extraordinarily dramatic radio “call” by Lou Palmer, who, in his first year on the IMS Radio Network is assigned to turn three because “Nothing ever happens up there.”
Unlike the previous year, the Grand Prix drivers show up en masse for the second running of the Monza 500, and the Americans are amazed when a Ferrari driven by Luigi Musso grabs the pole at at 174.653 mph. Run again, for safety reasons, in three separate legs, Jim Rathmann wins all three and is the overall winner at an astonishing average speed of 166.722 mph. Jimmy Bryan, winner of both the 1957 Monza 500, and the most recent Indianapolis 500 is second overall, while the Ferrari is a rather surprise third, shared throughout the afternoon by Musso, Mike Hawthorn and American Phil Hill. Competitors include about-to-retire five-time World Champion Juan Manuel Fangio, Stirling Moss, Eddie Sachs, Troy Ruttman, Rodger Ward, Masten Gregory and a 23-year old rookie named A.J. Foyt.
A brand new racing team formed by Milwaukee sportsman Bob Wilke, chief mechanic/car builder A.J. Watson and driver Rodger Ward scores the first time out with Ward averaging a record 135.857 mph to narrowly defeat his friend Jim Rathmann in a virtually identical Watson-built Offenhauser-powered “roadster.” There are 10 changes of lead between four drivers in the first 50 laps, one of whom is 1956 winner Pat Flaherty, who has been sidelined by injuries since shortly after his “500” win.
There are some truly classic radio "calls" as the greatest sustained two-man battle in the history of the "500" takes place. For the entire last 250 miles, Jim Rathmann and Rodger Ward are never any more than a few feet from each other, a worn tire finally forcing Ward to slow down and salvage second place behind Rathmann with three laps to go.
In one of the most exciting finishes ever, leader Eddie Sachs pits to change a wheel with only three laps remaining, allowing young A. J. Foyt to take over and record his first of four victories. Just a few minutes earlier, on lap 184, Foyt had been forced to stop for an emergency splash of fuel while leading. Hear Foyt's crew actually yelling "Go, Go, GO" in the background during the description from the pits.
Several drivers flirt with the long-anticipated 150 mph "barrier" during the frantic pole day morning hot lap session before Parnelli Jones officially breaks it to win the pole. In addition to Parnelli, hear from former winners Jim Rathmann and Rodger Ward, along with the always entertaining Eddie Sachs, who was striving to become the first to win the pole for a third consecutive year. Other interviewees include American Grand Prix representative Dan Gurney, who makes his "500" debut driving a rear-engined car field by Mickey Thompson, plus three giants from the 1920s and 1930s, Louis Meyer, Harry Hartz and Cliff Bergere. First three days of coverage only.
Just days after having been the first ever to qualify in excess of 150 mph, the sensational Parnelli Jones appears to be well on his way to winning the "500" in only his second start. That is, until his brakes begin to fade. But even after they are completely gone, he still won't give up, slowing down and eventually salvaging seventh as 1959 winner Rodger Ward records his second win.
IMS Radio Network's chief announcer Sid Collins, and driver expert Freddie Agabashian have plenty to talk about with the rear-engined "revolution" really gathering momentum. Lotus principal Colin Chapman is interviewed, as is American Mickey Thompson, who has no less than five rear-engined cars entered this time. Hear from front-engined drivers, and former room mates, Parnelli Jones and Jim Hurtubise, who end up qualifying one-two, "Herk" doing so with one of the V8 supercharged Novis. Brothers Joe and Andy Granatelli talk about fielding those crowd-pleasing cars. There's Bobby Unser, a rookie this year, plus Gene Hartley, a veteran who announces his retirement. There's conversation with Lloyd Ruby, plus two others who are usually men of few words, driver Paul Goldsmith and car builder/chief mechanic A.J. Watson. Others to be heard from are Sam Hanks, Duke Nalon, starter Pat Vidan, and perennial "first in line" Larry Bisceglia.
Parnelli Jones wins from the pole but it is Scotland's Jim Clark who draws most of the attention. Driving a stock-block V8 Ford–powered rear-engine Grand Prix–based Lotus, outfitted with carburetors and running on gasoline, Clark is challenging late when, for a few laps, traces of oil begin to seep from a tiny crack in an externally mounted oil tank on Parnelli's car. There is much controversy! Hear the sound of the fabulous Novi while Jim Hurtubise is a contender during the early laps.
The world is transfixed during a red-flag stoppage as Chief Announcer Sid Collins delivers a heartfelt eulogy for Eddie Sachs, who has perished in a terrible accident. After Jim Clark, Bobby Marshman and Parnelli Jones all lead, A.J. Foyt goes on to become the last driver to win in a front-engined car.
It makes for a long day (and broadcast) when the race is stopped right at the start due to of a huge accident. There are no injuries other than A.J. Foyt cutting his thumb as he scales the outer fence. First Lloyd Ruby, and then Scottish rookie Jackie Stewart, appear to have the race in the bag only to be sidelined as England's Graham Hill goes on to win over Jim Clark.
In a race that takes two days to run—rain halts the proceedings after 18 laps—the big story concerns Parnelli Jones dominating virtually the entire distance with Andy Granatelli's revolutionary turbine-powered car. Hear the dramatic closing minutes as first the turbine fails, and then, while heading for the checkered flag, new leader A.J. Foyt has to avoid a huge accident on the main straight.
Mario Andretti, A. J. Foyt, Wally Dallenbach and Lloyd Ruby each lead during the first half, with all but Andretti ultimately suffering either retirement or a setback. Hear the actual "calls" of the luckless Ruby's elimination as he inches away from his pit before the refueling mechanism is completely detached. Andretti goes on to win, much to the exuberant joy of car entrant Andy Granatelli.
Johnny Rutherford gets the jump at the start and leads into turn one from the second starting position, but pole sitter Al Unser is in front by the end of the lap. Al proceeds to lead 190 of the 200 laps, but there is plenty going on around him, including a four-car accident with less than 100 miles remaining. The total purse tops $1 million for the first time, and Al is the last winner to be interviewed in the old Victory Lane at the south end of the pits.
After early leader and strong pre-race favorite Mark Donohue drops out, there is a terrific back-and-forth battle at the midpoint between teammates Al Unser and Joe Leonard. There is also a really spectacular accident involving David Hobbs and Rick Muther, which takes place on the main straight right in front of the broadcast booth. Once strong challengers Leonard, Bobby Unser and Lloyd Ruby each have been eliminated, Al Unser holds off pole-sitter Peter Revson to secure back-to-back wins for only the fourth time in "500" history.
Speeds are at an all-time high, as Johnny Rutherford just misses the Speedway's first "200" in qualifying with a single lap at 199.071 mph. But the race is a challenge for participants and fans alike as inclement weather forces the accident-marred event into a third day. Gordon Johncock, who leads more laps than anyone else, is out in front when rain halts the race for the final time at 133 laps.
After a blistering pair of opening laps by Wally Dallenbach, the race becomes a two-man struggle between pole-sitter A.J. Foyt and second-fastest qualifier Johnny Rutherford, whose late qualification run requires that he start all the way back in 25th. It takes "JR" only 11 laps to carve through the field to third. Once oil-leak problems eliminate Foyt near the three-quarter distance, the popular Rutherford has it in hand.
Wally Dallenbach leads for 96 of the first 161 laps until eliminated by piston failure. It comes down to Bobby Unser leading, with defending winner Johnny Rutherford eating away at his advantage and A.J. Foyt catching both of them. All of a sudden, a monsoon-like rainstorm sweeps across the track to halt the event permanently after 174 laps, with cars spinning in every direction and Unser sloshing his way to Victory Circle.
Six former winners are running within the top ten when rain stops the race at the halfway point. There is opportunity for numerous interviews while the track is being dried. Then it rains again, and Johnny Rutherford becomes the first winner ever to walk to the victory enclosure. This is the final race broadcast to be anchored by Sid Collins.
Some truly historic moments, including Tony Hulman amending his famous call of "Gentlemen, start your engines," to accommodate the inclusion in the field of Janet Guthrie as first female ever to qualify. Then, learn of Gordon Johncock's late-race mechanical failure, which leads to A. J. Foyt becoming the first driver ever to win the "500" for a fourth time.
It’s an all-200 mph front row for the first time ever with Tom Sneva earning the pole at 202.156 mph, but with second-starting Danny Ongais serving as “the rabbit,” leading 71 of the first 110 laps before blowing an engine at lap 145. Al Unser pretty much has the race in control from that point on and holds off a fast-closing Sneva at the finish to become a three-time winner of the “500.”
With Al Unser forced out after leading 85 of the first 94 laps, and brother Bobby slowed dramatically by loss of his top gears after leading a further 89 laps, Roger Penske’s relatively unknown sophomore driver, Rick Mears takes over for his first win. There is further drama in the final lap when second-place runner A. J. Foyt loses power, raising question as to whether or not his stricken car will even make it across the finish line.
Johnny Rutherford becomes a three-time winner, driving the revolutionary Jim Hall–entered car nicknamed "The Yellow Submarine." After taking the checkered flag, Rutherford stops in turn four, where charismatic young Rookie of the Year Tim Richmond has run out of fuel. Richmond climbs onto the side pod and, much to the delight of the crowd, Rutherford gives him a lift to his pit.
Despite inclement weather conditions threatening throughout the day, the race does run to completion, with Bobby Unser narrowly defeating Mario Andretti under controversial circumstances to win for his third time. There are 24 changes of lead among nine drivers. Gordon Johncock, who drops out of second place within sight of the finish, turns one lap at just under 197 mph.
Some of the IMS Radio Network's most famous "calls" ever are heard during the final laps, when pole-sitter Rick Mears is frantically trying to catch Gordon Johncock, whose pit crew saved him several seconds by giving him only the amount of fuel they knew he would need to finish. It is "play-by-play" radio at its very finest as the announcers excitedly report the epic closing laps.
A caution period ends at lap 175, with Al Unser running just ahead of Tom Sneva. While three-time runner-up Sneva is trying to win for the first time, Unser stands to join A.J. Foyt as a four-time winner. Suddenly, roaring past both of them is 21-year-old "rookie" Al Unser Jr., who is several laps down. He allows his father to pass, but makes it just a little tougher for Sneva, who finally gets by on lap 191 for a very popular win.
The potential for a terrific two-man battle for the win is shaping up with just over 30 laps to go. A caution period is about to end and defending winner Tom Sneva is lined up directly behind Rick Mears. Then Sneva breaks a half-shaft just before the green is displayed and Mears goes on to become a two-time winner.
Yet another classic moment as Danny Sullivan grabs the lead from Mario Andretti through turn one on the 120th lap and then proceeds to spin directly in front of him. Amazingly, no accident takes place, both drivers pit for tires, and 20 laps later, Sullivan tries exactly the same move in exactly the same place, this time with success. He holds on to win by 2½ seconds over Andretti.
Kevin Cogan passes both Rick Mears and Bobby Rahal in the closing laps and is leading under a late-race caution, but Rahal gets a better restart and beats Cogan into Turn 1. Mears chases both of them to the checkered flag and they cross the line only 1.27 seconds apart for by far the closest 1-2-3 finish ever. There is plenty of emotion among the racing community due to Rahal’s very popular car owner, Jim Trueman, being extremely ill. He sits on the scoring stand for the entire race but will succumb only 11 days later.
In a true storybook finish, Al Unser, who was not even on the original entry list, ends up winning with a year-old Penske team car which had to be retrieved from "show car" status in the lobby of a Pennsylvania hotel, and powered by a Cosworth engine the team had never intended to run. Pole-sitter Mario Andretti leads for 170 of the first 177 laps only to drop out, after which new leader Roberto Guerrero stalls twice on his final stop.
Springing from an all-Penske front row, 1985 winner Danny Sullivan appears well on his way to a repeat. He leads virtually the entire first half until a handling problem causes him to hit the wall, after which teammate Rick Mears leads most of the rest of the remaining distance to become a three-time winner.
Emerson Fittipaldi, who ducked in for a pit stop during a late-race caution, is directly behind Al Unser Jr., who did not stop. Flying down the backstretch with one and a half laps remaining, they come upon four slower cars. Unser moves to the inside to pass and Fittipaldi goes with him, drawing alongside Unser's left side at the apex of turn three. They touch, causing Unser to spin into the wall. A lap later, behind the pace car, Fittipaldi is happy to see Unser safe and giving him a double "thumbs-up."
Only three drivers lead during the entire race but they end up finishing one-two-three. Emerson Fittipaldi leads the first 91 laps in a row and Arie Luyendyk, the final 33 after overtaking Bobby Rahal. There are only four caution periods---all brief---and Luyendyk wins in only three hours and 41 minutes, breaking Rahal’s 1986 record by almost 15 minutes and averaging 185.981 mph. The record won’t be broken until 2013.
An outside pass in Turn 1 hasn’t been achieved in several years when Michael Andretti successfully out-drags race leader Rick Mears on a Lap-186 restart. The crowd has barely had time to recover from this incredible sight when on the very next lap, Rick pulls exactly the same maneuver on Michael! Rick holds on from there to make history in this 75th running of the “500” by joining A.J.Foyt and Al Unser as a four-time winner.
It's the coldest race day ever, the tires having a hard time finding grip with the freezing track surface. Some of the greatest names in racing are eliminated by accidents, including Mears, Sneva, Fittipaldi, Johncock, Luyendyk, Guerrero, Bettenhausen and Mario Andretti. There is a legendary radio "call" at the end when Scott Goodyear tries to beat Al Unser Jr. to the checker.
Much of the attention is focused on the unconventional "groove" used by British "rookie" Nigel Mansell, who just happens to be the defending Formula One World Champion. There are 23 changes of lead among 12 drivers, and there is a late-race sprint to the finish with Emerson Fittipaldi holding off Arie Luyendyk, Mansell, Raul Boesel and Mario Andretti.
A pair of Mercedes–Benz-badged push-rod engines—built in complete secrecy by Ilmor Engineering—lead for all but seven laps in the hands of Emerson Fittipaldi and Al Unser Jr. On the verge of lapping Unser with only 16 laps to go, Fittipaldi momentarily loses control through turn four and drifts into the outer retaining wall. It is one of the rare instances in which a seemingly certain winner is eliminated by an accident.
No fewer than 10 different drivers swap the lead 23 times between them, young Jacques Villeneuve finally grabbing the win after fellow Canadian Scott Goodyear's final five laps are disallowed following a rule infraction involving the pace car. Michael Andretti and Jimmy Vasser both are taken out by wall contacts while leading, as is Scott Pruett while running second.
For the first time ever, the final 12 laps are traded by three different drivers. Davy Jones passes Alessandro Zampedri and then, in a couple of breathtaking moves, Buddy Lazier passes both of them. This is the last year for turbochargers and Eddie Cheever records a race lap at over over 236 mph! The early laps are led by "rookie" Tony Stewart.
For the first time since 1962, teammates finish one-two as pole winner Arie Luyendyk holds off fellow Fred Treadway team driver Scott Goodyear by a narrow margin of just over half a second. Seven drivers lead at various stages, second-starting Tony Stewart out front for 64 laps. He ends up fifth. Motorcycle racing legend Jeff Ward makes an impressive “500” debut by leading for 49 laps and finishing third.
After Arie Luyendyk and Greg Ray both have been taken out by accidents while leading, and defending winner Eddie Cheever has been swapping the lead with Kenny Brack and Jeff Ward, a gamble by Robby Gordon almost pays off. Gordon stays out while the others pit, and for the final 30 laps he prays for a yellow which never comes. He is forced to pit with only one lap to go, dropping him to fourth as Brack scores a popular win for A.J. Foyt.
Yet another Speedway "first" takes place when, to the delight of the huge crowd, effervescent Brazilian rookie winner Helio Castroneves breaks with protocol by stopping at the start/finish line, leaping from his car and then climbing up the outer safety fence. It is win number 11 for car entrant Roger Penske on a day which sees other race leaders include Robby Gordon, Greg Ray, Tony Stewart, Michael Andretti, Arie Luyendyk, Gil De Ferran and Mark Dismore.
First-time starters Tony Kanaan and Tomas Scheckter both are eliminated by accidents while leading, and there is plenty of controversy in the next-to-last lap when the yellow is flashed for an accident just as Paul Tracy is attempting to take the lead from Helio Castroneves. The exuberant Brazilian remains undefeated in his only two starts, and once again delights the crowd by leaping from his cockpit to scale the outer fence.
The big question is whether or not Helio Castroneves can become the first driver ever to win the “500” in three consecutive years. It will be even more remarkable if he pulls it off because he will have done so in only three starts! He can’t quite manage it, in spite of winning the pole and leading for 58 laps, but he does take second behind Penske teammate Gil de Ferran. The race’s impressive group of “rookies” includes three future winners, Buddy Rice, Dan Wheldon and Scott Dixon.
Nine different drivers lead, but Buddy Rice, in only his third start, is out front for 91 of the 180 laps completed before rain prematurely ends the proceedings. He is the 17th driver to win from the pole. Locally raised David Letterman is the winning co-entrant along with 1986 race winner Bobby Rahal, and he is beside himself with joy.
There is a huge, roaring ovation just minutes from the end when, on a restart at lap 190 (following a late-race caution), the sensational female rookie driver Danica Patrick, running second, manages to overtake race leader Dan Wheldon. She holds on for four laps before being forced to slow down in order to conserve fuel. By salvaging fourth, she registers the highest-ever finish by a female, plus she is the first ever to have led, racking up 19 laps during the day.
It's the most amazing final 20 laps in history with no less than five different leaders. After leading for the majority of the first 182 laps, defending winner Dan Wheldon is passed by Tony Kanaan. Then it is Michael Andretti, out of retirement, taking over on lap 194. With less than three laps remaining, Michael is passed by a 19-year-old "rookie"—his own son, Marco—and just when it appears the "500" will have its youngest winner ever, Sam Hornish Jr. seemingly comes out of nowhere to snatch the win within the final 300 yards.
A very competitive "500" sees the lead change hands 15 times during the first half alone, before rain forces two stoppages. The first comes at lap 115 while Tony Kanaan is leading, with the second coming during lap 166, at a time when Kanaan's Scottish teammate Dario Franchitti is out in front. With the second red flag being permanent, an emotional Franchitti is able to join his idol, fellow countryman Jim Clark, as an Indianapolis 500 winner.
There is an all-time-record 19 cars still in the lead lap at the finish of an accident-filled event, which ends with Helio Castroneves holding off Dan Wheldon and Danica Patrick to become the ninth driver to win the "500" for a third time. Dario Franchitti, Scott Dixon and Ryan Briscoe each enjoy laps in front in addition to Castroneves, and all four of them are in the lead lap at the finish.
Although pole-sitter Helio Castroneves is strongly favored to join A.J. Foyt, Al Unser and Rick Mears as a four-time winner of the "500," it is Dario Franchitti who scores a most convincing win. He leads early, avoids numerous accidents and, while eight different drivers do exchange the lead 13 times between them, it is the 2007 winner who spends most of the time in front, leading for 155 of the 200 laps.
It’s a topsy-turvy finish for the 100th anniversary “500” with drivers on several different fuel strategies, many hoping for a late-race yellow which never comes. Rookie J. R. Hildebrand inherits the lead with three laps to go and appears headed for victory over 2008 winner Scott Dixon when the unthinkable happens. He swerves around a slowing car on the very last turn and hits the outer wall within sight of the checker. He stays with it and drives the wrecked car across the line only to be narrowly beaten by 2005 winner Dan Wheldon, who also passes a fuel-starved Dixon to vault from third to first in the final lap.
The lead changed hands a record 34 times, nine of them taking place during the last 29 laps alone as Chip Ganassi teammates and former winners Scott Dixon and Dario Franchitti battled with their friend Tony Kanaan. The lead group was taking the white flag with one lap to go when Franchitti edged past Dixon yet again, but this time with ex-Formula One driver Takuma Sato coming through as well. Determined to become the first Japanese driver ever to win the “500,” Sato attempted a daring inside pass of Franchitti as the pair negotiated Turn One but then he promptly lost adhesion, just missing Franchitti but spinning into the outer retaining barrier. The yellow flag and the checker flew simultaneously as Franchitti cruised home ahead of Dixon and Kannan to become a three-time winner of the “500.”
Scoring one of the most popular victories ever, both in the eyes of the legion of fans as well as fellow drivers who had come close to winning themselves, veteran Tony Kanaan finally triumphed in this, his 12th try. Arie Luyendyk’s 1990 record for the 500-mile distance of 185.981 mph was finally broken as Kanaan managed to average 187.433 mph. Remarkably enough, the race went absolutely caution-free for 133 laps consecutive laps at one point, raising the average speed by lap 194 to an astonishing 192.812 mph. Not only was the all-time record for lead changes broken, it was even doubled from 34 to 68. No less than 14 different drivers led at some point or another with 14 laps being the longest consecutive stretch led by anybody, while pole-sitter Ed Carpenter’s race total of 37 laps led was the most by any of the 14 leaders.
Ryan Hunter-Reay became the first American winner since Sam Hornish, Jr. in 2006, his average speed for the distance of 186.563 mph just failing to beat the 187.433 mph posted by Tony Kanaan the year before. Hunter-Reay grabbed the lead for the final time in a daring inside pass of Helio Castroneves at the end of the backstretch on lap 199 and he was barely able to hold off a “slingshot” challenge at the checkered flag as Castroneves tried desperately but unsuccessfully to join A. J. Foyt, Al Unser and Rick Mears as a four-time winner of the “500.” There were 34 changes of lead between nine drivers in an event which remained “green” from the very start until 150 of the 200 laps before the first caution period, by which time current leader Marco Andretti was averaging an amazing 212.45 mph.
Fifteen years after his first win, and in only his third start, Columbian driver Juan Pablo Montoya becomes a repeat winner of the Indianapolis 500, passing teammate Will Power for the final time only four laps from the finish. It is a record 16th victory for Team Penske as well as being Penske’s third one-two finish. There are 37 lead changes among 10 drivers, including four among three drivers in just the last 15 laps alone. Pole winner Scott Dixon leads for 84 laps, but is shuffled back to fourth in the final few minutes.
Alexander Rossi, a 24 year-old rookie from California, stretches his fuel mileage to the absolute limit and wins the 100th running of the Indianapolis 500 in front of one of the largest crowds in years. Rossi runs out of fuel after crossing the start/finish line and has to be towed to Victory Lane. He becomes the first rookie to win the Indianapolis 500 since Helio Castroneves in 2001.
History is made when Takuma Sato becomes the first driver from Japan to win the “500,” which he accomplishes by avoiding four major accidents along the way and holding off Helio Castroneves, who comes tantalizingly close to becoming a four-time winner. There are 35 exchanges of lead between a record 15 different drivers, one of whom is the highly touted former two-time World Champion Fernando Alonzo. There are plenty of excellent radio “calls” during this action-packed event.
No less than eight different drivers lead within the final 30 laps, culminating with Will Power becoming the first driver from Australia to win the “500,” while Roger Penske’s all-time winning car entrant total extends to an amazing 17. There are 30 lead changes between 15 drivers, topped by the popular locally-raised Ed Carpenter, who wins the pole for a third time and leads 65 laps on his way to a career-high second-place finish. Accident victims include former winners Tony Kannan, Helio Castroneves and Takuma Sato, plus Danica Patrick, who returns after a seven-year absence to make what is billed as her final auto race as a driver.
It is yet another “back and forth” classic Indianapolis 500 nail-biter in which the driver leading with two laps to go does NOT win. Frenchman Simon Pagenaud outduels 2016 winner Alexander Rossi to take the checkered flag by the narrow margin of only 0.208 seconds, while 2017 winner Takuma Sato is right behind the pair of them in third. Seventeen drivers complete the entire 200 laps. While Pagenaud is the first driver to win from the pole since 2009 and he leads a total of 116 laps---the most by any driver since 2010---there are 29 changes of lead between himself and nine other drivers.
It is a year like no other. No sooner has 18-time 500-winning car entrant Roger Penske purchased the track from the Hulman-George family, after 75 years of stewardship, than the COVID 19 pandemic forces postponement of the “500” from the end of May until August 23rd. Not only that but last-minute circumstances require it be conducted without a single fan permitted anywhere on the grounds. Emotions run high when third-generation driver Marco Andretti grabs the pole some 33 years after the last time it had been earned by grandfather Mario, and in the race, Scott Dixon, Alexander Rossi and Takuma Sato battle each other in their attempts at becoming a repeat winner. In spite of leading for 111 laps, Dixon comes up just a few feet short as the race ends under caution with Sato the victor.
History was made on May 30th, 2021. The Indianapolis Motor Speedway hosted the largest gathering of fans since the start of the COVID-19 pandemic, the fastest Indy 500 in history was completed in 2:39:50 with only 2 yellow flag cautions and Helio Castroneves crossed the yard of bricks to join an elite club of drivers, joining Foyt, Unser Sr. and Mears as the only drivers to win 4 times at the Greatest Spectacle in Racing.
Over 300,000 fans returned to the Indianapolis Motor Speedway on May 29th, 2022 to watch the Greatest Spectacle in Racing. The month saw Scot Dixon capture the pole with the fastest 4 lap average in Indy 500 history with a speed of 234.046 mph. Starting side by side, Dixon, Alex Palou and Rinus Veekay together made up the fastest front row in Indy 500 history. But it was Dixon’s Chip Ganassi Racing teammate, Marcus Ericsson who came out on top after a thrilling race and following a crash by Jimmie Johnson, led a 2-lap scramble to the yard of bricks to capture his first Indy 500 win.
After what turned out to be a near perfect month of May and two days of drama filled qualifying, 33 drivers raced into turn one for the 107th Indianapolis 500 presented by Gainbridge on May 28th. The record-breaking month saw the fastest female driver, the fastest field in history and the fastest pole winner. A last lap pass for the lead over 2022 winner Marcus Ericsson, led to the largest purse to date for Team Penske’s Josef Newgarden and a record 19 total Indy 500 wins for owner Roger Penske.
Rain dampened the day and delayed the start of the 108th Indianapolis 500 presented by Gainbridge in 2024. After heavy rain and lightning moved through, the track was dried and the green flag flew on a very exciting race. Battles all over the track involved O’Ward, Dixon, Palou and Josef Newgarden but it was Newgarden who crossed the yard of bricks after a last lap battle with Pato O’Ward. The back-to-back win for Newgarden marks the first time this feat was done since Helio Castroneves in 2001 and 2002. This Indianapolis 500 download is condensed to remove the lengthy rain delay filler and includes all pre-race interviews, opening ceremonies and every lap from green to checkers.
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https://www.ferrari.com/en-EN/magazine/articles/fifty-years-of-ferrari-down-under-australian-grand-prix
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en
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FIFTY YEARS OF FERRARI DOWN UNDER
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https://cdn.ferrari.com/cms/network/media/img/resize/6422f247ddb9da0022d6934d-690324_1920x1080?width=1080
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https://cdn.ferrari.com/cms/network/media/img/resize/6422f247ddb9da0022d6934d-690324_1920x1080?width=1080
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[
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2023-03-30T08:54:22+00:00
|
Ferrari has won more Australian Grands Prix than any other team. Michael Schumacher scored a hattrick of wins at the dawn of the 21st century, and Ferrari drivers Kimi Raikkonen and Sebastian Vettel – as well as last year’s winner Charles Leclerc – have all stood on the top step of the podium, spraying their victory bubbly (disappointingly, French not Australian.)
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/magazine/static/favicon_16x16.png
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https://www.ferrari.com/en-EN/magazine/articles/fifty-years-of-ferrari-down-under-australian-grand-prix
|
Ferrari has won more Australian Grands Prix than any other team. Michael Schumacher scored a hattrick of wins at the dawn of the 21st century, and Ferrari drivers Kimi Raikkonen and Sebastian Vettel – as well as last year’s winner Charles Leclerc – have all stood on the top step of the podium, spraying their victory bubbly (disappointingly, French not Australian.)
The Australian GP came relatively late to the Formula One World Championship calendar: the first championship race was held in Adelaide in 1985. Yet Ferrari’s first Aussie GP triumph was way back in 1957, and Australia – even though it’s geographically about as far from Italy as possible – was home to one of Ferrari’s first non-European importers.
Two racing drivers independently introduced Ferrari Down Under. Most significant was Bill Lowe, importer of the first Ferrari into Australia in 1952. Lowe was a successful amateur driver who finished third in the Australian GP in 1929. An avid motoring enthusiast, he was captivated by the elegant Ferrari sports cars beginning to make their reputations on Europe racing circuits in the early ‘50s. He tried to buy one. Enzo Ferrari was reluctant: Australia, after all, had no Ferrari agent.
Lowe, owner of a successful electrical company, suggested he could become the importer. A deal was done and, in 1952, the first Ferrari to head to Australia was shipped: a 212 Inter berlinetta. Lowe used it for hillclimbing before putting it up for sale. WH Lowe and Co remained the official Australian importer until 1974.
The other great figure in Ferrari’s Australian history was English F1 racing driver Peter Whitehead. The Yorkshireman won the Australian GP in 1938 driving an ERA on the legendary Mount Panorama circuit in Bathurst, now host to one of the world’s most famous touring car races. He was also the first person to whom Enzo Ferrari sold a Formula One car – a 125 in 1949. Painted British racing green, it won that year’s Czech GP and finished third in the French GP.
In 1954, it also became the first F1 Ferrari to race in Australia and New Zealand: wins included NZ’s Lady Wigram Trophy. The following year, Whitehead persuaded Enzo Ferrari to supply himself and Australian Tony Gaze – like Whitehead, a former World War 2 fighter pilot – with a pair of 625 F1 cars, for a series of Australasian races.
Whitehead raced regularly Down Under in Ferraris until 1957, finishing on the podium of the Australian and New Zealand GPs. (He was killed in a sports car race in France in September 1958, aged 43.)
To scores of local racing drivers, Whitehead demonstrated first-hand Ferrari’s considerable racing prowess. Some of the best Australian drivers subsequently imported Prancing Horse racing cars.
Local hero Lex Davison, after whom the F1 Australian GP winner’s trophy is named, won the 1957 Australian Driver’s Championship in the ex-Tony Gaze 625 F1. The same year he gave Ferrari its first Australian GP win, repeating the feat in 1958.
Twenty years before the Australian GP reached World Championship status, Australasia got its own F1 series. The Tasman Series, named after the sea that separates the two countries, was held in Australia and New Zealand over the European off-season: high summer in the Southern Hemisphere.
In the ‘60s it became a favourite with European F1 teams and drivers, keen to escape northern winters. Cars were typically the previous year’s F1 machinery, but with a 2.5-litre engine capacity limit.
Ferrari entered the Tasman Series for the first time in 1968. F1 team leader Chris Amon, a Kiwi, won his home GP and finished second in the championship to twice World Champion Jim Clark. In 1969, Amon went one better. He convincingly won the series, and four of the seven races – including the Australian and New Zealand GPs.
In the ‘70s, the Tasman Series lost its allure for F1 teams, and the Australian GP reverted to a race primarily for local drivers, driving for local teams. F1 cars were replaced by 5.0-litre V8 Formula 5000 cars.
Then, in 1985, the first F1 World Championship Australian GP was held, Ferrari winning in 1987 with Gerhard Berger. Ferrari has also won three of the last four Aussie GPs, a record that Charles Leclerc and Carlos Sainz are hoping to enrich in Melbourne on April 2.
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https://www.autosport.com/f1/news/top-five-australian-f1-drivers-ranked-brabham-ricciardo-webber-and-more/9705943/
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en
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Top five Australian F1 drivers ranked: Brabham, Ricciardo, Webber and more
|
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2022-04-08T02:22:09+00:00
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en
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/design/images/webapp/Autosport/i57.png
|
https://www.autosport.com/f1/news/top-five-australian-f1-drivers-ranked-brabham-ricciardo-webber-and-more/9705943/
|
Fourteen Australians have started world championship GPs since 1950. Five have taken podiums, four have won races and two became world champions.
There have been several Australian talents who made it to F1 but didn’t get decent machinery. David Brabham and Larry Perkins suffered torrid times and failed to score a point but went on to success elsewhere.
Dave Walker’s promising career was destroyed by a troubled season at Lotus in 1972, when team-mate Emerson Fittipaldi took the drivers’ title and Walker failed to score a point.
So, here is our list of the top five Australian drivers that did have a big impact on F1. Our ranking is based on what they achieved in F1, factoring in the cars at their disposal.
If there is any motorsport justice, Oscar Piastri – a champion in F2, F3 and the Formula Renault Eurocup – will make his F1 debut in the not-too-distant future. Given the signs so far, the 21-year-old will be a strong contender for a future version of this list.
5. Tim Schenken
Tim Schenken, Brabham BT33 Ford
Photo by: Motorsport Images
Years: 1970-74
Starts: 34
Best finish: 3rd
Podiums: 1
Best qualifying: 5th
Titles: 0
Outside of the ‘big four’, Schenken is the only Australian driver to have scored points in F1. Schenken was a star in F3 and made his world championship debut in 1970 while still competing in F2.
His first F1 races came in Frank Williams’s uncompetitive De Tomaso chassis, but he joined Brabham for 1971. Schenken showed well alongside Graham Hill, despite running the older BT33 to Hill’s BT34, and scored a fine third place in the Austrian GP after a battle with Fittipaldi’s Lotus.
Schenken left the now Bernie Ecclestone-owned team in favour of Surtees for 1972, but it was not a successful move. His only points came with fifth in the season-opener in Argentina and things went downhill from there.
One outing with an Iso run by Williams in 1973 preceded a part-season with the hopeless Trojan effort the following year. His final outing came in the 1974 US GP in the troubled Lotus 76, but he was disqualified – he shouldn’t have started as he had qualified 27th!
Although Schenken’s promise went unfulfilled in F1, he was a successful sportscar driver. He won the 1972 Buenos Aires 1000Km and Nurburgring 1000Km, sharing a works Ferrari with Ronnie Peterson, was a GT/DRM frontrunner in the second half of the 1970s, and finished second in class at the 1976 Le Mans 24 Hours in a Porsche 934.
Schenken was a co-founder of Tiga Race Cars and continues to be a key figure in Australian motorsport in the 21st Century. He helped open the new Albert Park configuration in a Maserati 250F.
4. Mark Webber
Mark Webber, Red Bull Racing RB8
Photo by: Sutton Images
Years: 2002-13
Starts: 215
Wins: 9
Podiums: 42
Poles: 13
Titles: 0
A race winner in F3000, Webber scored a sensational fifth on his F1 debut with Minardi, the team’s first points for more than two years.
That set the tone for Webber’s first three years in F1, performing strongly in mediocre equipment, first at Minardi and then at Jaguar. There were some star qualifying efforts, most notably second in the 2004 Malaysian GP, but when Webber joined Williams for 2005 his best finish was still that famous fifth.
Webber arrived at Williams at just the wrong time, the team starting a long-term dip as its relationship with engine supplier BMW deteriorated. He narrowly beat team-mate Nick Heidfeld in the standings and scored his first podium in the Monaco GP, but the following year’s Cosworth-powered contender was less competitive and points were scarce.
Webber made the key move of his F1 career for 2007, joining Red Bull alongside David Coulthard. The team was on the up and, by 2009, was a frontrunner, Webber taking his first pole and victory in the German GP.
But that was also the year Red Bull protege Sebastian Vettel arrived. The inexperienced German made the odd error but was fast – and it was Vettel who took the fight to Brawn’s Jenson Button in the championship, Webber finishing fourth after a second win in Brazil.
PODCAST: Top 10 Red Bull F1 drivers ranked
The 2010 season was Webber’s big chance. The RB6 was the fastest car of the season and wins in Spain, Monaco, Britain and Hungary helped Webber into a 14-point lead with just three GPs to go. But then two crucial things happened.
The first was Webber’s mistake in the wet Korean GP, crashing out while chasing leader Vettel. And the second was the team allowing Vettel to lead a Red Bull 1-2 in Brazil.
That meant Webber went to the Abu Dhabi finale eight points behind Ferrari’s Fernando Alonso and seven ahead of Vettel. Famously, Webber pitted too soon in the race, Ferrari made the same mistake trying to cover him and Vettel was left to take victory and the title.
Thereafter, Vettel was increasingly dominant within the team. Not only usually faster, he also had the support of the management, as shown by the fallout (or lack thereof) from Vettel’s misjudgement at the 2010 Turkish GP and ignoring of team orders in the 2013 Malaysian GP.
Webber’s ninth and last F1 win came in the 2012 British GP, though he had earlier underlined his abilities around the challenging streets of Monte Carlo with a second Monaco GP success.
Overall, Webber was left trailing as Vettel scorched to four consecutive drivers’ crowns. After a winless 2013, when Vettel won 13 times, Webber retired from F1 to embark on a successful World Endurance career with Porsche that peaked with the title in 2015.
3. Daniel Ricciardo
Daniel Ricciardo, McLaren, 1st position, performs a shoey on the podium
Photo by: Glenn Dunbar / Motorsport Images
Years: 2011-present
Starts: 212
Wins: 8
Podiums: 32
Poles: 3
Titles: 0
Ricciardo has fewer wins, fewer podiums and hasn’t yet come as close to winning a world title as Webber, so why is he ahead on this list?
Ricciardo has never had as consistently a competitive package as Webber had with those Red Bulls of 2009-13 and he managed something his predecessor never did, outscore team-mate Vettel over a season.
After making his debut with minnow squad HRT and impressing at Toro Rosso, Ricciardo graduated to Red Bull just as the turbo-hybrid era began. The team lost its competitive advantage to Mercedes, but Ricciardo brilliantly took three wins on his way to third in the championship and finished 71 points clear of Vettel, who then left for Ferrari.
Although narrowly outscored by new team-mate Daniil Kvyat in 2015, Ricciardo still led the Red Bull charge more often than not. He did so again in 2016, despite the victorious arrival of rising star Max Verstappen, and Ricciardo finished best-of-the-rest behind Mercedes duo Nico Rosberg and Lewis Hamilton, and for the second time topped Autosport’s Top 50 list at the end of the year.
PLUS: Rating the best drivers of the century so far
Ricciardo beat Verstappen to fifth in the 2017 standings and started 2018 with superb victories in China and Monaco, but the momentum at Red Bull was shifting. Sensing that Verstappen was the team’s future, Ricciardo jumped ship to Renault.
There were some challenging moments and no wins at the French manufacturer but Ricciardo outscored team-mates Nico Hulkenberg and Esteban Ocon. He topped his time there with podiums at the Nurburgring and Imola before heading to McLaren.
Ricciardo struggled to get on terms with the MCL35M in 2021 and was largely outperformed by new colleague Lando Norris. He did, however, show his class when the opportunity arose at Monza, leading a McLaren 1-2 in the Italian GP.
At his peak, Ricciardo was probably good enough to be world champion, or at least challenge for a title, but he never got the chance. It remains to be seen whether he will ever get that opportunity – or if he can overcome Norris at McLaren – but there is little doubt that he is a winner of great GPs, almost all eight of his wins coming in dramatic style.
2. Alan Jones
Alan Jones, Williams FW07B Ford
Photo by: Motorsport Images
Years: 1975-81, 1983, 1985-86
Starts: 116
Wins: 12
Podiums: 24
Poles: 6
Titles: 1 (1980)
Perhaps underrated by history, Jones was a tough racer who probably would have won more had he not decided to retire at the end of 1981. As it is, he is one of only two Australians to win the world championship and is tied with American legend Mario Andretti on 12 GP victories.
Top 10: American F1 drivers ranked: Andretti, Hill, Gurney and more
Son of respected 1950s racer Stan, Jones struggled financially to get his career going in the 1970s but kept plugging away. He made his first world championship F1 starts in 1975, driving a Hesketh for Harry Stiller, who Jones had raced for previously.
Jones was then picked up by Graham Hill’s Embassy team to replace the injured Rolf Stommelen, scoring his first points with fifth in the German GP. He joined Surtees for 1976 but found team boss and former world champion John Surtees difficult to work with despite the potential of the TS19.
Such was the depth of the problem at Surtees that Jones was prepared to walk away, only to get back into F1 with Shadow following Tom Pryce’s terrible death during the 1977 South African GP, round three of the campaign. Thereafter, Jones was a points threat in the solid but unspectacular DN8.
The undoubted highlight of the year was a remarkable victory in the rain-affected Austrian GP. Starting 14th, Jones climbed the order in the early slippery conditions and inherited victory when James Hunt’s leading McLaren blew its engine.
PLUS: The wild Austrian GP that launched a future world champion
After courting Ferrari, Jones joined the fledgling Williams team. The no-nonsense Jones quickly gelled with Frank Williams and Patrick Head, with some promising performances in the simple FW06.
PLUS: The best F1 cars never to win a GP
Once the team got on top of the FW07, Head’s version of the ground-effects Lotus 79, Jones became the pacesetter in the second half of 1979. He won four of the last six GPs and finished third in the championship.
All the promise was realised in 1980. Jones won five time and took five other podium finishes to beat Brabham’s Nelson Piquet and Williams team-mate Carlos Reutemann to the crown. He also won the Spanish GP, later stripped of its points status thanks to the FISA-FOCA war, and the non-championship Australian GP.
Jones was arguably even better in 1981 but some bad luck and the odd error limited him to two victories and third in the table. Jones surprised Williams by retiring from F1 at the end of the season, thereby giving up the chance to drive the FW08 that Keke Rosberg would take to the 1982 title.
He flirted with Ferrari for a late 1982 return, made a brief return with Arrows in 1983 and then joined the Team Haas Lola operation for 1985-86.
The project was not a success, Jones taking its best result with fourth in the 1986 Austrian GP, and closed at the end of the season. Jones then became a commentator, though continued to compete in sportscars and mainly touring cars through to the end of the 1990s.
1. Jack Brabham
John Surtees, Cooper, Race Winner Jack Brabham, Brabham, Jochen Rindt, Cooper
Photo by: David Phipps
Years: 1955-70
Starts: 126
Wins: 14
Podiums: 31
Poles: 13
Titles: 3 (1959-60, 1966)
Brabham is one of F1’s legends, not just because he won three world titles during his long career but also because he founded his eponymous team, with which he took his final F1 crown.
He had already built up considerable technical and mechanical experience before he went racing in Australia, first in Midget cars on dirt ovals – where he honed a dramatic style that he would carry to F1 – and then circuit racing.
Brabham was successful and made the trip to the UK in 1955. He soon became part of the Cooper concern’s efforts and, having made one world championship start per season in 1955 and 1956, joined Cooper’s F1 effort in 1957.
The agile mid-engined Coopers were at an engine capacity disadvantage until 1959, when the 2.5-litre Coventry Climax unit arrived. Brabham scored his F1 win in the BRDC International Trophy in the T51 and took his maiden world championship GP success just a week later in Monaco.
Brabham fought Ferrari’s Tony Brooks and the privateer Rob Walker Cooper of Stirling Moss for the championship. He had greater reliability than either, scoring two wins and three other podiums, and clinched the title at the Sebring finale, famously pushing his car over the line after it ran out of fuel.
The improved T53, combined with the fragility of the rapid Lotus 18, helped Brabham dominate in 1960. He recorded three poles and five wins, including a victory against the more powerful Ferraris in the French GP, which Brabham later picked as his greatest race.
Race of My Life: Jack Brabham on the 1960 French GP
Cooper lost its edge as the 1500cc era begin in 1961 and Ferrari gained an advantage before Lotus and BRM took over. Brabham’s ambitions were greater and in 1962 he left to race for his own team, Brabham Racing Organisation, supplied with cars built by the Motor Racing Developments concern he had founded with Ron Tauranac.
Reliability problems hampered the early Brabhams, plus Jack was happy to play second fiddle to Dan Gurney when it came to driving. Indeed, it was Gurney who took Brabham’s first win as a constructor in the 1964 French GP and Jack considered retiring from driving.
But Gurney’s decision to leave the team to start his own operation and the promise of the Brabham-Repco for the new three-litre regulations for 1966 meant Jack continued. Always at his best when he knew the machinery was competitive, Brabham rose to the occasion and stormed to the 1966 crown with four victories, his first world championship GP successes for six years. He remains the only driver to win the F1 title in a car bearing his own name.
PLUS: Jack Brabham's 10 greatest drives
Brabham liked to try new parts first and this contributed to him being beaten to the 1967 crown by team-mate Denny Hulme. The team once again scooped the constructors’ championship, helped by the poor finishing record of the pacesetting Lotus 49.
PLUS: Revealing F1’s fastest losers
Repco’s response to the Cosworth DFV for 1968 was woefully unreliable and Jochen Rindt was the team’s pacesetter. Jacky Ickx played that role as a switch to DFVs boosted the team in 1969 and the Belgian scored two GP victories, while Jack did manage a fine win in the non-championship International Trophy.
Brabham was again prepared to retire ahead of 1970 if Rindt could be persuaded to return from Lotus, but that didn’t happen. So Jack continued for one more year and showed he was still competitive at the age of 44.
The BT33 was a on the pace. Brabham won the season-opening South African GP and should have won at Monaco (denied by his famous last-corner error that allowed Rindt past) and Brands Hatch (where he had Rindt beaten before running out of fuel on the final tour).
PLUS: The forgotten F1 car that could have been champion
Brabham finally bowed out of F1 at the end of 1970, after finishing sixth in the standings, and sold his share of the team to Tauranac.
Brabham went on to develop other business interests but stayed involved in motorsport. His sons all became racers and Jack continued to appear at historic events, such as the Goodwood Revival, well into the 2000s. He died in 2014, aged 88.
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https://www.f1-fansite.com/f1-result/results-1957-formula-1-grand-prix-of-germany/
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en
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1957 German Grand Prix: F1 Race Winner, Podium & Results
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1957-08-04T18:08:37+01:00
|
Complete 1957 German Grand Prix F1 classification: ✅ Check out the race winner, podium, retirements and results of all drivers & teams that finished the GP.
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F1-Fansite.com
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https://www.f1-fansite.com/f1-result/results-1957-formula-1-grand-prix-of-germany/
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Famous Racecar Drivers from Australia
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"Reference"
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Australia has long established itself as a breeding ground for some of the most talented and famous racecar drivers in the world. With a rich history in ...
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https://www.ranker.com/list/famous-racecar-drivers-from-australia/reference
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Australia has long established itself as a breeding ground for some of the most talented and famous racecar drivers in the world. With a rich history in motorsports, the nation has produced a plethora of skilled individuals who have made their mark on various racing circuits. From Formula 1 and NASCAR to V8 Supercars and beyond, Australian drivers have consistently demonstrated their prowess behind the wheel, earning accolades and admiration from enthusiasts across the globe.
Diving into the world of famous racecar drivers from Australia reveals an impressive array of accomplished individuals, each with their own unique story of success and perseverance. These exceptional athletes have not only showcased their skills on the track but have also contributed significantly to the advancement of motorsports. By consistently pushing the boundaries of what is possible in the racing world, they've earned their rightful place among the best famous race car drivers of all time.
Among the many outstanding Australian race car drivers, several names stand out for their extraordinary achievements and contributions to the sport. For instance, Sir Jack Brabham, a three-time Formula 1 World Champion, remains a legend in the world of motorsports. Alan Jones, another F1 icon, claimed the championship title in 1980 and solidified his place in history. Mark Webber, a well-known face in the Formula 1 circuit, amassed numerous victories and podium finishes throughout his illustrious career.
The legacy of famous racecar drivers from Australia continues to grow with every passing year, as new talent emerges and accomplishes feats once thought unattainable. From trailblazers like Brabham, and Jones to contemporary stars like Webber, Australian race car drivers have played a vital role in shaping the course of motorsports history. Their dedication, skill, and passion serve as a testament to the exceptional caliber of competitors that this remarkable nation has produced.
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Maserati 250F
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Posts about Maserati 250F written by markbisset
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It’s Easter Monday 1959. March 30, the Bathurst 100 grid. Alec Mildren on the wheel of his Cooper T45 Climax, Ross Jensen behind and to the left of his Maserati 250F and Stan Jones perched on the back wheel of his 250F…
Top contenders for the 100 mile classic were the three Maserati 250Fs driven by Stan Jones – winner of the AGP at Longford on March 2 and the South Australian Trophy at Port Wakefield only two days before on March 28 – Arnold Glass, and Kiwi 1957 Gold Star winner, the very experienced and accomplished Ross Jensen. His 250F Maserati is ‘in the blue and white colours of the Automobile Club of El Salvador – an NZGP publicity gimmick,’ wrote John Medley.
Doug Whiteford’s Maserati 300S, the 1958 Bathurst 100 winner was a contender as were the 2-litre Coventry Climax FPF powered Cooper T45s of Alec Mildren, Len Lukey and Bill Patterson.
Raceday, bright and sunny, attracted 25,000 spectators.
The first three lap qualifying heat was won by Glynn Scott’s Repco Holden from Bill Reynold’s Orlando MG and Alwyn Rose’s big, booming Dalro Jaguar. The second three-lapper was won by Jones’ Maserati 250F from Mildren’s Cooper T45 Climax and Jensen’s 250F.
The photo above shows the grid prior to the start of the second heat, with Jack Myers beside his WM Holden and then the Maserati 250Fs of Jones and Jensen. Myers’ special was a very clever concoction of Cooper T20 chassis – although by then the frame was of Jack’s construction – and six-cylinder Holden Grey block atop which sat a Merv Waggott designed and built aluminium DOHC, twin-cam, two-valve cylinder head. This car in Jack’s capable hands always punched above its weight, read about it here; https://primotipo.com/2015/02/10/stirling-moss-cumberland-park-speedway-sydney-cooper-t20-wm-holden-1956/
After the parade lap the Bathurst 100 grid of 27 starters was ‘away in indescribable noise, dust and confusion’, Jones was first to Hell Corner from Mildren Lukey and Whiteford – then Jensen, Glass, Scott, Jack Myers WM Cooper – with Ray Walmsley in the Alfa P3 GMC rolling to a halt out of Hell.
Mildren led at the end of lap one from Jones, Lukey, Jensen who was closing and Doug Whiteford who was falling back. Jensen passed Lukey on lap four and then challenged Jones, roaring past before The Cutting with the three leaders nose to tail through Reid Park.
Lukey’s Cooper was close, Whiteford a bit further back and Glass much further back, and then the Myers WM. Into lap five Medley records that the Kiwi started his run by putting in two laps of 2:51, taking the lead and extending it whilst Stan Jones pitted, restarted and retired after six laps.
Then Mildren was black flagged due to a loose bonnet catch, he pitted and rejoined after the drama was rectified, but he was now behind Jensen, Lukey and Whiteford.
Mildren got the bit back between his teeth and passed Whiteford up Mountain Straight at half distance and Lukey under brakes at Murray’s – Doug took Len two laps later as well. By then up to second, Mildren retired at Quarry having done a 2:55 lap and 147.73 mph on Conrod. Whiteford too retired from transmission failure.
After Mildren’s pitstop Jensen wasn’t threatened and ‘motored the next 80 miles to win easily’ with a best lap of 2:50.6 and a speed through the Conrod traps at 139.53 mph.
Jensen won a race of incredible attrition – only 11 of the 27 starters finished – from Len Lukey, Cooper T45 Climax, and Glass in the ex-Hunt/Stillwell Maserati 250F, then Jack Myers WM Cooper Holden, Walmsley’s Alfa P3 GMC and Werner Greve in the ex-Moss/Davison 1954 AGP winning HWM Jaguar.
Walmsley’s fifth place in a Gold Star round in his pre-war Alfa Romeo P3 was surely the highest placing for such an old car in any Gold Star round?
Ross Jensen…
While Aucklander, Ross Jensen’s performance may have astonished fringe-race-fans in Australia in fact he had been a front runner in New Zealand amongst the visiting internationals for years.
He purchased the ex-Moss Maserati 250F #2508 1956 NZ GP winner finishing second to Jack Brabham’s Cooper in the 1958 NZ GP. Later that year he raced works-Lister Jaguars in the UK, placing second at Snetterton and Brands in July-August and winning Scott-Brown Memorial – a man he got to know on Archie’s early ’58 NZ Tour – at Snetterton in September. He then returned home having taken delivery of the long shark-nosed 250F #2509 in time for the 1959 NZ internationals.
Bruce Sergent wrote that “the car was built around the frame of the Bira race winner (NZ GP) of 1955, but with the latest motor and transmission, giving the low, offset driving position.”
He was fifth in the NZ GP, qualified on the front row at Wigram but DNF with transmission problems, was second behind Bruce McLaren’s Cooper at Waimate, and was fourth behind McLaren, Flockhart’s BRM P25 and Brabham, Cooper T45 at Teretonga. He was no slouch…
Jensen established a race preparation shop, retired from racing in 1961 but was always part of the scene – foundation member and on the board of the NZ Grand Prix Association, founding trustee of the Bruce McLaren Trust – and later imported Renault, Jaguar and BMW amongst others. He died, aged 78 in October 2003.
Etcetera…
Stan Jones (right) dispenses some words of wisdom to a gent in the exclusive confines of the Mobilgas hospitality suite. BYO chair clearly.
Great Pit Straight panorama with the #33 Bruce Leer MG TC Spl, Jesse Griffiths Maserati 4CL #36 and John Schroeder, covered Nota Consul. All of them contested the Bathurst 100 and all were DNFs.
Porsche 356 Coupe leads Stan Jones and Ross Jensen on the parade lap.
Mildren, Cooper T45 and the Jensen and Jones 250F’s on the front row at the start of the 100, feel the vibe…Len Lukey’s #5 Cooper Climax on the outside of row two
Arnold Glass’ Maserati 250F goes inside Bill Clarke’s 492cc two-stroke, three-cylinder, air-cooled Berkeley SE492 Excelsior, the speed differential between some of the cars that weekend was mega.
Credits…
Russell Beckman, Bill Miles Collection, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley, sergeant.com, Allan Dick-Classic Auto News, LAT, Maserati 250F chassis number source: http://8w.forix.com/250f-redux.html
Tailpiece…
Ross Jensen’s Maserati 250F in 1959, on the cover of the 1960 meeting programme.
Finito…
Bruce McLaren tips his Cooper T70 Climax into Shell corner at Sandown during the 1964 Tasman Cup round – the Australian Grand Prix – DNF engine in the race won by Jack Brabham. See here: https://primotipo.com/2020/04/20/mclaren-cooper-t70-sandown/
The ‘first McLarens’ – two Cooper T70s – built by Bruce McLaren and Wally Willmott at Coopers in late 1963 have been very much in the news, and star of the historic show at the 2024 Australian Grand Prix carnival given it’s 60 years since Bruce McLaren won the very first Tasman Cup driving the two T70s that summer. Bruce won three of the eight rounds – NZ GP at Pukekohe, Lady Wigram Trophy and Teretonga International – in this car #T70 FL-2-64, so too did Jack Brabham (Brabham BT7A Climax), but Bruce had the better haul of points.
Sadly, Tim Mayer crashed the car Bruce is driving above, to his death at Longford three weeks after Sandown. The surviving car (#FL-1-64) is owned by Adam Berryman, proudly showing off a car which has been in the family since 1974 at Government House, Melbourne on March 21. See here for more about the T70: https://primotipo.com/2016/11/18/tim-mayer-what-might-have-been/
Aussie Ace, Bob Muir alongside the ex-Gary Campbell/Jones-Eisert Lola T330 Chev HU14 during the 1973 US L&M F5000 Championship round at Laguna Seca. Jerry Eisert is alongside Muir, John Wright is attending to the right-front, with Peter Molloy in the white top to the left.
Early days below in a Rennmax Mk1 Formula Vee at Warwick Farm in 1966, see more about Bob here: https://primotipo.com/2023/02/13/bob-muir-r-i-p/
Reg Hunt’s Maserati A6GCM/250 during the 1955 Moomba TT meeting held at Albert Park on March 26-27. I’m not so sure its the prosperous motor dealer owner at the wheel.
Hunt had a great weekend with his new car – a 2.5-litre Maserati 250F engined A6GCM – winning the Argus Cup 50-miler and one heat of the Argus Trophy 50-mile feature. He led the final until the red car’s crown wheel and pinion failed, giving Doug Whiteford’s well driven old Talbot-Lago T26C a lucky win.
Hunt turned the local scene on its head with this car, it was the most recent Grand Prix car imported to Australia for many a long year. All of his motor dealer rivals had to reach way-deep into their pockets to keep up with the Brighton Road dealer. See here for more on this car: https://primotipo.com/2017/12/12/hunts-gp-maser-a6gcm-2038/
Holden 48-215 at Albert Park was about the extent of the State Library of Victoria caption, before 1970 Australian Rally Champion, Bob Watson came to the rescue.
“It’s a BP Rally of the 1950s, possibly Lex Davison driving. A sub-event in Albert Park at the end of the rally, later events finished at Chadstone Shopping Centre on Mother’s day in front of huge crowds.” See here: https://primotipo.com/2018/12/06/general-motors-holden-formative/
Ross Jensen on the way to victory of the 1959 Bathurst 100 held over the Easter long-weekend, Maserati 250F, #2509/2504. He is negotiating Hell Corner before heading up Mountain Straight.
It was a terrific win by the visiting Kiwi, all of our Top-Guns were there but Ross beat the lot: Stan Jones, Arnold Glass, Len Lukey, Alec Mildren, Doug Whiteford and others. He was as sharp-as-a-tack having raced for the works-Lister Jaguar team in Europe in 1958 upon the recommendation of Archie Scott Brown who had raced his works-lister in New Zealand in the Summer of ’58 and was impressed by what he saw.
That’s Len Lukey congratulating him below, #5 is Len’s Cooper T45 Climax 2-litre, the 250F on the far side is Glass’s. Love the proboscis…
Colin Bond, Holden LH Torana SL/R 5000 L34 during the 1975 Phillip Island 500k enduro, a round of the Australian Manufacturers Championship.
It’s hard to believe its nearly a half-century since this crowd pleasing 5-litre/308 V8 engined beastie wrought havoc in Australian Touring Car racing, see here: https://primotipo.com/2024/03/05/holden-torana-sl-r-5000-l34/
1948 Australian Grand Prix winner, Frank Pratt, and passenger Alick Smith at Phillip Island, date unknown. Pratt, a Geelong motor cycle dealer and racer, had famously barely done any car racing when he won that Point Cook, RAAF Airbase, AGP (photo below). See here: https://primotipo.com/2021/09/27/werrangourt-archive-10-george-martins-bmw-328/
Held in searing summer heat, his BMW 328 hung on while the more fancied runners, both drivers and cars, wilted in the heat, see here: https://primotipo.com/2016/09/18/who-what-where-and-when-3/
Missed by that much…
Alain Prost during the West End Jubilee South Australian Open Pro-am golf tournament held at Kooyonga during the 1986 Australian Grand Prix week in Adelaide.
He looks pretty relaxed, and the weekend worked out mighty fine too.
Poor old Nigel had his 180mph Williams FW11 Honda 1.5 V6 tyre blowout, so his teammate Piquet was brought in for a precautionary tyre change and Alain’s McLaren MP4/2C TAG-Porsche 1.5 V6 won the race…and the title(s) in a thriller-diller of a race: Drivers and Constructors.
Jack Brabham contests a race at the short lived Altona circuit, to Melbourne’s west in March 1954, Cooper T23 Bristol. See here for details on the circuit and Jack’s visit there: https://primotipo.com/2016/06/24/jacks-altona-grand-prix-and-cooper-t23-bristol/
Sportscar grid at Warwick Farm circa 1967. Frank Matich, Matich SR3 Oldsmobile, Bob Jane, Elfin 400 Repco, Glyn Scott’s Lotus 23B Ford and Bill Brown – perhaps – in the Scuderia Veloce Ferrari 250LM. More on Matich’s Ferrari muncher here: https://primotipo.com/2023/04/02/matich-sr3/
Nigel Mansell blasts away from a pitstop on the Surfers Paradise road circuit during the March 21, 1993 Australian Indycar Grand Prix, Lola T93/00 Ford Cosworth XB V8.
In a portent of things to come that year, series debutant Mansell won the opening round of the ’93 CART Championship. He won five of the 16 rounds, and the championship with 191 points, fellow ex-F1 World Champ, Emerson Fittipaldi was second on 183, Penske PC22 Chev.
Not so much thought of as a racing car in Australia, Leyland’s P76 4.4-litre V8 got a run in New Zealand’s annual B &H 1000 enduro, in this case the 1975 event at Pukekohe.
This one was raced by the very experienced and successful David Oxton and Garry Pederson who finished fourth, the winning car was another Australian car, a Valiant Charger – usually dominant in this race – driven by Wayne Wilkinson and Bryan Innes.
Chris Denby, in an amusing Facebook post relates the story of the exhaust problem which befell the similar car raced by Dauntsey Teagle and Jim Murdoch. “Over a few laps its impressive engine became ‘uncorked’, which injected some great V8 sound into its otherwise fairly subdued race noise.”
“Suddenly it sounded more lie a stock-car than a production saloon – very impressive in the stand. The stewards were quick to act, within minutes a message came over the Tannoy asking if any spectator had a P76 V8 in the carpark would he allow his car to be relieved of its exhaust system to help a race team on the track (they faced exclusion otherwise).”
“That approach didn’t work. A later Tannoy message said, ‘If a spectator with a Leyland P76 notices a much louder than normal exhaust note upon leaving the track, don’t worry, the race mechanics will fix it before you depart…”
Vern Schuppan contesting the Race of Champions at Brands Hatch in March 1973, BRM P160D.
The Victorian Governor’s Australian GP party is a wonderful event on the Thursday before the race, here is Jenny and Vern Schuppan on March 21, 2024.
Vern has just turned 81 and is a sharp as a tack. The couple live in a penthouse apartment in the Adelaide Markets – on the AGP course – and split their time between there, visiting their son and family in Melbourne, their daughter in Cambridge, and another home in Portugal.
Fred Withers at Penrith aboard the Marcus Clark & Company owned Cleveland Six racer, circa 1925.
It’s hard to believe that department stores once sold cars, but there-ya-go! This company was founded by Marcus Clark in Newtown, Sydney in 1883 and by the early 1900s was a colossus operating from buildings like this on the corner of Pitt and George Streets, Railway Square, Sydney.
Withers raced the Cleveland Six at Penrith and Maroubra Speedways in New South Wales/Sydney and at Aspendale, outside Melbourne in the 1920s. He was also a record-breaker of some repute using Cleveland and Essex products.
He was famous at the time for some crazy jumps performed with his Essex to gain column-inches in the dailies, this shot was taken in 1927.
Frank Matich contesting the 1970 New Zealand Grand Prix in his much-modified McLaren M10A Chev at Pukekohe. FM had a pretty good Tasman Series, winning here at Pukekohe and at Wigram a week later. While he had the pace, he didn’t have Graeme Lawrence’s Ferrari Dino 246T reliability. Graeme prevailed by five points, 30 to 25.
A little later, from 1971-74, Frank Matich and his small team designed and built six F5000 cars: three A50s, two A51s – one A51 evolved into the short-lived A52 – and this A53, the very last of the breed.
It was a tool intended to take on the best of the F5000 world, the US L&M Championship in 1974. That plan all turned to custard when Frank was injured in a boating accident early in ’74, then Joan Matich became ill. What might have been…see here for the story: https://primotipo.com/2015/09/11/frank-matich-matich-f5000-cars-etcetera/ and here: https://primotipo.com/2019/05/06/matich-a53-repco/
Credits…
Getty Images, State Library of Victoria, Charles Pratt-State Library of Victoria, Rennie Ellis, MotorSport Images, Chris Denby, Peter Jones, John Sherwood Collection in ‘Half a Century of Speed’ by Tony & Pedr Davis and Barry Lake, Bob Williamson Collection, Eisert Family Collection, Derek Kneller, State Library of NSW-Lynch, Tony Glenn, oldracingcars.com
Tailpiece…
A Warwick Farm flaggie dealing with the excruciating summer heat during the 1961 Warwick Farm 100 international meeting, see here: https://primotipo.com/2018/11/16/1961-warwick-farm-100/
Finito…
Context…
Australian motorsport’s governing body was the Sydney based Royal Automobile Club of Australia until 1953 when the Melbourne based Confederation of Australian Motor Sport took over. CAMS Ltd trading as Motorsport Australia (CAMS) still rules the roost today.
One of the CAMS’ rare acts of decision-making excellence was the creation of the Australian Drivers Championship – the Gold Star – from 1957.
Lex Davison, Ferrari 500/625 was the first recipient of the award for points gained in nine rounds spread across all states except Tasmania – remedied in 1958 – on an 8-5-3-2-1 points basis for first to fifth places in each round.
1956 Faux Gold Star Championship…
I’ve thought for a long while that it would be interesting to summarise our elite level Formule Libre racing results by seasons, if for no other reason than when I want to research one thing or another a summary of the competitor set exists. Why not, I thought, extend the idea to calculating notional Gold Star points?
Of course it’s a fucking stupid thing to do as it simply didn’t happen! In the words of that great Australian philosopher, ‘Sir’ Frank Gardner, “If yer’ Aunty had balls she’d be yer’ Uncle”. In other words, deal with what is/was, rather than what isn’t/wasn’t.
But of course CAMS run a who-gives-a-fuck-about-facts (WGAFAF, pronounced ‘woggafaff’) motor racing history model. They don’t recognise the January 1927 Australian Grand Prix at Goulburn as the first AGP, yet we have 1928 and 1937 Australian Grands Prix, apparently, neither of which actually took place then, as officialdom chooses to brand them now. So, in accordance with established Oz-racing fast-and-loose WGAFAF precedent, what follows is a summary of the 1956 Gold Star, Faux Division.
The readily apparent State-The-Obvious flaw in my Faux Gold Star award is that as there was no such championship, drivers didn’t enter meetings they may have otherwise if they aspired to win such a title. However, the rich/well-funded in every era raced far and wide beyond their local meetings, this was certainly the case for the 1956 motor trader front runners, so I’m not so sure the top-3 are impacted by this factor.
Some criteria points. I’ve basically followed the equivalent 1956 meetings that CAMS recognised in ’57, even though some of the races are too short, in my mind, to be of championship length. Where there were two Formula Libre races of ‘championship length’ – over 75 miles – at the one meeting, such as the Albert Park Moomba meeting, the longer, feature event prevails. Results are scratch based only. I’m only awarding points for first to fourth placings as those are the records I have. If someone has more comprehensive records, spreadsheet skills and OCD knock yer’ socks off and I’ll update this masterpiece.
Away we go.
Gnoo Blas, Orange, New South Wales (NSW) : South Pacific Championship : January 30, 1956
This season opening race meeting on the Gnoo Blas road circuit at Orange, 260 km west of Sydney had become Australia’s only international meeting in prior years. The Australian Sporting Car Club always managed to entice a few of the drivers doing a full southern summer season In New Zealand across-the-ditch to the Great Brown Land before they headed back to Europe. As an aside, the Kiwis were five years or so in front of us in the Big Race Stakes.
Our Jack was the only international in ’56 mind you. He raced the 2-litre Cooper T40 Bristol that he built for himself at Surbiton to make his championship GP debut at the British Grand Prix at Aintree in July 1955. Brabham brought the car home at the end of the year, winning the AGP with it at Port Wakefield after frontrunners, Stan Jones in Maybach 3 and Reg Hunt’s Maserati A6GCM/250 (a 2.5-litre 250F engined A6GCM 2-litre F2 car) had problems, then did the Kiwi season and would sell it to Reg Smith before heading back to the UK.
To rub in his advantage, Reg Hunt brought along both the Maserati he raced throughout 1955 and his new 250F on the long tow from Melbourne to Orange, then disappeared into the distance, winning the 27 lap, 100-mile race in the 250F from Brabham.
Stan Jones gave vigorous chase, but blew the 3.8-litre Maybach SOHC six fitted under the long bonnet of Maybach 3 sky-high on lap 22 when 39 seconds adrift of his fellow Melbourne motor trader.
That blow-up proved a defining moment in Australian Motor Racing History of that era as it marked the end of the Charlie Dean/Repco Research/Stan Jones/Maybach period. Repco’s stock of 3.8 and 4.2-litre Maybach cylinder blocks was at an end, so the car couldn’t easily be rebuilt. In any event, Stan realised he needed a Big Red Car to remain competitive, taking delivery of a 250F later in the season. Ern Seeliger created the very fast Maybach 4 Chev V8 of course, it proved to have a surprise or two in 1958-59, but the big-blue Maybach sixes were no more.
Kevin Neal was third in his Cooper T23 Bristol, then came Curley Brydon’s ex-Peter Whitehead – present at Gnoo Blas in the previous two years – Ferrari 166 and then Col James’s MG Special. Jack was a non-resident by then so he doesn’t get Gold Star points for his second place, so we have our top-four below.
1.Hunt Maserati 250F 8 points 2.Neal Cooper T23 Bristol 5 points 3.Brydon Ferrari 166 3 points 4.James MG Special 2 points
Fishermans Bend (once Fishermen’s Bend) Melbourne : Victorian Trophy : February 11, 1956
Top guns entered for the 24 lap, 52.8 miles Formula Libre race included Hunt’s Maserati 250F, Lex Davison’s HWM Jaguar (“now with latest D-Type head and Weber carbs” according to AMS), Doug Whiteford’s Talbot-Lago T26C, Stan Jones’ Cooper T38 Jaguar sportscar, Brabham’s Cooper T40, Tom Hawkes Cooper T23 Bristol and Bill Craig’s Alta Holden.
While billed as on international meeting to attract some spillover visitors to New Zealand that summer, the only ‘internationals’ were Brabham from New South Wales and Craig from South Australia…
Hunt romped away, Whiteford’s old T-L, somewhat surprisingly, proved quicker than Davison’s ’54 AGP winning HWM Jag, then Davo spun, while broken throttle linkages accounted for Jones and Hawkes.
1. Hunt, Maserati 250F 8 points 2.Whiteford Talbot-Lago T26C 5 points 3. K Neal Cooper T23 Bristol 3 points 4.W Wilcox Ford Special 2 points
Albert Park, Melbourne : Moomba Meeting – Argus Trophy : March 18, 1956
Albert Park – promoted by the Light Car Club of Australia – hosted a pair of international two-weekend carnivals in ’56: the Moomba meeting in March and Olympic meeting in November/December.
The feature on March 11 was the Moomba Tourist Trophy for sportscars. Tony Gaze won that 150-miler in his HWM Jaguar VPA9, from Bib Stillwell’s brand-spankers Jaguar D-Type and Ron Phillips’ Austin Healey 100S.
F.A.O. Gaze DFC and Two Bars, OAM had decided to retire from racing and sold his HWM and ex-Ascari Ferrari 500/625 to his good mate, Lex Davison before the meeting. Tony had raced both cars in New Zealand that summer together with Peter Whitehead. Davison’s deal included racing the Ferrari in the Argus Trophy, the Formula Libre, 48-lap, 150-mile feature on the following weekend, March 18.
Davo had some serious opposition though, not least Hunt’s 250F and Melbourne haulier, Kevin Neal, who had bought Hunt’s immaculate A6GCM/250. Other expected front-runners included Hawkes’ Cooper Bristol, Stillwell’s D-Type, not to forget Arthur Griffiths, who had bought the ex-Moss HWM Jaguar just vacated by Davison, and Reg Smith in the Cooper Bristol similarly vacated by Jack Brabham.
Somewhat predictably, Reg Hunt won the race in his current model Maserati 250F – one of the great GP cars of any era – from Davison, with Neal, Hawkes and Stillwell third to fifth.
Lex’s old-bus dated back to 1952 – in 2-litre spec it was Alberto Ascari’s main weapon of choice in his triumphant 1952-53 World Championship years – but fitted with a 3-litre DOHC four-cylinder ‘Monza’ engine it proved for several years to have the measure of the fastest cars in the country thanks to a combination of Davo’s speed and almost peerless reliability. Tony Gaze had the Ferrari prepared by Alan Ashton and his AF Hollins crew in High Street, Armadale. He implored Lex to continue the relationship, Davo did so and it was key to his ongoing success with this car.
1.Hunt Maserati 250F 8 points 2.Davison Ferrari 500/625 5 points 3.Neal Maserati A6GCM 3 points 4.Hawkes Cooper T23 Bristol 2 points
Port Wakefield, South Australia : Easter Saturday : March 31, 1956
Not all the serious boys spent Easter at the traditional Bathurst fixture, some contested the 50-lap, 65- miles Wakefield Trophy at Port Wakefield, South Australia: Tom Hawkes, Cooper T23 Bristol, Kevin Neale, ex-Hunt Maserati A6GCM/250, Ted Gray, Tornado 2 Ford, and Derek Jolly, Decca Mk1 Climax FWA Spl included.
The weekend feature was for the 20 fastest cars. Soon after the start, the race developed into a Cooper and Maserati duel a lap in front of the rest of the field. Hawkes, in a great performance in the slower of the two cars, won from Neal’s Maserati, Ron Phillips’ Austin Healey 100S and TE Stevens, MG TC Spl.
Interesting are the top speeds recorded on Century Straight (all mph): Gray Tornado Ford V8 110.5, Neal Maserati 2.5 108.5, Hawkes Cooper Bristol 2-litre 104.7, Eldred Norman in the legendary Norman Zephyr Spl s/c 102.5, Murray Trenberth, Vincent 1000, 100, and Eddie Perkins, VW Spl s/c 99.5
1.Hawkes Cooper T23 Bristol 8 points 2.Neal Maserati A6GCM/250 5 points 3.Phillips Austin Healey 100S 3 points 4.Stevens MG TC Spl 2 points
Bathurst Road Races, NSW : Easter Monday : April 2, 1956
The 26-lap, 100-mile handicap, Bathurst 100 had a huge field, “more entries from interstate than Bathurst has seen for some time” wrote Australian Motor Sports. Stan Jones and Jack Brabham weren’t at the meeting, Maybach 3 was dead and Stan’s 250F hadn’t arrived, while Jack had returned to the UK.
The handicap was won by Davison from Hunt, Bib Stillwell, Jaguar D-Type, and Paul England’s Ausca Repco-Holden. To be consistent, Gold Star points are awarded for the scratch results: Hunt, Maserati 250F, Lex Davison Ferrari 500/625 3-litre, Stillwell D-Type, and Tom Sulman’s Aston Martin DB3S.
1.Hunt Maserati 250F 8 points 2.Davison Ferrari 50/625 5 points 3.Stillwell Jaguar D-Type 3 points 4.Sulman Aston Martin DB3S 2 points
Port Wakefield Road Races : South Australian Trophy : June 4, 1956
Stan Jones took delivery of his Maserati 250F in May, demonstrating it in an untimed run at the Geelong Sprints meeting on May 27, Port Wakefield was chassis #2520’s Australian baptism of fire.
Other fast cars which took the trip to the desolate, wind-swept permanent race track included Davison, Stillwell and brilliant, intuitive Adelaide engineer, Eldred Norman in his Norman Zephyr Spl s/c. Most significantly, Ted Gray was present in the Lou Abrahams owned, Gray/Mayberry Bros/Abrahams built Tornado 2 Ford. Tornado 1 Ford died a terrible death at the October ’55 Bathurst meeting, Tornado 2 was a new car using few of T1’s bits, amongst the exceptions were the Ford Ardun/Abrahams fuel injected OHV V8 and Ford truck ‘box. Ted was ok after a very long convalescence too.
At this point of 1956 the key machines of Australian Formula Libre racing from 1956-59 were in place: the two Maserati 250Fs, Davo’s Ferrari and Tornado 2…two-litre Coopers were still to come.
Held in a big rainstorm, the 30 lap South Australian Trophy race, early on was a close contest between Stillwell – pretty comfy in his Jag sportscar – with Stan all over him, but unable to pass and see…
Davo spun on lap 3, so too later in the race did Gray, although another column in AMS says Ted didn’t even start the race due to a broken CV joint… The race was won by Stillwell from Jones, Norman and ??
Somewhat prophetically, Bob Pritchett wrote in the July 1956 issue of Australian Motor Sports, “Who said Ted Gray’s Tornado Special doesn’t handle. Ted was, I think, the only high-powered operator who did not spin off in the meeting (the guy that wrote the race report sez otherwise!) and in winning the A-grade scratch race 6-lapper, held Stan’s Maserati for four laps until Stan spun off in the wet.”
In the same column, Pritchett reported that Tom Hawkes was considering a Maserati four to get more speed out of his Cooper T23 Bristol, that engine being at the end of its development potential; a Repco-Holden Grey shortly thereafter provided a potent and more cost-effective solution.
Similarly, he mused about the possibilities of Maybach 3, “by dropping in one of those 300-plus USA V8 monsters that are now available.” – the very path followed by Ern Seeliger, and Ted Gray with hot 283 Chev Corvette V8s being popped under the bonnets of Maybach and Tornado before too long.
1.Stillwell Jaguar D-Type 8 points 2.Jones Maserati 250F 5 points 3.Norman Norman Zephyr Spl s/c 3 points 4.??
Lowood Airfield Queensland : Lowood Trophy : June 3, 1956
“Queensland Racing Drivers Club conducted this year’s ‘Lowood Trophy’ meeting in typical Queensland winter sunshine, before a crowd of about 6000. The 2.7-mile circuit was in good condition…34 entries was received, including eight from NSW…” recorded AMS.
Top guns included Arthur Griffiths’ ex-Davison HWM Jaguar, Ken Richardson’s ex-Whiteford Talbot-Lago T26C, Steve Ames aka Count Steve Ouvaroff ex-Davison Alfa Romeo P3, John Aldis’ ex-Whitehead/Jones Cooper T38 Jaguar and Arnold Glass’ Maserati 4CL; it wasn’t a great entry of modern cars.
The 12 lap, 32 miles Lowood Trophy results were as follows:
1.Griffiths HWM Jag 8 points 2. S Mossetter Austin Healey 100S 5 points 3.R Weintraub Healey Silverstone 3 points 4.J Johnson MG TC 2 points
Bathurst : NSW Road Racing Championships : September 30, 1956
A crowd of 8-10,000 people fronted up to cold, blustery conditions for the second traditional Bathurst meeting a year, October fixture.
While Stan Jones was present to sharpen his skills in advance of the Australian Grand Prix two months hence, Lex Davison and Reg Hunt were notable by their absence, ‘preserving the machinery’ or whatever.
Bill Pitt was there in the Geordie Anderson/Westco Motors Jaguar D-Type and Jack Myers in the WM Special, a much-modified (by Myers, a highly skilled Sydney mechanic-cum-engineer) Cooper T20 fitted with a Waggott-Holden twin-cam, two-valve circa 200bhp ‘Grey’ six-cylinder engine.
Handicaps were still prevalent, if not the norm in Australian racing, with the 26 lap NSW Road Racing Championship (Racing Cars) no exception. Jones set a new lap record of 2min 44sec without being hard pushed. While ‘J Archibald’ (who was he?) won the handicap classification in his MG Spl, the scratch results and Gold Star points allocations are as follows:
1.Jones Maserati 250F 8 points 2.Bill Pitt Jaguar D-Type 5 points 3.Jack Robinson Jaguar Special 3 points 4.John Archibald MG TC Spl 2 points
Fishermans Bend, Melbourne : Astor Trophy : October 14, 1956
You might think the Victorian Contingent would be out in force in advance of the rapidly approaching AGP, but not so. While Hunt, Whiteford, Neal and Gray were present, Davison and Jones were AWOL.
Then, having satisfied himself that his 250F was all tickety-boo in a 5-lapper, Reg Hunt didn’t take the start of the start of the 24-lap, 52.8-mile Astor Trophy feature.
While Kevin Neal’s Maserati A6GCM/250 was a far quicker car than Doug Whiteford’s – relatively new to him, but geriatric – Talbot-Lago T26C, there was no way Neal was going to beat the aggressive, cagey, vastly experienced triple AGP winner! Ted Gray and Owen Bailey were/are the other recipients of Gold Star points aboard Tornado 2 Ford and ex-Whiteford Talbot-Lago T26C respectively: third and fourth placings.
1.Whiteford Talbot-Lago T26C 8 points 2.Neal Maserati A6GCM/250 5 points 3.Gray Tornado 2 Ford 3 points 4.Owen Bailey Talbot-Lago T26C 2 points
1956 Australian Grand Prix : Albert Park : December 2, 1956
120,000 people watched 22 starters contest the ’56 AGP held in the afterglow of Melbourne’s staggeringly successful Olympic Games.
Furriners included a five-car squad from Officine Maserati: three 250Fs and a pair of 300S (sportscars for the Australian Tourist Trophy contested and won by Moss from Behra the week before) for works drivers Stirling Moss and Jean Behra, while Peter Whitehead and Reg Parnell raced their 3.4-litre Ferrari 555s.
Moss disappeared into the distance, winning the 80-lap 250-miles race in 2hr 36min 15.4sec, over two minutes ahead of Behra, then came Peter Whitehead.
The battle-within-the-battle was a local Melbourne Holden Dealer Derby – Davo’s farming and shoe making interests duly noted – between the 250Fs of Reg Hunt and Stan Jones, and Lex Davison’s Ferrari 500/625.
Graham Howard points out in his 1956 chapter of the ‘History of The Australian Grand Prix’ that “It was to be, surprisingly, the first encounter of the Hunt and Jones’ 250Fs, and Davison – at that stage the only driver to beat the Hunt 250F – was also there in his Ferrari.”
“Hunt and Jones had, to be strictly correct, lined up against each other the weekend before, in a short sprint race in the supporting program to the Tourist Trophy, but it had been inconclusive. With Hunt on pole position and Jones right beside him, the race had an explosive start as Jones – ‘jockeying for position’, as AMS discreetly termed it – hit the kerb and then a tree on Hunt’s side of the course within a hundred metres of the start. The car was fortunately not too badly damaged and was ready for the AGP the following weekend.”
At the start of the Grand Prix, Moss led from Behra, the Whitehead and Parnell Ferrari Super Squalo’s, then the Trident Trio: Hunt, Neal and Jones. Davison was slowed by engine maladies.
By lap 5 Jones was behind Hunt, and after two fast laps, passed him, where he stayed – with Hunt pacing himself behind – for 35 laps, “With both driving with a concentrated ferocity, which was almost tangible – no errors, no let- up, certainly no smiles.”
When Stan’s Maserati started to blow smoke from under the bonnet, he eased on lap 40, gifting his place to Hunt. Post-race the problem was disclosed as a broken breather.
The Gold Star points go to the fifth, sixth, seventh and eighth placed local finishers:
1.Hunt Maserati 250F 8 points 2. Jones Maserati 250F 5 points 3.Davison Ferrari 500/625 3 points 4.Whiteford Talbot-Lago T26C 2 points
Gold Star Championship Points and Observations…
Drum roll…the winner of the 1956 Australian Gold Star Faux Championship is Reg Hunt, Maserati 250F, with 40 points, well clear of Kevin Neal’s 21 points gained with Cooper T23 Bristol and Maserati A6GCM/250, then Stan Jones, third on 18 points in his new 250F. Fourth was Whiteford, Talbot-Lago T26C 15 points, then the Davison Ferrari 500/625 on 13 points with Bib Stillwell sixth, on 11.
What does it all prove? Absolutely sweet-f-all, but I enjoyed it, which is all that really matters here.
I wish I could show you a neato little points chart or a spreadsheet of results for the year but I don’t know how to do those, so this hand-job will have to do, a remedy with which many of you will be familiar. Since publishing this, Stuart Murray – bless him – has done the vastly better spreadsheet which appears further below.
In my mind I’ve long thought Reg Hunt was the rock-star in 1955-56 aided and abetted by having The Best Equipment in the country in those two years by far. I’ve not done this exercise for 1955 yet to further prove the point, I’ll get around to it some time.
Having ‘came, saw, and conquered’, Reg retired from racing at the end of the season, aged only 33, to focus on his family and in building a staggeringly successful motor-dealership empire centred on his ‘Golden Mile of Cars’ in Brighton, Melbourne. He returned to historic racing in the 1980s with a Maserati 300S and Talbot-Lago T26C and died just shy of 100 on August 22, 2022.
Fellow Melbourne motor trader and later four-time Gold Star champ, Bib Stillwell bought the Hunt 250F (chassis #2616) but couldn’t resist the temptation of a factory freshen-up, so didn’t see it for the best part of 12 months. It’s a long boat ride between Port Melbourne and Genoa and back, and Maserati had bigger fish-to-fry, not least a World Championship to win with JM Fangio at the wheel of factory 250F’s.
At the end of ’56 the stage was set, the key players in 1957 seemed likely to be Jones, Davison and Gray with a tight contest likely given all three were well-funded ‘pro-outfits’ by Australian standards of the day. In the end Davo’s Ferrari 500/625 crushed the opposition with five Gold Star wins in nine rounds, a story for another time…
Credits…
Australian Motor Sports all 1956 issues, ‘Bathurst: The Cradle of Australian Motor Racing’ John Medley, ‘The History of The Australian Grand Prix’ edited by Graham Howard, ‘A History of Australian Grand Prix 1928-1939’ John Blanden, VSCC Victoria Collection, David Meale-Collections Victoria, gnooblas.com, Paul Cummins/Cummins Archive, Stuart Murray
Tailpiece…
Champions cockpit…the 1958 one’s actually – Stan Jones’ Maserati 250F chassis #2520, not Hunt’s #2516.
Paul Cummins wrote, “On the back of the photo it reads – this is the cockpit of Victorian racing driver Stan Jones’ new 2 1/2 litre ‘250F’ model Maserati which he has just imported from Italy. When that revolution counter shows 7800rpm his engine is developing 270hp giving a speed in excess of 165mph. It is expected to be the fastest car in Australia. It cost £7,200, but with freight cost and spare parts (including a 3-litre 300S engine), the actual landed cost is expected to be nearly £12,000.”
“The Maserati which will be using Mobilgas Racing Fuel and Mobiloil exclusively was built in October last year (1955) and taken to South America for the Argentine Grand Prix Season, but it was never raced. Stan Jones will race it for the first time at Port Wakefield South Australia on 4 June.”
Veglia instruments, right-hand shift for the 5-speed transaxle, note the far-left clutch location given Stan sits astride the driveline tunnel – Jones has clearly specified a ‘conventional’ right-hand throttle and central brake setup.
Finally, while Maserati’s bullshit story to Stan may have been that #2520 was a new car, in fact it was slightly shop-soiled. It had been raced as a works-car by Froilan Gonzalez at Buenos Aires on 22 January 1956 (DNF) and by Pablo Guile at Mendoza on February 5 (eighth).
The nose of the car as landed in Australia in the earlier arrival photographs rather suggests the car was shipped straight from South America rather than via the Modena paint-shop. What is in no doubt is that 250F #2520 has one of the simplest, most straight-forward histories of all Maserati 250F’s, so too does #2516 for that matter.
Finito…
Stan Jones and his mechanic, Charlie Dean, pose for a Mobil photograph out front of one of Stan’s ‘Superior Motors’ dealerships in inner-Melbourne during 1956. Note the babes in the slips-cordon. Look at that aluminium work, love the neat fillets or scoops to allow some air into the rear tail section, surface cooling of the oil-tank.
Jones acquired his Maserati 250F, chassis ‘2520’ that year. The machine succeeded the Dean designed and built Maybach’s 1, 2 and 3. To be more precise, Maybachs 2 and 3 were built by Charlie and his merry band of artisans at Repco Research (RR), Sydney Road, Brunswick.
Charlie was appointed Repco’s chief automotive experimental engineer in 1954, general manager of Repco Research in 1957 and joined the board as a director of Repco Ltd in 1960, a position he held until his retirement.
I’ve done these two blokes to death, here; https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/ and here; https://primotipo.com/2016/01/08/stan-jones-agp-longford-gold-star-series-1959/
The Repco/Maybach/Dean/Jones partnership ended when Maybach 3 went kaboomba at Gnoo Blas in the summer of ’56- the last of Repco’s stock of the German straight-sixes was carved in half after a major internal haemorrhage.
Of course they could have acquired another motor, but Stan said ‘Fuggit! I’m gunna buy a 250F’. So he did. And a 3-litre 300S engine as a spare, as you do.
The Maserati was initially prepared at RR. When Reg Hunt retired in 1956 Bib Stillwell bought his 250F and Stanley bagged Otto Stone, who had prepared Hunt’s A6GCM and 250F.
Stone was both a very capable racer and engineer. Stan’s most successful years followed. Notable wins included the 1958 Gold Star and 1959 Longford AGP. Jones’ mechanical sympathy was not rated ‘in period’. Stone prepared a robust car well. In addition, my theory is that Otto gave Stan a few ‘chill-pills’. That is, calmed him down a bit. ‘You have to finish races Cocko, just learn to read the play better. Play the percentages rather than win or bust’. I suspect he also called a few of those plays.
I am hopelessly biased in relation to Kevin Bartlett, Alec Mildren and anything and anyone related thereto (Rennmax, Merv Waggott etc, etc), Frank Matich, Elfin and Garrie Cooper, Repco, Stan Jones and Charlie Dean. So you should read what follows with due caution.
It’s hard to think of a more significant, resident, figure in Australian motor-racing from 1950 to 1976 than Charlie Dean.
His fingerprints were on Maybachs One to Four. Lex Davison’s 1953 Monte Carlo Rally Holden 48-215 was prepped by Chuck. He aided, abetted and developed Jones. Jones and Maybach 1’s 1954 AGP win was the first international GP won by an Oz car. Stan’s job behind the wheel was matched by Dean’s with the tools the night and day before.
Dean hired Phil Irving at RR, together, the Holden-Grey Repco Hi-Power head was theirs. Think of how many race and sportscars they powered. Many of the Holden (48-215, FC, FE etc) race developments were made by RR and then sold to all and sundry. In that sense Repco was in on the ground floor and assisted the explosion of touring-car racing from the mid-fifties.
The Maybach and Repco Hi-Power programs were critical incremental steps which led to Repco’s F1 world championships in 1966-1967. Frank Hallam’s early-sixties Coventry Climax FPF maintenance program was another.
Charlie Dean was not the Director in charge of Repco-Brabham Engines Pty. Ltd. Managing Director, Dave McGrath appointed Bob Brown. Charlie did provide Board level support throughout though. Critically, he was asked by McGrath who should design the first V8 engine which became known as ‘RBE620′- he recommended Phil Irving, the 1966 title was the result. Dean was made responsible for RBE Pty. Ltd. after Frank Hallam was shunted sideways in late 1968 as the F1 program was wound down.
Charlie saw F5000 as a cost-effective ANF1 and the means for Repco to remain in racing. When CAMS dithered about 2-litre/F5000 as Oz’ next F1 Dean invited CAMS President, Donald Thomson, to Repco’s St Kilda Road HQ for a long-lunch in the wood-panelled boardroom during which CAMS’ finest was re-programmed. I’m not suggesting the Repco heavies were the only lobbyists to ping CAMS around that particular pin-ball machine.
The Repco-Holden F5000 program followed. Dean and Malcolm Preston brought Phil Irving back from the Gulag to knock that engine together with the assistance of Brian Heard. Several AGP’s, an NZ GP or two, Gold Stars and plenty of individual race wins resulted.
Most of the Repco-Holden’s internals formed the basis of the Holden Torana L34 and A9X donks. There were several Bathurst taxi-race wins there I guess. And an Australian Touring Car Championship or three.
Dean was a man of many parts. Trained as an electrician, he started and sold his business to Repco, raced at elite level including the 1948 AGP, was VERY adept as a hands on engineer and rose through the corporate ranks to become a long-time director of one of Australia’s biggest public companies. And the rest.
Sure, he had Repco’s cheque book in a ‘golden era’ for the industry. The point is that he used it parlaying his influence to the benefit of Repco- and the sport.
Happy to hear other views to my biased one. It will have to be a good argument to knock him over in the period defined however!
David McKay, yeah-yeah, but nup.
Credits…
Many thanks to David Zeunert for another great shot from his archive.
Tailpiece…
Jones and 250F at Albert Park circa 1956.
Finito…
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https://500race.org/history/people/
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People – 500race.org
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Adolf Glunz West German Scampolo driver in '50 and '51 Adolf Lang West German Champion in 1953 Adrian Butler CAPA founder and stalwart of 500s Åke Jönsson Swedish Effyh driver Alan Brown Ecurie Richmond driver who scored Cooper's first World Championship points. Alan Cowley Prolific competitor from 1953 to 1958 in Cooper and Petty Alan Eccles Staride and Cooper pilot from '54 to '59. Alan Hutchinson Dutch airline pilot Alan Rippon Special builder and Cooper driver for Ecurie Britannique. Alan Rogers Cooper pilot from Cheshire in 1950 and '51 Albert Zains Cooper regular and creator of the Flash Special Alex McGlashan Scottish Marwyn and Cooper driver. Alexis DuPont American Cooper driver and heir. Alf Bottoms Speedway rider and creator of the JBS. Allan Moore JBS Triumph driver. Alvar Strandberg Swedish Cooper driver Alvin “Spike” Rhiando Winner of the Grand Prix race at Silverstone, inventor of the Trimax and colourful character. André Héchard DB and Le Mans driver André Loens Successful racer from France and builder of the Loweno. Andrew Goodfellow Scottish Cooper pilot in 1957 Anthony Yorke Commander CA Yorke RN, who gave his name to the 100 mile race at Silverstone. Arnold Stafford Driver, F1 mechanic and member of John Wyer's team Arthur Gill Gentleman driver who took over the Mackson team. Arthur Mackenzie South African racer Austen May Successful trials driver who turned to 500 racing and was also a successful author. Austin Nurse Cooper pilot from 1950 to '53, HWM Alta Lotus driver . Axel Johansson Swedish Cooper driver Basil Tye Racer, yachtsman and Managing Director of the RAC MSA Bernard Manning Mackson and Staride driver Bernie Ecclestone Bernie began his racing career in 500s and went on to run Brabham and then Formula 1. Bertie Bradnack Regular club racer, known for Cooper Bradnack Lugs. Betty Haig Rally, track and hills driver. Bill Aston Early Cooper driver and all rounder. Bill Grose Garage owner and special builder Bill Jones CRM and Cooper driver Bill Lee The first man to compete in a 500 in Northern Ireland and New Zealand. Bill Patterson Australian who performed well on his brief tour of England. Bill Whitehouse The prominent early racer who died at Reims in 1957. Bob Dixon Scottish JP driver Bob Gerard The versatile all round racer. Bob Leapingwell Cooper Mk IV driver. Bob Wenz Californian special builder and long standing racer. Bobby Kohlrausch Pre war motorcycle and Austin 7 racer and post war 500 racer Børge Nielsen Alfa Dana and Effyh driver. Bruce Campbell Soldier, daredevil and racer. Bruce Kessler Californian driver and film director. Charles Cooper Managing Director of Cooper's Garage and the Cooper Car Company Charles Headland Car dealer and one of the fastest Kieft drivers. Charlie Smith Motorcycle racer turned car builder. Chris Fergusson One of the first Cooper owners in South Africa Claude Tipper Monaco driver and motoring artist Cliff Allison Cliff began his career in a Cooper before being spotted by Colin Chapman. Clive Lones Brooklands racer and pioneer of 500cc motorsport. Colin Davis Top flight driver in 55 and '56, son of SCH "Sammy" Davis. Colin Strang An early pioneer and highly successful hillclimb competitor. Comish Hunter Scottish Cooper and JP driver “Curly” Dryden Ron "Curly" Dryden raced a Cooper and a JBS as well as for MG at Le Mans. Curt Lincoln Swedish born driver, father of Nina (Rindt). Cyril Kieft Steel magnate and racing car constructor. Daphne Arnott Proprietor of Arnott supercharges and eponymous 500 constructor David Blane Scottish JP driver. David Boshier-Jones Circuit racer and multiple hillclimb champion David Brake A 500 regular who sadly lost his life at Boreham in 1951. David Strathcarron Lord, "works" driver for Marwyn, journalist and keen motorcyclist. David Swan Scottish Cooper and JP driver. Dean Delamont Designer of the Staride and Kieft, journalist and RAC competition manager. Dennis Taylor Regular Competitor in his Arnott and Martin. Derek Annable Buckinghamshire Farmer and Cooper driver. Derek Strange Cooper driver in 1956 & 1957 Derrick Colvin Club racer from 1956 to 1960 in a Cooper and JBS Dick Caesar Pioneer of low cost motor racing and driving force behind the 500 Club. Dick Campbell New Zealand's "Cock o' the North" speedway rider and 500 racer. Dick Hagy Richards "Dick" Hagy, East Coast driver Dick Hett Emeryson pilot. Dick Irish American Kieft driver. Dick Richards JBS Driver Dickie Stoop GSI and CFS, Fraser Nash and Porsche driver. Don Auray SCCA Champion in 1963 Don Gray Prolific competitor in Cooper and Kieft. Don Parker Don was the most successful F3 driver with 3 championships and over 100 wins. Don Truman Competitor and the man behind the Bardon-Turner. Don Williams HL Williams, Cooper and Emeryson driver Donald Beauman Cooper driver in '51 and '52, later a Connaught driver. Donald Iszatt Regular Cooper-JAP driver at Brands in the mid '50s Ecurie Richmond Jimmy Richmond's team, Eric Brandon and Alan Brown. Edward Greenall Cooper driver in '53 and '54 Eiler Svensson Swedish Effyh and Cooper driver. Elie Bayol DB pilot who went on to OSCA and Gordini. Elisabeth Store Winner of the Ladies Race at Brands Eric Brandon John Cooper's boyhood chum and 1951 Formula 3 Champion. Eric Fenning Cooper and Staride driver. Eric Paulson Cooper and Kieft driver in 1952 and '53 Eric Winterbottom Landlord of the Albert Hotel a favourite watering hole. Ernest Gearing South African trendsetter in a Marwyn Eugene Hall American Cooper driver from 1954 to 1957 Fay Taylour Motorcycle racer, Brooklands driver and fascist. Ferdi Lehder Creator of the LTE Juwel and Brillant and record breaker. Francis Beart Renowned Norton engine tuner. Francis Curzon Earl Howe, Le Mans winner, founder of the BRDC and Patron of the 500 Club. Francis Liagre DB driver Frank Aikens "Winco" Aikens, a leading light and one of the first to complete a car. Frank Bacon Pioneer and long standing committee member Fred Becker American Kieft and Cooper driver. Fred Geitel Builder of the KG Special Friedrich Dilthey Condor driver in 50 and 51 Geoff Gartside Still racing his Cooper from 1959. Geoff Pashley Compatriot of Ivor Bueb and Cooper driver. George Alderman 1960 SCCA Champion George Buitendyk Head of Goodyear in Belgium George Dardenne Belgian Cooper driver George Hartwell Monaco and Cooper driver best know as a garage owners and Rootes Group tuning company. George Rolls Cooper and Kieft driver in 1953. George Saunders Friend of the Coopers and one on their first customers. George Wicken Perennial Formula 3 Cooper driver. Gerald Smith Kent Smith and Arnott driver Gordon Bedson Engineer and designer of the Mackson and Kieft Formula 1 car. Gordon Henderson Prolific car builder from Natal Gordon Jones Regular Cooper and Kieft driver. Graham Hill Double Formula 1 Champion, Indianapolis 500 and Le Mans winner, started in a Cooper Mk V. Gregor Grant Founding editor of Autosport magazine. Gunnar Henriksen Danish Champion in 1957. Günter Lenssen East German Grün driver Günther Schlüter German Scampolo driver. Guy Griffiths Motor racing photographer and regular contributor to Iota. HA Frow Cooper driver and British Empire Medal Holder Harold Daniell Emeryson driver, better know for bike racing and christening the Norton "Featherbed" frame. Harry Howlett Regular Cooper pilot in '56 and '57. Harry Morrow President and founding father of the 500cc Club of America Harry Schell The Franco American racer. Heimo Hietarinta Finnish Champion in 1958 and '60. Heinz Melkus East German Champion Hellmut Polensky Creator of the Monopoletta, rally andLe Mans driver. Helmut Deutz Scampolo driver from Germany Helmut Glöckler German DB driver Henri Julien Founder of the AGS team that ran in Formula 1 during the late '80s. Henry Koring EV, Heinrich Koring, Smith Mk III driver Henry Taylor Speedway, Formula 3, Formula 1, Ford Competition Manager Horst Mansfeld East German Grün driver Huschke von Hanstein The racing baron who became Porsche's PR Manager. Ian Burgess Winner at Avus who went on to Grand Prix Ian Raby Successful English driver who progressed into Formula 2 and 1. Ian Sutherland Scottish JP driver Ivor Bueb Ivor "the Driver", who went on from Formula 3 to win Le Mans. Jack Brabham Multiple Formula 1 World Champion for Cooper and in his own cars. Jack Lewis A successful first year in 1958 led to Formula 2 and Formula 1. Jack Moor Special builder, Shelsley specialist and long time 500 competitor. Jack Neill Kieft agent and Montlhéry record driver. Jack Newton LT special and Cooper driver Jack Nicholson Cornish Cooper driver. Jack Pitcher National champion in 1960 Jack Westcott Perennial Cooper, JBS and Kieft driver. Jackie Reece Regular Cooper pilot James Burgoyne Regular Cooper in the early 50s and inspiration for the Turner Kieft. James Caddey Emeryson driver in 1954 Jan Flinterman Spitfire pilot, DFC and the first Dutchman to compete in Formula 1. Jeremy Fry Socialite, inventor and creator of the Parsenn. Jim Haynes 1959 SCCA Champion Jim Russell One of the finest exponents of 500cc racing. Jimmy Byrnes Mezzolitre driver Jimmy Ebdon Buzzie and Haldon driver. Joan Gerard Wife of Bob Gerard and third in the Ladies Race in 1950 Jock McBain Border Reivers founder Joe Fry Freikaiserwagen driver, cousin of Jeremy. Joe Potts Scottish driver and constructor John A. Cooper Motorsport editor for the Autocar and collaborator in the Kieft CK51 design. John Brise 500, stock car kart racer and father of Tony Brise. John Brown Regular from 1951 to 1958, mainly in his Martin. John Coombs Cooper, Staride and later, Jaguar driver and preparation expert. John Cooper The man behind Cooper Cars and a highly accomplished driver. John Fitch American fighter pilot who was one of the first to be successful in Europe. John Gadwa SCCA Champion in 1961 John Gale Half Litre Car Club Secretary. John Granville Grenfell Brooklands based engineer John Habin Successful competitor best known as the instigator of the Staride. John Higham JP, Kieft and Cooper driver and committee member John Love Rhodesian Cooper driver who went on to sports and Grand Prix cars. John Mew Cooper-JAP driver for '58 & '59, yachtsman and dentist John Siddall CAPA member and founder of the 500 Club John Turner 500 Owners Association's founding father Johnny Claes Anglo-Belgium driver and musician. Kaj Hansen Danish special builder and Effyh driver Karl-August Bergmann BG Special and Grün driver from East Germany. Karl Budde Condor driver from West Germany Karl Schermer German Eigenbau and Monopoletta driver Keith Hall Perennial Cooper competitor. Ken Carter 500 Champion in 1950. Ken Gregory Moss' Manager and Formula 3 driver. Ken McAlpine JBS and Connaught driver. Ken Smith Ken Smith was the proprietor of the Jolly Farmers pub in Enfield. After several seasons of motorcycle racing, he switched to 500s and built a series of specials Ken Tyrrell Began racing in a Cooper before progressing to team management and Formula 1. Ken Watkins Regular though 1949 and '50 in his Cooper Mk III Ken Wharton The versatile racing driver and hillclimb champion. Knut Ericsson Swedish KE special and Effyh driver. Kurt Ahrens Jr. Successful son and Cooper driver. Kurt Ahrens Sr. German speedway champion turned Scampolo and Cooper driver Kurt Kuhnke Prolific German Cooper pilot. Lars Finnilä Finnish KG, Effyh and Cooper driver Laurence Pomeroy Son of the Vauxhall Chief Engineer, Vice President of the 500 Club and President of the VSCC. Leif “Basse” Hveem Norwegian speedway rider and Cooper driver Leo Mattila Finnish politician and mayor of Helsinki Les Leston Formula 3 Champion in 1954, Les Taylor Wannabe Australian Kieft agent Leslie Thorne Scottish Cooper driver. Lewis Lewis-Evans Better known as "Pop", father of Stuart, motoring enthusiast and competitive driver. Lex Beels Regular competitor and car builder from Holland. Mac Tilton American F3 racer, Datsun crew chief and clutch engineering company. Mervyn Kearon Regular Cooper driver. Michael Devlin "Ginger" Devlin, Cooper and Ecurie Richmond mechanic. Michael Rogers D.M. Rogers, National 500cc Champion in 1962. Mike Hawthorn Britain's first World Champion Mike Ledbrook National Champion in 1961 Mike Trackman JBS and Martin driver from 1956 to '62 Murray Rainey Australian hill climb Champion Nils Gerremo Swedish Cooper driver Ninian Sanderson Scottish Cooper and Staride driver who went on to win Le Mans. Norman Pugh Creator of the Pugh Special and latter a Cooper pilot Ola By Swedish Effyh driver Olga Kevelos Trials rider and Kieft driver. Orlando Fregona "Lucky" Fregona, a South African pioneer. Ormsby Issard-Davies Cooper driver in 1951 and '52 Oscar Frank German Cooper and Kieft driver. Oscar Swahn First Scandinavian to acquire a production Cooper. Otto Dillenius Dutch Cooper driver. Owen Maddock Cooper designer and jazz musician Pat Harrington-Johnson Creator of the Fidget and South African correspondent for Iota. Pat Prosser Regular northern Cooper pilot Paul Emery Creator of the Emeryson car and regular driver. Paul Richards 1957 SCCA Champion Pauline Brock Lady hillclimber. Pentti Loivaranta Elhoo driver Peter Braid Major Braid was responsible for one of the strangest accidents of all time at Blandford. Peter Collins 500 hopeful who went on to race for Ferrari alongside Mike Hawthorn. Peter Jopp Emeryson driver, Le Mans winner and rally driver. Peter Page One of Cooper's first customers and a 500 regular. Peter Procter Regular and successful Cooper driver from 1956 to '58. Philip Barak Started in a Cooper then drove just about everything. Philip Meub German Cooper BMW driver. Philip Robinson Cooper driver from 1954 to 1959 Philippe Schell Often overlooked brother to Harry Piero Taruffi Motorcycle and car racer and author. Pim Richardson Dutch Beels driver Poul Rasmussen Multiple Danish Champion. R D Biss Regular Cooper pilot. Ray Martin Builder of the first Kieft for Moss and a series of cars in his own name. Raymond Mays ERA, BRM and Vice-President of the 500 Club Raymond Sommer Grand Prix driver and Le Mans winner. Raymond van Hauw Belgian DB driver Reg Barrett Cooper driver. Reg Bicknell Creator of the Revis, one of the most successful specials. Reg Hunt Australian Grand Prix driver. Rob Anderson Cooper and Staride driver Robert Bell Iota pilot Robert Brise Older brother of John and Cooper driver. Robert Nellemann Multiple Danish Champion. Rod Nuckey International Cooper pilot. Ron Flockhart J.P. Driver from Edinburgh who won Le Mans. Ron Learnan Kiwi on a racing tour of England who built the RGR Roy Clarkson Early Iota driver who helped to found Autosport magazine. Roy Mayne Autosport Trophy winner in 1958. S.C.H. Davis S.C.H. "Sammy" Davis, Bentley Boy, editor of the "Autocar" and President of the 500 Club. Scott Bloor One of the most regular competitors in Formula 3. Sir Francis Samuelson Marwyn and Cooper pilot who never lost his enthusiasm for competition. Stan Coldham One of Cooper's first customers and 500 regular from '48 to '50. Steve Lancefield One of the best tuners of Manx Nortons. Stirling Moss One of the best all rounder drivers of all time who raced in Coopers and Kieft. Stuart Lewis-Evans Stuart began in a Cooper before progressing to Formula 1 with Connaught and Vanwall. Sven Andersson Builder of the Swebe and Swedish Champion. Syd Herbert Better known as "Silverstone Syd". Syd Jensen One of New Zealand’s top racing drivers. Syd Van der Vyver South African Champion in 1960 and '61 who cut his teeth in 500s. Ted Frost Emeryson driver Theo Fitzau East German driver who defected. Theo Helfrich German Cooper driver Tom Clarke Iota special builder. Tom Leigh Oldham garage owner and Cooper driver. Tommy Bridger Kieft and cooper driver who became champion in 1957. Toni Kreuzer West German champion in 1950 Tony Fergusson Ace from Africa. Tony Marsh The multiple hill climb champion. Trevor Taylor F3 Champion in 1958 who moved to Formula Junior and F1, with Lotus, opposite Jim Clark. Vic Bradfield Emeryson driver in 1955. Vic Firm JBS driver in 1952 Viggo Petersen Danish Cooper and KP Special Driver Walter Komossa Multiple German Formula 3 Champion. Walter Schlüter Monopoletta pilot and winner at the Nürburgring in 1950 Werner Lenke East German Grün driver. William Lucas Raced his Monopoletta in West Germany in 1950. Willy Lehmann One of the most prolific and successful German drivers
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https://rmsothebys.com/all-stories-videos/michael-schumacher-s-2002-australian-grand-prix-winning-f2001b/
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en
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Michael Schumacher’s 2002 Australian Grand Prix-Winning F2001b | RM Sotheby's
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https://i.vimeocdn.com/video/1912563352-90dc50f9ae009fedd1f06e6499829d3677e0957a1ed77786bf14917f0c5976d7-d_1200x900
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[] |
2023-08-03T00:00:00
|
Built to contest the first three races of the 2002 Formula 1 season, chassis 215 carried Michael Schumacher to victory in the opening race of the 2002.
|
en
|
RM Sotheby's
|
https://rmsothebys.com/all-stories-videos/michael-schumacher-s-2002-australian-grand-prix-winning-f2001b/
|
The year's campaign began in Australia, and the first race propelled him to the top of the Drivers’ World Championship standings, providing the foundation for a historic fifth Championship that drew him level with the great Juan Manuel Fangio. Two weeks later, at the 2002 Malaysian Grand Prix, chassis 215 captured the 150th pole position of Ferrari’s Formula 1 history, prior to a thrilling performance as Schumacher battled from 21st position to a spectacular 3rd-place podium position. Its public offering presents a vanishingly rare opportunity to acquire a racing car of true historic significance: one that not only carried Schumacher to a famous victory but which played a pivotal role in securing his historic fifth Formula 1 World Drivers’ Championship.
For more information on this car, please click here.
|
||||
4902
|
dbpedia
|
3
| 17
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https://books.google.com/books/about/1969_Australian_Grand_Prix.html%3Fid%3Dg7QaygAACAAJ
|
en
|
Google Books
|
[] |
[] |
[] |
[
""
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[] | null |
https://books.google.com/
|
Search the world's most comprehensive index of full-text books.
My library
|
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4902
|
dbpedia
|
1
| 6
|
https://www.theracetorque.com/2020/03/a-history-of-the-gold-star/
|
en
|
A HISTORY OF THE GOLD STAR – The Race Torque
|
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en
|
https://www.theracetorque.com/2020/03/a-history-of-the-gold-star/
|
IT’S one of the most prestigious and long-running awards in Australian Motorsport history – and in 2020 it’s back; the Australian Drivers Championship for the Gold Star award returns with S5000 this year.
WORDS: Richard Craill
The actual genesis of how the prize of a ‘Gold Star’ came to be awarded to Australia’s driving champion – the top racer in the top formula of open-wheel racing – came to be is somewhat murky, but its naming is linked to a similar award in the United Kingdom.
The British Racing Drivers club inaugurated their own Gold Star in 1928 to recognise outstanding achievement by their own members in motor sport competition around the world, including Grand Prix racing, land speed records and endurance racing disciplines.
The Australian version came from the same concept; award Australia’s top driver which, in the 1950s, was not someone racing tin tops. This was an open-wheel award.
GENESIS
The first Gold Star was awarded to the 1957 Australian Drivers Champion Lex Davison, who won the title by sweeping six of the nine rounds, including the Australian Grand Prix at the Caversham circuit in West Australia.
The first seven seasons of the Gold Star were contested under the broad banner of ‘Formula Libre’, however a majority of cars were essentially the same as Formula 1 cars competing in the World Championship – Davison winning in a Ferrari 500, Stan Jones taking the 1958 championship in a Maserati 250F.
Early champions included some of the most famous names in Australian open-wheel racing; Len Lukey, Alec Mildren, Bill Patterson and Bib Stillwell, who won his first two titles in the final two years of the Formula Libre era.
AUSTRALIAN NATIONAL FORMULA / AUSTRALIAN F1
CAMS introduced new regulations in 1964, dubbed the Australian National Formula that tightened regulations but maintained many of the same cars. Brabham dominated this era, the famous marque winning the first two titles run under the ANF regulations with Stillwell behind the wheel. His four straight titles would only ever be matched by one driver.
Spencer Martin won his two titles driving a Brabham BT11 before in 1968 Kevin Bartlett burst onto the scene, taking his first title and backing it up a year later in the first year of a new regulation set.
AUSTRALIAN FORMULA 1
Australian Formula 1 was introduced in 1969 and began as essentially a rebrand of the previous Australian National Formula. However, a year later the regulations changed to allow 5.0-litre production based engines and, as such, the F5000 era was born.
If there’s an era where the Gold Star and Australian Drivers Championship can be considered at its peak – or at least most famous – it was this one.
This was the era of the big bangers and famous names: Bartlett, Leo Geoghegan, Frank Matich, John McCormack and the legendary Alfredo Costanzo the biggest names; Matich, Elfin, Lola and McLaren the significant constructors.
F5000’s reign at the top ended in 1983, when ‘AF1’ replaced by smaller-capacity cars running to the Formula Pacific regulations.
Regardless of the era, Costanzo was king of the early 1980s in Aussie open-wheel racing. He defeated Jon Davison and John Bowe to win the 1980 title in a Lola T430, won the shortened ’81 series at a canter and then when the regulations changed in 1982 he edged out a hotshot young-gun from Tasmania named John Bowe to win the title by four points.
In 1983 he won four of the six rounds aboard a Tiga FA81 Ford to beat John Smith and Andrew Miedecke to the crown, his fourth.
TROUBLED TIMES
A FORMAL rule change in 1984 saw the international Formula Mondial – Formula Atlantic in the ‘States – adopted. The Ralt RT4 was the car to have and John Bowe the car to beat.
The Tasmanian injected himself into the national landscape by winning the ’84 and ’85 titles – beating the great Costanzo in the first year and Peter Hopwood a year later.
Bowe’s shift to Touring Cars with Volvo opened up the field in 1986, with Graham Watson’s Ralt beating Hopwood’s similar car to the title – however troubled times were ahead for the storied prize. Uninspiring cars and the rise and rise of Touring Car racing had shifted the focus away from open wheel racing and interest was dwindling.
The 1987 championship was contested over just a single race, held as a key support act to the Australian Grand Prix in Adelaide that November. David Brabham won, edging out Rohan Onslow and Mark Mclaughlin in a 15-lap race run for Formula Two cars.
A six-round series was held for F2 cars the following year – won by Onslow – but change was in the wind and a new Australian-based category was in the pipeline.
FORMULA HOLDEN
THE AUSSIE Formula Holden class was introduced in 1988 and assumed the mantle of Australia’s top open wheel category. Though it took a few years to grow, the subsequent era would complete a transition of the category to a place where young drivers gained their racing stripes before progressing to a Touring Car career, or overseas.
Simon Kane won his first and only title in 1990 however it was young Mark Skaife who was making people pay attention – he finished third on his wings and slicks debut and but a year later would win his first title while at the same time racing as a factory Nissan pilot in Touring Car competition.
Skaife became the first person to win the Australian Drivers Championship and Australian Touring Car Championship in the same year when he won both titles in 1992, before backing it up with a third crown in ’93 – his last in the category.
Paul Stokell beat Greg Murphy to the ’94 crown – the first for the storied Birrana Racing team from South Australia. It would not be their last – Birrana won again in 1995 and ’96 with Stokell to Match Skaife’s triple titles.
1997 was the year of the young-guns; Bright, Bargwanna and a young kiwi named Dixon locking out the top three. Dixon won the title the following year and within two seasons was in an Indy Car in America.
Back-to-back titles for Simon Wills followed as Birrana returned to the top, their five titles standing as the most by a single team to that point.
Rick Kelly made it six a year later in a Holden-backed entry, while Will Power’s 2002 title helped his aspirations of an international career which, as we know, has turned out rather well.
The series was rebranded Formula 4000 the following year but was in decline; pressure from Formula 3 racers and organisers and a constant debate in the media about the status of the Gold Star putting pressure on the class.
Daniel Gaunt and Neil McFadyen won the last two titles in the category and while the ‘Formula Holden’ everyone knew would continue, the Gold Star was going elsewhere.
FORMULA 3
Australian F3 inherited the Australian Drivers championship mantle in 2005 and ushered in a new era of international drivers tasting success.
Ben Clucas became the first international – as in, not from Australia or New Zealand – to win the title in 2006.
In 2007, Leanne Tander helped celebrate the 50th anniversary of the award by becoming the first woman to win a race in the history of the Australian Drivers Championship, though missed out on the title in a thrilling battle that ultimately went to Tim Macrow.
The F3 era was highlighted by competitive title battles and a host of international imports making their mark. James Winslow won in 2008, Joey Foster in 2009 and Ben Barker a thrilling title in 2010, beating his teammate Mitch Evans by a single point on account of setting the fastest lap in the final race of the title year at Sandown.
F3, however, was under pressure and while the racing was high quality, in the eyes of administrators grid sizes – forever an open wheel issue in Australia – weren’t up to scratch.
Simon Hodge’s final title in 2014 – a record seventh for Adelaide squad Team BRM – was the last. Mid way through the 2015 title race, somewhat controversially, CAMS ‘parked’ the award and an unbroken 58-year streak of awarding Australia’s top open wheel driver came to a premature end.
HALL OF FAME – AUSTRALIAN DRIVERS CHAMPIONS
ALL TIME RACE WINNERS
|
|||||||
4902
|
dbpedia
|
1
| 13
|
https://primotipo.com/tag/1956-australian-grand-prix/
|
en
|
1956 Australian Grand Prix
|
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Posts about 1956 Australian Grand Prix written by markbisset
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Jack Brabham, Cooper T39 Climax, and the Bib Stillwell-Bill Pitt Jaguar D-Types just before the start of The Argus Cup 8-lap, 25-mile sportscar support race before the Australian Grand Prix. December 2, 1956.
I’ve done these conjoined 1956 Australian Tourist Trophy and AGP weekends to death, but this bunch of colour photographs taken by enthusiast, the late Ian Curwen-Walker and shared generously by Russell Garth are way too good to ignore. See here; https://primotipo.com/2018/01/16/james-linehams-1956-agp-albert-park/ and here; https://primotipo.com/2016/01/29/1956-australian-tourist-trophy-albert-park/
On row two are the red Ausca Holden of Paul England at left, and Lex Davison’s HWM Jaguar alongside. The third row comprises Stan Coffey’s Ferrari 750 Monza, Ron Phillips’ Austin Healey 100S and Tom Sulman’s green Aston Martin DB3S at right.
This AGP day grid excludes some of the cars which contested the ATT the week before including the first three placegetters, Moss and Behra, Maserati 300S and Ken Wharton, Ferrari 750 Monza. By that stage the Maseratis may have been sold to locals Doug Whiteford and Reg Smith, if not they were very much for sale, so best not to put them at risk by racing them, cash was critical to Maserati.
Brabham’s 1.5-litre Climax FWB engined machine won the race by nine seconds from Stillwell’s D-Type, Jack’s task was made easier when Pitt – first Aussie home in the ATT the week before – clipped a kerb in his D-Type on lap one and rolled it, he handily landed amongst the hay bales while the Jag was rendered somewhat second-hand. In a motor-dealer strong field, Bill Patterson’s T39 Bobtail was third, then Paul England in the superb Ausca from Kiwi, Ross Jensen’s AH 100S and then Ron Phillip’s similar car in sixth.
The single-seater shots are of course the machines contesting the AGP won convincingly by Stirling Moss’ works-Maserati 250F from team-mate, Jean Behra’s similar 2.5-litre F1 car. Peter Whitehead was third in a Formula Libre 3.4-litre Ferrari 555 Super Squalo from local 250F exponents Reg Hunt and Stan Jones.
The gathering of drivers before the off is interesting, perhaps it’s just before the drivers briefing. Mind you, they may be discussing their flight connections that evening, the army’s Southern Command Band marched and played on…and on, as landlords of part of this particular manor, they weren’t keen to leave the track after their moment of glory, ensuring the race started an hour late.
From the far-left it’s Whitehead’s #3 Ferrari, the guy in the brown sports-jacket looks like Bib Stillwell to me. He didn’t contest this race but still may have ambled up for a gander. Based on the shot below, the guy in the green/blue helmet is perhaps Whitehead, but who is the driver in the white helmet? Behra is in his car with Moss perched on his left-rear, Stirling’s car is on pole. Look at that crowd and the Repco sign.
Moss’ car is about to be fired up, a mechanic is inserting the battery operated starter-shaft, the silver car on row two at right is Ken Wharton’s Maserati 250F, DNF engine failure. What wonderful theatre it must have been.
These colour shots really do allow you to feel the vibe, the palette – high quality Kodachrome film here I think – of clothing is so much more muted than today’s. This stretch of road and trees are still there, It’s roughly parallel with the current front straight, and between it and the lake. Look at the press-men in their stereotypical brown ‘flasher’ trench coats. Isn’t the lady elegant and rare, these days Drive To Survive has ’em out in droves, happily motor-racing remains a girlfriend free zone for me.
That’s Whitehead’s Ferrari 555 with, perhaps, Lex Davison’s 3-litre Ferrari 500/625 being pushed into place behind, he shared the second row with Ken Wharton’s Maserati 250F, on the third row was Reg Hunt’s 250F, Reg Parnell in the other Ferrari 555 Super Squalo and Kevin Neal in the ex-Hunt 2.5-litre Maserati A6GCM.
Credits…
Ian Curwen-Walker and Russell Garth many thanks, ‘Glory Days : Albert Park 1953-58’ Barry Green
Tailpiece…
Moss on the hop before the rains came, he beat Jean Behra by close to two minutes, the 80 lap/250 miles journey took him 2 hours 36 15.4 min/secs.
Finito…
Reg Hunt #5 and Guerino Bertocchi #7 in Maserati 250Fs prior to Saturday practice, Albert Park, Australian Grand Prix, 1 December 1956…
Hunt looks pretty happy with himself whilst Maserati’s legendary tester/mechanic Bertocchi wonders if everything is AOK with the Moss #2501. To the left of Hunt’s car is Tom Sulman’s Aston Martin DB3S.
James Lineham had a fantastic day at the ‘Park, the sun shone making it ideal for spectators, especially those with cameras. He used his expensive colour film wisely in the paddock, his camera wasn’t sophisticated, so best to take snaps of stationary or slow moving cars. Then he shot off some monochrome action work whilst he walked Albert Park’s huge expanse.
James life spanned 1925 to 1997, he was a young enthusiast aged 31 when he attended this meeting. After his death his wife carefully went through all of his precious belongings, found these photographs and donated them to the State Library of Victoria for enthusiasts like you and I to see, in 2014.
Many thanks James and Catherine Lineham. Blurry though some of them are, they ooze atmosphere of a weekend spoken about in reverential terms by those fortunate enough to have attended. One of the journalists of the day, wrote of the weekend as ‘when Australian motor racing came of age’.
I’m obsessed with a few circuits in Australia in particular; Warwick Farm, Mount Panorama, Longford, Lobethal and Albert Park – Longford and the ‘Park especially. I live in Windsor 750 metres from Albert Park’s Austin Healey Corner/Turn 13, the Union Street/Queens Road second gear right-hander.
I run around it every other day, I think about the fellows who conquered it’s oh-so-quick unguarded challenges in the 1950s and do so in much more safety today. I feel its wonderful rhythm, vibe and sense of history all the time. These snaps gimme that vibe, Albert Park is a wonderful place to be even at 5.15am with only the park’s Daffy Ducks as company!
When originally posted, the article comprised James’ shots only, but the piece has grown over the years as other photographs have appeared online and I have plucked them from certain obscurity on FB.
Attached are links to articles already written about this motor racing fortnight during the 1956 Melbourne Olympic Games which ‘put Melbourne, if not Australia on the map’.
In fact James had a big choice to make that day. He could have taken a vantage point on the men’s marathon course from Clayton to the Melbourne Cricket Ground. Algerian born Frenchman Alain Mimoun won it in 2:25.00 from Franjo Mihalic of Yugoslavia a minute and a half behind.
The Australian Tourist Trophy; https://primotipo.com/2016/01/29/1956-australian-tourist-trophy-albert-park/ and Australian Grand Prix; https://primotipo.com/2016/12/27/moss-at-albert-park/
The short story of the race is that Stirling Moss won the 80 lap, 250 mile event on 2 December 1956…
He did so by a lap from teammate Jean Behra, Peter Whitehead’s Ferrari 555 Super Squalo, Reg Hunt’s Maserati 250F and Stan Jones’ similar machine. It was a dominant display from the plucky Brit who was always, and still is immensely popular when he visits Australia.
International representation included the two works Officine Maserati drivers Moss and Behra (#1 above) who brought no less than five Masers with them. They shipped three 250Fs, two of the latest specification and an earlier chassis, and two 300S sportscars both of which remained in Australia post event. The cars were based at Reg Hunt’s Holden Dealership just up St Kilda Road on the Nepean Highway in Elsternwick a few kilometres from the circuit, the 300S’ being famously driven between workshop and racetrack.
Jean didn’t have a great year, being comprehensively bested by one of the most gifted drivers in the world, but third places at Buenos Aires, Monaco, Reims, Silverstone and at the Nurburgring is hardly shabby. Over the two weekend Australian carnival it was Moss winning both the AGP and the Australian Tourist Trophy held the weekend before.
Moss raced #7 250F chassis number 2501 and Behra #1 2522. The spare car – 2507 – was driven by both Moss and Hunt during practice. At one point it was thought Jack Brabham may race it, not having an AGP ride that year, but it was not to be. A pity, by that stage Jack had two seasons of racing in Europe behind him so would have given all but Moss and Behra a good-go.
Scuderia Ambrosiana entered two Ferrari 555 Super Squalos powered by 3.4-litre 860 Monza four cylinder engines.
The AGP at this time was run to Formula Libre rules, the cars above were driven by #2 Reg Parnell, chassis number FL9002 and #3 Peter Whitehead, chassis FL9001. Whitehead was a regular visitor to Australia dealing with the family wool business and had won the Australian Grand Prix way back in 1938 aboard his ERA chassis R10B, when he was 24, in 1956 he was 42 years of age.
Whitehead started the carnival well winning the Bryson Industries Cup support event to the Australian Tourist Trophy the week before, ahead of Hunt and Kevin Neal, Maserati A6GCM.
Whitehead and Parnell were unlikely to be on the pace of the works Masers but would be good bets as best of the rest, as indeed they were, Peter was third and Reg sixth. The Parnell car remained in Australia, click here to read about it;
Car #9 in the background of the photo above is Lex Davison’s Ferrari 500/625, Alberto Ascari’s 1952/3 dual World F1 Championship winning chassis #0005, iconic in Australia and winner of the 1957 and 1958 AGP’s at Caversham and Bathurst respectively. The 3-litre car, which then carried chassis number #0480 was seventh, five laps behind Moss with various problems.
Ken Wharton was a well credentialled Brit in both single-seaters and sportscars, but his ‘Ecurie Du Puy’ (John Du Puy was an American resident in Switzerland) silver Maserati 250F was said to be, and looked, tired.
Chassis #2521 had been Behra’s works machine – a new car that season – and raced in eight events earlier in the year before being sold to Du Puy. But it looked in-need-of-a-birthday before leaving Europe, it was the latest bit of kit, properly prepared the car was a top-three contender.
Ken retired the car on lap 19 and then journeyed on to race the Maserati and his Ferrari Monza in New Zealand that summer, unfortunately dying in a tragic accident aboard the Monza on 12 January 1957 at Ardmore during the NZ GP weekend.
The best prepared and equipped of the locals were the well-heeled Victorian motor dealers, Reg Hunt and Stan Jones in Maserati 250Fs of similar specification and cobbler Lex Davison, who owned a shoe manufacturing and distribution business.
Lex’ Ferrari was older than the 250Fs but was quick with its 3-litre four cylinder, DOHC engine and was beautifully prepared by Alan Ashton at AF Hollins motor engineers just up the road from the ‘Park in Armadale. In fact all three of these cars lived close to the circuit. Hunt was fourth, and best of the locals, Jones fifth and Davison seventh.
Doug Whiteford was another local – very – his dealership/workshop was in Carlisle Street St Kilda, a drop-kick from Albert Park.
Whiteford’s first Talbot-Lago T26C, chassis #110007 was an astute purchase, the robust, simple design was well suited to Australian events. It was beautifully prepared and driven by ‘Dicer Doug’ who won two of his three AGPs in it, at Bathurst in 1952 and at Albert Park in 1953. Click here for a piece on Doug’s TLs;
The purchase of the second T26C (photo above) wasn’t quite so smart though. An earlier chassis #110002 but later spec mechanically than #110007 sounded ok but the game in Oz had moved on. He needed something more modern and competitive.
Whiteford was a consistent third in the ’55 AGP at Port Wakefield behind Brabham and Hunt but by ’56 the old Talbot Lago was simply not on the pace. Still, his bankroll was more modest at the top level than most. A shame, as Doug, 42 then and as vastly experienced and tough as they come didn’t give a yard to any of the locals. Whiteford in a 250F or something of that performance envelope would have been worth travelling a few miles to see. It’s a shame he bought a 300S off Maserati after this meeting rather than a 250F.
Reg Hunt made everybody take notice in his ‘Flying Bedstead’ Hunt JAP Spl in hillclimbs and on the circuits in the late 1940s/early 1950s and then refined his craft with a season racing a 500 F3 Cooper machine in the UK in 1954.
On his way back to Oz he acquired a superb Maserati 250F engined Maserati A6GCM chassis #2038 (above with Kevin Neal at the wheel) with which he belted the locals in 1955. Only mechanical failure kept him from the ’55 AGP won by Brabham’s Cooper T40 Bristol. Hunt ordered a 250F for ’56, he was allocated a rebuilt 1955 works machine chassis 2516 with Melbourne haulier Kevin Neal – who had also raced an ex-Hunt Cooper T53 Bristol – the purchaser of the A6GCM.
Neal had a shocker of an AGP, bending the car severely and injuring himself late in the race when he lost the car in the greasy conditions. I wrote a long feature about the A6GCM;
Stan Coffey’s Ferrari 750 Monza sportscar below. He raced the car in the Australian TT, DNF in the classic won by Moss from Behra and Ken Wharton’s Ferrari Monza.
It’s a rare, clear shot of the man, now whatever became of him? There is an obscure article topic, he raced a few interesting cars too, Cooper Bristol etc…
Entry List…
Etcetera…
The photograph above is in the AF Hollins Pty.Ltd workshop in 604 Hight Street, Armadale (the building still exists as a tyre fitter/retailer). Julian ‘Gib’ Barrett’s #19 Alta GP-2 1.5 s/c alongside Lex Davison’s Ferrari 500/625. Behind are the two Ferrari 555s, Reg Parnell’s partially obscured on the left and #3 Peter Whitehead on the right. The other car we can just see at far left is the Wharton silver Maserati 250F.
Reg Parnell’s Ferrari Super Squalo, Lex Davison’s Ferrari 500/625, looking smaller in comparison, and the dark coloured Kevin Neal Maserati A6GCM which did not look quite so pristine at the end of the weekend.
Quite what is going on here I’m not sure, it’s most certainly not the start of the touring car race!
Derek Jolly’s very successful Lotus 11-esque Decca Mk2 Climax. 13th outright and first in class in the Australian Tourist Trophy won by the Moss Maserati 300S. See here for more on Derek and his cars; https://primotipo.com/2017/11/09/dereks-deccas-and-lotus-15s/
Otto Stone’s MG K3 looking very lonely in the seemingly deserted Albert Park paddock.
Stone was a legendary driver/engineer who fettled all manner of exotic machinery not least Stan Jones’ Maserati 250F during Stan’s glory years including his 1958 Gold Star and 1959 AGP Longford campaigns.
Stone placed second in the curtain raiser, opening event on the first weekend of the carnival, the 16 lap Argus Cup handicap for racing cars. Neil Charge won aboard the Charge brothers MG Special with the C Martyr Sunbeam third.
Our engineering oriented friend is taking a good, hard look at Jack Myers’ Cooper T20 Waggott-Holden aka WM Holden. The 2.4-litre Waggott twin-cam head, six-Amal fed Holden Grey six-cylinder engined Cooper placed 12th and last in the AGP. The story of the car and its amazing driver/engineer is here; https://primotipo.com/2015/02/10/stirling-moss-cumberland-park-speedway-sydney-cooper-t20-wm-holden-1956/
Bibliography…
8W.forix.com on Maserati 250F chassis numbers, oldracingcars.com
Photo Credits…
James Lineham, State Library of Victoria, Simon Landrigan, Brian Moyle Collection, Gordon Dobie Collection, Oscar Plada, John Hunting, Gray Family Collection, Ian Curwen-Walker, Melbourne Argus, Ron Jackson
Tailpiece…
The Maserati corner of the Albert Park paddock, how good would that have been! The factory spare and Behra’s race-car in shot with Kevin Neal’s 2.5-lite A6GCM behind being looked after by the short-arse mechanic.
Finito…
Stirling Moss leads the 1956 Australian Grand Prix at Albert Park in his works Maser 250F…
The dark, gloomy, wet weather shot could be in Europe. Stirling won the 80 lap, 250 mile race held on 2 December 1956 by a lap from teammate Jean Behra, Peter Whitehead’s Ferrari 555 Super Squalo, Reg Hunt’s Maserati 250F and Stan Jones’ similar car.
The excitement of this post Melbourne Olympic Games race meeting run over two weekends I covered in an article about the Australian Tourist Trophy which Moss also won the week before, in another works Maser, this time a 300S, click here to read it;
This short article is pictorial in nature, I rather like the justaposition between his win in the conventional, state of the art 250F in 1956 and victory two years later in the 1958 Melbourne Grand Prix. On that occasion Stirling was in a paradigm shifting, mid-engined Cooper, a T45 Climax. He took the first modern era, mid-engined GP win on January 19, 1958 in a Cooper T43 Climax at the Buenos Aires circuit in Argentina.
Stirling won that 32 lap, 100 mile Albert Park, Melbourne GP race run in super hot conditions on 30 November 1958…
Behind him was Jack Brabham’s similar Cooper T45 Climax 2.2 FPF- Doug Whiteford’s Maser 300S and Bib Stillwell’s Maser 250F were third and fourth.
The race was a Formula Libre event attended by over 70,000 spectators. Brabham led away at the start but Moss soon passed him and moved steadily away keeping a strong lead despite easing in the final laps given his cars water temperature, which was off the Smiths clock!
Melbourne GP start, Jack gets the jump in the centre from Moss on the left, both in Cooper T45’s and Stan Jones Maserati 250F.
Stirling’s car was fitted with an Alf Francis built Coventry Climax FPF, 4 cylinder DOHC, two valve, Weber carbed engine of 2051cc, it was a ‘screamer’ with trick cams and crank. Jack’s T45 toted a 2.2 litre FPF, revised Ersa five-speed ‘box and double wishbone rear suspension.
The two new-fangled Cooper T45’s were the class of the field, Moss and Jack took a heat apiece. The natural order of things in Australia changed very rapidly, just like everywhere else, albeit the last Australian Grand Prix won by a front-engine car was Stan Jones’ win at Longford several months after the Albert Park meeting, on 2 March 1959.
Brabham was still on the rise as a driver, he raced in F2 in 1958 (and in the F2 class of some GP’s) but took fourth in the Monaco classic, sixth in the French, seventh in the Portuguese and eighth in the Dutch GP at Zandvoort-all in works F1 Cooper T45’s. His time was shortly to come of course, in 1959 and 1960.
Sadly, the 30 November 1958 Albert Park race was the last race meeting until the modern Albert Park era
That commenced with the first of the F1 Grands Prix in 1996, or more precisely with some historic events in the years before which ‘softened up the public’ to the concept. The use of the park for motor racing became enmeshed in 1950s Victorian State politics, the net result was the end of racing for nearly forty years.
Barry Green observed in his book, ‘Glory Days’, ‘In many ways that final meeting represented a changing of the guard. The two nimble, little rear-engined cars had blitzed the field, underscoring the fact that the writing was on the wall for the big, front engined cars’.
‘So too, the days of the wealthy sporting amateur, of racing for a silver cup and the fun of it all. Professionalism had arrived- to see that, one had to look no further than the darkening sky over Albert Park; to a hovering helicopter, about to pluck Stirling Moss from the crowd and whisk him off to Essendon Airport and connections to the Bahamas for the Nassau Speed Week’.
Checkout this fantastic BP film, supporters of Moss’ attendance at the event, of the 1958 Melbourne GP meeting…
Etcetera: 1956 AGP/ATT weekends, November/December…
With Reg Hunt at left and Ken Wharton, right, before the start of the Australian Tourist Trophy- Moss’ winning Maserati 300S at right- and en-route to victory below.
Jean Behra grabs a quick drag whilst Moss deals with a fan.
And below corrects a delicate slide on the fast, demanding Albert Park road course- Maserati 250F.
Victory shot on soggy race day- wonderful, rare photograph.
Bibliography…
‘Glory Days-Albert Park 1953-8’ Barry Green
Credits…
stirlingmoss.com, LAT, Fairfax Media, Graham Rhodes, Simon Landrigan, Robert Jones, Australian Motor Heritage Foundation via Brian Caldersmith, Janet Russell Collection, JA Dennison
Tailpiece…
And what a fine tail it is too. Moss, Maser 250F and mechanic in more recent times. “I won’t remember your number, text-me,” is the gist of the conversation.
Finito…
Stirling Moss cruises his works Maserati 300S chassis #3059 through the Albert Park paddock prior to winning the Australian Tourist Trophy on 25 November 1956, he repeated the dose in a 250F in the following weekends Australian Grand Prix…
One of the wonderful things about this internet thingy is the number of unseen photos of our sport which pop up from time to time giving people like me something to write about. And so it is that Sharaz Jek recently posted photos his father took as a paying-punter at the Australian Grand Prix carnival at Albert Park held during the Olympic Games.
It would have been more considerate had he posted them six months ago when i first wrote about the two Maser sportscars brought to Australia as part of a five car team by Officine Maserati!. But hey, it gives me a chance to write about the ATT specifically, click here to read the earlier article, i won’t repeat the background or destiny of the two 300S’ which stayed in Oz post event;
Bob Jane: Maserati 300S: Albert Park 1958…
Melbourne in 1956…
I wasn’t born in 1956 but its fair to say i was more than a twinkle in my parents eyes, so i didn’t attend the mid-fifties Albert Park meetings which older enthusiasts speak so fondly about. Running around the lake last weekend i reflected on how little Albert Park had changed but also how much Melbourne had, the skyline of the city a short 2 Km away.
In 1956 Melbourne’s population was circa 1.5 million people, now it’s 4.7 million, the war ended only a decade before and with it successive Australian Governments established an aggressive migration program which provided, and continues to provide us with the wonderful, peaceful mix of people and their cultures which makes this such a special country and city in which to live. Disgraceful offshore detention centres notwithstanding!
The ’56 Olympic Games, held from 22 November to 8 December was an important part of opening our society to other cultures and equally allowed us to showcase our country, city and capabilities to the world.
The same can be said about the 1956 Albert Park International race meetings and their impact on Australian motor-racing; Barry Green in his wonderful book ‘Albert Park: Glory Days’ said; ‘The weekend was the proverbial moment which changed the face of motor racing in this country. Here for the first time we had a current works sports car and F1 team and other leading international drivers in ex-factory cars; their presence prompting the best of the locals to upgrade their machinery, spend even more and charge harder. A world class field deserved a world class venue and world class crowd. And in the picturesque Albert Park and thousands of international visitors filling Melbourne to overflowing for the first Olympic Games to be held south of the equator, it had just that’.
So, to put you in the zone of the times before reading this piece I have added some photos of Melbourne in 1956 to give you the ‘feel of the joint’ and flavour of the times six decades ago, the racing stuff is after that if you wish to cut to the chase…
The first weekend of the two week AGP carnival comprised four events, the feature the Australian Tourist Trophy for Sports Cars was held on 25 November…
A convoy of Maserati mechanics drove the 250F and 300S, the 5km from Australian International and 250F driver Reg Hunt’s Elsternwick Holden Dealership, where the cars were maintained each day to Albert Park, on the Nepean Highway and St Kilda Road. Not too much of a problem then but guaranteed to boil a Maserati 300S sans radiator fan these days!
Most of the drivers stayed close by in the ‘Espy’, the Esplanade Hotel in St Kilda, it’s still there if you want a ‘bevvy’ during the AGP carnival and is well known to Australians as the home of the ‘RocKwiz’ music quiz show.
Fitzroy Street St Kilda felt exotic and buzzed with thousands of visitors from all over the world eager to explore the local delights of the bayside suburbs restaurants and bars. They were full of people including recent European migrants eager to get a touch of home for a few hours at least. The Espy and Tolarno’s were ‘chockers’ and no doubt the proprietors of the areas ‘red light’ precinct did good trade.
In ’57 the factory 300S’ were campaigned by Moss, Behra and Piero Taruffi taking wins at Silverstone, Nassau, the Nurburgring, Rouen and Buenos Aires; the works allocated # 3055 to Behra and # 3059, the ‘featured car’ here to Moss. Stirling was in sparkling form having won the Venezuelan Grand Prix in Caracas a fortnight before arriving in Melbourne, Behra also contested the race.
There was a strong entry for the ATT of around 36 cars; Peter Whitehead returned to Australia hoping to repeat the success of his 1938 tour which culminated in an ERA Bathurst Australian Grand Prix win for him.
His entry in the ATT was a Ferrari Monza, similar cars were entered by Brit Peter Wharton and local motor dealer Stan Coffey. The Whitehead and Wharton Ferrari’s were garaged at AP Hollins in Malvern where Lex Davison’s mechanic/engineer Alan Ashton, well familiar with 4 cylinder Ferrari’s (Davison raced the ex-Ascari Tipo 500/625) could keep a close eye on them.
Lex, already the winner of one of his four AGP’s in 1954, entered his HWM Jaguar, his Ferrari was raced in the AGP won by Moss’ 250F the following weekend.
Jaguar D Types were entered for Kew motor dealer and later multiple Australian Gold Star champion Bib Stillwell and Queensland’s Bill Pitt driving the Mrs Anderson owned car.
Jack Brabham returned from Europe where he was establishing a strong reputation to drive a Cooper T39 ‘Bobtail’ Climax with future Gold Star Champion Bill Patterson, another Melbourne, Ringwood, Ford dealer in a similar car.
Veteran Tom Sulman raced his ‘Kangaroo Stable’ Aston Martin DB3S, the quicker entries rounded out by Austin Healey 100S’ for multiple AGP winner Doug Whiteford and Ron Phillips.
A fantastic crowd of 150,000 people gathered to watch the days racing which was marred by the critical injury and subsequent death of Peter Catlin in the first race of the day after he lost control of his Bugatti at Melford corner.
This dominated the tabloids coverage of the race but ‘The Argus’ noted Moss’ lap record of 1:55.8 ‘set in a sportscar, the record previously held by a racing car’ and ‘one of the finest exhibitions of race driving seen in Melbourne’.
To the surprise of many Behra put his car on pole and lead from the start of the 100 mile race with Patterson flipping his Cooper at Melford Corner without too much damage to him or the car on the first lap.
Behra lead the other 35 competitors at the end of lap 1 from Moss, Stillwell’s D Type, the two Monza’s of Wharton and Whitehead, Brabham’s Cooper T39, Bill Pitt’s D type and Paul England’s beautifully designed Ausca. The car was built by England in his spare time at Repco, was powered by the first Holden/Repco Hi-Power cylinder head engine.
On lap 2 Moss gave his French teammate a blast on his Masers ‘Fiamms’ at Jaguar Corner to let him through, and an even bigger one when he did so, team orders not new in motor racing! At the front Wharton and Brabham slipped past Stillwell with Bill Pitt getting progressively quicker in his XKD and closer to the shapely tail of Whitehead’s Monza.
Moss had a lead of 20 seconds from Behra, Stillwell spun giving Pitt ‘a sniff’ at him as Moss set fastest lap on the 27th tour, passing lots of slower traffic in the process.
By the race’s end only Jean Behra was on the same lap as Moss, the Brit took the flag from Behra, Wharton, Pitt a great 4th and first local home, Stillwell, Whitehead, Lex Davison’s HWM Jaguar and Kiwi Ross Jenson in an Austin Healey 100S and the rest.
Other ATT Meeting Photos…
Etcetera…
Bibliography…
Barry Green ‘Albert Park: Glory Years’
Photo Credits…
Sharaz Jek especially for the shots which inspired the article, Getty Images for all of the Melbourne ‘atmo’ 1956 shots, Arnold Terdich, Eileen Richards, John Blanden, Philip Skelton, Graham Hoinville, autopics.com
Tailpiece: She is MY daughter Stirl don’t even think about it!…
Finito…
Stirling Moss being briefed by Jack Myers about his Cooper/WM Holden before lapping Cumberland Park Speedway, Parramatta, Sydney, November 1956…
The WM Holden is the prototype ex-John Cooper/Mike Hawthorn/ Bernie Ecclestone/Stan Coffey Cooper T20 Bristol # CB/1/52 acquired damaged by Myers, rebuilt and fitted with a Holden six-cylinder ‘Grey Motor’. The standard OHV iron head was replaced by an alloy DOHC head developed by the incredibly talented Sydney engineer Merv Waggott, and then renamed WM (Waggott Myers) Holden.
Moss was in Australia to race factory Maseratis in the Australian Grand Prix carnival at Albert Park in Melbourne, a two week event during which Moss won the AGP in a 250F and the Australian Tourist Trophy in a 300S.
Quite how he came to drive Myers’ car at Cumberland Park in Sydney is a bit of a mystery but was perhaps part of a fuel company promotion, I am keen to hear from anyone who knows the story. Moss didn’t race the Cooper but did a number of demonstration laps around the quarter mile speedway on the outside of Cumberland Park, which was also used for cricket and rugby. Jack Myers also contested the Australian Grand Prix at Albert Park, the WM finished 12th and lapped several times by the Moss 250F.
WM is Waggott/Myers…
The cylinder head was initially fed by six Amal carbs but these were later replaced by 6 1 3/4inch SU’s. The engine developed around 197bhp at its peak making the car an outright contender in its day.
‘Grey Motor’ was the colloquial name of these engines which, painted grey, were first fitted to the 48-215 Holden, General Motors first Holden sedan built in Australia. Later iterations of the Holden OHV straight-six were Red Motors and Black Motors as the blocks were, you guessed it, painted red and black. The standard Grey displacement was 132.5 cubic inches or 2170cc, the 6 cylinder OHV, four main bearing, single Stromberg carb engine produced 60bhp in standard form.
The Waggott engine’s block, crankshaft and conrods were made by GMH (General Motors Holden) but the head, pistons, dry sump lubrication system and other components were made by Merv Waggotts’ business. Capacity was increased to 2440cc with the camshafts driven by chain from the crank.
Six or seven heads were built, the engine won the Australian GT Championship for Queenslander and later Bathurst winner John French in his Centaur in 1962. The market for the heads essentially dried up when the new touring car/sedan racing regulations of the day, Appendix J did not allow changes to cylinder heads other than modifications to standard heads. Waggott built modified Holden heads to these rules as well.
The WM/Cooper used an MG TC gearbox with specially cut gears, the differential was initially a Holden 48-215 unit but this was later replaced by a Ford V8 component. Suspension was standard Cooper, most of the damage to the car was to the body hoops and the body itself which was repaired by the talented Myers.
Jack Myers raced the car very successfully…
It reapppeared after repair and installation of the Holden engine at Bathurst in October 1956. In November he attacked the Australian Land Speed record setting a new mark for Class D at 25.46 seconds for the standing kilometre. Moss ran the car at Parramatta shortly thereafter and the week after that Myers finished 12th in the AGP. Moss and the car were reunited many years later.
The car overheated in the scorching hot 1957 AGP at Caversham WA, the chassis was replaced after an accident at Bathurst in 1957 when Jack bounced the car from bank to bank going into Forrest’s Elbow.
This time the car was rebuilt from scratch, the team constructed a new tubular frame to replace the original box-section chassis. John Blanden records that Myers had completed the rebuilds of the McMillan Ferrari Super Squalo and Jack Davey D-Type Jaguar chassis and incorporated some ideas from those experiences including lowering the engine by three inches. The suspension was re-designed but still used many Cooper parts, a quick change diff was built by Myers, and D-Type clutch incorporated.
The WM was immediately successful, going even faster still when fitted with disc brakes, it finally met its maker at Bathurst in October 1960 when Jack ended up in a ditch on the way into The Cutting escaping injuries, but the car’s chassis and suspension were badly damaged. The WM was split up and its core components sold.
Myers was sadly killed in a race at Catalina Park, Katoomba, in the Blue Moutains outside Sydney not long afterwards.
In 1962 Syd Fisher bought the remains of the car and fitted a Chev Corvette 283cid V8, Alvis gearbox, Halibrand type quick change rear axle to which a ZF limited slip diff was fitted, achieving seventh in the 1963 Victorian Road Racing Championship.
The car passed through others into the caring hands of John Emery, and then to Gavin Sandford-Morgan in 1972. There it was rebuilt by a dedicated team of volunteers at the Birdwood Mill Museum outside Adelaide to its Jack Myers spcification including the Waggott engine, the car making its debut at the 2000 Australian Grand Prix where it was driven by Stirling Moss, exactly as it was at Parramatta in 1956.
Merv Waggott developed his own 4 cylinder, DOHC four valve, fuel injected engine in the late 1960’s in capacities of 1.6, 1.85 and 2 litres, the smaller engines used Ford Cortina blocks, the 2-litre an aluminium bespoke crankcase and cast iron block developed by Waggotts.
These engines won many races and championships including the 1969, 1970 and 1971 Australian Drivers Championships – the Gold Star – for Kevin Bartlett, Leo Geoghegan and Max Stewart in the Mildren ‘Yellow Submarine’, Lotus 59B and Mildren Waggott chassis respectively. I will write about this engine in detail at some point.
Waggott Engineering still exists however Merv Waggott died in an ultralight plane accident in 1992.
Cooper T20 Bristol Chassis # CB/1/52…
Doug Nye’s research for the book Cooper Cars found this car to be the prototype T20 which was shown to the press in January 1952. John Cooper drove it on its debut at Goodwood on 14 April 1952. It was also driven by Reg Parnell, Mike Hawthorn – whilst he awaited delivery of his own T20 – and Bernie Ecclestone before being sold to Fred Tuck, a Brit who raced the car in the New Zealand Grand Prix in 1954.
During that trip the car was sold to Sydney’s Stan Coffey who raced it as the ‘Dowidat Special’, in deference to his sponsors, a manufacturer of hand tools. Amongst Coffey’s competitors was Jack Brabham in the ‘Redex Special’, a Cooper T23 Bristol.
Coffeys results were not startling but he finished eighth in the 1954 AGP at Southport, Queensland. He raced the car little in 1955 but contested the AGP at Port Wakefield, South Australia. Brabham won the race in the Cooper T40 Bristol Bobtail he had built in time for the 1955 British GP. Coffey rolled the car halfway through the race, the car left the track and tripped on the grass verge. Stan broke his nose but was otherwise uninjured, selling the car to Myers in as-is condition. The car was taken to Myers’, Maroubra, Sydney workshop where its rapid transformation to Waggott Holden power was completed.
The Cooper Bristols were built as 2-litre European F2 cars, the engine was the BMW 328 6 cylinder design which fell into Bristols’ hands as part of WW2 reparation compensation and was further developed post-war by BMW designer Fritz Fiedler. The 1971cc engine developed circa 127bhp @ 5800rpm.
Etcetera…
Cooper T20 Bristol-Stan Coffey
WM Holden-Jack Myers
Both these shots were taken in 1957 at Caversham during the AGP weekend. The Holden engine installation was very neatly and professionally executed by Myers, whilst the machine was called the WM Holden, Cooper Holden was perhaps more indicative until the chassis was substantially changed by Jack and his team. Carbs on the engine are Amals at this point, six 1 3/4 inch SU’s later fitted.
WM Holden-Stirling Moss
Credits…
Myer Family Collection, John Ellacott, MrFire, Ivy & Jack Carter, The Roaring Season, Kevin Drage, Ken Devine Collection, John Ballantyne
John Blanden ‘Historic Racing Cars in Australia’, Doug Nye ‘Cooper Cars’, ‘Memories of Jack Myers’ aussieroadracing.homestead.com
Tailpiece: WM Holden by John Ballantyne, beautiful work…
Finito…
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Alan Stanley Jones MBE (born 2 November 1946 in Melbourne, Victoria, Australia), is a former racing driver who won the World Championship in 1980. He drove for Hesketh, Hill, Surtees, Shadow, Williams, Arrows and Lola during his career. The son of racing driver Stan Jones, Alan got an early...
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Formula 1 Wiki
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https://f1.fandom.com/wiki/Alan_Jones
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Alan Stanley Jones MBE (born 2 November 1946 in Melbourne, Victoria, Australia), is a former racing driver who won the World Championship in 1980. He drove for Hesketh, Hill, Surtees, Shadow, Williams, Arrows and Lola during his career.
The son of racing driver Stan Jones, Alan got an early start in motorsport but due to a lack of finance, saw his progress up the ranks to be quite slow. He finally reached Formula Three aged 24 in 1971, and eventually made his F1 début, aged 28, at the 1975 Spanish Grand Prix for Hesketh. After a few races, Jones moved to Graham Hill's team to replace the injured Rolf Stommelen, scoring his first points with fifth place in Germany.
In 1976, Jones moved to the team of another Champion of the 1960s, John Surtees. Jones managed three point-scoring finishes, including fourth at the Japanese Grand Prix. The next year, after originally declining an F1 seat, he joined Shadow replacing the late Tom Pryce. In a breakthrough season, Jones scored his first victory at the 1977 Austrian Grand Prix and a third place at Italy, both after starting from the middle of the grid.
Changing teams once again, for 1978 Jones originally signed a deal with Ferrari, but with a clause allowing the Italian team to replace him with a North American driver, and when Gilles Villeneuve came into the picture, Jones was out. This lead Jones to become the sole driver for Frank Williams' latest venture. For a new team, the car performed well, with Jones scoring a podium for second place at Watkins Glen at the penultimate race. Continuous improvement was made heading into 1979. After a slow start to the season, Williams became one of the front runners in the second half of the year. Jones took four wins, maximising his points total for the second half of the season, and claiming third in the title race. Jones also took victory in the Gunnar Nilsson Memorial Trophy.
1980 turned out to be an excellent year for Jones. Starting with a victory in Argentina, Jones took five total wins (also including the final two races) and five other podiums to become F1 World Champion by a margin of thirteen points over Nelson Piquet, taking a commanding title lead in the penultimate race. Jones also took victory in the controversial non-championship race, the Spanish Grand Prix, which was originally meant to be a full championship event.
In 1981, the original first race was declared non-championship, after which Jones claimed the first championship race of the season in Long Beach. A mid-season slump saw teammate Carlos Reutemann challenge Piquet more strongly for the title, and Jones was out of contention for the final race of the season, which the Australian won to classify third in the Championship.
Jones suddenly retired from F1 ahead of the 1982, claiming wanting to enjoy his family life and not wanting ground effect cars; Williams replaced him with Finn Keke Rosberg. The motor racing bug hadn't left him, though, and he began competing in domestic Australian races. An opportunity then opened at Ferrari, following the death of Villeneuve, but Jones refused, and Mario Andretti drove instead. With ground effect cars being banned, Jones looked to make a comeback in 1983, signing a deal with Arrows for the United States Grand Prix West at Long Beach and non-championship Race of Champions at Brands Hatch. Despite breaking his leg in a horse riding accident, Jones took part in both events, retiring in Long Beach but finishing third at Brands Hatch. He would have competed in more races, but was unable to pick up sponsorship and he was replaced by pay driver Chico Serra.
Remaining in Europe after this, Jones competed in the 1984 24 Hours of Le Mans, finishing sixth with Vern Schuppan and Jean-Pierre Jarier. Returning down under in 1985, Jones took part in the first seven rounds of the Australian Touring Car Championship before an opportunity to replace an injured Andretti in a CART race lead to Jones resuming his F1 career at Lola. Driving only a few races, including the first time that the Australian Grand Prix was held as an full F1 race, Jones failed to reach the chequered flag each time. In 1986, Jones only managed two points finishes, and he retired from F1 for good.
Following his retirement, Jones entered Japanese endurance racing in 1987 and Asia-Pacific Touring Cars in 1988. After a break in 1989, Jones returned to Australia, racing in the Australian Touring Car Championship. He slowly built his speed up, eventually winning three races, two in 1993 and one in 1994; he was also classified second in the title race in 1993. He retired from competitive racing in 2002, aged 56. In 2005 he joined the short-lived Grand Prix Masters series, but withdrew from the first race citing neck pains.
Outside of a racing car, Jones has co-presented F1 for Nine Network F1 and Network TEN F1, managed the Australian A1 Grand Prix team and, most recently, one of the ex-driver stewards who provides a racing driver's view on situations.
Early life and career[]
Early years[]
Alan Jones was born in Melbourne, Australia where he attended Xavier College during his schooling years. Jones who was raised in a motor racing environment sought from a young age to emulate his father, Stan Jones. The elder Jones was one of Australia's top racing driver's from the 1950s, Stan had won the 1958 Australian Driver's Championship in a Formula One class Maserati 250F as well as the 1958 Australian Grand Prix. He was considered strong enough for Formula One and conducted test drives for both BRM and Ferrari. Jones however declined to move to Europe in order to stay in operation with his successful car business and his family in Australia.
Stan had been training his son Alan from a young age to enter a career into motorsport and at the age of 15 Alan had won his first karting championship. As well as this Jones worked in his father's car dealership as a mechanic and occasionally raced his father's Mini and single seated Cooper. A promising motor racing career was nearly cut short when his father's business went bankrupt during the Australian economic recession of the late 1960s. In 1967, Jones at the young age of 20 went on a holiday with friends to the United Kingdom and Europe. Touring the local race courses, Jones had decided that if he was truly going to do motorsport for a living, he would have to move to Europe in order to be successful. However unfortunately for Jones he lacked even the finances for a Formula Ford drive.
Three years later in 1970, Jones had made the move to the United Kingdom with little more than 50 pounds in his pocket. Jones and fellow Australian driver Brian McGuire started a business selling well used minivan's to fellow Australian migrants. The meager profits earned from this business was enough for Jones to enter motor racing on a shoe string budget.
1971–1973: Formula Three[]
Jones's initial career had little impact. Due to his constricted budget he had been racing around in Formula Ford with little success, however in 1971 he had acquired enough finances to purchase an old Lotus 41 for Formula Three. Jones's initial plan was to upgrade it to Formula Two specifications and sell it in Australia in order to finance a season in Formula Three. This plan went horribly wrong however when he crashed the car at Brands Hatch where he both broke his leg and destroyed the car.
Jones who was going through troubled times had a morale boost when his father Stan moved to the United Kingdom in late 1971 to be with his son. However the 1972 season proved little better than the season before, the lack of budget proving difficult for Jones to prove himself. The following year in 1973, Jones signed for a low-end team called DART Racing. The year started with another added low, Alan's father Stan died due to a stroke. Despite being distraught by his father's loss, Jones would finally prove himself in 1973. The first race after his father's death, Jones took his first Formula Three victory at Silverstone. Jones was an immediate title contender, he took three wins in the entire season and lost the championship by only two points to Tony Brise.
1974: Formula Atlantic[]
After his successful Formula Three campaign, Jones moved up into the British Formula Atlantic campaign for 1974. Jones once again made a successful entrance into the category, despite racing for a multitude of amateur team's Jones won three races in the season. In one event, the support race for the 1974 British Grand Prix at Brands Hatch, Jones whilst racing for Harry Stiller dominated his opponents, lapping at such a speed to match the Formula One cars at the back of the grid. Team manager Harry Stiller was convinced from this performance that Jones needed his Formula One break and began working on getting Jones a Formula One drive.
Formula One[]
1975: Harry Stiller Racing and Hill[]
Harry Stiller who had vowed to get Jones onto the Formula One grid for 1975, failed to attain Jones a seat in time for the beginning of the new season. Stiller however continued to pursue a way for Jones to make his way into Formula One before the end of the season.
Failing to make it into Formula One, Jones raced in Formula 5000 for most of the season. He once again proved successful and took another two race wins during the season. Stiller had meanwhile purchased a Hesketh 308B for Jones to compete in Formula One with for the remainder of the season. Jones's first race was a non-championship event, the 1975 BRDC International Trophy. Jones finished a solid seventh in the event.
Jones's first championship event was at the 1975 Spanish Grand Prix. Jones had crashed into Mark Donohue's Penske on the third lap when both driver's spun off after spinning on oil from Jody Scheckter's Tyrrell. Jones's first race was marred by a much more serious accident in which Rolf Stommelen for Hill was pitched into the grandstands killing four people and severely injuring himself.
Jones in the private Hesketh competed in the next three races with little success, his team's car and budget preventing him from challenging higher up the order. After three races, Stiller no longer could finance Jones's Formula One effort, however in one final act Stiller approached former world champion turned team owner Graham Hill for Jones to fill the second seat at the Hill team following the injury of Stommelen.
Hill agreed and Jones took on the second seat at the Hill team, joining his former Formula Three and Formula Atlantic rival Tony Brise in the team. The Hill car was not easy to drive and Jones regularly struggled in the mid-field with the car. It was not until the 1975 German Grand Prix that Jones finally proved himself in Formula One. Despite a poor qualifying at the gruelling Nurburgring circuit, Jones proved himself in the race as he climbed up the field to finish the race in fifth position, the team's highest finish of the season and Jones's first points placing. This proved to be the end of the season for Jones as the now recovered Stommelen had reclaimed his seat for the remainder of the season.
1976: Surtees[]
Jones's successful debut season in 1975 saw him draw the attention of the Surtees team ran by another former world champion turned team manager, John Surtees. The Surtees team had been struggling in recent years, but a major sponsership deal from Durex saw hope for improvement for the new season. Jones was offered a drive in the non-championship race at the 1976 Race of Champions. Jones immediately excelled in the race, finishing the event in second position behind the McLaren of James Hunt. Jones's performance had impressed John Surtees so much that he signed him for the remainder of the season alongside young American driver Brett Lunger.
Despite a promising start, Jones's campaign with Surtees turned out to be dreadful. The car proved difficult to drive and troublesome. Despite the troubles Jones was able to consistently muscle his car onto the back of the grid consistently, where as teammate Lunger who proved no match for his teammate struggled regularly to qualify. Jones despite the poorly Surtees car was beginning to establish a reputation as a fast and consistent driver. Rarely making a mistake, Jones was often able to capitalise on other's misfortune where he would slowly climb the field and on occasions climb into points positions. At the Belgian and British events, Jones was able to move into fifth position achieving points finishes for the Surtees team.
However his most significant performance of the season was at the final event at the notorious 1976 Japanese Grand Prix. The race notable for its controversy of being held in monsoon conditions and the final championship showdown between James Hunt and Niki Lauda saw Jones once again capitalise from the misfortune and trouble of others. Starting from a lowly 20th on the grid, Jones climbed the field with his rivals either retiring or struggling in the troublesome conditions. Jones had climbed up to a remarkable fourth position which soon became third when race leader and championship challenger James Hunt was forced into the pits. Hunt needing a third place to win the title came upon the rear of Jones where he overtook with relative ease. Hunt and many others within the Formula One community believed that Jones had slowed down and allowed Hunt through to take the third place in order to secure his world title, an act Jones denies claiming that Hunt had simply passed him on the track. Nonetheless the move saw Jones receive the support and admiration from the new world champion for the remainder of his career.
Although 1976 had seen Jones prove himself as a driver, he had become increasingly disillusioned with the Surtees team throughout the season. Jones believed John Surtees to be an ineffectual team leader who refused to listen to Jones's advice on changes he believe needed to be made on the car. Despite the disagreements, Surtees could not deny his driver's potential and offered a contract for 1977. Jones however was fed up with the troubles at the Surtees team and refused the contract even if it meant sacrificing a race seat amongst the Formula One grid for the following season.
1977: Shadow[]
Having turned down a seat for Formula One in 1977, Jones returned to Australia to compete in the Rothmans International Series throughout January and February with the Theodore team. Jones finished third in the series taking one victory. He then moved with the Theodore team to begin a campaign in North America in the Can-Am series.
After only three races of competing in the series, Jones received a call from Shadow team boss Jackie Oliver asking if he would be willing to join the team for the remainder of the Formula One season. Their driver, Tom Pryce, had been killed in the South African Grand Prix and the team were in need of a replacement. Jones agreed to join the team, cutting short his Can-Am campaign and rejoining the Formula One circus from the fourth round onwards.
The Shadow DN8 was a reasonable mid-field running car which enabled Jones to further showcase his abilities. Jones scored his first points of the season with a sixth place at the 1977 Monaco Grand Prix. The next race in Belgium, Jones shined once again. After a poor qualifying which saw him start from 17th he climbed up the field where his Shadow ran as high as third at one point. His car was eventually overtaken by Ronnie Peterson and Vittorio Brambilla, yet Jones put in another commendable performance to finish fifth in the race.
However it was the 1977 Austrian Grand Prix where Jones really shined. After an average qualifying which saw qualify 14th, the race turned out to be a one of opportunity for Jones and the Shadow team. Before the race commenced, heavy rains had afflicted the track, however once the race began the skies had cleared. The track remained wet with most drivers struggling on slick tyres. Jones's Shadow however worked brilliantly in the wet conditions and he began to climb the ranks of the field. By lap 12 he was up into fourth place where he soon overtook the two cars of Jody Scheckter and Hans-Joachim Stuck ahead of him. The only car ahead of him was James Hunt's McLaren which proved to be the only car on track that Jones could not match. However on lap 44, Hunt's engine blew allowing Jones to take the lead where he went on to take a comfortable first win , 20 seconds ahead of Niki Lauda's Ferrari in second.
Jones excelled once again two races later at the Italian Grand Prix. After qualifying 16th, Jones drove another consistent and strong race to climb up to third position by the races end allowing him to take his second podium finish of his career. In Canada, Jones got his best qualifying result to date with a seventh place starting position, he was then rewarded to go on to finish in fourth place. The final race of the season in Japan saw Jones go on to take another fourth place to finish the season. Jones finished the season seventh in the driver's standings where he scored all of Shadow's points bar one during the season.
1978–1981: Williams[]
1978[]
After his win in Austria and third in Italy in 1977, Jones's reputation had increased significantly. When Niki Lauda had announced his departure from Ferrari in 1977, the team contacted Jones for a race drive in 1978. Jones met with Enzo Ferrari and signed a contract for 1978 with the team. However there was one notable clause in the contract. The team were looking for a North American driver to boost their sales within North America and in the event the team could find a North American driver, Jones's contract would be rendered obsolete. Unfortunately for Jones, such a thing did happen when Ferrari signed Gilles Villeneuve for 1978, rendering Jones out of the drive for the team.
Luckily for Jones he was also in contact with manager Frank Williams who had recently formed a new team for 1978, Williams Grand Prix Engineering. After being impressed with the team's new car, the Williams FW06 designed by Patrick Head, Jones signed for the fledgling team as the sole driver within the team.
The FW06 was a dependable car, however its capability to produce strong results was overshadowed by the new generation of 'ground effect' cars that had began to dominate in 1978. The car was capable, however, of regularly qualifying within the bottom half of the top ten on occassions and Jones was definately running as one of the fastest midfield runners on the grid.
He scored Williams's first points in the third round of the championship in South Africa where he garnered a fourth place from 18th on the grid. His next points finish came in France where he finished in fifth position. The next few races were ones of missed opportunities, he qualified in sixth place for both the British and German Grand Prix's, but retired from mechanical failure in both these events. In Austria Jones was caught in a multi-car pile-up and retired whilst in the Netherlands he suffered another mechanical failure. Jones had another sixth place qualifying position at Monza but failed to produce a strong result.
Jones's best result of the season came at the penultimate race at Watkins Glen. Jones qualified in a fantastic third place behind Mario Andretti and Carlos Reutemann. The start saw Jones drop to fourth behind Gilles Villeneuve's Ferrari. He was however able to overtake Andretti for third place and then was promoted to second when Villeneuve went out with a blown engine. Jones went on to take a second place finish, 20 seconds behind Reutemann's Ferrari.
It had been a strong start to the Williams-Jones partnership, Jones had begun to establish a very strong technical and personal relationship with the Williams management in Frank Williams and Patrick Head. Jones finished the season in eleventh in the Constructor's standings, however it was evident by the season's end that the Williams team was quite rapidly gaining momentum on its competitors.
Aside from his Formula One ventures, Jones also competed in a season of Can-Am in North America for Carl Haas's team. Jones dominated the series where he took five victories out of the nine events. Jones missed the final round of the championship due to conflicting F1 interests therefore winning all but three of the races he took part in. Two of the races he did not win, he still was able to score podiums further proving his worth to the motoring world.
1979[]
In 1979, Jones was joined at Williams by one of Formula One's most senior racing drivers, Clay Regazzoni. The team would have to start the season with the old car, the FW06. The team's successor the Williams FW07 was not ready in time for the start of the season.
As was expected Williams struggled in the opening races, the old FW06 was not up to par with the new generation of cars. Jones and Regazzoni struggled in the first three races of the season. Jones was however able to provide the FW06 an appropriate send-off before it was replaced by the FW07. In the Long Beach race, Jones qualified in a strong tenth place. After a strong start to climb to fifth. In the middle stages of the race, Jones was able to overtake Mario Andretti and Jean-Pierre Jarier to take third position in the race, taking his first points and podium of the season.
For the next race at Jarama, the FW06 was replaced with the FW07, the Williams team's first attempt at constructing a ground effect car to compete with the front runners. The car's inital debut was not successful, both Jones and Regazzoni qualifying in the midfield, the race then saw both cars retire with mechanical troubles.
The car's second race at Zolder turned out to be much more competitive than its first. Jones had qualified fourth on the grid and at the start moved into second position behind Patrick Depailler's Ligier. Jones then lost second to the second Ligier of Jacques Laffite, however soon was back into second when Depailler began to drop back. Then on lap 24, Jones reclaimed the lead from Laffite and began to pull away. His hopes of a Williams first victory were dashed on lap 41 when he went out with an electrical failure.
The next race in Monaco, both Jones and Regazzoni were strong and challenging amongst the leaders. Jones was forced out of the race from third position when he suffered a steering failure that pitched him into the barriers. The French race saw another strong result for Williams as the team got its first double points finish with Jones finishing in fourth with Regazzoni two places behind in sixth.
The FW07 was improving significantly and at the pre-race testing at Silverstone for the British Grand Prix, Williams were consistently lapping the circuit faster than all its rivals. It was no surprise then to see Jones take a commanding first pole position with Regazzoni only a few places down in fourth place. As the race commenced, the two Williams cars took the lead with Jones leading Regazzoni and pulling away significantly from the rest of the field. Jones looked like once again to have a comfortable race win, yet his car once again would let him down. Jones retired on the 38th lap with an overheating engine. He was forced to look on as teammate Regazzoni took a comfortable first win for Williams at their home grand prix.
The next race at Hockenheim provided better fortunes for Jones, he qualified in second position behind Jean-Pierre Jabouille's Renault, however at the start he stormed into the lead and thereafter was never challenged. Regazzoni came home to finish second as Jones who failed to get Williams's first win was at least able to ensure the team's first one-two victory.
Jones's momentum continued in Austria as he qualified in second position. He maintained his position into the first corner where he duelled with Gilles Villeneuve for the lead, until lap 3 when Jones occupied the lead. Thereafter Jones was never challenged taking the victory 36 seconds ahead of Villeneuve.
At Zandvoort, Jones qualified second once again, the Renault cars proving the only match to the Williams in qualifying with René Arnoux on pole. Nonetheless Jones stormed into the lead once again where he went on to take another victory, twenty seconds ahead of championship leader Jody Scheckter. By now Jones was third in the championship, only ten points behind Scheckter and only two behind Laffite ahead of him.
Mechanical troubles at Monza meant that he struggled and finished outside of the points, effectively ruling him out of the championship running. However it was a return to form at the Canadian race. Jones missed out on pole to the home talent of Gilles Villeneuve's Ferrari and in the race Villeneuve led Jones away. For much of the early race, Jones shadowed Villeneuve however then became much more aggressive his overtaking attempts on the Canadian. Jones was finally able to overtake Villeneuve by squeezing him down the inside at the hairpin where the two notably banged wheels. Villeneuve conceded the place and Jones took victory. Scheckter secured the title with his fourth place, however the battle for the runner-up would continue to the final race at Watkins Glen between Jones and Villeneuve.
The final race of the season saw Jones take another pole position ahead of his rival Villeneuve in second place. The start of the race was damp with most driver's starting on wet tyres, Villeneuve took the lead with Jones pursuing in second place. As the track began to dry both Villeneuve and Jones pitted on lap 31 for dry tyres. Villeneuve exited the pits fine but as Jones exited the pits, one of his wheels was not properly fixed and came off, bouncing down the pitlane luckily avoiding to hit any bystanders.
Jones's retirement meant that his final championship position would be third, finishing behind Villeneuve in the standings. Williams were however able to score the runners-up laurels in the constructor's championship. Their new FW07 car had become by the mid-season the fastest car on the Formula One grid, Jones lost the title based on the team's inconsistency at the start of the year as well as the reliability problems that hindered his ability to take several more wins to the team.
1980[]
Despite missing out on the championship in 1979, Williams headed into 1980 with what was believed to be the fastest and most consistent car in the championship. The team's renowned Williams FW07 was further upgraded ahead of 1980 with Jones and Williams believed to be the main championship contenders. Regazzoni had been replaced in the team as number two driver by Carlos Reutemann, the Argentine was considered to be very fast on his day but extremely inconsistent in his race performances.
The first race of the season was held at Buenos Aires for the Argentine Grand Prix. Jones dominated qualifying to take a convincing pole position. In the race he immediately began to pull away from his rivals and began to open a significant lead. He experienced a hitch in his race when a plastic bag got lodged in his radiators which began to hurt his performance forcing him to come into the pits to get it removed. This dropped Jones down to fourth in the race. He battled past Villeneuve's Ferrari only to spin and drop to fourth again. He was soon past the Ferrari driver, Jacques Laffite in the Ligier then suffered an engine failure which promoted him to second and soon enough he had past Nelson Piquet's Brabham for the lead. Jones began to pull away at a drastic pace, going on to win the race 24 seconds ahead of Piquet behind him.
In Brazil, Jones suffered a poor qualifying only managing tenth on the grid. Despite being uncompetitive in the race, Jones drove consistently making it up to third by the race's end due to the retirements of many cars ahead of him. Jones had another poor qualifying in South Africa managing only eighth on the grid. However Jones made his customary strong start to climb up to third by the first corner, slotting in behind the two Renault's of Jabouille and Arnoux. Jones was unable to compete with the faster turbo charged Renault's and soon came under pressure from the two Ligier cars of Jacques Laffite and Didier Pironi. Laffite made it past Jones whilst Jones and Pironi continued to battle. Jones however went out of the race with gearbox failure ending his duel with Pironi.
His failure to finish in South Africa had dropped Jones to second in the standings behind Arnoux's Renault. Long Beach was the next venue on the calendar and Jones could only manage fifth in qualifying. The start saw him move past Jan Lammers and then a couple of laps later he was past championship leader Arnoux. By the mid-race, Jones had moved past Patrick Depailler to take second and had began to chase after race leader Piquet. However on lap 49 as he was making his way through backmarkers, Bruno Giacomelli's Alfa Romeo failed to give way and the two driver's collided. Giacomelli caused both himself and Jones to retire due to his mistake. A second failure to finish in a row from Jones meant that he dropped to third in the standings behind Long Beach winner Nelson Piquet.
After a wet qualifying at Zolder, Jones took pole position ahead of the two Ligier cars of Pironi and Laffite. The start saw Jones drop behind Pironi's Ligier. The young Frenchman proved untouchable in the race with Jones and Laffite battling for second place. Laffite dropped out mid race with brake problems leaving Jones to finish second, a solid 47 seconds behind Pironi as the second Williams of Reutemann took third. Jones's strong result in the race saw him move into second in the championship, only two points behind leader Arnoux.
The next race in Monaco, Jones qualified in third place behind teammate Reutemann and Pironi. On the second lap Jones overtook Reutemann and began to battle Pironi's Ligier. However for the second race in succession, the Ligier of Pironi proved to be too quick and Jones began to drop back. On lap 24 Jones pulled into the pits to retire with differential failure. With Pironi crashing out of the race, Reutemann took the race win with main championship rival Piquet finishing third. Piquet's third place meant he took the lead of the championship ahead of Arnoux and Jones.
The next venue in Jarama in Spain was surrounded by controversy. From the moment before practice began there was doubt that the race would be counted towards the world championship due to a dispute between the British led FOCA and the French governing body FISA. Jones qualified in second position behind the Ligier of Laffite. The start saw him overtake Laffite, however teammate Reutemann made the strongest start to take first place. Jones tailed Reutemann until he missed a gear which saw him drop behind Laffite, Pironi and Piquet. Reutemann and Laffite later crashed out of the race leaving Jones once again chasing Pironi in second place. Overheating problems saw Jones drop back from Pironi, however when a wheel dislocated from Pironi's car, Jones reclaimed the lead to take a comfortable race victory. Had the Spanish event counted to world championship points, Jones would have reclaimed the championship. Following the race, Jones was livid at the FISA in particular its President Jean-Marie Balestre who he felt had robbed him of his race victory. Jones stated after the race "Whatever Balestre or anyone else says, that was a Grand Prix as far as I'm concerned, and I won it."
The next race was held at Paul Ricard for the French Grand Prix. Jones was determined for a good result in order to get revenge on the French led FISA for the removal of the Spanish race from the world championship. Jones qualified in fourth behind the two Ligier's of Laffite and Pironi as well as Renault's Arnoux, all three notably French cars and drivers. The start saw Jones maintain position behind the three, however as the race progressed Jones overtook both Pironi and Arnoux. Laffite was dominating out front, however tyre degradation saw him drop back and eventually Jones took the lead of the race. Jones went on to take the win where he notably following the race raised the Union Jack of Great Britain in his hands during the parade lap, a gesture which was seen by many as aimed to humiliate the FISA on their home turf. Jones had also reclaimed his lead in the world championship during the race.
The British Grand Prix at Brands Hatch was the next venue. Jones qualified in third, the two Ligier's once again out performing him in qualifying. In the race they proved too competitive once again as they pulled away, Jones remaining a distant third. Pironi was to drop out with tyre problems and then later Laffite crashed out with a puncture, reliability issues proving their downfall once again. Jones meanwhile was there to pick up the pieces and took his third successive race victory with Piquet trailing behind him.
At Hockenheim, Jones once again took pole position just ahead of the two turbo charged Renaults. The start saw him drop behind the two Renaults of Jabouille and Arnoux, the turbo charged cars having an advantage on the long straights of the Hockenheim circuit. However Renault's poor reliability record would haunt them once again in Germany with both cars retiring. Jones inherited the lead and was set for his fourth consecutive win, however a puncture to the front left tyre dropped him to third behind Laffite's Ligier and teammate Reutemann. Jones remained in third for the remainder of the race. There was some post-race controversy surrounding Jones where he notably failed to attend the podium ceremony. Upon hearing FISA President Jean-Marie Balestre was to conduct the hand-outs of the trophies, Jones refused to attend the podium. Jones continued to disdain Balestre for failing to acknowledge his win in Jarama as a championship race.
In Austria, Jones qualified behind the Renault's, the long straights of the Österreichring once again playing into the hands of the Renaults. Jones briefly was able to overtake the two driver's at the start but then soon fell behind Jabouille and Arnoux. The pace of the Renault's once again reigned supreme on the fast circuits, however their reliability problems would cause the retirement of Arnoux allowing Jones back into second. Jones remained in second for the remainder of the race finishing behind Jabouille and a place ahead of Reutemann.
The Italian race at Imola saw the Renault's dominate qualifying once again, Jones could only manage sixth on the grid a single place behind his nearest championship challenger Nelson Piquet. During the race Jones was not quick, however the retirement of many of his challengers in front of him saw him being promoted through the field. The Brabham car of Nelson Piquet took a dominating win, Jones could only manage second over 29 seconds adrift of the young Brazilian charger. The result saw Piquet ovetake Jones in the world championship, now leading Jones by a single point.
The penultimate round in the championship at Montreal proved to be the title showdown between Jones and Piquet. Piquet and Brabham had found a resurgence in Italy where they took a dominant win. Their form was set to continue as Piquet dominated the qualifying session, Jones was second on the grid however remained some way off Piquet's pace. When the race began, Jones made his customary strong start and went down the inside of Piquet heading into turn one. Piquet failed to give way and the two collided, Piquet spinning into the wall and causing a multi-car pile-up. The race was stopped, Jones had suffered minor damage to his rear wing but was able to take the restart in the same car, Piquet meanwhile was forced to start in his spare car. Jones had a strong start to take the lead from Piquet on the restart. His lead would only last for a short time as Piquet proved much quicker and was soon overtaken. Piquet's Brabham began to pull away drastically. However to Piquet's misfortune his engine blew up on lap 24 meaning that all Jones needed to do to win the title was win the race. His car began to handle strangely at the rear following his accident with Piquet and he began to slow. Jones let Didier Pironi through to take the lead, however luckily for Jones, Pironi had received a minute time penalty for jumping the start. With Pironi being handed a time penalty, Jones followed the Ligier driver to take the race victory and become Australia's second world champion, winning the country's first title since Jack Brabham in 1966.
The final race of the season was the United States Grand Prix East at Watkins Glen. Qualifying in fifth position, Jones made a strong start to climb to second before outbraking himself into the first corner and going wide off the circuit. This meant he dropped nearly to last place. Jones would then stage a strong comeback drive, climbing through the field he managed to claw his way back into second, following a notable battle with teammate Reutemann for the position. He was promoted to the lead when race leader Bruno Giacomelli retired, Jones going on to take the race victory ahead of Reutemann.
Following his win in the US, Jones returned to Australia during the off-season of Formula One, now as a national sporting hero. Jones's 1980 championship win had now sparked a national interest in Formula One for Australians. Jones was invited to compete in the 1980 Australian Grand Prix, traditionally a Formula 5000 event, the 1980 race was open to Formula One driver's and cars to celebrate Jones's 1980 championship win. Jones and his championship winning FW07 entered the race at Calder Park, also in attendance was Bruno Giacomelli's Alfa Romeo and Didier Pironi in a F5000 car. Jones battled Giacomelli for the lead during the race, eventually going on to win the non-championship race ahead of Giacomelli and Pironi. The race which was covered by Nine Network's Wide World of Sports saw the television then go on to announce coverage for every round of the 1981 world championship, following the demand for Formula One in Australian viewers.
1981[]
For 1981, Alan Jones was firmly established as the number one driver within the Williams team. Carlos Reutemann remained in the team but was forced to sign as an effective number two to Jones at Williams. Whilst Jones was popular and worked well with the Williams team, Reutemann had proved to be moody and unreliable despite proving to be a very quick racing driver in the previous season.
Tensions between FOCA and FISA meant that the first round of the championship at Kyalami meant that the race was stripped of championship points as the Spanish race had been done the previous year. Reutemann took the race victory as Jones struggled throughout the race before going on to retire with a loose skirt. The first race to count for championship points was the Long Beach race in the USA. Jones was second on the grid with teammate Reutemann in third, Patrese's Arrows in an unexpected pole. The two Williams cars took the lead, Reutemann leading Jones. Whilst the two cars appeared evenly matched in pace, Reutemann under team orders was forced to give way to Jones who went on to take the race win.
Whilst Jones walked away from Long Beach in prime position to defend his title, his teammate Reutemann was privately fuming at having to give way to his teammate so early in the season when the two drivers were so evenly matched. This conflict was to come to a head in the next round of the championship in Brazil. Whilst Piquet took pole position, Reutemann and Jones were right behind him in their Williams's. The race held in pouring rain saw Piquet's Brabham fade as the two Williams cars were set to dominate once again. Reutemann led whilst Jones tailed him throughout the race, patiently waiting for Reutemann to get the order to let his team leader through. Late in the race, the Williams team brought out the pit signal which ordered Reutemann to move over. Much to Jones's confusion, his teammate refused to let him through. Jones continued to patiently wait for Reutemann to let him through rather than fight him but Reutemann defiantly disobeyed his team not wishing to sacrifice a race win twice in a row. Reutemann won the race with Jones finishing in second place. Jones was furious with his teammate and refused to attend the podium celebration. From thereon Jones realised that Reutemann was not going to assist his championship endeavours and if he was to take a second world championship, it would be without the assistance of his 'number two' driver.
The next race in Argentina, Jones qualified ahead of Reutemann once again. However Piquet and Prost's Renault were notably ahead of him. In the race Jones suffered engine problems which saw him drop behind Reutemann in the race, despite being unable to challenge the top three he was able to salvage a fourth place finish in the race. Reutemann was now the new championship leader however, three points clear of Jones.
After a poor qualifying in San Marino, Jones made his traditional flying start going from eighth on the grid to fourth. Jones found himself inconveniently behind Reutemann. It was evident to all that neither driver viewed each other as teammates engaging in a brief bloodthirsty duel. As Jones went for an overtake, Reutemann angrily shut the door and in doing so took off Jones's front wing. A sudden loss of performance afflicted Jones and he was forced to pit for repairs, meaning he finished well outside of the points during the race. Reutemann took third whilst Jones's other old nemesis Nelson Piquet took the race win.
Heading into Zolder, Jones had dropped down to third in the championship standings. Reutemann consolidated a strong championship lead whilst Piquet had usurped him from second following his Monaco race win. Jones had another frustrating qualifying taking eighth once again, watching on as Reutemann took pole. In the race, Jones was a man on the move. Jones worked his way up into fourth place before getting stuck behind Piquet's Brabham. Jones was at this point the fastest car on track, however Piquet was preventing his further advancement by proving to be incredibly difficult to pass. Frustration eventually got the better of Jones and on the tenth lap, he forced his way down the inside of Piquet knocking the Brabham into the barriers. A furious Piquet stormed back to the pits and angrily berated Frank Williams about his driver, threatening to break Jones's legs at one point. Nonetheless once free of Piquet, Jones quickly disposed of Pironi and Reutemann ahead of him to take the lead. Jones was enjoying a comfortable lead with Reutemann distancing himself behind him in second place. However disaster then struck on lap 20, Jones missed a gear and went wide speering into the wall at the Bianchi turn. Upon impact with the barriers, the radiator exploded scalding Jones's leg. Jones shaken and battered from his recent accident, limped from the car however he had luckily escaped the accident largely unscathed.
The next race in Monaco, Jones had another disappointing qualifying only managing seventh. His race faired better as he climbed up the order due to the retirements of several cars in front of him. After overtaking Villeneuve's Ferrari, Jones began to chase after race leader Piquet. Piquet had heavily criticised Jones's driving style following their coming together in Belgium, something Jones himself was mightily unhappy about. Jones began to relentlessly attack Piquet's Brabham, the Brazilian doing all that he could to keep the Williams driver behind. Eventually Piquet's will to fend off the unrelenting Williams driver broke and he crashed into the wall, leaving Jones back into the lead. Jones was left in the lead seemingly unchallenged until lap 67 when his engine began to misfire. Jones returned to the pits for a check-up and exited the pits only just ahead of Villeneuve's Ferrari. Jones seemingly had the win in hand, however Villeneuve behind him was determined to get the race win and took the lead with four laps to go. Jones disappointingly finished behind Villeneuve, but had gained some crucial places in the championship with his second place finish. He was now second in the championship, ten points off teammate and arch rival Carlos Reutemann.
At Jarama, Jones put in a strong qualifying to put his Wiliams second on the grid, sitting behind only the Ligier of Jacques Laffite. He took the lead of the race at the start and began to pull out a drastic lead. For the third race in a row, Jones seemed to have the race in hand, however like in Zolder Jones made a crucial mistake and spun off the circuit. Jones was able to rejoin the race, but finished the grand prix well outside the points. Reutemann, gained three points on him in the championship, however his other key rival Piquet failed to finish the race.
The next round was held a Dijon for the French Grand Prix. It would be another poor weekend for Jones, it all began with a poor qualifying that saw him line up ninth on the grid. From the start of the race, Jones began to experience mechanical troubles that forced him into the pits for repairs. This therefore dropped him well out of contention. His rivalry with Piquet sparked up once again, despite being several laps behind the leaders due to his mishaps Jones was lapping at equal pace with the frontrunners. Jones came upon the rear of Piquet's Brabham who was leading the race. Piquet stubbornly refused to allow Jones through, much to the Australian's frustration. Jones finished the race for the second race in a row outside of the points. This had hurt his championship ambitions as he dropped to third in the standings, two points now behind Piquet.
Ahead of the next race in Silverstone, Jones led the GPDA against the FISA President, Jean-Marie Balestre surrouding the issue of fines being issued to drivers following the debacle in Zolder. Despite the two men despising one another, Jones on behalf of the GPDA managed to come to a compromise with Balestre surrounding the fines. The race would be markedly less succesful. After another poor qualifying which saw him start from seventh on the grid, Jones was taken out of the race when himself and another driver, Andrea de Cesaris crashed into the out of control Ferrari of Gilles Villeneuve.
At Hockenheim, Jones was able to improve his qualifying performance, starting from fourth on the grid behind Reutemann and the two Renault's of Arnoux and Prost. Jones was the man on the move and quickly disposed of Reutemann and Arnoux and began to challenge Alain Prost's Renault for the lead. As was typical of Jones, he began to employ a relentless attack method to the car in front of him. Prost's turbo charged Renault had the advantage on Hockenheim's long straights, however Jones was all over the rear of Prost in the corners. On lap 21, going into the Sachs-Kurve, Prost whilst lapping teammate Arnoux moved to the outside to pass. Jones on the other hand moved to Arnoux's inside and cunningly took the lead from Prost. Jones was set for another race win, but as was becoming a habit that season it was not to be. Jones's Ford-Cosworth began to misfire forcing him into the pits and once again dropping him well out of the points. Jones finished the race, but his championship hopes were beginning to wain as he failed once again to get a points finish.
In Austria, Jones qualified in sixth position. He would go on to drive an unspectacular race, however would break his five race duck of failing to finish by taking fourth place in the race. Much to his satisfaction, Jones finished one place above Reutemann who was unable to find a way past his teammate throughout the race. In Zandvoort, the Williams cars were competitive and Jones lined up fourth on the grid behind the two Renault's and Piquet's Brabham. In the warm-up, Jones and Reutemann were the fastest cars on track which would go on to reflect their race pace. Jones quickly moved up to second and for the second time that season began an intense duel with Prost's Renault for the lead. Unlike in Hockenheim however, Jones was unable to find a way passed and the continued failure to get passed Prost resulted in his Williams's tyre degradation. Eventually Jones began to fall back, the poor state of his tyres meant that Jones could not defend against Piquet who took second place. Jones went on to take third in the race.
At Monza, Jones qualified in a reasonable fifth position. Jones clawed his way through the field, overtaking Laffite, Piquet and Reutemann ahead of him to move into second place. Prost ahead of him was too quick and Jones could not challenge for the lead, however the Australian went on to take an unchallenged second place. The latter half of the season was proving to finally provide results for Jones who had endured a tough mid-season.
Ahead of the Canadian Grand Prix, much to everyone's surprise Jones announced he would be retiring from Formula One at the end of the season. Jones like many of his generation had criticised the new ground effect cars that were being run. The cars being uncomfortable to drive as well as being very dangerous had prompted Jones to make the decision to retire from Formula One. Jones still had a slim chance of reclaiming his title, he was third in the championship standings, nine points off Piquet and twelve points off leader Reutemann. In qualifying, Jones was third behind Piquet and Reutemann. He made his characteristic strong start, forcing himself into the lead, banging wheels with Reutemann in the process of heading into turn one. However once again whilst he was leading, Jones spun off the circuit throwing it all away. Jones dropped down the field and then shortly afterwards retired with differential failure. His failure to gain points meant that there was no longer any chance of him reclaiming his title in 1981.
The 1981 Caesars Palace Grand Prix in Las Vegas was set to be Jones's final race before retirement. His teammate Carlos Reutemann was favourite to take the title, duelling Piquet and Laffite for the title. Jones assured the paddock that Reutemann would not get any assistance from him in the race and Jones would be focussed entirely on himself and doing the best he could in his final race for Williams. In qualifying Reutemann took pole whilst Jones lined up alongside him, second on the grid. In the race Jones took an immediate lead and began to pull away from the start. Reutemann notably fading and dropping down the order. Jones went on to dominate the events, the troubles that plagued him that season seemed non existent as he took a dominant win in Las Vegas. Reutemann meanwhile fell out of the points and remarkably lost the championship to Nelson Piquet. Jones had won the opening and closing rounds of 1981 and the result in Las Vegas secured him third in the championship, a fitting end before Jones returned to Australia to begin his retirement.
1982–1985: First Retirement[]
1982: Domestic ventures[]
There were a number of factors that contributed to Alan Jones's rather surprising retirement in 1981. Jones was seen at the peak of his career and his retirement came to the paddock and especially his team Williams F1 as an enormous surprise. In 1979, Jones and his wife Beverley had an adoptive son, Christian. Now a father, Jones no longer felt he could adequately raise a son and be a full-time Formula One driver. To further enhance his decision, Jones detested the ground effect cars that were being used in the early 1980s. They were described as being as extremely uncomfortable to drive as well as being extremely dangerous.
It was only a short time before his announcement of his retirement in Canada, that Jones had informed Williams team leaders Frank Williams and Patrick Head of his impending retirement. Williams and Head who were at a loss at losing what they thought was their ideal driver spent much of the 1982 pre-season attempting to persuade Jones to rethink his decision to retire. Jones however remained adamant that he had made the right decision and a resigned Williams eventually signed Keke Rosberg for the new season.
Jones returned to his homeland in Australia and purchased a farm in rural Victoria to live with his family. Despite his Formula One retirement, Jones remained highly involved in racing and motorsport. In November 1981, for the second year running Jones participated in the Australian Grand Prix. The race held at Calder Park saw the attendance of F1 rivals Nelson Piquet and Jacques Laffite. Also in attendance was Roberto Moreno a future Formula One star as well as top line Australian race drivers such as Larry Perkins, Geoff Brabham and Alfredo Costanzo. Jones qualified in second place driving a Ralt, outmatched by the young Brazilian Roberto Moreno. Jones would fail to repeat his 1980 win due to a transmission failure.
Despite retiring from Formula One, Jones could not give up the racing bug and in 1982 began competing in multiple domestic categories. In this time Jones was able to further prove himself as Australia's top racing driver of the day. Jones competed a full season of the 1982 Australian GT Championship. In this series he went up against other Australian racing icons such as Peter Brock. Jones driving a Porsche 935 Turbo dominated the championship, winning all 16 races of the championship.
Jones also participated in the Australian Endurance Championship driving a Mazda RX-7. Jones participated in the James Hardie 1000 at Bathurst and the Gold Coast 300, retiring on both occasions. Jones also participated in two rounds of the Better Brakes Touring Car Championship. In both rounds, Jones battled Australian touring car legend, Allan Grice for the lead winning one round whilst finishing second to Grice in the other.
Jones also raced in the final two races of the Australian Drivers' Championship. Jones took second place behind championship winner Alfredo Costanzo. In the final round, it was the Australian Grand Prix at Calder Raceway. Jones was reunited with many of his Formula One colleagues who also attended the race. Jones would compete against Jacques Laffite, Nelson Piquet and Alain Prost in the event. Jones qualified seventh in the event, notably behind his rivals. The crowd was robbed the opportunity to see Jones battle amongst his old rivals when a broken flywheel prevented him from taking the start. Prost would go on to take a dominate win at the event.
In 1982, Jones considered making a comeback to Formula One with the Ferrari team. Gilles Villeneuve had been killed at Zolder whilst Didier Pironi was seriously injured at Hockenheim. Lacking a top level driver, Ferrari approached Jones to consider making a return to Formula One for the 1982 Italian Grand Prix. Jones was hesitant to sign, he still also begrudged the team for turning his back on his contract with the team for the 1978 season. Jones opted against returning, however would come to regret the move following the strong results of Mario Andretti whom the team had turned to after failing to sign Jones.
1983: Comeback with Arrows[]
The interest from Ferrari in 1982 had reignited Jones's passion for racing. By 1983 the ground effect cars that had disillusioned Jones in 1981 had been banned, in turn enhancing Jones's interest in Formula One. By the end of 1982, Jones had decided he wanted to re-enter Formula One, however despite conducting testing duties with his old team and friends at Williams in November 1982, the team had already signed drivers for the new season. All the other top teams also had signed drivers, forcing Jones to look at the midfield to make his Formula One return
. Jones approached Arrows team principal Jackie Oliver about signing from the second round of the championship onwards. Oliver was keen, however his small team's limited budget had meant that they were forced to take on two pay drivers. Jones, however hoped a Formula One return in Long Beach as a former world champion would attract sponsors to him and the team. Oliver agreed to sign Jones for two races, the United States Grand Prix and the non-championship Race of Champions at Brands Hatch.
However there were immediate problems, only a few weeks before the Long Beach race, Jones fell off a horse whilst riding and broke his left leg. Jones had steel pins inserted into his leg to help the bone heal. He conducted a test with the team at Willow Springs in Los Angeles to confirm his fitness for the race. After a satisfactory performance, Jones made his way to Long Beach in preparation for the race. He qualified in twelfth position, beating his Arrows teammate Marc Surer by one place. In the race, Surer got by Jones and went on his way to fifth in the race. Jones, however struggled. He competed in eleventh position for awhile until he hit a barrier forcing him into the pits. After extensive repairs, Jones exited in last place, his legs began to pain in him in the race and with no chance of securing a good result he withdrew from the race.
Jones's second outing at the Race of Champions turned out to be much more succesful. Fully healed from his leg injuries, Jones put in an impressive qualifying performance to start from third on the grid. Teammate Chico Serra could only manage eleventh, confirming that Jones still had what it took to compete at the front. Jones ran a strong race to finish in the same position he started, taking the final podium place alongside Keke Rosberg and Danny Sullivan.
Despite an encouraging performance by Jones at the Race of Champions, Jones failed to acquire the sponsorship that he had expected. Jones was desperate to compete in the next round of the championship in France, however much to Arrows team principal's regret he was forced to sign the team's two pay drivers, Marc Surer and Chico Serra for the race. The team simply could not afford to race with Jones despite his skill and reputation. This brought an end to Jones's 1983 Formula One bid with no other team able to take him on without adequate sponsorship.
1983–1985: Semi-active racing involvement[]
Following his disappointment in Formula One, Jones remained in Europe to compete in endurance racing, competing in a round each of both the World Sportscar Championship and the European Sportscar Championship. Jones raced in a Porsche 956, completing both races in the midfield. Upon completion of these events, Jones returned to Australia resuming his role on Australian Television as a presenter for Nine Network's F1 coverage. At the end of the year, for the fourth year in a row Jones competed in the Australian Grand Prix at Calder Park. Only Jacques Laffite of his old F1 rivals turned up for the event. Jones qualified fourth in the race, two places ahead of Laffite but in the race could only manage fifth, finishing behind Roberto Moreno, John Smith, Jacques Laffite and Geoff Brabham.
In 1984, Jones turned his attention to Sportscar events. Jones competed in the 24 Hours of Le Mans for the first time, teaming up with another top line Australian driver and former F1 racer Vern Schuppan. The pair competed in a Porsche 956B, performed well to take sixth in the standings. Jones then returned to Australia to compete in the Australian Endurance Championship, racing in a Holden Commodore. Jones continued to perform well taking tenth in the championship, even though only competing in three events. The final event Jones competed in during 1984 was the Sandown 1000. The race marked an event part of the World Sportscar Championship, Jones teamed up with Vern Schuppan once again to take eighth in the event.
By 1985, Jones had begun to look at making a more serious return to active involvement in motor racing. Jones sold his family farm in Victoria, Australia and returned to the driver's seat. Jones was heavily involved in touring cars for the first half of the year, competing in the Better Brakes AMSCAR series as well as the Australian Touring Car Championship. Jones found himself, competing full-time for the first time against other major Australian and New Zealand racing stars. Jones joined the works Alfa Romeo team alongside another prestigious Australian racer, Colin Bond. Bond had previously won the Australian Rally Championship and the Touring Car Championship and was a veteran touring car racer. Nonetheless Jones proved to consistently outmatch his rival, and whilst his Alfa Romeo GTV6 was unable to match the top cars such as Jim Richards BMW 635 CSi or the local brands of Dick Johnson's Ford Mustang GT and Peter Brock's Holden VK Commodore. Jones continued to demonstrate his pace, by consistently getting his Alfa home in fourth place behind the big three of Richards, Johnson and Brock. By July 1985, Jones had began to look internationally once again, focusing on trying to prove himself once again worthy of Formula One.
In the United States of America, former F1 rival Mario Andretti had injured himself whilst competing in an IndyCar event in Michigan. Andretti's team, Newman-Haas Racing was looking for a top level single seater driver to replace him. Carl Haas, team principal of Newman-Haas had previously worked with Jones before, when back in 1978 the two had won the Can-Am championship. Furthermore Haas was looking to expand his motorsport ventures beyond North America and expand into Formula One. Haas and Jones found common ground in their aims at Jones agreed to replace Andretti in the Provimi Veal 200 at the Road America circuit in Wisconsin. The race would contain many former Formula One pilots as well as many of North America's top racing drivers, it would be the perfect opportunity for Jones to make his mark. Jones stunned the IndyCar field by taking pole position on his debut. He seemed on course to win on his IndyCar debut, however due to mechanical trouble he dropped behind Jacques Villeneuve, Sr. and Michael Andretti. Nonetheless Jones finished third, proving he still had what it took to compete among the best.
Jones then participated in one round of the 1985 World Endurance Championship, racing for the Tom Walkinshaw ran Jaguar team at the 1000 km of Brands-Hatch. Jones partnered with Jean-Louis Schlesser unfortunately retired early on in the race.
Return to Formula One[]
1985–1986: Haas Lola[]
1985[]
Shortly after Jones's success in IndyCar with the Haas team, Carl Haas announced that Alan Jones would be making a comeback to Formula One when the Haas outfit made their Formula One debut. The duo had hoped to reignite the success they had when last partnered together in 1978 when Jones won the Can-Am championship for the outfit. Jones felt Haas to be the perfect window of opportunity to gain a foothold back into a competitive seat in Formula One without having to convince the established team's.
The team had strong financial support from sponsor, Beatrice, as well as an established and experienced engineering crew. Teddy Mayer and Tyler Alexander, the former McLaren management team was selected to lead Haas Lola whilst Jones would be re-united with Neil Oatley and Ross Brawn, two engineers that had contributed to a lot of Jones's success in Formula One whilst at Williams. The team had also secured a deal with Ford-Cosworth to pioneer the development of Cosworth's first turbo engine, a replacement to the now obsolete Ford-Cosworth DFV. Whilst the team seemed promising, the first troubles in the team occured when Ford-Cosworth began to experience problems in the development programme in getting the turbo engine ready. As a result, Haas Lola were forced to turn to the somewhat unreliable and underperforming Hart engines in order to make the team's planned debut at the 1985 Italian Grand Prix.
Haas Lola made their Formula One entry at Monza with very little expectations. The team had still had very little running in the Neil Oatley-desgined Lola THL1, with Jones and Haas Lola seeking merely to acquaint themselves with the new Formula One. The Hart engine was also not expected to aid the team in performance. Jones, the lone Lola car entered into the race qualified in a lowly 25th out of 27 runners. After an unflattering start, Jones's Hart engine gave out after six laps and he was forced to retire.
Due to a reschedule of the next race at Spa-Francorchamps, Haas Lola were unable to enter the event due its original schedule earlier in the season which forced the team to miss out. Instead the team spend time, testing and preparing for the next event at Brands Hatch for the European Grand Prix. Jones and Lola make some small progress as Jones finds himself advancing up to 22nd on the grid. It would be another short event for Jones who retired on the 13th lap with radiator problems.
For the next race in South Africa at Kyalami, Jones further improved by putting his Lola eighteenth on the grid. However that night, Jones caught a nasty fever and at the advice of FIA race doctor Sid Watkins, Jones opted to withdraw from the race. The next race which saw the final round of the world championship was of particular importance to Jones. For the first time in history, the Australian Grand Prix would become apart of the Formula One World Championship. Being held on a newly designed street circuit in Adelaide, Jones was once again in the limelight as he was set to be the only Australian competing in the first FIA sanctioned F1 race in Australia.
Jones had the honour of being the first car out onto the track at the Adelaide circuit, FOCA boss Bernie Ecclestone organising it amongst the team's that Jones would conduct a parade lap to mark the beginning of practice. Nonetheless the Lola car, hindered by its under powered Hart engine meant that Jones could only manage 19th on the grid. Jones would not get a chance to prove his worth in the race either, his Lola car breaking down after 20 laps due to electrical faults.
1986[]
The Haas Lola outfit had competed in four events during 1985. In reality, the races had served as an installation tests ahead of the team's first full Formula One campaign in 1986. The car had proved unreliable and had not been more than a backmarker during the races it had competed in. However for 1986, the outfit hoped to be much more successful, the Lola THL2 was set to debut in the third round of the championship at San Marino. For 1986, Jones received a teammate in fellow F1 veteran and race winner, Patrick Tambay.
The first two rounds of the championship in Brazil and Spain would see the Lola team participating in the old THL1 chassis with the underpowered temporary Hart engine. From Imola onwards, the THL2 successor would race with the Ford Cosworth GBA engine, the engine suppliers first turbo charged engine. At the first round at the Jacarepaguá circuit, Jones was once again well off the pace, qualifying only 19th of the 25 starters. Tambay faired better however and showed promise for the Lola squad by qualifying in thirteenth. Jones lasted only five laps into the race before he suffered an engine failure whilst Tambay also went out on lap 20.
Following the Brazilian race there were questions about whether Jones still had the fitness and energy to compete in Formula One due to him being relatively off the pace in comparison to Tambay despite more time in the car. Jones responded by out-qualifying Tambay at Jerez albeit a lowly 17th and only one place above his teammate. The race only lasted until the first corner when Jones collided with the back of Jonathan Palmer's Zakspeed. Tambay went on to collect the team's first finish, albeit 6 laps down on the leaders.
Haas Lola were hoping for improvements for the third round at Imola. The THL2 chassis would be raced for the first time, the team being rid of the troublesome Hart engines and being powered by the first turbo charged Ford Cosworth engine. Jones was the only one entrusted to the THL2, Tambay would still be in the old THL1 chassis until the next round in Monaco. It was a massive disappointment when Jones only managed 21st on the grid. Tambay on the other hand had given the THL1 its best qualifying performance with eleventh on the grid. Tambay retired early on, Jones on the other hand managed to continue on for 28 laps before overheating issues forced him into retirement. It had not been a successful debut for the THL2 and the team left Imola dejected at the cars pace.
Monte-Carlo was next on the calendar and both Jones and Tambay were left with equal machinery once again, both being in the Lola THL2 Ford Cosworth configuration. Tambay was able to prove that Lola had made gains with its new car and qualified 8th. Jones on the other hand was still clearly struggling and could only manage 18th. The race faired little better when on the second lap he slammed into the barriers at Tabac after a collision with Phillipe Streiff's Tyrrell.
Jones continued to lap uncharacteristically slower than Tambay, his performance in Monaco left many more questions about whether Jones was fit for Formula One. At Spa-Francorchamps for the Belgian race, Jones seemed to fair a little better by qualifying in 16th. He still remained off the pace to Tambay who was in tenth. After a first lap collision which saw the elimination of Tambay from the race, Jones was able to benefit by climbing up to seventh position. For the first time since his comeback, Jones was looking competitive. Whilst his Lola did not have the pace of his rivals, Jones was running well on the race. On the seventh lap, he spun dropping him well down the order. However Jones had relatively strong pace and was able to climb to as high as sixth before having to pit. Jones remained in the mid-field for the rest of the race. He notably held up a battle between race leaders Nigel Mansell and Gerhard Berger as Jones seemingly remained defiant in giving way to the leaders. Jones went unrewarded for his efforts as his car ran out of fuel with three laps remaining.
In Spa, Jones seemed to have finally found his rhythm once again. The next round at Montreal in Canada saw him outqualify Tambay by one place, landing his car in thirteenth position. Tambay would however not start the race due to a suspension failure that pitched him into the barrier where he sustained leg injuries preventing him from taking the race start. Jones ran another solid race in the midfield. However he was once again criticized for holding up the leaders when he once again got in the way of the lead battle, holding up Nigel Mansell once again and the second place man of Keke Rosberg. With most of Jones's main rivals in the midfield retiring, he went on to take his first race finish since his comeback with a tenth place finish, albeit three laps down on the leaders.
For the next round in Detroit, Tambay remained injured and therefore Eddie Cheever replaced him for one race. Cheever, a very quick driver who had never really had a chance in a top car in Formula One had completely outmatched Jones at Detroit where he took tenth place whilst Jones struggled to 21st on the grid. The race would be a disappointment for both drivers, both driver's retring due to a loose wheelnut hindering the stability and security of their cars.
For the French Grand Prix at Paul Ricard, Tambay returned to his seat in the Haas Lola team. He notably outqualifed Jones once again who was languishing in 20th. Jones's race ended after two laps when he crashed into the barriers. Tambay seemed on course for points at his home race before a brake failure occured. So far this season, the Lola team had only scored two finishes, one apiece for Jones and Tambay and no championship points. This was unsettling low for team owner Carl Haas who was expecting to be fighting for victories by now.
Jones hoped for better fortunes at Brands Hatch, a circuit he knew and had performed well at in the past. He was able to put his Lola 14th on the grid. Tambay being three places behind in 17th. Jones once again seemed to perform well, getting himself within the top ten at the start and seemingly be able to hold pace with the leaders. Thanks to retirements, Jones found himself in seventh position and was chasing René Arnoux's Ligier for the final points place when the throttle began to die and he dropped back. On the 22nd lap, Jones pulled out of the race. Jones was visibly angered by the result and his frustration at Haas Lola was beginning to show, considering the team had promised that they would be winning races by now when he joined them. Tambay also had a chance for points before his car let him down. It had been a rather downtrodden week for the Haas Lola outfit.
As the team arrived in Germany, both Jones and Tambay were critical of the performance of the Haas Lola team. Jones in particular was not getting on well with team principal Teddy Mayer. At Hockenheim, Jones qualified 19th whilst Tambay was further up the grid in 14th. Neither Lola car was quick in the race, however there was positives in which both Lola cars made it to the finish. Tambay was in eighth, two laps down whilst Jones was in ninth albeit three laps down on the leaders.
The next race marked the first Hungarian Grand Prix at the Hungaroring. The Lola's had remarkably managed to find some pace. Tambay qualified in sixth place, whilst four places behind him was Jones. The two Lola's both had the potential to score points and both Jones and Tambay were on form. However by the halfway distance, Jones's car had retired once again. He had been running in eighth, right behind Tambay. Tambay would go on to finish seventh, the team had once again came close to points without fruition.
For the Austrian round at the Osterreichring, it was another unflaterring qualifying performance by Lola. Tambay was 13th whilst Jones was three places behind in 16th. During the race, Jones made a flying start getting passed Tambay and several other cars. The Osterreichring being notorious for mechanical failures, saw many cars drop out of the race. Despite Lola's terrible reliability record, both cars remarkably were able to keep going. Jones and Tambay found themselves in fourth and fifth place. The two cars despite being two laps down went on to take double points finishes with both driver's scoring the team's first points together. It was a much needed high for the discouraged Haas Lola team.
It was another difficult qualifying at Monza for the Lola duo. Jones was in a lowly 18th whilst Tambay was three places higher in 15th. Jones made another flying start, climbing passed Tambay once again. Tambay would crash out of the race on the second lap, however Jones was able to keep going and made good pace throughout the race. With more retirements, Jones was making time and by the end had climbed to sixth and was in the final points placing. For the second race in a row Jones had finished in the points.
Despite the team's recent upswing, the Haas outfit was to be dealt a major blow. The team's sponsor, Beatrice, had withdrawn its substantial financial support from the team. Like many, Beatrice, had expected to be winning races at this point not fighting for the minor points placings. With the loss of Beatrice's sponsorship, Haas Lola was in financial chaos and their involvement in 1987 was now questionable. Jones and Tambay who had both had a difficult relationship team had both resolved to like, Beatrice, leave the team at the end of the year. Jones resolving that if he could not find a top level drive at Williams, McLaren or Ferrari then he would retire again from Formula One. Racing for the minor teams had simply became too frustrating.
Tambay was once again fastest of the pair at Estoril for the Portuguese race. Tambay was 14th whilst Jones was in 17th. It was to be another miserable race for the pair, Jones's race ending on the tenth lap when he spun out due to brake failure. Tambay also had a poor race, being plagued by mechanical gremlins.
The penultimate round of the championship at Mexico saw Jones have another unflattering qualifying managing only fifteenth in comparison to Tambay's eighth. After suffering a puncture on the 35th lap, Jones retired from the race once again. Tambay also being eliminated in a start line collision.
The final race of the season was held at Jones's home race in Australia at the Adelaide circuit. Jones entered the race knowing that this was likely to be his last grand prix. The race seemed likely to be Jones's last in Formula One. Having already committed to leaving the failed Haas Lola project, Jones had fallen out of the market for F1's top teams who were now looking at younger talent. The race at Adelaide seemed to be a fitting place to conclude Jones's F1 career.
Unfortunately the Lola's were not competitive in Australia. Jones however had the solace of breaking his seven race streak of being outqualified by Tambay. Jones was in 15th with Tambay two places behind him in sixteenth. It would be a quiet end to Jones's Formula One career with him retiring on the 16th lap with engine troubles.
Formula One Retirement[]
Post-Formula One racing[]
1987: Japanese Endurance Racing[]
Without the opportunity to gain a competitive race drive for 1987, Jones made his final retirement from Formula One at the end of 1986 with the Haas Lola team. Jones however remained interested in racing if he could find a top drive in another reputable category. Jones decided to compete in a season of Japanese GT Endurance Racing. Jones joined the Toyota Team TOM's racing a Toyota where he would race three rounds of the Japanese Endurance Championship and two rounds of the World Endurance Championship with former F1 pilot, Geoff Lees.
Jones and Lees did well to score a third place finish at the Suzuka 500 and then followed up with a win in the series at the 1000 km at Fuji. In both races, Jones and Lee's Toyota 87C provided to be stern rivals to the leading cars at Porsche. The duo crashed out for the Fuji 500 marking the end of the duo's tenure in Japanese Endurance racing. TOM's Toyota then sent the duo to participate in two rounds of the World Endurance Championship. Jones would partake in his second 24 Hours of Le Mans, following on from 1984. However Jones and Lees entrance with TOM's Toyota into the world endurance series was less successful. The duo retired at Le Mans early on whilst despite hopes of doing well at the team's home track at Fuji Speedway, Jones and Lees had a similarily early retirement in the race.
Despite a season racing for TOM's Toyota which wielded two podiums and a race win, Jones was not content to continue racing in the series. Jones had a frustrating relationship with the Japanese team management. The culture clash between the two made it very difficult for the two to work together. The Japanese engineers at Toyota had a poor understanding of the English language which made it difficult for Jones to communicate with. The frustrating relationship saw Jones announce his departure from the team and Japanese motor racing after only one season.
1988–2002: Australian Touring Cars / V8 Supercars[]
For 1988, Jones returned to domestic racing within Australia. As he had done three years earlier, Jones partnered touring car veteran, Colin Bond in racing for the Caltex team. The duo competed in a Ford Sierra RS500 in Australia's major endurance races. The Ford Sierra often proved to be unreliable, although Jones and Bond enjoyed success in taking a fourth place finish at New Zealand's Wellington 500. While preparing for the renowned Bathurst 500, Tom Walkinshaw running for the rival Holden team protested that all the Ford Sierra entries were illegal. Despite racing under the threat of disqualification, Jones and Bond put in a great performance to finish third in the race. The duo therefore ending the season on a high.
1989 saw very little activity as a race driver for Jones. However he did participate in two major races at the Sandown 500 and once again at the Bathurst 1000. Moving to Tony Longhurst Racing, Jones was hoping for some strong results at the team that had proved the most successful in the previous season. Jones would race alongside Tony Longhurst himself who had won the previous year at Bathurst. However most notably, also joining them in the car was another former Formula One world champion, Denny Hulme who had won the championship for New Zealand in 1967. Unfortunately the partnership didn't bring much success, the trio retired at Sandown and could only manage a fifth place finish at Bathurst.
The following year in 1990, Jones returned to a more active participation in motorsport. Jones continued on with Tony Longhurst racing, participating in events in both endurance racing as well as signing for a full season in the touring car championship. The two Ford Sierra's of Jones and Longhurst struggled in the ATCC, competing only in the midfield. Jones however did have a highlight at Winton Raceway when Jones and Longhurst battled championship leader and eventual winner, Jim Richards, for the lead of the race. Richards went on to win with Longhurst and Jones second and third. Jones had another highlight by finishing fourth at the Adelaide Street Circuit, a race notably supporting the 1990 Australian Grand Prix. In the Endurance races, Jones partnered with Denny Hulme once again for Bathurst. Unfortunately the duo retired mid-race, there was little more success at the Sydney 500 when Jones and race partner Tony Longhurst both retired from the race as well.
After a difficult 1990 campaign, Tony Longhurst disgarded the Ford Sierra and instead upgraded his team to using BMW M3's for the 1991 season. Both Jones and Longhurst were among the quickest cars that season, however the Nissan cars driven by Jim Richards and Mark Scaife continued to reign supreme in the championship. Despite a difficult start to the season which saw Jones off the pace in comparison to Longhurst, he was able to round the season off with a strong finish. Jones finished second to teammate Longhurst in the penultimate round at Lakeside and then at the final round at Oran Park, Jones took another second place finishing behind Skaife's Nissan. Jones finished fourth in the championship, but some way down on the top three of Richards, Skaife and teammate Tony Longhurst who took two wins for the team that year. There was better fortunes at the Sandown 500 when Jones and teammate Peter Fitzgerald finished in second place. Bathurst was a disappointment with Jones and Longhurst both retiring from the race.
1991 had shown potential for the Longhurst team, the duo of Longhurst and Jones continued on with their BMW M3's for 1992, however once again the Nissan's of Skaife and Richards proved too quick and this year the Ford's had began to challenge BMW for the second best manufacturer. Jones endured a difficult season where he struggled in the midfield. In contrast, teammate Longhurst was one of the few cars to be able to challenge the Nissan's that year. Longhurst finished the season in third with a win and three other podiums. Jones could only manage seventh in the standings and only a single third place at the final round at Oran Park. After four seasons at Tony Longhurst Racing, Jones defected to the Ford team who were enjoying success with their new Ford Falcon. Now racing at Peter Jackson Racing, Jones partnered up and coming talent Glenn Seton for the endurance races. Neither Sandown or Bathurst proved a success in which the duo retired in both races. Bathurst sadly saw the death of Jones's friend and fellow Formula One champion, Denny Hulme, who suffered a heart attack whilst in his car.
With the withdrawal of the superior Nissan's for 1993, Jones and teammate Seton had a strong chance for the title in 1993. The BMW M3 was believed to have the edge over its rivals at Holden, Ford and Toyota. As predicted, the BMW's had the immediate advantage and Jones and Seton immediately became the immediate favourites for the title. At the second round of the championship at Symmons Plains Raceway, Jones finally took his first win in Australian touring cars. Two races later, Jones rounded this out with a second win at Phillip Island. Despite the occasional challenge from John Bowe's Ford Falcon, the two BMW's of Seton and Jones were undoubtedly the quickest cars that year. Despite two wins and two third places for Jones that year, teammate Seton dominated the championship that year. The now 47 year old Alan Jones no longer had the outright pace to compete with his much younger teammate in Seton. For the endurance races, the team reverted back to Ford Falcon's as the BMW's were to be only entered by the works entry. Sandown and Bathurst yielded little reward for the duo of Jones and Seton who retired in both races.
For 1994, BMW withdrew from the ATCC forcing Peter Jackson Racing to return to racing with Ford Falcon's. The only manufacturers participating that year were the Holden's and Ford's predicting a much closer championship. Jones proved inconsistent in his performances that year, whilst Glenn Seton was to finish runner up to eventual championship winner Mark Skaife, Jones struggled to match his younger teammate's performances. Although there was a comeback from Jones at the end of the season where he took three podiums before taking a race win at the penultimate round at Barbagello Raceway. Nonetheless Jones could only manage fifth in the championship and there was little success at Sandown and Bathurst where Jones once again retired from both events.
Now competing in his third full season at Peter Jackson Racing, Jones hoped to improve his fortunes in 1995 following a mediocre 1994. However it would be another difficult season for Jones who continued to be outmatched by teammate Glenn Seton. Whilst Seton was once again fighting for the championship, Jones was struggling in the midfield. Jones managed to take two third place finishes, these proved to be the highlights in a difficult season which saw Seton finish second in the championship with four wins. There were now questions about whether the now 49 year old Jones still had what it took to continue competing among the best Australian touring car racers. Jones responded to suggestions that he was too old for racing by taking a second place at Bathurst, Jones and teammate touring car legend, Allan Grice, who at 53 and 49 years of age were keen to prove they still had the pace.
Nonetheless Jones had been dropped by Peter Jackson after a relatively poor 1995 season. Despite being now 50 years old, Jones remained enthusiastic for racing in the ATCC however found that no team was willing to hire him for a full season in the sport. So instead he opted to form his own ATCC team. With sponsorship from Phillip Morris and hiring brothers Jim and Ross Stone from the highly successful Dick Johnson Racing Team, Alan Jones Racing was formed for the 1996 season racing Ford Falcon's. Jones and his small team had quite a successful entry into the 1996 ATCC season. Despite being considered out of the driver market by the other teams, Jones regularly finished in the points as well as taking two second places at Lakeside and Mallala Park. Jones partnered up with Allan Grice once again for Bathurst, however their race ended when Jones's Ford burst into flames.
Due to the Australian government banning tobacco sponsorship at sporting events, Jones lost his Phillip Morris backing in 1997. It would be a difficult season for Jones, the loss of his sponsorship had severely affected the team's financial capability and as a result the team failed to continue to be competitive. There was positives in which Jones managed to score in every single event, nonetheless this was only the minor points placings and he not once achieved the podium. However it would prove to be a good end to the season when Jones partnered with young talent Jason Bright to take third place at the Sandown 500. For Bathurst, Jones for the first time would partner up again with the Williams team since 1981. Williams had expanded its operations beyond Formula One and into the British Touring Car Championship. For 1997, Williams decided to enter Bathurst partnering Jones, the driver who brought them their first championship success in 1980. Jones racing a Renault Laguna hoped for success upon his reunion with Williams, however unfortunately the Renault broke down early on in the race despite a sixth qualifying position.
At the end of 1997, Jones was forced to sell his share of the Alan Jones Racing team to the Stone brothers due to financial difficulty. Now at the twilight of his racing career, Jones seemed content to retire for 1998 until he was handed a lifeline by old friend and former employer Tony Longhurst. Jones rejoined the Longhurst racing team for the first time since 1992, however like his previous outing at Longhurst Racing, team boss and teammate Tony Longhurst consistently outmatched Jones. Jones struggled throughout the season in the lower midfield and went on to finish a lowly 16th in the championship in comparison to Longhurst's sixth. Jones sadly did not have the financial backing to perform in the endurance races such as Sandown or Bathurst.
By 1999, Jones no longer had the financial capability to continue racing in the ATCC, which had now been renamed the V8 Supercar championship. Therefore Jones began to fade quietly into retirement. He continued to race where he could, the only events he participated in that year were the endurance races of the Queensland 500 and the Bathurst 1000. Racing for the lowly Paul Little Racing, Jones finished 17th at the Queensland 500 whilst failing to finish at Bathurst.
As in the previous year, Jones only raced in two events for 2000. Jones once again joining Paul Little Racing for the endurance races at the Queensland 500 and Bathurst 1000. Unfortunately for Jones he was set to retire in both events after performing near the back of the grid.
In 2001, Jones again racing for Paul Little made entrants into the Queensland 500 and Bathurst 1000 once again. Jones managed to finish both events unlike his previous attempts with the Paul Little team. Jones finished 17th at the Queensland 500 whilst at Bathurst he was 15th.
2002 marked Jones's final season in any form of motorsport. Announcing his final retirement, Jones signed for the respected Dick Johnson Racing team in order to complete his motorsport career in the best way possible. It would prove to be a good send off to Jones's racing career in the Queensland 500, Jones finished the race in seventh position. Whilst his final event at Bathurst, Jones completed his career with a fifth place after regularly competing with the front years.
2005: Grand Prix Masters[]
Jones was invited to come out of retirement to compete in the Grand Prix Masters. The GPM was a newly founded series that invited ex-Formula One drivers over the age of 45 to compete in the series. Jones was set to compete in the series among many of his former Formula One rivals. Former F1 racer Christian Danner questioned whether some drivers in particular the 59 year old Jones and his former teammate Patrick Tambay's ability to compete in the series due to their overall lack of fitness. Jones angrily responded by saying 'the closest he has been to a podium is when he passed it on the way to the lavatory'.
Whilst at qualifying for the first race in Kyalami, Jones was notably ten seconds off the pole time set by Nigel Mansell. As a result of this, Jones opted to pull out of the event as well as having severe neck pains. Instead for the two races at Qatar and Silverstone in 2006, Jones served as a commentator for the races alongside commentary legend Murray Walker. The series folded in 2007, ending his commentary duties.
[]
1982–1985, 1987–2002: Nine Network[]
In 1982 following his first retirement, Jones was signed by Nine Network to present their Formula One television coverage alongside Darrell Eastlake. The partnership of Jones and Eastlake presenting F1 coverage commentated on by the BBC partnership of Jones's old friend and rival, 1976 champion James Hunt and Murray Walker. Eastlake and Jones would become a memorable and long standing partnership for Australian motorsport fans.
In 1984, Jones presented the documentary Ten Tenths, produced by Nine Network. It provided a detailed analysis on the concept of modern Formula One. Jones temporarily quit his work as co-host for Channel 9's coverage to return to racing in Formula One. Following his second retirement in 1986, Jones returned to his duties as co-host alongside Darrell Eastlake.
The duo presented Formula One coverage for Australia throughout the 1990s until 2002. In its later years, Nine Network was suffering from poor ratings due to the late times that Formula One was being broadcast in Australia. As a result the broadcasting rights were sold to Network Ten for 2003.
2013–present: Network Ten[]
During 2012, Jones made a few guest appearances as a co-host for Network Ten's Formula One coverage. For 2013, Jones replaced Craig Baird as expert commentator for Network Ten's coverage. Jones was joined in hosting the programme alongside former MotoGP racer Daryl Beattie and Greg Rust. At the end of 2013, Beattie left the programme leaving only Jones and Rust to host the programme.
In 2015, Network Ten announced it would only be presenting half the races live due to a deal in shared rights with Fox Sports. Jones was joined by new host Matt White in presenting Formula One coverage. Also in 2015, Jones joined the presenting team on Network TEN's motoring show RPM. Jones was joined on the show by another former Australian Formula One driver, Mark Webber. The duo focusing as the Formula One specialists for the programme.
2005–2009: A1 Team Australia[]
Whilst attending the 2004 Monaco Grand Prix as a spectator, Jones was approached about running the Australian team in the inaugral A1 GP season in 2005. The A1 GP was organised as a World Cup of motorsport in which driver's compete for their country as opposed to their teams. Jones signed as team principal for the Australian team beginning in the inaugral 2005-2006 season. Many of Jones's former rivals such as Niki Lauda (Austria), Emerson Fittipaldi (Brazil), Jan Lammers (Netherlands) and Piercarlo Ghinzani (Italy) served as team principals for their respective countries.
During his time as team principal Jones oversaw the Australian outfits endeavours in A1GP as well as serving as a driver mentor for some of Australia's then up and coming talents such as Ryan Briscoe, Will Power and Will Davison. In 2005, controversy surrounded Jones when he signed his adopted son, Christian, as a driver for the team. Jones defended the decision of signing his son due to the fact he had recently won the Asian Formula 3 Championship. However after only two races the younger Jones was replaced due to poor form.
For the 2007–2008 season, Jones desperately tried to sign Daniel Ricciardo as a driver for the Australian team after a strong showing at a Silverstone test. Jones was blocked from signing Ricciardo by Helmut Marko who wanted to keep Ricciardo in the Red Bull young driver programme.
In the 2008–2009 season, Team Australia gained its best finish in the series finishing in the top ten with an eighth place finish in the championship standings. However much to Jones's disappointment, the series was cancelled at the end of the season. Jones blaming poor management by series organiser, Tony Teixeira as the reason for the series withdrawal.
2010–present: FIA Formula One Steward[]
In 2010 it was announced that the stewards panel in overseeing the Formula One grand prix's would be joined by an ex-racing driver who would be there to analyse race situations from a racer's perspective before coming to a conclusion on race decisions.
Jones's first service as a race steward was at the 2010 Korean Grand Prix. Steward decisions in this race was handing Heikki Kovalainen a ten second stop and go penalty for speeding in the pit-lane. Jones's next steward service was at the 2011 Japanese Grand Prix, the same race Sebastian Vettel won his second world title. Since then Jones has served as a steward at the 2012 Indian Grand Prix, 2013 Spanish Grand Prix and 2014 Singapore Grand Prix.
Formula One Statistical Overview[]
Formula One Record[]
Year Entrant Team WDC Points WDC Pos. Report 1975 Custom Made Harry Stiller Racing Hesketh-Ford Cosworth 2 17th Report Embassy Racing with Graham Hill Hill-Ford Cosworth 1976 Durex Team Surtees Surtees-Ford Cosworth 7 15th Report 1977 Shadow Racing Team Shadow-Ford Cosworth 22 7th Report 1978 Williams Grand Prix Engineering Williams-Ford Cosworth 11 11th Report 1979 Albilad-Saudia Racing Team Williams-Ford Cosworth 40 (43) 3rd Report 1980 Albilad-Williams Racing Team Williams-Ford Cosworth 67 (71) 1st Report 1981 TAG Williams Racing Team Williams-Ford Cosworth 46 3rd Report 1982 Retired 1983 Arrows Racing Team Arrows-Ford Cosworth 0 NC Report 1984 Did not compete 1985 Team Haas (USA) Ltd Lola-Hart 0 NC Report 1986 Team Haas (USA) Ltd Lola-Hart
Lola-Ford Cosworth 4 12th Report
Career Statistics[]
Entries 117 Starts 116 Pole Positions 6 Front Row Starts 13 Race Wins 12 Podiums 24 Fastest Laps 13 Points 206 Laps Raced 5555 Distance Raced 25,906 km (16,097 mi) Races Led 24 Laps Led 589 Distance Led 2,847 km (1,769 mi) Doubles 2 Hat-Tricks 2
Race Wins[]
Win Number Grand Prix 1 1977 Austrian Grand Prix 2 1979 German Grand Prix 3 1979 Austrian Grand Prix 4 1979 Dutch Grand Prix 5 1979 Canadian Grand Prix 6 1980 Argentine Grand Prix 7 1980 French Grand Prix 8 1980 British Grand Prix 9 1980 Canadian Grand Prix 10 1980 United States Grand Prix 11 1981 United States Grand Prix West 12 1981 Caesars Palace Grand Prix
Career Results[]
Complete Formula One Results Year 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Pts Pos 1975 2 17th Ret
[1] Ret Ret 11th 13th 16th 10th 5th
[2] 1976 7 15th NC 9th 5th Ret 13th Ret 5th 10th Ret 8th 12th 16th 8th 4th 1977 22 7th Ret Ret 6th 5th 17th Ret 7th Ret 1st Ret 3rd Ret 4th 4th 1978 11 11th Ret 11th 4th 7th Ret 10th 8th Ret 5th Ret Ret Ret Ret 13th 2nd 9th 1979 40 (43) 3rd 9th Ret Ret 3rd Ret Ret Ret C 4th Ret 1st 1st 1st 9th 1st Ret 1980 67 (71) 1st 1st 3rd Ret Ret 2nd Ret 1st 1st 3rd 2nd 11th 2nd 1st 1st 1981 46 3rd 1st 2nd 4th 12th Ret 2nd 7th 17th Ret 11th 4th 3rd 2nd Ret 1st 1982: Retired 1983 0 NC Ret 1984: Did not compete 1985 0 NC Ret Ret DNS Ret 1986 4 12th Ret Ret Ret Ret 11th 10th Ret Ret Ret 9th Ret 4th 6th Ret Ret Ret
Key Symbol Meaning Symbol Meaning 1st Winner Ret Retired 2nd Podium finish DSQ Disqualified 3rd DNQ Did not qualify 5th Points finish DNPQ Did not pre-qualify 14th Non-points finish TD Test driver Italics Fastest Lap DNS Did not start 18th† Classified finish (retired with >90% race distance) NC Non-classified finish (<90% race distance) 4thP Qualified for pole position [+] More Symbols
Notes[]
[]
Wikipedia article
STATS F1 profile
OldRacingCars.com profile
V T E List of World Drivers' Champions 1950: Giuseppe Farina
1951: Juan Manuel Fangio
1952: Alberto Ascari
1953: Alberto Ascari
1954: Juan Manuel Fangio
1955: Juan Manuel Fangio
1956: Juan Manuel Fangio
1957: Juan Manuel Fangio
1958: Mike Hawthorn
1959: Jack Brabham
1960: Jack Brabham
1961: Phil Hill
1962: Graham Hill
1963: Jim Clark
1964: John Surtees
1965: Jim Clark
1966: Jack Brabham
1967: Denny Hulme
1968: Graham Hill
1969: Jackie Stewart 1970: Jochen Rindt
1971: Jackie Stewart
1972: Emerson Fittipaldi
1973: Jackie Stewart
1974: Emerson Fittipaldi
1975: Niki Lauda
1976: James Hunt
1977: Niki Lauda
1978: Mario Andretti
1979: Jody Scheckter
1980: Alan Jones
1981: Nelson Piquet
1982: Keke Rosberg
1983: Nelson Piquet
1984: Niki Lauda
1985: Alain Prost
1986: Alain Prost
1987: Nelson Piquet
1988: Ayrton Senna
1989: Alain Prost 1990: Ayrton Senna
1991: Ayrton Senna
1992: Nigel Mansell
1993: Alain Prost
1994: Michael Schumacher
1995
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Ayrton Senna’s Greatest Moments: The Goat of F1
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As we approach the 30th anniversary of his death, Spectate Travel celebrates Ayrton Senna by picking his top 5 greatest moments behind the wheel…
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The 1st May 2024 will mark the 30th anniversary of the death of Formula 1 legend Ayrton Senna who sadly lost his life whilst leading the 1994 San Marino Grand Prix in Imola at the age of just 34.
Born in São Paulo in 1960, Senna is generally considered to be the greatest F1 drivers of all time. At the time of his death, he had achieved more pole positions than anyone else in the history of the sport and was second in the list of all time winners behind his great rival Alain Prost. There’s no question that had his career had continued, Senna would have won many more races and championships.
To celebrate the great Brazilian’s life, we’ve put together what we considered to be Ayrton Senna’s greatest moments. Although it’s a subjective list, we feel that these five moments highlight what made Ayrton Senna so good behind the wheel of an F1 car.
1. Donington Park - European Grand Prix, 1993
Donington Park in the UK has only hosted one F1 race in its history and it will be forever associated with Ayrton Senna on account of his remarkable performance on that damp Sunday afternoon in April 1993.
In normal circumstances, the McLaren MP4/8 was some way behind the winning pace which was being set by the dominant Williams Renault team in 1993. However, the wet weather conditions proved to be an equaliser, allowing Senna to utilise his otherworldly skills to remarkably jump from 5th place, heading into turn one to be leading come the end of the short 2.5-mile first lap.
This is still considered to be one of the greatest racing laps by any driver in the history of the sport, as he showed his skills his way past the likes of Michael Schumacher, Damon Hill and Alain Prost.
2. Monaco Grand Prix, 1984
Ayrton Senna made his F1 debut in 1984 for the Toleman team, who had been a relative backmarker since entering the series in 1981. Senna had managed a pair of very impressive 6th places over the first five races of the season, but what happened at round six of the Monaco Grand Prix changed everything.
The race was held in very heavy rain, playing to Senna’s strengths. He quickly rose from his 13th place starting position to be in second place by lap 23, having overtaken more accomplished drivers including eventual 1984 world champion Niki Lauda in the dominant McLaren. Senna was closing in on the second McLaren of Alain Prost in the lead when the red flag was put out to end the race on account of the conditions. Despite taking the team’s first ever podium finish, Senna was dismayed that the race had been stopped, having been certain that he would have taken the lead from Prost with a few extra laps. It was a remarkable performance which made him hot property in the driver market for 1985.
3. Portuguese Grand Prix – Estoril, 1985
Senna moved to join former champions Lotus in 1985; a team that had been on a downward spiral since the death of their founder Colin Chapman in 1982. The Brazilian retired from the opening race of the season due to electrical issues, but round two in Portugal was held in extremely wet conditions.
By now, you’ll likely have figured out that Ayton Senna is considered to be the best F1 driver in the rain and the Portuguese Grand Prix provided further evidence of this. He led from pole position and never looked like losing, eventually lapping every other driver on the grid save for the Ferrari of Michele Alboreto which finished over a minute behind.
Only nine of the 26 drivers managed to finish the race in treacherous conditions, further underlining the brilliance of Senna’s display.
4. Monaco Grand Prix Qualifying, 1988
Monaco is the ultimate challenge for F1 drivers and was once described by Nelson Piquet as being the equivalent of “riding a bicycle around your living room”. The barriers are close, and drivers are never more than a few millimetres from disaster throughout each and every lap.
Senna ultimately went on to prove this point on race day; making a small error which put him in the barriers and denied him an almost certain victory. However, it was during the qualifying for the event that Senna made his mark, producing a lap which was a barely believable 1.2 seconds faster than his teammate Alain Prost in 2nd place.
Prost himself is considered one of the sport's greatest racing drivers, winning an eventual four drivers titles and narrowly missing out on a further 4. The fact that Senna could produce a lap so much faster than the Frenchman at the ultimate driver’s circuit is truly mind blowing.
Senna would later claim that his concentration during the lap was such that he had an ‘out of body experience’, viewing the car from above rather than seeing the lap in person. Regardless of whether or not you take this description as gospel, there can be no question that this was one of the greatest qualifying laps in the history of motor racing.
5. Japanese Grand Prix, 1988
Moving onto another of the circuits which is the ultimate test of driver skill, Ayrton Senna arrived at the penultimate round of the 1988 season in Suzuka with a shot of winning the drivers’ championship for the first time. All he had to do was beat his team-mate Prost which was no mean feat.
Senna started the weekend in the best possible way by claiming pole position, but came very close to stalling at the start of the race. This resulted in him dropping down to 14th place, making his job of sealing the title almost impossible.
However, what followed was one of the sport's greatest fight backs. By the end of that first lap Senna had already made up six positions, and by the end of lap four he was back up to an unbelievable second place. Rain began to fall on lap 14 once again playing to Senna’s strength, making his pursuit of Prost almost an inevitability. The Brazilian took the lead on lap 27 and he would never look back, taking the win and the championship in style.
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Argentine Grand Prix 1958 - One-eyed Moss claims first win for Cooper
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Stirling Moss and Vanwall had won the last two races of 1957 but by then the world title was done and dusted. But anyone who expected Juan Manuel Fangio to resume his stranglehold on the championship in what he had said would be his last season when the real action resumed in Argentina was in for a wake-up call. The world was moving on.
Fangio was almost 47 and was conscious the would-be-champions snapping at his heels were almost all two decades or more younger and almost all British. His Maserati team had withdrawn from the sport, but were still providing cars to privateers. Formula One was also moving on with some fairly major rule changes. Alcohol-based fuel was banned in favour of Avgas (a change that worried Vanwall in particular) while drivers pitting and swapping cars was all but outlawed. A championship for manufacturers had also been instigated for the first time.
Vanwall also opted not to travel to Buenos Aires, and so Moss drove a Cooper; it was the only non Maserati or Ferrari is a small field. He had actually not decided which car to drive despite his previous season's success with Vanwall. And he only just made the race after his first wife, Katie, accidently stuck her finger in his eye two days earlier while they were "skylarking". He was taken to hospital and then he had to be examined by a doctor 30 minutes before the start and only removed bandages minutes before the beginning.
Defending champion Fangio, who had won the previous four Argentine Grands Prix, took pole in his privately-entered Masarati and led early on, breaking the track record several times, before being overhauled by Moss on the 35th lap when he had to pit with worn tyres.
After a cautious start, Moss was getting to grips with the rear-engined Cooper and fought his way past Ferrari's new Dino 246 machine complete with V6 overhead camshaft engine. In the lead, Moss' big concern was to preserve his tyres because the Cooper was without single centre-nut wheel-fixing and a pit stop would prove far too costly. In the closing stages, and with his tyres shredded, Moss just managed to hold off Luigi Musso with Mike Hawthorn a close third. In the end, the lightness of the Cooper-Climax which meant it was less punishing on tyres was the crucial factor.
Moss' win was the first in the championship for a rear engined car, the first for an independent team and, of course, the first for Cooper.
Martin Williamson is managing editor of digital media ESPN EMEA
© ESPN Sports Media Ltd.
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1. James Hunt ( 1947 - 1993 )
With an HPI of 69.83 , James Hunt is the most famous British Racing Driver . His biography has been translated into 51 different languages on wikipedia.
James Simon Wallis Hunt (29 August 1947 – 15 June 1993) was a British racing driver who won the Formula One World Championship in 1976. After retiring from racing in 1979, Hunt became a media commentator and businessman until his death. Beginning his racing career in touring car racing, Hunt progressed into Formula Three, where he attracted the attention of the Hesketh Racing team and soon came under their wing. Hunt's often reckless and action-packed exploits on track earned him the nickname "Hunt the Shunt" (shunt, as a British motor-racing term, means "crash"). Hunt entered Formula One in 1973, driving a March 731 entered by the Hesketh Racing team. He went on to win for Hesketh, driving their own Hesketh 308 car, in both World Championship and non-championship races, before joining the McLaren team at the end of 1975. In his first year with McLaren, Hunt won the 1976 World Drivers' Championship, and he remained with the team for a further two years, although with less success, before moving to the Wolf team in early 1979. Following a string of races in which he failed to finish, Hunt retired from driving halfway through the 1979 season. After retiring from motor racing, he established a career as a motor racing commentator for the BBC. He died from a heart attack when he was 45.
3 . Jackie Stewart (b. 1939 )
With an HPI of 66.00 , Jackie Stewart is the 3rd most famous British Racing Driver . His biography has been translated into 60 different languages.
Sir John Young Stewart OBE (born 11 June 1939) is a British former Formula One racing driver from Scotland. Nicknamed the "Flying Scot", he competed in Formula One between 1965 and 1973, winning three World Drivers' Championships and twice finishing as runner-up over those nine seasons. He was the only British driver to win three championships until Lewis Hamilton in 2015. Outside of Formula One, he narrowly missed out on a win at his first attempt at the Indianapolis 500 in 1966 and competed in the Can-Am series in 1970 and 1971. Between 1997 and 1999, in partnership with his son, Paul, he was team principal of the Stewart Grand Prix F1 racing team. After retiring from racing, Stewart was an ABC network television sports commentator for both auto racing, covering the Indianapolis 500 for over a decade, and for several summer Olympics covering many events, being a distinctive presence with his pronounced Scottish accent. Stewart also served as a television commercial spokesman for both the Ford Motor Company and Heineken beer. Stewart was instrumental in improving the safety of motor racing, campaigning for better medical facilities and track improvements at motor racing circuits. After John Surtees' death in 2017, he is the last surviving Formula One World Champion from the 1960s. He is also the oldest living F1 winner.
4 . Jim Clark ( 1936 - 1968 )
With an HPI of 64.67 , Jim Clark is the 4th most famous British Racing Driver . His biography has been translated into 50 different languages.
James Clark OBE (4 March 1936 – 7 April 1968) was a British racing driver from Scotland who won two Formula One World Championships in 1963 and 1965. A versatile driver, he competed in sports cars, touring cars, and in the Indianapolis 500, which he won in 1965. He was particularly associated with Team Lotus, driving for the team his entire Formula One career between 1960 and 1968. Clark was killed in a Formula Two racing accident in April 1968 in Hockenheimring, West Germany. At the time of his death, aged 32, he had won more Grand Prix races (25) and achieved more pole positions (33) than any other driver. Into the 21st century, he maintains several Formula One records, such as Grand Chelem and percentage-related ones. His record of highest percentage of laps in the lead in a season was only broken in 2023.
5 . Graham Hill ( 1929 - 1975 )
With an HPI of 64.20 , Graham Hill is the 5th most famous British Racing Driver . His biography has been translated into 51 different languages.
Norman Graham Hill (15 February 1929 – 29 November 1975) was a British racing driver and team owner, who was the Formula One World Champion twice, winning in 1962 and 1968 as well as being runner-up on three occasions (1963, 1964 and 1965). Despite not passing his driving test until 1953 when he was already 24 years of age, and only entering the world of motorsports a year later, Hill went on to become one of the greatest drivers of his generation. Hill is most celebrated for being the first and only driver (as of 2024) to win the Triple Crown of Motorsport, an achievement which he defined as winning the Indianapolis 500, the 24 Hours of Le Mans, and the Formula One World Drivers' Championship. While several of his peers have also espoused this definition, including fellow F1 World Champions Jacques Villeneuve (who also won the Indy 500), and Fernando Alonso (who also won the 24 Hours of Le Mans), the achievement is today most commonly defined as including the Monaco Grand Prix rather than the Formula One World Championship. By this newer definition, Hill is still the only driver to have ever won the Triple Crown, (since Alonso has not won the Indy 500) winning at Monaco with such frequency in the 1960s (5x; 1963, 1964, 1965, 1968, 1969) that he became known as "Mr. Monaco". Hill crashed at the 1969 United States Grand Prix and was seriously injured, breaking both his legs and ending his season. Although he recovered and continued to race until 1975, Hill's career never again reached the same heights, and the Monaco Grand Prix victory earlier in 1969 was his last victory in Formula One. Wins in the most prestigious races of all three of the major disciplines of motor racing cemented Hill's position as one of the most complete drivers in the history of the sport. Hill was also a well liked television personality and was frequently seen on television screens in the 1970s in a non-sporting capacity, appearing on a variety of programmes including panel games. Upon leaving Brabham, Hill set up his own team in 1973, operating under the name Embassy Hill. Hill continued to race; however after failing to qualify for the 1975 Monaco Grand Prix he retired from driving to concentrate on the day-to-day operations of the team. That same year, Hill and five other members of the Embassy Hill team were killed when the aeroplane Hill was piloting from France crashed in fog at night on Arkley golf course while attempting to land at Elstree Airfield in north London. Hill and his son Damon were the first father and son pair to win Formula One World Championships. Hill's grandson Josh, Damon's son, also raced his way through the ranks until he retired from Formula Three in 2013 at the age of 22.
6 . Nigel Mansell (b. 1953 )
With an HPI of 63.33 , Nigel Mansell is the 6th most famous British Racing Driver . His biography has been translated into 52 different languages.
Nigel Ernest James Mansell, (; born 8 August 1953) is a British retired racing driver who won both the Formula One World Championship (1992) and the CART Indy Car World Series (1993). Mansell was the reigning F1 champion when he moved to CART, becoming the first person to win the CART title in his debut season, and making him the only person to hold both the World Drivers' Championship and the American open-wheel National Championship simultaneously. His career in Formula One spanned 15 seasons, with his final two full seasons of top-level racing being spent in the CART series. Mansell is the second most successful British Formula One driver of all time in terms of race wins with 31 victories, behind Lewis Hamilton with 105 wins, and is eighth overall on the Formula One race winners list, behind Hamilton, Michael Schumacher, Max Verstappen, Sebastian Vettel, Alain Prost, Ayrton Senna and Fernando Alonso. He held the record for the most pole positions set in a single season, which was broken in 2011 by Sebastian Vettel. He also remains the last Formula One driver to win a race over the age of 40, which was the 1994 Australian Grand Prix. Mansell raced in the Grand Prix Masters series in 2005, and won the championship title. He later signed a one-off race deal for the Scuderia Ecosse GT race team to drive their number 63 Ferrari F430 GT2 car at Silverstone on 6 May 2007. He has since competed in additional sports car races with his sons Leo and Greg, including the 2010 24 Hours of Le Mans, and was inducted into the International Motorsports Hall of Fame in 2005.
7 . Alfonso de Portago ( 1928 - 1957 )
With an HPI of 63.16 , Alfonso de Portago is the 7th most famous British Racing Driver . His biography has been translated into 25 different languages.
Alfonso Cabeza de Vaca y Leighton, 11th Marquess of Portago, GE (11 October 1928 – 12 May 1957), best known as Alfonso de Portago, was a Spanish aristocrat, racing and bobsleigh driver, jockey and pilot. Born in London to a prominent family in the peerage of Spain, he was named after his godfather, king Alfonso XIII. His grandfather, the 9th Marquess of Portago had been Mayor of Madrid while his father, who was President of Puerta de Hierro and a prolific golfer, died of a heart attack while showering after a polo match. His mother, Olga Leighton, was an Irish nurse. At age 17, Portago began displaying his flamboyant lifestyle by winning a $500 bet after flying a borrowed plane under London Tower Bridge. He twice rode the Grand National as "gentleman rider" and formed the first Spanish bobsleigh team with his cousins, finishing 4th in the 1956 Winter Olympics, shaving the bronze medal by 0.14 seconds. In 1953, he was introduced into the Scuderia Ferrari team, competing at the Carrera Panamericana, 1000 km Buenos Aires and several Grand Prix, including a win and second place at the 1956 Tour de France Automobile and 1956 British Grand Prix respectively. His promising career was cut short in May 1957 after his renowned Ferrari 335 S crashed near the village of Guidizzolo when a tyre burst while driving along a dead straight road at 150 mph (240 km/h) in the 1957 running of the Mille Miglia, killing Portago, his navigator, and nine spectators. The young age of the marquess who was 28 at the time of his death combined with his status as a sex symbol caused a shock amongst many, having several tributes and landmarks named after him, most notably the "Portago curve" at Jarama racetrack. The Marquess of Portago was seen by many as a true playboy of his time; "a tall, handsome and wealthy Spanish aristocrat who captured everybody's imagination". Gregor Grant famously said of him: "a man like Portago appears only once in a generation, and it would probably be more accurate to say only once in a lifetime. The fellow does everything fabulously well. Never mind the driving, the steeplechasing, the bobsledding, the athletic side of things, never mind being fluent in 4 languages. (...) He could be the best bridge player in the world if he cared to try, he could certainly be a great soldier, and I suspect he could be a fine writer".
8 . John Surtees ( 1934 - 2017 )
With an HPI of 62.36 , John Surtees is the 8th most famous British Racing Driver . His biography has been translated into 47 different languages.
John Norman Surtees, (11 February 1934 – 10 March 2017) was an English Grand Prix motorcycle road racer and Formula One driver. On his way to become a seven-time Grand Prix motorcycle World Champion, he won his first title in 1956, and followed with three consecutive doubles between 1958 and 1960, winning six World Championships in both the 500 and 350cc classes. Surtees then made the move to the pinnacle of motorsport, the Formula One World Championship, and in 1964 made motor racing history by becoming the Formula One World Champion. To this day Surtees remains the only person to have won World Championships on both two and four wheels. He founded the Surtees Racing Organisation team that competed as a constructor in Formula One, Formula 2 and Formula 5000 from 1970 to 1978. He was also the ambassador of the Racing Steps Foundation.
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The 1957 FIA Formula One World Championship was the eighth edition of the FIA Formula One World Championship, staged between the 13th of January and the 8th of September. Outlined below is the full list of teams and drivers for the 1957 FIA Formula One World Championship: Only Formula Two...
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https://static.wikia.nocookie.net/f1wikia/images/4/4a/Site-favicon.ico/revision/latest?cb=20220322043559
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Formula 1 Wiki
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https://f1.fandom.com/wiki/1957_Formula_One_Season
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Constructor Chassis Tyre Driver Rounds Team Engine Maserati 250F P Juan Manuel Fangio 1–2, 4–8 Officine Alfieri Maserati Maserati 250F1 2.5 L6
Maserati 250F1 2.5 V12 Stirling Moss 1 Jean Behra 1, 4–8 Carlos Menditeguy 1–2, 4–5 Giorgio Scarlatti 2, 6–8 Harry Schell 2, 4–8 Hans Herrmann 2 Lancia-Ferrari D50
801 E
P Peter Collins 1–2, 4–6, 8 Scuderia Ferrari Ferrari DS50 2.5 V8 Luigi Musso 1, 4–8 Eugenio Castellotti 1 Mike Hawthorn 1–2, 4–6, 8 Wolfgang von Trips 1–2, 8 Cesare Perdisa 1 Alfonso de Portago 1 José Froilán González 1 Maurice Trintignant 2, 4–5 Maserati
Ferrari 250F
500 P Harry Schell 1 Scuderia Centro Sud Maserati 250F1 2.5 L6
Ferrari 625 2.5 L4 Jo Bonnier 1, 7–8 Alejandro de Tomaso 1 Masten Gregory 2, 6–8 André Simon 2 Hans Herrmann 6 Maserati 250F P Luigi Piotti 1–2, 7–8 Privateer Maserati 250F1 2.5 L6 BRM P25 D Ron Flockhart 2, 4 Owen Racing Organisation BRM P25 2.5 L4 Roy Salvadori 2 Herbert MacKay-Fraser 4 Jack Fairman 5 Les Leston 5 Connaught-Alta B D Stuart Lewis-Evans 2 Connaught Engineering Alta GP 2.5 L4 Ivor Bueb 2 Cooper-Climax T43 A
D Jack Brabham 2, 4, 7 Cooper Car Company Climax FPF 2.0 L4 Les Leston 2 Mike MacDowel 4 Roy Salvadori 5, 7 Vanwall VW 5 P Stirling Moss 2, 5–8 Vandervell Products Vanwall 254 2.5 L4 Tony Brooks 2, 5–8 Stuart Lewis-Evans 4–8 Roy Salvadori 4 Maserati 250F D Horace Gould 2, 4–8 H.H. Gould Maserati 250F1 2.5 L6 Maserati 250F P Jo Bonnier 5 Jo Bonnier Maserati 250F1 2.5 L6 Maserati 250F D Ivor Bueb 5 Gilby Engineering Maserati 250F1 2.5 L6 Cooper-Climax T43 D Jack Brabham 5 R.R.C. Walker Racing Team Climax FPF 2.0 L4 Cooper-Bristol T44 D Bob Gerard 5 Bob Gerard Bristol BS2 2.2 L6 Maserati 250F D Bruce Halford 6–8 Privateer Maserati 250F1 2.5 L6 Maserati 250F P Francisco Godia-Sales 6–8 Privateer Maserati 250F1 2.5 L6 Maserati 250F P Ottorino Volonterio 8
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4902
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dbpedia
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0
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https://www.amalgamcollection.com/collections/formula-1
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Formula 1® Models
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Formula 1 is the world’s most prestigious motor racing competition, as well as the world’s most popular annual sporting series. It is the highest class of open-wheeled auto racing defined by the Fédération Internationale de l'Automobile (FIA), motorsport's world governing body. The "Formula" in the name refers to a set
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Amalgam Collection
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https://www.amalgamcollection.com/collections/formula-1
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Formula 1 is the world’s most prestigious motor racing competition, as well as the world’s most popular annual sporting series. It is the highest class of open-wheeled auto racing defined by the Fédération Internationale de l'Automobile (FIA), motorsport's world governing body. The "Formula" in the name refers to a set of rules to which all participants and cars must conform, whereas the “1” refers to the grade of track on which all races are conducted. Beginning with the 1950 British Grand Prix, Formula 1 has been entertaining millions with its sporting, financial and political battles for over seven decades.
As of the end of the 2022 season, 772 drivers representing 41 different nationalities have competed at least once for 171 Formula 1 teams. There have been 113 different race winners and 106 polesitters in 1,079 FIA World Championship races over the last 72 years. Thirty-four drivers from fifteen nations have earned a total of 73 Drivers’ Championship titles, whilst fifteen teams from five countries have won the Constructors’ Championship in its 63 seasons.
Amalgam Collection’s association with Formula 1 is tied into its existence as a model car manufacturer, after our founder Sandy Copeman approached the Jordan Grand Prix and Williams Formula 1 teams to build models on their behalf. Ferrari came on board in 1998 and Amalgam has since developed strong and lasting relationships with the most important manufacturers and teams across the world of car manufacturing, motorsport and design. With the precious data from these partners, using skills developed over decades of experience, we honour their history and their DNA, delivering with passion and taste the authentic spirit of each car.
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4902
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dbpedia
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1
| 91
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https://motorsport.org.au/media/news/detail/2024/03/21/formula-1-rolex-australian-grand-prix-2024-thursday-wrap
|
en
|
Formula 1 Rolex Australian Grand Prix 2024: Thursday wrap
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[] |
2024-03-21T00:00:00
|
The Formula 1 Rolex Australian Grand Prix is officially underway, with Thursday’s schedule seeing the event’s two domestic categories take centre stage.
|
en
|
Motorsport Australia
|
https://motorsport.org.au/media/news/detail/2024/03/21/formula-1-rolex-australian-grand-prix-2024-thursday-wrap
|
Thursday 21 March, 2024
Photos: Edge Photographics, Revved Photography, Jack Martin Photography, Zed Photography and Motorsport Australia
|
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4902
|
dbpedia
|
2
| 93
|
https://www.sporcle.com/games/SolSol01/every-f1-pole-position
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en
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Every F1 Pole Position
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Can you name every F1 driver to achieve pole position? Test your knowledge on this sports quiz and compare your score to others. Quiz by SolSol01
|
en
|
/images/favicon-32x32.png
|
https://www.sporcle.com/games/SolSol01/every-f1-pole-position
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Report this User
Report this user for behavior that violates our Community Guidelines.
Details:
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4902
|
dbpedia
|
1
| 29
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https://motorsport.org.nz/wall-of-fame/
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en
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MotorSport New Zealand
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2023-04-16T02:23:08+00:00
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en
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MotorSport New Zealand
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https://motorsport.org.nz/wall-of-fame/
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The late Chris Amon
Widely regarded as New Zealand’s most talented driver, Chris Amon’s ability led him to Europe and Formula One at just 19 years old. Although he managed to stay at the top of his field for 14 years – he was number one for the Ferrari F1 team from 1967 to 1969 – victory eluded him. However, wins did come in events like the Le Mans and Daytona 24-hour races and the New Zealand Grand Prix. Now back in New Zealand Chris Amon has strong links with Toyota developing road cars.
The late George Begg
An engineer by trade, George Begg started to engineer and build cars in 1964. After a stint at the McLaren factory in Great Britain, he came home and built the single seater McBegg. Between 1969 and 1973 he teamed up with Fred McLean to build the FM series of V8-engined Formula A cars. A change in tax laws ended George Begg’s construction days but not before he had played his part in an important and exciting time in New Zealand’s motor sport history.
The late Peter “Possum” Bourne
From the time when he finished third in his first rally, Possum Bourne was destined to become one of New Zealand’s top rally drivers and one of the countries leading personalities. After starting in V8 powered Mk 1 Fords, his professional career took off when he linked up with Subaru. Although devastated by the death of his long time co-driver, friend and business partner Rodger Freeth in the 1993’s Rally of Australia, Possum Bourne continued driving and with expatriate Tony Sircombe won the Asia/Pacific title dedicating it to his friend’s memory. Sadly Possum died as the result of injuries received in a car accident at Cardrona in 2003. His funeral brought the nation and the motorsport world together in their grief over arguably one of New Zealand’s most admired sporting ambassadors.
Robert Francevic
Always outspoken, Robbie Francevic was able to back up his words with success on the track. He became a household name in 1966 when he and his team designed and built the famous “Colour Me Gone” Custaxie in which he won twenty races and the 1967 Saloon Car Championship. In his time Robbie Francevic also won the 1985 inaugural Wellington Street race and the Australian Touring Car Championship in 1985 and 1986. Robbie still has an occasional outing in events like the Dunlop Targa.
The late Dr Rodger Freeth PHD, MNZEI, MNZIP
From a doctorate of Philosophy in Physics to winner of the inaugural New Zealand Motorsport’s Personality of the Year award, Rodger Freeth had a glittering academic and motorsport career. Although his first love was motorcycles, he went on to become one of New Zealand’s most respected rally co-drivers, first with Neil Allport and then with Possum Bourne. As a driver he also won TraNZam titles in his Starlet. Rodger lost his life in a tragic accident during the 1993 Rally of Australia.
The late Ron Frost
Ron Frost’s 40-year involvement in the administration of motorsport could justifiably win him the title “Mr New Zealand Motorsport”. During the heyday of the Tasman Championships, it was his contacts and negotiation skills that brought many of the world’s top drivers to the Australasian fixture. He was President of the Association of New Zealand Car Clubs (later MotorSport New Zealand Inc) from 1958 to 1977 and took an active part in the international scene through his involvement with the FIA and the World Council of Motorsport.
The late Denny Hulme
Another of the illustrious names to have come from the NZIGP Driver to Europe Scholarships, “Denny” Hulme went on to win the 1967 Formula 1 Driver’s World Championship and eight Formula 1 Grand Prix from 1967 to 1974. With fellow Kiwi Bruce McLaren he also dominated the CanAm series from 1968 to 1972. He continued to compete into his 50s in historic and celebrity-style events as well as being in demand for Bathurst where he died of a heart attack doing what he knew and loved best.
The late Bruce McLaren
After being awarded a scholarship to drive in Europe in 1958, Bruce McLaren quickly established himself as a force to be reckoned with. In 1959 he became the youngest driver to win a Grand Prix when he won his first Formula One Grand Prix in America; it was the start of a career which would see many high profile victories. Bruce McLaren died testing a car in 1970, but his name lives on with the team he created and the work he did developing racing cars.
The late Graham McRae
Graham McRae was a successful engineer/driver much in the mould of Bruce McLaren. In 1969 he was awarded the Driver to Europe scholarship and showed a promising start in Formula 2. Often driving cars he had designed, he was a consistent winner of F5000 in Australasia, Great Britain and America. He also won the Australian Grand Prix three times and clinched the Australian Drivers Championship. An extremely talented driver and engineer, he could have reached the pinnacle of motorsport, but chose a different route.
Rod Millen
One of New Zealand’s top rally drivers, Rod Millen achieved success in many parts of the world. After teaming up with Mazda to develop and race the RX3, he quickly established himself as New Zealand’s number one rally driver with three championship wins. In 1978, he moved to America where he continued to win races and where he set up a successful business in special vehicle projects. A frequent visitor to New Zealand, he is still regarded as a kiwi by fans who take pride in his achievements.
Steve Millen
Steve Millen is one of a breed of drivers New Zealand seems to produce, capable of winning anything with four wheels while at the same time enjoying every minute of their racing. His greatest success at home came in circuit racing when he won the New Zealand International Grand Prix in 1980. Like his brother, Rod, he moved to America where he also set up a successful business and has raced Indy Lights and trucks. He won the Sebring 12-hour and Daytona 24-hour races in 1994.
Paul Radisich
Paul Radisich exemplifies the qualities needed to succeed in any endeavour; dedication and perseverance. He competed in Formula Pacific in New Zealand before trying to break into Formula 3 in Britain. When his lucky break failed to come, he turned to American Super Vee racing then the British Touring Car Championship. He went on to win the FIA Touring Car Challenge at Monza in 1993 and moved to Australia to continue with his career in the Australian V8 Supercar Championship.
Jim Richards
Throughout his career “Gentleman Jim” Richards earned a reputation as a fair and honest racer, always giving his best but never displaying the win-at-all-costs attitude that some others show. Although he raced in rallies and speedway, his greatest success came in saloon cars. His association with Sidchrome meant a move to Australia in 1975 where he won the Bathurst 1000 five times. Australian journalists gave him his nickname, a fitting tribute to one of New Zealand’s most successful ex-pat racers.
Kenneth Smith
In a career spanning many decades, Ken Smith has achieved success against the best local drivers and against those from overseas who have competed here. In his time he has won the New Zealand International Grand Prix and has picked up five New Zealand Gold Star Championships. Many thought his career was over when he underwent a triple heart bypass in 1987, but within three months he was back on the track and winning races; a perfect example of his talent, determination and courage.
Graeme Lawrence
Since placing fifth in his first race in Levin in 1965, Graeme Lawrence has had a long and distinguished career in motorsport. In 1969 he won the Tasman Cup in the ex Chris Amon’s 2.5 litre Ferrari. A career highlight came in 1975 when he won the New Zealand Gold Star and placed second in the Tasman Championship. Despite serious injuries from a racing accident in a Formula 5000 Lola, he went on to find success largely in Southeast Asia in the seventies and eighties.
The late Ron Roycroft
A true all-round motorsports person, Ron Roycroft achieved success driving on sand, cinders, gravel and seal and collected over 200 awards in all types of speed events during a long career which started in 1933. He gave New Zealand one of its great motorsport moments in 1957 when he led the country’s own Grand Prix for ten laps before retiring; the next year he placed third. He retired from driving in 1963 but never lost his interest in the sport or his enthusiasm for sharing his knowledge of cars.
Morris Chandler
As president of MotorSport New Zealand from 1977 to 1998, “Morrie” Chandler’s never diminishing drive and energy led the sport. As founding chairman of Rally New Zealand, he succeeded in getting the country on the map through its inclusion in the World Rally Championships. His contribution to international motorsport came through his involvement with the FIA. One of the sport’s most dedicated promoters, Morrie Chandler was also an accomplished rally driver in a Skoda and later in Mitsubishis.
Craig Baird
With a host of New Zealand Motor Racing titles to his credit Craig Baird can rightfully claim to be one of New Zealand’s most successful racing drivers. After making his mark in karts then Formula Ford and Formula Pacific, he made the transition to saloons winning the New Zealand Touring Car Championship four years in a row. After two seasons in the UK Craig set up home in Australia and took up a drive in the successful Australian V8 Supercar Championship. He was awarded a Member of the New Zealand Order of Merit in 2010.
Greg Murphy
An outstanding driver from an early age in karting, Greg Murphy went on to win all the major single seater titles in New Zealand before taking on Australia. Top Formula Brabham and two litre touring car drives in 1994/95 caught the eye of the Australians and slingshotted a successful start to a saloon car driving career that to date has included two Bathurst 1000 and two Sandown 500 titles. Lack of funding hampered efforts to gain an Indy Lights driving contract in 1998 and he turned back to Australia where he has pursued the V8 Supercars title, finishing second in 2003.
Dave McMillan
Dave McMillan was a dominant single seater driver of the late 1970s – Gold Star champion in 76/77, 78/79 and 79/80 and winner of the New Zealand Grand Prix in 1981. He then headed overseas to the US to pursue his dream of a professional racing career in IndyCars, but his hopes were cut short by a serious injury accident. He has had a very successful career managing teams which have won, among other trophies the Atlantic Championship and the Long Beach Grand Prix. He has never lost his love for and interest in New Zealand motorsport and over the years has helped many young mechanics, and more recently drivers, to gain experience or launch careers in the States.
Scott Dixon
When, in 1993 at the age of 13, Scott Dixon was granted a racing licence under a special MotorSport New Zealand dispensation, few predicted what a prolific race winner he would become. With no experience, Scott won the Formula First championship in his first season. In 1997, Scott crossed the Tasman to take third place in the Australian Formula Holden Championship and was named Rookie of the Year, winning the championship the following year. In 1999 Scott earned a test drive in a PACWEST IndyLights car and he was awarded the prestigious Jim Clark Trophy, an award he received again in 2001 and 2004. He switched to the CART series in 2001, taking another Rookie of the Year award. In 2003 he shifted to the Indycar Racing Series winning the championship. In 2008 he claimed his greatest victory to date, winning the famous Indianapolis 500 from pole. It was one of a record-equalling six IndyCar wins for the season and delivered him his second championship. Awarded a Member of the New Zealand Order of Merit in 2009, he continues to be a great ambassador for his country and motorsport.
Hayden Paddon
From the small town of Geraldine, Hayden Paddon has taken the world rally scene by storm. Hayden began go-karting at the age of six displaying a natural flair for the track and began turning heads by claiming several regional, national go-karting and rally championships. In 2006, aged 19, Hayden debuted in the New Zealand Rally Championship, winning junior and rookie titles in his Group N Mitsubishi Evo 8. In 2008 & 2009 NZ Rally Championships Hayden becoming the youngest ever New Zealand Rally Champion at the age of just 21 in the process. This led to Hayden’s introduction to the world stage where he continued to grow as a driver and has since cemented himself as New Zealand’s top Rally driver.
John Kennard
John Kennard began navigating in 1972. He made his World Rally Championship debut in Finland in 1985 by accident, when a regular co-driver became ill and John stepped in to take his place. John returned to New Zealand and co-drove for various drivers, scoring his best WRC result to date on Rally New Zealand in 1988: 3rd overall with the late-Malcolm Stewart in an Audi Quattro. John was approached by Hayden Paddon to co-drive for him in 2005 and they competed together for the first time at the 2006 Rally Otago. Their first win came at Rally Whangarei in 2007. John became New Zealand champion co-driver in 2008 and 2009, guiding Hayden to a Pirelli Star Driver prize win in Australia the same year. That led to joining the Pirelli programme in 2010 and they finished third in the Production World Rally Championship. Last year they returned and won PWRC outright and, in doing so, Hayden and John became the first ever Southern Hemisphere World Rally Champions.
Howden Ganley
After leaving school, Ganley became a reporter for the Waikato Times and wrote a column for Sports Car Illustrated. Armed with a Chevron in 1969 he became the first driver to average better than 100 mph in a F3 car. BRM were impressed enough to sign him up for the 1971 Grand Prix season meaning the young Kiwi became the first and to date, the only person to race in F1 and work as a mechanic in F1. He was a blink away from winning the Italian GP near the end of the year and remained with BRM in 1972 before joining Williams in 1973. His F1 career ended after the suspension failed, leaving him with serious foot and ankle injuries. His Formula 1 career saw him start 35 Grand Prix and score 10 championship points. Howden has also provided tireless service to the prestigious British Racing Drivers’ Club as a Board member and ultimately Vice-President.
David Oxton
David Oxton had a long and successful open-wheeler career in New Zealand, winning eight championships, including five Gold Star titles. He drove a March Formula 1 car in the 1971 Tasman, which led to his first Gold Star title with George Begg’s FM4. He also won the Formula Ford title in 1971/72 and placed his car on pole position in the Formula Ford World Cup at Brands Hatch. Oxton then had success with various Ralt RT4s in the Formula Pacific category, including winning the New Zealand Grand Prix in 1983. He acted as a mentor for young up-and-coming drivers after retiring from racing.
Jim Palmer
Jim Palmer was a successful open-wheeler racer in New Zealand during the 1960s, winning the NZ Gold Star title four times and consistently performing well in the Tasman Series against top Australian drivers. He was also the first resident New Zealander to finish the New Zealand Grand Prix for five years in a row and won the Lady Wigram Trophy race four times. Palmer tested a Ferrari in Italy in 1966, and although he didn’t race it in the 1967 Tasman Series, his performances left no doubt that he had the ability to race in Formula 1. He eventually retired from racing and focused on his car sales business and family.
Brendon Hartley
Brendon Hartley, a New Zealand motorsport champion, began his racing career in karts at six years old. He won his first championship at age 12 and made a career move to Europe at 16 to race in a two-litre Formula Renault. He won the World Series by Renault in 2007 and joined the Red Bull talent pool. Brendon was contracted as an official reserve driver for both the Red Bull Racing and Scuderia Toro Rosso teams in 2009 and 2010. He made his F1 debut in 2009 and drove for Mercedes AMG Petronas Formula 1 Team until 2013. In 2014, he secured a Porsche factory contract to drive in the FIA World Endurance Championship, where he became a world champion alongside Porsche teammates Mark Webber and Timo Bernhard in 2015.
Earl Bamber
Earl Bamber is a New Zealand racing driver who has achieved success both in his home country and internationally. He won the prestigious 24-Hours of Le Mans endurance race twice with Porsche in 2015 and 2017, becoming the first New Zealander to win the race since 1966. Earl started his racing career in karting, winning his first title at the age of 12, and later progressed to single seaters, where he won the Formula BMW Asia title. He also achieved podiums and pole positions in other categories such as Formula Renault V6 and Australian Formula 3. Earl is acknowledged as one of New Zealand’s most versatile drivers, having also competed in A1 Grand Prix and GP2 Asia.
Dick Bennets
Dick Bennetts, hailing from Dunedin, honed his engineering skills with Performance Developments Ltd in Auckland before moving to the UK in 1972 with current NZ Formula Ford Champion David Oxton. He then joined March Racing Formula 2 and later the Fred Opert Team, engineering Keke Rosberg to consecutive NZ Formula Pacific series wins.
Recruited by Ron Dennis, Dick managed the BMW M1 Procar team, guiding Niki Lauda to the Procar championship in 1979. He then led McLaren’s struggling Formula 3 team to win the British F3 championship in 1980. Despite offers to join McLaren’s F1 operation, Dick founded West Surrey Racing (WSR), clinching the 1981 British Formula 3 title and dominating British motor racing. Under Dick’s guidance, the young star, Ayrton Senna won the first nine races of the 1983 season at WSR.
WSR’s success continued when they entered the British Touring Car Championship, winning titles in 2004, 2007, 2008, 2009, 2014, 2016, 2017, and 2018. Though he acknowledges his driver status could have garnered more recognition, Dick’s impact as a technical guru is esteemed internationally, earning him significant respect as a proud Kiwi.
Scott McLaughlin
Scott McLaughlin began his career in karting at age six, quickly advancing to win major titles. After moving to Australia in 2003, his karting success continued. By age 15, McLaughlin was working with a V8 Supercars team, leading to a test drive in 2009. He achieved success in the V8 Supercars Development series, winning the championship in 2012, and also won the V8 SuperTourer series in New Zealand. Joining V8 Supercars in 2013, McLaughlin secured two race wins in his debut season. His move to Team Penske’s Supercars team in 2017 marked a period of dominance, with McLaughlin winning the Bathurst 1000 in 2019 and securing three consecutive Supercars Championships from 2018 to 2020. Transitioning to Penske’s IndyCar program in 2020, he left Australia as one of its most successful drivers. McLaughlin is also known for his contributions off the track, including mentorship and road safety advocacy.
Rob Wilson
Rob Wilson’s influence extends far beyond his accomplishments on the track, shaping the careers of numerous racing talents across different tiers of motorsport. His journey started as a mechanic apprentice in Auckland before transitioning to motorsport journalism. In the early 1970s, he ventured to Great Britain, aiming for a career in motorsport or music. Despite achieving success in music with Edison Lighthouse’s hit single “Love Grows,” his passion for racing led him into the British Formula Ford and later Formula 3, facing off against future Formula 1 champions like Nelson Piquet and Alain Prost. Despite offers to drive in Formula 1, financial constraints hindered his progress.
By 1990, Rob excelled in the Barber Saab Pro Series, winning the championship and progressing to Indy Lights in 1991. His racing career extended to NASCAR, sports car races, and coaching at the Skip Barber Racing School, where he discovered his talent for driver coaching. Rob’s coaching prowess attracted a vast array of clients, including Formula 1 drivers like Valtteri Bottas and Nico Rosberg, as well as New Zealand talents such as Greg Murphy and Shane van Gisbergen. His deep understanding of driving mechanics and telemetry analysis made him indispensable to racing teams worldwide.
Shane van Gisbergen
Shane van Gisbergen is a celebrated motorsports racer known for his diverse and successful career. Starting his racing journey at five with quad bikes and progressing through karting and various racing classes, Shane quickly made a name for himself. Winning titles in the NZ Formula Ford Championship and finishing runner-up in the Toyota Racing Series, he transitioned to the Supercars Championship at 17. Shane’s talent shone through, with a breakthrough maiden Supercars race win in 2011. Moving to Tekno Autosport in 2013, he achieved significant victories and ventured into GT racing, showcasing his versatility across global circuits. Joining Triple Eight Race Engineering in 2016, Shane won the Supercars title and continued to dominate with two Bathurst 1000 victories and three championships, setting a record with 21 wins in 2022. Beyond Supercars, his remarkable win at the New Zealand Grand Prix and success in rallying, including a third-place finish in the WRC2 class of the World Rally Championship, underscore his exceptional talent.
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https://en.wikipedia.org/wiki/Australian_Grand_Prix
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Motor race held in Australia
This article is about the automobile race. For other uses, see Australian Grand Prix (disambiguation).
Australian Grand PrixAlbert Park Circuit
(2022–present)Race informationNumber of times held87First held1928Most wins (drivers) Lex Davison (4)
Michael Schumacher (4)Most wins (constructors) Ferrari (14)Circuit length5.278 km (3.280 miles)Race length306.124 km (190.216 miles)Laps58Last race (2024)Pole positionPodiumFastest lap
The Australian Grand Prix is an annual motor racing event which is under contract to host Formula One until 2035.[1] One of the oldest surviving motorsport competitions held in Australia, the Grand Prix has moved frequently with 23 different venues having been used since it was first run at Phillip Island in 1928. The race became part of the Formula One World Championship in 1985. Since 1996, it has been held at the Albert Park Circuit in Melbourne, with the exceptions of 2020 and 2021, when the races were cancelled due to the COVID-19 pandemic.[2] Before that, it was held in Adelaide.[3]
History
[edit]
Pre-war
[edit]
While an event called the Australian Grand Prix was staged in 1927 at the grass surface Goulburn Racecourse held as a series of sprints,[4] it is generally accepted that the Australian Grand Prix began as the 100 Miles Road Race held at the Phillip Island road circuit in 1928.[5] The inaugural race was won by Arthur Waite in what was effectively an entry supported by the Austin Motor Company, a modified Austin 7. For eight years, races, first called the Australian Grand Prix in 1929, continued on the rectangular dirt road circuit. Bugattis dominated the results, taking four consecutive wins from 1929 to 1932. The last Phillip Island race was in 1935 and the title lapsed for three years. An AGP style event was held on Boxing Day, 1936 at the South Australian town of Victor Harbor for a centennial South Australian Grand Prix[6] before the Australian Grand Prix title was revived in 1938 for the grand opening of what would become one of the world's most famous race tracks, Mount Panorama just outside the semi-rural town of Bathurst. Only just completed, with a tar seal for the circuit still a year away, the race was won by Englishman Peter Whitehead racing a new voiturette ERA B-Type that was just too fast for the locally developed machinery.[7] One more race was held, at the Lobethal Circuit near the South Australian town of Lobethal in 1939, before the country was plunged into World War II.
Post-war
[edit]
Early post-war races
[edit]
In the immediate post-war era, racing was sparse with competitors using pre-war cars with supplies cobbled together around the rationing of fuel and tyres. Mount Panorama held the first post-war Grand Prix in 1947, beginning a rotational system between the Australian States,[8] as fostered by the Australian Automobile Association.[9] A mixture of stripped-down production sports cars and Australian "specials" were to take victories as the race travelled amongst temporary converted airfield circuits and street circuits like Point Cook, Leyburn, Nuriootpa and Narrogin before, on the races return to Mount Panorama in 1952, the way to the future was pointed by Doug Whiteford racing a newly imported Talbot-Lago Formula One car to victory. Grand Prix machinery had already been filtering through in the shape of older Maserati and OSCAs and smaller Coopers but had yet to prove to be superior to the locally developed cars. The end of the Australian "specials" was coming, but the magnificent Maybach-based series of specials driven exuberantly by Stan Jones would give many hope for the next few years.
Lex Davison, who for several years would experiment with sports car engines in smaller Formula 2 chassis, took his first of four victories in a Jaguar engined Formula 2 HWM in 1954, while the previous year Whiteford won his third and final Grand Prix as for the first time racing cars thundered around the streets surrounding the Albert Park Lake in inner Melbourne. That circuit, which for four brief years gave Australia the strongest taste of the grandeur surrounding European Grand Prix racing, was 40 years later very much modified, used to host the 1996 Australian Grand Prix as the modern Formula One world championship venue. Jack Brabham took his first of three AGP wins in 1955 at the short Port Wakefield Circuit in South Australia. The race is significant in that Brabham was driving a Bristol powered Cooper T40, the first ever rear-engine car to win the Grand Prix.
The Grand Prix returned to Albert Park in 1956, Melbourne's Olympic Games year to play host to a group of visiting European teams, led by Stirling Moss and the factory Maserati racing team who brought a fleet of 250F Grand Prix cars and 300S sports racing cars. Moss won the Grand Prix from Maserati teammate Jean Behra. That 1956 race would inspire the next great era of the Grand Prix.[10]
Tasman Formula
[edit]
The growing influence of engineer-drivers Jack Brabham and a couple of years behind him New Zealander Bruce McLaren would transform the race. Brabham, who first won the Grand Prix in 1955 in a Cooper T40 Bristol he had brought home from his first foray into English racing,[11] would test new developments for Cooper during the European winter, beginning a flood of Cooper-Climax Grand Prix machinery into Australia and New Zealand before Brabham started building his own cars, as well as the appearance of Lotus chassis as well, finally killing off the Australian "specials". With European Formula One restricted by the 1.5-litre regulations and big powerful 2.5-litre Australian cars were tremendously attractive to the European teams and when BRM Grand Prix team toured Australia during the summer of 1962, the seed grew that became the Tasman Series.
The top European Formula One teams and drivers raced the European winters in Australia and New Zealand from 1963 to 1969 playing host to a golden age for racing in the region for which the Australian Grand Prix (and the New Zealand Grand Prix) became jewels of the summer. The popularity of the Tasman formulae was directly responsible for 1966's "return to power" in Formula One, and having spent years developing with Repco the Brabham cars and eventually the Oldsmobile-based Repco V8s in the Tasman series gave Jack Brabham the opportunity to unexpectedly dominate Formula One in his Brabhams with a ready-proven lightweight car that left Ferrari and the British "garagistes" struggling with their heavy, technically fragile or underpowered cars until the appearance of the Lotus-Cosworth in 1967.
The Formula One stars of the era all visited the Tasman Series, including World Champions Jim Clark, John Surtees, Phil Hill, Jackie Stewart, Graham Hill and Jochen Rindt, while other F1 regulars Timmy Mayer, Pedro Rodriguez, Piers Courage, leading teams from Cooper, Lotus, Lola, BRM, even the four wheel drive Ferguson P99 and finally, Ferrari, racing against the local stars, Jack Brabham, Bruce McLaren, Denny Hulme, Chris Amon, Frank Gardner, Frank Matich, Leo Geoghegan and Kevin Bartlett. Brabham won the Grand Prix three times, McLaren twice, Clark twice, the second was his last major victory before his untimely death, winning a highly entertaining battle with Chris Amon at the 1968 Australian Grand Prix at Sandown Raceway. Graham Hill won the 1966 race, with Amon winning the final Tasman formulae race in 1969 leading home Ferrari teammate Derek Bell for a dominant 1–2 at Lakeside Raceway.
Formula 5000
[edit]
By the end of the decade, European teams were increasingly reluctant to commit to the Tasman Series in the face of longer home seasons, but also having to develop 2.5-litre versions of their 3.0 litre F1 engines. Local Tasman cars were declining as well and after originally opting a 2.0 litre version of Tasman to be the future of the Australian Grand Prix, the overwhelming support for the already well established Formula 5000 saw natural selection force CAMS' hand.[12]
For the first half of the 1970s, the Tasman Series continued as a local series primarily for Formula 5000 racers, but by 1976, the Australian and New Zealand legs fractured apart and the Australian Grand Prix separated from the remnants and became a stand-alone race once more. During this era, the former Tasman stars, Matich, Geoghegan and Bartlett would continue on as a new generation of drivers emerged, some like Garrie Cooper (Elfin) and Graham McRae developing their own cars while others like Max Stewart, John McCormack and Alfredo Costanzo using European-built cars, mostly Lolas. Matich won two Grands Prix is his own cars before Stewart and McRae each took a pair of wins. Towards the end of the 1970s, the race again became a home to returning European-based antipodeans like Alan Jones and Larry Perkins with Warwick Brown winning the 1977 race, while in 1976, touring car racer John Goss completed a remarkable double becoming the only driver to win the Grand Prix and the Bathurst 1000 touring car race.
Calder Park
[edit]
Declining economy and the dominance of the local scene by Group C touring cars towards the latter part of the 1970s saw Formula 5000 gradually fall out of favour. By 1980, the decision to replace was once again imminent; however, the form of Alan Jones in Formula One saw entrepreneur Bob Jane seize an opportunity to bring Formula One back as the Grand Prix Formula. The 1980 event held at Jane's Calder Park Raceway saw a combined field of Formula One and Formula 5000 padded out with the Australised version of Formula Atlantic cars, Formula Pacific.[13] The newly crowned world champion, Jones swept the field aside in his Williams-Ford, but with only two F1 cars entering (the other being the Alfa Romeo 179 driven by Bruno Giacomelli).
The continuing disintegration of F5000 saw Jane concentrate the next four Grands Prix on the Formula Pacific (later rebadged as Formula Mondial[14]) category and importing Formula One drivers to race the locals in fields almost entirely made up of Ralt RT4s. Brazilian Roberto Moreno dominated this era, winning three of the four races, ceding only the 1982 race to future four-time World Champion Alain Prost.
Jane's attempt to bring the World Championship to Calder Park ultimately failed, as did a bid by Melbourne's other circuit Sandown (though Sandown was able to attract a round of the World Sportscar Championship to its upgraded track in 1984). As it turned out, F1 would be tempted away from Melbourne by a far more attractive option[15] but it was listed as a reserve race in the 1982 F1 calendar.[16]
Formula One
[edit]
Adelaide (1985–1995)
[edit]
The Australian Grand Prix became a round of the FIA Formula One World Championship in 1985 with the last race of the season held on the street circuit in Adelaide. The Adelaide Street Circuit, which held its last Formula One race in 1995, was known as a challenging, demanding and tricky circuit that often produced races of attrition, and the whole event was very popular with drivers, teams and fans. Whenever the teams came to Adelaide they enjoyed the party atmosphere.[17]
The first ever Australian Grand Prix to be included as part of the Formula One World Championship was also the 50th AGP. The new 3.78 km Adelaide Street Circuit saw Brazilian Ayrton Senna on pole with a time of 1:19.843 in his Lotus–Renault. The race itself was a battle between Senna and Finland's Keke Rosberg driving a Williams–Honda for the last time. Run in oppressively hot conditions, the last race of the 1985 season ran to its 2-hour time limit, though all scheduled 82 laps were run. Rosberg ultimately prevailed finishing 43 seconds in front of the Ligier–Renaults of Frenchmen Jacques Laffite and Philippe Streiff who actually collided at the hairpin at the end of Brabham Straight with only one lap to go when Streiff tried a passing move that resulted in his car suffering broken suspension, though not bad enough to cause retirement. Three time World Champion Austrian Niki Lauda drove his last Formula One race at this event. After starting 16th in his McLaren, he made his way to the lead by lap 57, but a lack of brakes cause him to crash into a wall in a sad end to his Formula One career. Australia had its own driver in the race with 1980 World Champion Alan Jones driving a Lola–Hart. Jones, who started 19th, stalled at the start but fought his way to sixth by lap 20 before retiring later in the lap with electrical failure. The 1986 event was a three-way race for the Drivers' Championship. Briton Nigel Mansell and Brazilian Nelson Piquet in Williams–Hondas and Frenchman Alain Prost, in a comparatively underpowered McLaren–TAG/Porsche, were competing for the drivers' title. Mansell needed only third to guarantee the title, whilst Prost and Piquet needed to win and for Mansell to finish fourth or lower to take the title. Finn Keke Rosberg led for 62 laps before a puncture that caused damage to his McLaren; this was the 1982 champion's last Formula One race. Whilst comfortably in the top three with 20 laps to go, Mansell's Williams suffered a spectacular mechanical failure, with a rear tyre puncture at 180 mph (290 km/h) on the Brabham Straight, creating a huge shower of sparks as the floor of the vehicle dragged along the bitumen surface. Mansell fought to control the violently veering car and steered it to a safe stop. Prost took the lead, as Mansell's teammate Piquet had pitted as a pre-cautionary measure, and the Frenchman won the race and the championship. Prost had to fight back after a mid-race puncture, and stopped soon after the finish so as not to waste fuel, something he had done at every race he finished since his disqualification from the 1985 San Marino Grand Prix for being underweight after his McLaren ran out of fuel on his slow down lap after crossing the line first. 1987 saw Gerhard Berger win in his Ferrari while Ayrton Senna finished second but was then disqualified for technical irregularities in his last race for Lotus; Berger's teammate Michele Alboreto was then moved up to second place to make the final result a Ferrari 1–2.
1988, the last Grand Prix of the turbo era, saw Alain Prost win his seventh race of the season from McLaren teammate and newly crowned World Champion Ayrton Senna with outgoing champion Nelson Piquet third for Lotus, giving Honda turbo's all three podium positions. The race was also the 15th win and 15th pole in 16 races in a season of total dominance for McLaren-Honda, a domination not seen before or since in Formula One. 1989 was hit by a deluge of rain and the drivers, notably Prost, did not want to start the race because of the very wet conditions, particularly on the Brabham straight. This event came after controversial events 2 weeks before at the Japanese Grand Prix at Suzuka, where Prost had crashed into his hated teammate Senna, and Senna got going again and finished 1st on the road but after political discussions was disqualified for cutting the chicane before the pit straight at Suzuka; the repercussions of which dawned on the race. McLaren had decided to appeal Senna's disqualification; so Senna still had a chance of winning the championship. The race was delayed for sometime and there were discussions about whether the race should be started. Senna qualified on pole position, and had every intention of starting the race. The circuit was still being hammered by rain and was covered by water, but the drivers, including Prost relented and eventually they started. But an unconvinced Prost came in after one lap and withdrew; and Senna- who was still in an awful mental state from the previous race, immediately began driving as fast as he could. By the end of the first lap, due to Pierluigi Martini's slow Minardi holding up the two faster Williams cars of Belgian Thierry Boutsen and Italian Riccardo Patrese, Senna was an astonishing nine seconds ahead of Martini; the Williams cars soon passed Martini but by the end of the third lap, Senna was 23 seconds ahead of second-placed Boutsen. Yet even with such a huge lead which he extended even further, Senna continued to push very hard- taking very daring chances even for himself; the psychological dominance F1 had exuded over the Brazilian meant that he was known to take chances that most other drivers would not. Going down the Brabham straight on lap 13, Senna came up behind Briton Martin Brundle's Brabham-Judd, and Brundle decided to move over to let Senna pass. But Senna was blinded by thick spray; and the Brazilian did not lift off, causing him to hit the back of Brundle's car, tearing off his front left wheel and suspension and resulting in the Brazilian's retirement. This effectively handing Prost his third Drivers' Championship; McLaren's appeal had not been decided yet, but with Senna failing to score, he was mathematically unable to catch Prost even if his Japanese Grand Prix victory stood, and it was not only overturned but Senna received a $100,000 fine and a six-month ban, both of which were rescinded. Boutsen won the race in the unimproved conditions, with the race called after it reached the two-hour time limit.
1990 was the 500th World Championship Grand Prix ever held; and it came after yet more controversial events at Suzuka. Senna had crashed into Prost at the very first corner on the first lap of the race; and he won the Drivers' Championship for the second time. The Australian Grand Prix that year was an incredibly exciting race: Senna led for 61 laps, but crashed near the entrance to the permanent race course because of gearbox problems. The race then turned into a dead-heat sprint between Nelson Piquet in his Benetton-Ford and Nigel Mansell in his Ferrari. Mansell charged through the field and repeatedly broke the lap record in pursuit of his former Williams teammate. This almost ended in disaster when the Ferrari almost hit the Benetton at the end of the Brabham Straight in a last-ditch overtaking move on the last lap. Piquet won from the Ferraris of Mansell and Prost. There was pre-race controversy when Prost refused to take part in both the annual end of season drivers' photo and the special photo shoot with the World Champions in attendance (including legendary five-time champion Juan Manuel Fangio, three-time champions Sir Jack Brabham, Jackie Stewart, Niki Lauda, and Nelson Piquet; and other world champions James Hunt, Alan Jones, Denny Hulme and Senna), as Prost was still disgusted and angry did not wish to appear in the photos with Senna following their controversial first corner crash in the previous race in Japan which gave the 1990 World Championship to Senna.
The 1991 race was notable for being held in extremely wet and tricky conditions and the race was eventually stopped after 14 of the scheduled 82 laps and Ayrton Senna was declared the winner. Prost had been fired from Ferrari for making unsavory comments about the car after Suzuka; he did not compete in this race. The Drivers' Championship had already been decided in Senna's favour; but the Constructors' Championship was still yet to be decided between McLaren and Williams. Senna's victory plus his teammate Gerhard Berger's third gave McLaren its fourth consecutive Constructors' Championship; Williams (which was behind McLaren in points) drivers Mansell finished second (but crashed near the race's end at the chicane after the pits) and Riccardo Patrese finished fifth. This race held the record of being the shortest ever Formula One race as it only lasted 52 kilometres (33 miles)/24 minutes. It would eventually be surpassed by the 2021 Belgian Grand Prix, which lasted three laps, but was classified after only one official lap. Triple World Champion Nelson Piquet, who finished fifth, retired from Grand Prix racing following the race.
1992 saw Senna drive very hard to try to stay with new world champion Mansell's dominant Williams; this ended in Senna running into the back of Mansell at the last corner. Mansell retired from Formula One and went to compete in CART in the United States; Senna's teammate Gerhard Berger won the race. 1993 saw Senna win what was to be his 41st and final victory and final race for McLaren ahead of Alain Prost, who was competing in his final Formula One race in a Williams before he too retired. Senna embraced his once extremely bitter rival Prost on the podium. It was announced around this time that the Australian Grand Prix would be moving to Melbourne for 1996.
The 1994 was to see yet another memorable weekend. Following his win at the Japanese Grand Prix, Damon Hill was now one point behind championship leader Michael Schumacher. Nigel Mansell, returning to Formula One in place of the late Senna, was on pole but a poor start resulted in the two championship rivals Hill and Schumacher battling for the lead. But on lap 36, Schumacher went off the track, a result of oversteer, and this allowed Hill to catch up with Schumacher and take the inside line for the next corner. Schumacher turned in on Hill's Williams (whether on purpose or accidentally remains unknown) which sent the Benetton up on two wheels and into the tyre barrier, Schumacher retiring on the spot. Hill came out of the incident with a broken wishbone on his front-left suspension, he pitted and retired from the race, handing the title to Schumacher. The sister Williams of the 41-year-old Nigel Mansell went on to win the race, becoming the oldest Grand Prix winner since Jack Brabham in 1970.
In 1995, Mika Häkkinen suffered a tyre failure at the early part of the first qualifying session at the high speed Brewery Bend between Jones and Brabham Straights, which resulted in him crashing heavily into the outside wall. He was critically injured in the crash and was saved only due to an emergency cricothyroidotomy that was performed by the side of the track by Sid Watkins.[18] This incident forged a strong bond between Häkkinen and team principal Ron Dennis, and also sent forth a new movement for extra safety in the sport. Luckily, Häkkinen recovered fully and was fit to race again in 1996, thus missing only one race. Häkkinen climbed back into a Formula One car at Paul Ricard three months after the accident.[19] The final F1 race at Adelaide was won by Damon Hill in a Williams, with almost all of his main rivals including Schumacher retiring, and Hill finished two laps ahead of second-placed Olivier Panis.
Melbourne (1996–2019, 2022–present)
[edit]
In 1993 prominent Melbourne businessman Ron Walker began working with the Kennett government to make Melbourne the host of the event. After the government of Jeff Kennett spent an undisclosed amount,[20] it was announced on 17 December 1993 (less than a week after the South Australian election) that the race would be shifted to a rebuilt Albert Park Circuit in Melbourne.[21] The race moved to Melbourne in 1996. The decision to hold the race there was controversial. A series of protests were organised by the "Save Albert Park" group, which claimed that the race turned a public park into a private playground for one week per year. Additionally, they claimed that the race cost a great deal of money that would be better spent, if it were to be spent on motor racing, on a permanent circuit elsewhere. Finally, they said that the claimed economic benefits of the race were false or exaggerated. The race organisers and the government claimed that the economic benefits to the state, although unquantifiable, outweighed the costs, and highlighted that the park's public amenities have been greatly improved from the World War II vintage facilities previously located at Albert Park; the Melbourne Sports and Aquatic Centre (scene of many Melbourne 2006 Commonwealth Games events) being the centre piece and best known of the revitalised facilities. Opponents of holding the race in the park point out that the Aquatic Centre adds nothing to the Grand Prix, is effectively closed for weeks surrounding the event and could have been built independent of the car race.
Bernie Ecclestone, the then president of Formula One Management, the group that runs modern-day Formula One in conjunction with the Federation Internationale de l'Automobile (FIA), once famously said that it took 10 minutes to do the deal with Melbourne that would see the Victorian capital host the Australian Grand Prix from 1996. It was thought that Melbourne's unsuccessful quest to stage the 1996 Olympic Games, and the subsequently successful bid by northern rival city Sydney to host the 2000 Summer Olympics, was a driving force behind Melbourne's motivation to wrest the Australian Grand Prix away from Adelaide. The Australian Grand Prix at Adelaide in 1985–1995 was always the last event in the Formula One calendar – but from 1996 onwards, it has usually been the first event or was held early in the season.
Albert Park, within easy reach of the Melbourne central business district, became home to the Australian Grand Prix in Melbourne. A 16-turn circuit, which measures 5.3 km (3.3 mi) in its current guise, it was built utilising a combination of public roads and a car park within the park. The circuit is renowned as being a smooth and high-speed test for Formula One teams and drivers. Its characteristics are similar to the only other street circuit set in a public park used in the Formula One World Championship, the Circuit Gilles Villeneuve in Montreal which hosts the Canadian Grand Prix. The promotional theme for the first race in Melbourne was "Melbourne – What a Great Place for the Race". Some 401,000 people turned out for the four days leading up to and including the first race in 1996, which remains a record for the event. The logistics of creating a temporary circuit and hosting an event of the magnitude of a Formula One Grand Prix from scratch were not lost on the international visitors, with Melbourne winning the F1 Constructors' Association Award for the best organised Grand Prix of the year in its first two years (1996 and 1997).
It took just three corners for the Australian Grand Prix at Albert Park to gain worldwide attention. On the first lap of the first race in 1996, Jordan's Martin Brundle was launched into the air in an enormous accident. Footage of the crash, and Brundle's subsequent rush back to the pits to take the spare car for the restart, ensured the first race in Melbourne gained widespread coverage. The race was won by Williams's Damon Hill.
The 1997 race saw McLaren, through David Coulthard, break a drought of 50 races without a victory. The next year was a McLaren benefit, with Mika Häkkinen and Coulthard lapping the entire field en route to a dominant 1–2 finish. The result was clouded by controversy when Coulthard pulled over with two laps remaining to allow Häkkinen to win, honouring a pre-race agreement between the pair that whoever made it to the first corner in the lead on lap one would be allowed to win. Ferrari won its first Grand Prix in Melbourne in 1999, but it was not with team number one Michael Schumacher. Northern Irishman Eddie Irvine took his maiden victory after the all-conquering McLarens of Häkkinen and Coulthard retired before half-distance. Schumacher broke his Melbourne drought the following year when he headed a dominant Ferrari 1–2 with new teammate Rubens Barrichello. The 2001 event, also won by Michael Schumacher, was marked by tragedy when 52-year-old volunteer marshal Graham Beveridge was killed after a high-speed accident involving Ralf Schumacher and Jacques Villeneuve on lap five. Villeneuve's B.A.R. rode up across the back of Schumacher's Williams and crashed into the fence, behind which Beveridge was standing; Beveridge was hit by a tyre that flew off of Villeneuve's car.
The start of the 2002 race saw pole-sitter Barrichello and Williams's Ralf Schumacher come together at Turn One in a spectacular accident that saw 11 of the 22 cars eliminated before the end of the opening lap. Michael Schumacher dominated thereafter to post a third straight Melbourne win, but his achievements were overshadowed by the fifth place of Australian Mark Webber on his Formula One debut. Webber, in an underpowered and underfunded Minardi, had to recover from a botched late pit stop and resist the challenges of Toyota's Mika Salo in the closing stages, and took to the podium after the race with Australian team owner Paul Stoddart in one of Melbourne's more memorable Grand Prix moments. The next year, 2003, saw Coulthard again win for McLaren in a race held in variable conditions. Normal service was resumed in 2004 with the Ferraris of Schumacher and Barrichello running rampant – within two laps of Friday practice, Schumacher had obliterated the Albert Park lap record, and sailed to a crushing win. In 2005, the race was won by Renault's Giancarlo Fisichella after a storm during Saturday qualifying produced a topsy-turvy grid. Barrichello and Fisichella's teammate Fernando Alonso came through the field from 11th and 13th on the grid respectively to join pole sitter Fisichella on the podium.
In 2006, Alonso took his first Australian win in an accident-marred race that featured four safety car periods. In 2007 Kimi Räikkönen won in his first race for Ferrari, while rookie Lewis Hamilton became the first driver in 11 years to finish on the podium in his F1 debut, finishing third behind his McLaren teammate Alonso. Hamilton won the 2008 race which had three safety car periods and only six finishers. In 2009 Jenson Button took the victory, driving for debutant team Brawn GP, which was having its first race after Ross Brawn had bought the team following Honda's withdrawal from Formula One. The team was formed from the remnants of Honda Racing F1 who had withdrawn from the sport following the 2008 season. The race ended with Button, who had led from the start, leading the field over the line after the safety car had been deployed with three laps remaining following a crash between Sebastian Vettel and Robert Kubica, who had been fighting for second place. This promoted Button's teammate, fellow Brawn GP driver Rubens Barrichello, to second, marking a historic 1-2 for the team. Toyota's Jarno Trulli was given a 25-second penalty for passing Lewis Hamilton for third place under yellow flags during that safety car period, which promoted Hamilton into that position. However, Hamilton was later disqualified and docked his points for "deliberately misleading stewards",[22] with Trulli reinstated in third. The results earned by Brawn, Williams, and Toyota were awarded, despite an appeal being held two weeks later against a ruling on the legality of the teams' diffuser design.[23] The outcome of the appeal was in favour of the teams, their diffusers were declared legal under the new rules and there were no changes to the results of the race.
2010 again saw Button win at Melbourne. Starting from fourth, he gambled on an early change to slick tires under drying conditions that let him move up to second place after losing several positions at the start. Sebastian Vettel retired with mechanical issues after qualifying on pole and leading until his retirement, handing Button the victory. The 2011 race saw Vettel take victory in the Red Bull, with Hamilton second and Vitaly Petrov third for Lotus. This was the first ever podium for a Russian Formula One driver. 2012 saw Button win for the third time in four years at the circuit. 2013 saw a surprise victory with Raikkonen in the Lotus winning from Alonso and Vettel. The reintroduction of V6 turbo hybrid engines for 2014 saw a dominant performance from Mercedes's Nico Rosberg at the Grand Prix, who took the victory from the McLarens of Kevin Magnussen and Button, both of whom were promoted due to the disqualification of Daniel Ricciardo in the Red Bull post race for illegal fuel flow. 2015 saw Hamilton take the victory from teammate Rosberg, with Vettel completing the top three.
In 2020, it was planned to hold the Grand Prix despite the coronavirus epidemic in the country. Ferrari and AlphaTauri as teams based in Italy, the most coronavirus-infected country in Europe at the time, expressed concern about the possibility of leaving the quarantine zone. One of McLaren's mechanics got flu-like symptoms when he arrived in Australia, his coronavirus test returned positive and the British team withdrew from the race. Later, a photographer was also confirmed to have coronavirus. It was announced that the Grand Prix would still take place, but without spectators, however two hours before the first practice started the event was cancelled.[24][25]
In June 2022, Melbourne's contract to host the Australian Grand Prix, which was due to expire in 2025, was extended to 2035.[26] The new contract stipulates that the Australian Grand Prix will be one of the first three rounds of the season over the contract period and will host a minimum of five season-opening races over the 13 years between 2023 and 2035.[27] From 2023, Formula 2 and Formula 3 races will form part of the race weekend schedule.[28] A further two-year extension was signed in December 2022, ensuring that the race would remain in Melbourne until 2037.[29]
After a two-year absence as a result of the COVID-19 pandemic, the Australian Grand Prix returned in 2022. Unlike previous years, when it was the opening event of the season, the 2022 Australian Grand Prix was instead the third event of the season. In the months before the Grand Prix, in consultation with drivers,[30] the circuit underwent several significant revisions,[31][32] which were the first and most significant changes since the inaugural 1996 Australian Grand Prix,[33] including the first track resurfacing since then.[34] Turns 9 and 10 were completely redesigned; where they formed a right–left chicane with a heavy braking zone on the approach, the redesign saw them removed.[33] This was done to raise the approach speed for old turns 11 and 12.[35] Several other corners were reprofiled to encourage overtaking, most notably the old turn 13, which was widened to create additional racing lines.[36] Positive camber was also added to allow drivers to carry more speed through the corner.[37] The main straight and pit lane were also redesigned, with the pit lane wall moved two metres closer to the circuit so that the edge of the circuit sat directly next to the wall.[31] The 2022 Grand Prix saw Ferrari's Charles Leclerc achieve his first career grand slam, having started in pole position, set the fastest lap, led every lap, and won the race ahead of Red Bull's Sergio Pérez and Mercedes' George Russell. It was the first grand slam for an individual Ferrari driver since Fernando Alonso's at the 2010 Singapore Grand Prix.[38] The 2022 edition set a new attendance record at the circuit for the weekend, with a reported 419,114 attendees, including 128,294 on race day; these figures made the 2022 Grand Prix the highest attended Grand Prix ever held in Melbourne and one of the most popular sporting weekends in Australian history.[39][40][41] The 2023 edition, which saw Max Verstappen win his maiden Australian Grand Prix, would break the record with 444,631 attendees,[42] and would also break a Formula One record; the race, which ended with twelve cars left running, is the first ever to have three red flags throughout the session. This came after a chaotic race that saw many incidents; the Formula 2 and Formula 3 races, held the same weekend, had a similar outcome.[43]
The 2024 Australian Grand Prix, won by Carlos Sainz Jr., was notable for breaking numerous attendance records. The event sold out for the first time in its history,[44] and set a new attendance record at the circuit for the weekend with 452,055 spectators, making it the most attended sporting event ever in Melbourne,[42] and the fourth highest attended Formula One Grand Prix of all time, following the 1995 edition of the race, held in Adelaide, with 520,000 attendees, and the 2023 and 2024 British Grands Prix, which both drew 480,000 attendees.[45]
Calendar change
[edit]
The move of the Australian Grand Prix to Melbourne saw a change in the time of year that the F1 teams and personnel made their annual voyage to Australia. Adelaide, for each of its 11 years, was the final race of the F1 season, usually in October or November, while Melbourne has been the first race of the season in 22 of the 27 times it has hosted the Grand Prix.[a] As such, the Albert Park circuit has seen the Formula One debuts of many drivers. 1997 World Champion Jacques Villeneuve made his race debut in Melbourne's first year of 1996, and became one of three men to secure pole position in his maiden Grand Prix. Other prominent names to debut in Melbourne are seven-time world champion Lewis Hamilton (2007), three-time World Champion Max Verstappen (2015), two-time World Champion Fernando Alonso and one-time champion Kimi Räikkönen (both in 2001); former Australian F1 driver, Mark Webber, also made his debut there in 2002.
As part of celebrations for the tenth running of the event at Albert Park in 2005, Webber drove his Williams F1 car over the Sydney Harbour Bridge in a promotional event, and the Melbourne city streets hosted a parade of F1 machinery and Supercars, Australia's highest-profile domestic motor sport category. For over thirty years, Supercars have competed in the Supercars Challenge non-championship event at the Australian Grand Prix. In 2018, the event was contested for championship points for the first time, and was known as the Melbourne 400.[46][47]
The 2021 event was originally scheduled to open the season in March, but moved to November due to ongoing COVID-19 restrictions and travel disruptions, then cancelled on 6 July.[48][49] It was also going through several changes to make the track faster.[50]
Economic impact
[edit]
An issue that is frequently debated amongst both supporters and opponents of the Australian Grand Prix centres around the event's economic impact for the state of Victoria; proponents of the event claim that the event increases tourism, creates jobs and generates millions of dollars for the state of Victoria, while opponents dispute the event's economic benefits and cite the cost on taxpayers to host the event, as well as the disruptions generated by the event.[51] In 2014, the Victorian government claimed the annual economic impact of hosting the Australian Grand Prix was between $32 million and $39 million, with the event generating significant economic, social and cultural benefits including job creation, industry development, inward investment and tourism, while opponents of the event claimed that the event cost Victorian taxpayers over $50 million to host.[52]
According to a 2022 economic impact assessment conducted by Ernst & Young, the 2022 Australian Grand Prix generated an estimated $92 million of direct spending in the Victorian economy and boosted Victoria's Gross State Product by an estimated $171 million, with the Grand Prix also credited for driving up hotel occupancy and stimulating patronage for hospitality businesses.[53] This mirrors a 2011 EY report commissioned by Tourism Victoria, which found international exposure and tourism spending stemming from hosting the Grand Prix generated between $32.04 million and $39.34 million for Victoria's Gross State Product during the period in which the Grand Prix was held, while also generating between 351 and 411 full-time equivalent jobs.[54][55] According to an Economic Impact Assessment conducted by EY, the 2023 Australian Grand Prix contributed an estimated $268 million to the Victorian economy, including $144 million in direct expenditure and the creation of 1,149 full-time equivalent jobs,[56] with $128 million of direct investment contributed by 81,000 international and interstate visitors who attended the event.[57]
However, a cost-benefit analysis of the Australian Grand Prix done for the Auditor-General in 2005 revealed a net economic loss for Victoria, with the estimated costs of the event exceeding the benefits to Victorian taxpayers by 5 per cent,[58] a 2007 auditor-general's report found costs to host the event exceeded benefits by $6.7 million,[59][60] while a 2012 report commissioned by Economists at Large for Save Albert Park estimated that the 2012 Grand Prix resulted in a net economic loss to Victoria of between $48.8m and $66.7m, with a mid-range estimate of $60.55m.[61] The 2007 Australian Grand Prix ran at a $34.6 million loss,[62] while according to Crikey, the Australian Grand Prix made losses of $59.97 million in 2014, $61.7 million in 2015, $61 million in 2016 and $57.1 million in 2017.[63]
Over the decade preceding 2022, the Australian Grand Prix collectively cost Victorian taxpayers $537.5 million to host, with the 2019 Australian Grand Prix alone costing Victorian taxpayers $60.2 million to host, the 2022 Australian Grand Prix alone costing Victorian taxpayers $78.1 million to host, and the 2023 Grand Prix alone costing Victorian taxpayers $100.6 million to host.[64] The 2019 event generated $55 million in revenue but cost $115.2 million to stage, the 2022 event generated $75.1 million in revenue but cost $153.2 million to stage,[65] and the 2023 event generated $96.9 million in revenue but cost $197.6 million to stage.[66]
Spectator attendance since 1995
[edit]
Following the move of the Australian Grand Prix to Melbourne, spectator attendance peaked at 452,055 in 2024, but has never reached that of the last Adelaide race in 1995.
In 2009, the global financial crisis, higher unemployment and a snap public transport strike[67] were cited by Victorian Premier John Brumby as a reason for a slight drop in crowds.[68] Attendance numbers improved in 2010 to an estimate of 305,000 – the largest since the 2005 race.
In contrast to other major sporting events in Australia such as the AFL Grand Final, the Melbourne Cup, the Australian Open and the Boxing Day Test, the Australian Grand Prix Corporation does not release precise crowd figures for the Australian Grand Prix, citing security concerns; in responding to a freedom of information request, the Australian Grand Prix Corporation stated in 2022 that it believes that crowd figures are sensitive from a security and safety perspective, and disclosing it has the potential to affect the security of Victoria by assisting the operational system of possible threat actors.[69] Following an August 2023 freedom-of-information ruling by the Office of the Victorian Information Commissioner which stated that that disclosure was important for “transparency and accountability”, on September 2024, the Australian Grand Prix Corporation went to the Victorian Civil and Administrative Tribunal to fight an order to reveal how it counts crowds for the Australian Grand Prix.[70]
Official attendance numbers, which are inexact and have been challenged by the anti-Grand Prix lobby group Save Albert Park as gross overestimates,[71][72] have been as follows:
1995 (Adelaide) – 520,000[73] (210,000 on race day)
1996 (Melbourne) – 401,000 (150,000 on race day)[74]
1997 – 289,000[75]
2004 – 360,885[76] (121,500 on race day)
2005 – 359,000[77] (103,000 on race day)[78]
2006 – 301,800[79]
2007 – 301,000[80] (105,000 on race day)
2008 – 303,000[81] (108,000 on race day)
2009 – 286,900[68]
2010 – 305,000[82] (108,500 on race day)
2011 – 298,000[83] (111,000 on race day)
2012 – 313,700[84] (114,900 on race day)
2013 – 323,000[85] (103,000 on race day)[86]
2014 – 314,900[87] (100,500 on race day)
2015 – 296,600 (101,000 on race day)
2016 – 272,300 (90,200 on race day)
2017 – 296,600[88]
2018 – 295,000[89]
2019 – 324,000 (100,000 on race day)[90]
2022 – 419,114 (128,294 on race day)[39]
2023 – 444,631 (131,124 on race day)[91]
2024 – 452,055 (132,106 on race day)[92]
Winners
[edit]
Repeat winners (drivers)
[edit]
Drivers in bold are competing in the Formula One championship in the current season.
A pink background indicates an event which was not part of the Formula One World Championship.
As of the 2022 edition, four-time World Drivers' Champion Alain Prost remains the only driver to win the race in both World Championship and domestic formats. Prost won the Australian Drivers' Championship 1982 race, driving a Formula Pacific Ralt RT4, before winning in Adelaide in 1986 and 1988 in Formula One.
Australian driver Lex Davison and German driver Michael Schumacher are the most successful drivers in the 86-year history of the event taking four wins each, while Ferrari has been the most successful constructor with fourteen victories.
Wins Driver Years won 4 Lex Davison 1954, 1957, 1958, 1961 Michael Schumacher 2000, 2001, 2002, 2004 3 Bill Thompson 1930, 1932, 1933 Doug Whiteford 1950, 1952, 1953 Jack Brabham 1955, 1963, 1964 Graham McRae 1972, 1973, 1978 Roberto Moreno 1981, 1983, 1984 Alain Prost 1982, 1986, 1988 Jenson Button 2009, 2010, 2012 Sebastian Vettel 2011, 2017, 2018 2 Les Murphy 1935, 1937 Bruce McLaren 1962, 1965 Frank Matich 1970, 1971 Max Stewart 1974, 1975 Gerhard Berger 1987, 1992 Ayrton Senna 1991, 1993 Damon Hill 1995, 1996 David Coulthard 1997, 2003 Kimi Räikkönen 2007, 2013 Lewis Hamilton 2008, 2015 Nico Rosberg 2014, 2016 Sources:[93][94]
Repeat winners (constructors)
[edit]
Teams in bold are competing in the Formula One championship in the current season.
A pink background indicates an event which was not part of the Formula One World Championship.
Wins Constructor Years won 14 Ferrari 1957, 1958, 1969, 1987, 1999, 2000, 2001, 2002, 2004, 2007, 2017, 2018, 2022, 2024 12 McLaren 1970, 1986, 1988, 1991, 1992, 1993, 1997, 1998, 2003, 2008, 2010, 2012 6 Williams 1980, 1985, 1989, 1994, 1995, 1996 5 Cooper 1955, 1960, 1961, 1962, 1965 4 Bugatti 1929, 1930, 1931, 1932 MG 1935, 1937, 1939, 1947 Lola 1974, 1975, 1977, 1979 Ralt 1981, 1982, 1983, 1984 Mercedes 2014, 2015, 2016, 2019 2 Talbot-Lago 1952, 1953 Maserati 1956, 1959 Brabham 1963, 1964 BRM 1966, 1967 Matich 1971, 1976 McRae 1973, 1978 Renault 2005, 2006 Red Bull 2011, 2023 Sources:[93][94]
Repeat winners (engine manufacturers)
[edit]
Manufacturers in bold are competing in the Formula One championship in the current season.
A pink background indicates an event which was not part of the Formula One World Championship.
Wins Manufacturer Years won 14 Ferrari 1957, 1958, 1969, 1987, 1999, 2000, 2001, 2002, 2004, 2007, 2017, 2018, 2022, 2024 11 Mercedes * 1997, 1998, 2003, 2008, 2009, 2010, 2012, 2014, 2015, 2016, 2019 10 Ford ** 1950, 1951, 1968, 1980, 1981, 1982, 1983, 1984, 1990, 1993 8 Renault 1989, 1994, 1995, 1996, 2005, 2006, 2011, 2013 7 Chevrolet 1972, 1973, 1974, 1975, 1977, 1978, 1979 5 Climax 1961, 1962, 1963, 1964 1965 4 Bugatti 1929, 1930, 1931, 1932 MG 1935, 1937, 1939, 1947 Honda 1985, 1988, 1991, 1992 3 Maserati 1956, 1959, 1960 Repco/Holden 1970, 1971, 1976 2 Talbot-Lago 1952, 1953 BRM 1966, 1967 Sources:[93][94]
* Between 1997 and 2003 built by Ilmor
** Between 1968 and 1993 designed and built by Cosworth, funded by Ford
By year
[edit]
A pink background indicates an event which was not part of the Formula One World Championship.
* From 1932 to 1948, the winner was determined on a handicap basis.[95]
+ The 1937 event was staged as the "South Australian Centenary Grand Prix" on 26 December 1936.[96]
# The 1928 event was officially known as the "100 Miles Road Race".[97]
Year Driver Constructor Location Report 1928 # Arthur Waite Austin Phillip Island Report 1929 Arthur Terdich Bugatti Report 1930 Bill Thompson Bugatti Report 1931 Carl Junker Bugatti Report 1932 Bill Thompson * Bugatti Report 1933 Bill Thompson * Riley Report 1934 Bob Lea-Wright * Singer Report 1935 Les Murphy * MG Report 1936 Not held 1937 + Les Murphy * MG Victor Harbor Report 1938 Peter Whitehead * ERA Bathurst Report 1939 Alan Tomlinson * MG Lobethal Report 1940
–
1946 Not held due to World War II 1947 Bill Murray * MG Bathurst Report 1948 Frank Pratt * BMW Point Cook Report 1949 John Crouch Delahaye Leyburn Report 1950 Doug Whiteford Ford Nuriootpa Report 1951 Warwick Pratley GRS-Ford Narrogin Report 1952 Doug Whiteford Talbot-Lago Bathurst Report 1953 Doug Whiteford Talbot-Lago Albert Park Report 1954 Lex Davison HWM-Jaguar Southport Report 1955 Jack Brabham Cooper-Bristol Port Wakefield Report 1956 Stirling Moss Maserati Albert Park Report 1957 Lex Davison
Bill Patterson Ferrari Caversham Report 1958 Lex Davison Ferrari Bathurst Report 1959 Stan Jones Maserati Longford Report 1960 Alec Mildren Cooper-Maserati Lowood Report 1961 Lex Davison Cooper-Climax Mallala Report 1962 Bruce McLaren Cooper-Climax Caversham Report 1963 Jack Brabham Brabham-Climax Warwick Farm Report 1964 Jack Brabham Brabham-Climax Sandown Report 1965 Bruce McLaren Cooper-Climax Longford Report 1966 Graham Hill BRM Lakeside Report 1967 Jackie Stewart BRM Warwick Farm Report 1968 Jim Clark Lotus-Cosworth Sandown Report 1969 Chris Amon Ferrari Lakeside Report 1970 Frank Matich McLaren-Repco/Holden Warwick Farm Report 1971 Frank Matich Matich-Repco/Holden Report 1972 Graham McRae Leda-Chevrolet Sandown Report 1973 Graham McRae McRae-Chevrolet Report 1974 Max Stewart Lola-Chevrolet Oran Park Report 1975 Max Stewart Lola-Chevrolet Surfers Paradise Report 1976 John Goss Matich-Repco/Holden Sandown Report 1977 Warwick Brown Lola-Chevrolet Oran Park Report 1978 Graham McRae McRae-Chevrolet Sandown Report 1979 Johnnie Walker Lola-Chevrolet Wanneroo Report 1980 Alan Jones Williams-Cosworth Calder Report 1981 Roberto Moreno Ralt-Ford Report 1982 Alain Prost Ralt-Ford Report 1983 Roberto Moreno Ralt-Ford Report 1984 Roberto Moreno Ralt-Ford Report 1985 Keke Rosberg Williams-Honda Adelaide Report 1986 Alain Prost McLaren-TAG Report 1987 Gerhard Berger Ferrari Report 1988 Alain Prost McLaren-Honda Report 1989 Thierry Boutsen Williams-Renault Report 1990 Nelson Piquet Benetton-Ford Report 1991 Ayrton Senna McLaren-Honda Report 1992 Gerhard Berger McLaren-Honda Report 1993 Ayrton Senna McLaren-Ford Report 1994 Nigel Mansell Williams-Renault Report 1995 Damon Hill Williams-Renault Report 1996 Damon Hill Williams-Renault Albert Park Report 1997 David Coulthard McLaren-Mercedes Report 1998 Mika Häkkinen McLaren-Mercedes Report 1999 Eddie Irvine Ferrari Report 2000 Michael Schumacher Ferrari Report 2001 Michael Schumacher Ferrari Report 2002 Michael Schumacher Ferrari Report 2003 David Coulthard McLaren-Mercedes Report 2004 Michael Schumacher Ferrari Report 2005 Giancarlo Fisichella Renault Report 2006 Fernando Alonso Renault Report 2007 Kimi Räikkönen Ferrari Report 2008 Lewis Hamilton McLaren-Mercedes Report 2009 Jenson Button Brawn-Mercedes Report 2010 Jenson Button McLaren-Mercedes Report 2011 Sebastian Vettel Red Bull-Renault Report 2012 Jenson Button McLaren-Mercedes Report 2013 Kimi Räikkönen Lotus-Renault Report 2014 Nico Rosberg Mercedes Report 2015 Lewis Hamilton Mercedes Report 2016 Nico Rosberg Mercedes Report 2017 Sebastian Vettel Ferrari Report 2018 Sebastian Vettel Ferrari Report 2019 Valtteri Bottas Mercedes Report 2020 Cancelled due to COVID-19 pandemic Report 2021 Not held due to COVID-19 pandemic 2022 Charles Leclerc Ferrari Albert Park Report 2023 Max Verstappen Red Bull-Honda RBPT Report 2024 Carlos Sainz Jr. Ferrari Report Sources:[93][94]
Notes
[edit]
See also
[edit]
Australia portal
Sports portal
Motorsport in Australia
Albert Park Circuit
List of Australian motor racing series
References
[edit]
Further reading
[edit]
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RACING INTO HISTORY - Australian Grand Prix
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A HISTORY OF THE GOLD STAR – The Race Torque
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IT’S one of the most prestigious and long-running awards in Australian Motorsport history – and in 2020 it’s back; the Australian Drivers Championship for the Gold Star award returns with S5000 this year.
WORDS: Richard Craill
The actual genesis of how the prize of a ‘Gold Star’ came to be awarded to Australia’s driving champion – the top racer in the top formula of open-wheel racing – came to be is somewhat murky, but its naming is linked to a similar award in the United Kingdom.
The British Racing Drivers club inaugurated their own Gold Star in 1928 to recognise outstanding achievement by their own members in motor sport competition around the world, including Grand Prix racing, land speed records and endurance racing disciplines.
The Australian version came from the same concept; award Australia’s top driver which, in the 1950s, was not someone racing tin tops. This was an open-wheel award.
GENESIS
The first Gold Star was awarded to the 1957 Australian Drivers Champion Lex Davison, who won the title by sweeping six of the nine rounds, including the Australian Grand Prix at the Caversham circuit in West Australia.
The first seven seasons of the Gold Star were contested under the broad banner of ‘Formula Libre’, however a majority of cars were essentially the same as Formula 1 cars competing in the World Championship – Davison winning in a Ferrari 500, Stan Jones taking the 1958 championship in a Maserati 250F.
Early champions included some of the most famous names in Australian open-wheel racing; Len Lukey, Alec Mildren, Bill Patterson and Bib Stillwell, who won his first two titles in the final two years of the Formula Libre era.
AUSTRALIAN NATIONAL FORMULA / AUSTRALIAN F1
CAMS introduced new regulations in 1964, dubbed the Australian National Formula that tightened regulations but maintained many of the same cars. Brabham dominated this era, the famous marque winning the first two titles run under the ANF regulations with Stillwell behind the wheel. His four straight titles would only ever be matched by one driver.
Spencer Martin won his two titles driving a Brabham BT11 before in 1968 Kevin Bartlett burst onto the scene, taking his first title and backing it up a year later in the first year of a new regulation set.
AUSTRALIAN FORMULA 1
Australian Formula 1 was introduced in 1969 and began as essentially a rebrand of the previous Australian National Formula. However, a year later the regulations changed to allow 5.0-litre production based engines and, as such, the F5000 era was born.
If there’s an era where the Gold Star and Australian Drivers Championship can be considered at its peak – or at least most famous – it was this one.
This was the era of the big bangers and famous names: Bartlett, Leo Geoghegan, Frank Matich, John McCormack and the legendary Alfredo Costanzo the biggest names; Matich, Elfin, Lola and McLaren the significant constructors.
F5000’s reign at the top ended in 1983, when ‘AF1’ replaced by smaller-capacity cars running to the Formula Pacific regulations.
Regardless of the era, Costanzo was king of the early 1980s in Aussie open-wheel racing. He defeated Jon Davison and John Bowe to win the 1980 title in a Lola T430, won the shortened ’81 series at a canter and then when the regulations changed in 1982 he edged out a hotshot young-gun from Tasmania named John Bowe to win the title by four points.
In 1983 he won four of the six rounds aboard a Tiga FA81 Ford to beat John Smith and Andrew Miedecke to the crown, his fourth.
TROUBLED TIMES
A FORMAL rule change in 1984 saw the international Formula Mondial – Formula Atlantic in the ‘States – adopted. The Ralt RT4 was the car to have and John Bowe the car to beat.
The Tasmanian injected himself into the national landscape by winning the ’84 and ’85 titles – beating the great Costanzo in the first year and Peter Hopwood a year later.
Bowe’s shift to Touring Cars with Volvo opened up the field in 1986, with Graham Watson’s Ralt beating Hopwood’s similar car to the title – however troubled times were ahead for the storied prize. Uninspiring cars and the rise and rise of Touring Car racing had shifted the focus away from open wheel racing and interest was dwindling.
The 1987 championship was contested over just a single race, held as a key support act to the Australian Grand Prix in Adelaide that November. David Brabham won, edging out Rohan Onslow and Mark Mclaughlin in a 15-lap race run for Formula Two cars.
A six-round series was held for F2 cars the following year – won by Onslow – but change was in the wind and a new Australian-based category was in the pipeline.
FORMULA HOLDEN
THE AUSSIE Formula Holden class was introduced in 1988 and assumed the mantle of Australia’s top open wheel category. Though it took a few years to grow, the subsequent era would complete a transition of the category to a place where young drivers gained their racing stripes before progressing to a Touring Car career, or overseas.
Simon Kane won his first and only title in 1990 however it was young Mark Skaife who was making people pay attention – he finished third on his wings and slicks debut and but a year later would win his first title while at the same time racing as a factory Nissan pilot in Touring Car competition.
Skaife became the first person to win the Australian Drivers Championship and Australian Touring Car Championship in the same year when he won both titles in 1992, before backing it up with a third crown in ’93 – his last in the category.
Paul Stokell beat Greg Murphy to the ’94 crown – the first for the storied Birrana Racing team from South Australia. It would not be their last – Birrana won again in 1995 and ’96 with Stokell to Match Skaife’s triple titles.
1997 was the year of the young-guns; Bright, Bargwanna and a young kiwi named Dixon locking out the top three. Dixon won the title the following year and within two seasons was in an Indy Car in America.
Back-to-back titles for Simon Wills followed as Birrana returned to the top, their five titles standing as the most by a single team to that point.
Rick Kelly made it six a year later in a Holden-backed entry, while Will Power’s 2002 title helped his aspirations of an international career which, as we know, has turned out rather well.
The series was rebranded Formula 4000 the following year but was in decline; pressure from Formula 3 racers and organisers and a constant debate in the media about the status of the Gold Star putting pressure on the class.
Daniel Gaunt and Neil McFadyen won the last two titles in the category and while the ‘Formula Holden’ everyone knew would continue, the Gold Star was going elsewhere.
FORMULA 3
Australian F3 inherited the Australian Drivers championship mantle in 2005 and ushered in a new era of international drivers tasting success.
Ben Clucas became the first international – as in, not from Australia or New Zealand – to win the title in 2006.
In 2007, Leanne Tander helped celebrate the 50th anniversary of the award by becoming the first woman to win a race in the history of the Australian Drivers Championship, though missed out on the title in a thrilling battle that ultimately went to Tim Macrow.
The F3 era was highlighted by competitive title battles and a host of international imports making their mark. James Winslow won in 2008, Joey Foster in 2009 and Ben Barker a thrilling title in 2010, beating his teammate Mitch Evans by a single point on account of setting the fastest lap in the final race of the title year at Sandown.
F3, however, was under pressure and while the racing was high quality, in the eyes of administrators grid sizes – forever an open wheel issue in Australia – weren’t up to scratch.
Simon Hodge’s final title in 2014 – a record seventh for Adelaide squad Team BRM – was the last. Mid way through the 2015 title race, somewhat controversially, CAMS ‘parked’ the award and an unbroken 58-year streak of awarding Australia’s top open wheel driver came to a premature end.
HALL OF FAME – AUSTRALIAN DRIVERS CHAMPIONS
ALL TIME RACE WINNERS
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1957 Formula One Season
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[
"Contributors to Formula 1 Wiki"
] | null |
The 1957 FIA Formula One World Championship was the eighth edition of the FIA Formula One World Championship, staged between the 13th of January and the 8th of September. Outlined below is the full list of teams and drivers for the 1957 FIA Formula One World Championship: Only Formula Two...
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en
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https://static.wikia.nocookie.net/f1wikia/images/4/4a/Site-favicon.ico/revision/latest?cb=20220322043559
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Formula 1 Wiki
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https://f1.fandom.com/wiki/1957_Formula_One_Season
|
Constructor Chassis Tyre Driver Rounds Team Engine Maserati 250F P Juan Manuel Fangio 1–2, 4–8 Officine Alfieri Maserati Maserati 250F1 2.5 L6
Maserati 250F1 2.5 V12 Stirling Moss 1 Jean Behra 1, 4–8 Carlos Menditeguy 1–2, 4–5 Giorgio Scarlatti 2, 6–8 Harry Schell 2, 4–8 Hans Herrmann 2 Lancia-Ferrari D50
801 E
P Peter Collins 1–2, 4–6, 8 Scuderia Ferrari Ferrari DS50 2.5 V8 Luigi Musso 1, 4–8 Eugenio Castellotti 1 Mike Hawthorn 1–2, 4–6, 8 Wolfgang von Trips 1–2, 8 Cesare Perdisa 1 Alfonso de Portago 1 José Froilán González 1 Maurice Trintignant 2, 4–5 Maserati
Ferrari 250F
500 P Harry Schell 1 Scuderia Centro Sud Maserati 250F1 2.5 L6
Ferrari 625 2.5 L4 Jo Bonnier 1, 7–8 Alejandro de Tomaso 1 Masten Gregory 2, 6–8 André Simon 2 Hans Herrmann 6 Maserati 250F P Luigi Piotti 1–2, 7–8 Privateer Maserati 250F1 2.5 L6 BRM P25 D Ron Flockhart 2, 4 Owen Racing Organisation BRM P25 2.5 L4 Roy Salvadori 2 Herbert MacKay-Fraser 4 Jack Fairman 5 Les Leston 5 Connaught-Alta B D Stuart Lewis-Evans 2 Connaught Engineering Alta GP 2.5 L4 Ivor Bueb 2 Cooper-Climax T43 A
D Jack Brabham 2, 4, 7 Cooper Car Company Climax FPF 2.0 L4 Les Leston 2 Mike MacDowel 4 Roy Salvadori 5, 7 Vanwall VW 5 P Stirling Moss 2, 5–8 Vandervell Products Vanwall 254 2.5 L4 Tony Brooks 2, 5–8 Stuart Lewis-Evans 4–8 Roy Salvadori 4 Maserati 250F D Horace Gould 2, 4–8 H.H. Gould Maserati 250F1 2.5 L6 Maserati 250F P Jo Bonnier 5 Jo Bonnier Maserati 250F1 2.5 L6 Maserati 250F D Ivor Bueb 5 Gilby Engineering Maserati 250F1 2.5 L6 Cooper-Climax T43 D Jack Brabham 5 R.R.C. Walker Racing Team Climax FPF 2.0 L4 Cooper-Bristol T44 D Bob Gerard 5 Bob Gerard Bristol BS2 2.2 L6 Maserati 250F D Bruce Halford 6–8 Privateer Maserati 250F1 2.5 L6 Maserati 250F P Francisco Godia-Sales 6–8 Privateer Maserati 250F1 2.5 L6 Maserati 250F P Ottorino Volonterio 8
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https://formularapida.net/en/f1-one-offs-list-of-drivers-with-sole-win-podium-pole-more/
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en
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F1 One-offs: List of drivers with sole win, podium, pole & more
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2020-05-18T15:25:04+00:00
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With COVID-19 pandemic raging on, we are back with another list after our other list articles as here we have 'F1 One-Offs' in a new style.
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FormulaRapida.net
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https://formularapida.net/en/f1-one-offs-list-of-drivers-with-sole-win-podium-pole-more/
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With COVID-19 pandemic raging on, we are back with another list after our other list articles as here we have ‘F1 One-Offs’ in a new style.
The number of drivers to have had repeat successes in F1 is very few, but for several reasons, the number of one-hit wonders in the sport is even fewer. So to show off some of the drivers who have this status, we at FormulaRapida.net decided to compile a list of ‘One-Offs’, who had a sole win, podium, pole, fastest lap, start, or championship – but with some leeway, which we have explained under each head.
F1 drivers with one win, from 1950 until 2019 – we have counted drivers who have had one or more fastest laps and just one pole position along with a victory but not who have had multiple podiums. The division here is name of the driver, grand prix, team and additional info about fastest lap/pole position:
Johnnie Parsons (1950 Indy 500, Kurtis Kraft-Offenhauser) – one fastest lap in same race
Lee Wallard (1951 Indy 500, Kurtis Kraft-Offenhauser) – one fastest lap in same race
Troy Ruttman (1952 Indy 500, Kuzma-Offenhauser)
Bob Sweikert (1955 Indianapolis 500, KK500D-Offenhauser)
Pat Flaherty (1956 Indianapolis 500, Watson-Offenhauser) – one pole in same race
Joakim Bonnier (1959 Dutch GP, BRM) – one pole in same race
Giancarlo Baghetti (1961 French GP, Ferrari) – one fastest lap in diff race
Ludovico Scarfiotti (1966 Italian GP, Ferrari) – one fastest lap in same race
Peter Gethin (1971 Italian GP, BRM)
Vittorio Brambilla (1975 Austrian GP, March-Ford) – one pole in diff race, one fastest lap in same race
Pastor Maldonado (2012 Spanish GP, Williams) – one pole in same race
[Note: Country-wise, Robert Kubica is lone from Poland to win, while Maldonado is lone from Venezuela with a F1 race victory]
F1 drivers with one podium, from 1950 until 2019 – we have not counted drivers with one win as their lone podium but only those who have had just one second or third place finish which is mentioned. Here as well we have counted drivers with one or more fastest laps and one pole:
Reginald Parnell (1950 British GP, Alfa Romeo) – third place
Louis Chiron (1950 Monaco GP, Maserati) – third place
Bill Holland (1950 Indianapolis 500, Diedt) – second place
Mauri Rose (1950 Indianapolis 500, Diedt) – third place
Dorino Serafini (1950 Italian GP, Ferrari) – third place
Mike Nazaruk (1951 Indianapolis 500, Car number 83) – second place
Manuel Ayulo (1951 Indianapolis 500, Kurtis-Kraft 3000) – third place
Duane Carter (1953 Indianapolis 500, Kurtis-Kraft 4000) – third place
Art Cross (1953 Indianapolis 500, Kurtis-Kraft) – second place
Hans Hermann (1954 Swiss GP, Daimler) – third place, one fastest lap in diff race
Tony Bettenhausen (1955 Indy 500, KK500C-Offenhauser) – second place, one fastest lap in diff race
Jimmy Davies (1955 Indy 500, Kurtis-Kraft 500B) – third place
Don Freeland (1956 Indy 500, Phillips-Offenhauser) – third place
Paul Frere (1956 Belgian GP, Ferrari) – second place
Alfonso de Portago (1956 British GP, Ferrari) – second place
Ron Flockhart (1956 Italian GP, Connaught-Alfa) – third place
Paul Russo (1957 Indy 500, car number 54) – third place, one fastest lap in diff race
Carlos Menditeguy (1957 Argentine GP, Maserati) – third place
Johnny Boyd (1958 Indy 500, Kurtis-Kraft 500G) – third place
George Amick (1958 Indy 500, Epperly-Offenhauser) – second place
Johnny Thomson (1959 Indy 500, Lesovsky-Offenhauser) – third place, one pole in same race, one fastest lap in same race
Cliff Allison (1960 Argentine GP, Ferrari) – second place
Paul Goldsmith (1960 Indy 500, Epperly-Offenhauser) – third place
Willy Mairesse (1960 Italian GP, Ferrari) – third place
Trevor Taylor (1962 Dutch GP, Lotus) – second place
Bob Anderson (1964 Austrian GP, Brabham) – third place
Mike Spence (1965 Mexican GP, Lotus) – third place
John Love, (1967 South African GP, Cooper) – second place
Brian Redman (1968 Spanish GP, Cooper) – third place
Lucien Bianchi (1968 Monaco GP, Cooper) – third place
Richard Attwood (1968 Monaco GP, BRM) – second place, one fastest lap in same race
Johnny Servoz-Gavin (1968 Italian GP, Matra) – second place
Henri Pescarolo (1970 Monaco GP, Matra) – third place, one fastest lap in diff race
Rolf Stommelen (1970 Austrian GP, Brabham) – third place
Reine Wissell (1970 US GP, Lotus) – third place
Tim Schenken (1971 Austrain GP, Brabham) – third place
Mark Donohue (1971 Canadian GP, McLaren) – third place
George Follmer (1973 Spanish GP, Shadow) – third place
Bruno Giacomelli (1981 Caesars Palace GP, Alfa Romeo) – third place, one pole in diff race
Phillipe Streiff (1985 Australian GP, Ligier) – third place
Mauricio Gugelmin (1989 Brazillian GP, March) – third place, one fastest lap in diff race
Roberto Moreno (1990 Japanese GP, Benetton) – second place, one fastest lap in diff race
Aguri Suzuki (1990 Japanese GP, Lola) – third place
JJ Lehto (1991 San Marino GP, Scuderia Italia SpA) – third place
Michael Andretti (1993 Italian GP, McLaren) – third place
Nicola Larini (1994 San Marino GP, Ferrari) – second place
Eric Bernard (1994 German GP, Ligier) – third place
Gianni Morbidelli (1995 Australian GP, Footwork) – third place
Takuma Sato (2004 US GP, BAR Honda) – third place
Tiago Montiero (2005 US GP, Jordan) – third place
Pedro de la Rosa (2006 Hungarian GP, McLaren) – second place, one fastest lap in diff race
Nelson Piquet Jr. (2008 German GP, Renault) – second place
Vitaly Petrov (2011 Australian GP, Lotus Renault) – third place, one fastest lap in diff race
Kamui Kobyashi (2012 Japanese GP, Sauber) – third place, one fastest lap in diff race
Kevin Magnussen (2014 Australian GP, McLaren) – second place, two fastest laps in diff races
Lance Stroll (2017 Azerbaijan GP, Williams) – third place
Pierre Gasly (2019 Brazilian GP, Toro Rosso) – second place, two fastest laps in diff races
Carlos Sainz Jr (2019 Brazilian GP, McLaren) – third place
F1 drivers with one fastest lap from 1950 until 2019 – we have skipped drivers who were mentioned above along with their win/podium but mentioned those having in a different race to above. The list also doesn’t have drivers with one fastest lap and scoring multiple wins/podiums:
Onofre Marimon (1954 British GP, Maserati)
Jean Behra (1954 British GP, Gordini)
Hans Hermann (1954 French GP, Daimler) – one podium
Karl Kling (1954 German GP, Mercedes)
Roberto Mieres (1955 Dutch GP, Maserati)
Paul Russo (1956 Indy 500, Kurtis Kraft) – one podium
Tony Bettenhausen (1958 Indy 500, KK500C-Offenhauser) – one podium
Giancarlo Baghetti (1961 Italian GP, Scuderia Sant Ambroeus) – one win
Henri Pescarolo (1971 Italian GP, March) – one podium
Marc Surer (1981 Brazillian GP, Ensign)
Brian Henton (1982 British GP, Tyrrell)
Jonathan Palmer, (1989 Canadian GP, Tyrrell)
Mauricio Gugelmin (1989 French GP, March) – one podium
Satoru Nakajima (1989 Australian GP, Lotus)
Bertrand Gachot (1991 Hungarian GP, Jordan)
Roberto Moreno (1991 Belgian GP, Benetton) – one podium
Pedro de la Rosa (2005 Bahrain GP, McLaren) – one podium
Adrian Sutil (2009 Italian GP, Force India)
Vitaly Petrov (2010 Turkish GP, Renault) – one podium
Kamui Kobayashi (2012 Chinese GP, Sauber) – one podium
Bruno Senna (2012 Belgian GP, Williams)
Esteban Gutierrez (2013 Spanish GP, Sauber)
[Note: In terms of nationality, Robert Kubica was the sole from Poland]
F1 drivers with one pole from 1950 until 2019 – we have skipped drivers who were mentioned above along with their win/podium but mentioned those having in a different race to above. The list also doesn’t have drivers with one fastest lap and scoring multiple wins/podiums:
Walt Faulkner (1950 Indy 500, Kurtis Kraft-Offenhauser)
Duke Nalon (1951 Indy 500, Kurtis Kraft-Novi)
Fred Agabashian (1952 Indy 500, Kurtis Kraft-Cummins Diesel)
Jerry Hoyt (1955 Indy 500, Stevens-Offenhauser)
Pat O’Connor (1957 Indy 500, Kurtis Kraft-Offenhauser)
Dick Rathmann (1958 Indy 500, Watson-Offenhauser)
Eddie Sachs (1960 Indy 500, Enwig-Offenhauser)
Vittorio Brambilla (1975 Swedish GP, March) – one win
Bruno Giacomelli (1980 US GP, Alfa Romeo) – one podium
Nico Hulkenberg (2010 Brazilian GP, Sauber)
[Note: Like with one win, it was again Kubica and Maldonado with one pole for Poland and Venezuela respectively]
Considering the idea of absolute one in most cases, we couldn’t put the title victories under the same bracket as the F1 drivers have had multiple race wins under their belt but we still have them here under honourable mentions –
F1 drivers with one championship victories:
Guiseppe Farina (1950, Alfa Romeo), Mike Hawthorn (1958, Ferrari), Phill Hill (1961, Ferrari), John Surtees (1964, Ferrari), Denny Hulme (1967, Brabham), Jochen Rindt (1970, Lotus), James Hunt (1976, McLaren), Mario Andretti (1978, Lotus), Jody Scheckter (1979, Ferrari), Alan Jones (1980, Williams), Keke Rosberg (1982, Williams), Nigel Mansell (1992, Williams), Damon Hill (1996, Williams), Jaqques Villeneuve (1997, Williams), Kimi Raikkonen (2007, Ferrari), Jenson Button (2009, Brawn), Nico Rosberg (2016, Mercedes).
Drivers who won their first race:
Nino Farina (1950 British GP, Maserati), Johnnie Parsons (1950 Indy 500, Kurtis-Kraft Offenhauser), Giancarlo Baghetti (1961 French GP, Ferrari)
Here’s the list of the best duels from the 1950-1980s era if you missed: https://formularapida.net/f1-duels-10-of-the-best-from-1950s-to-1980s-period/
Here’s the list of the best duels from the 1990s decade if you missed: https://formularapida.net/f1-duels-five-of-the-best-ones-from-the-1990s-decade/
Here’s the list of the best duels from the 2000s decade if you missed: https://formularapida.net/f1-duels-five-of-the-best-ones-from-the-2000s-decade/
Here’s the list from of the best duels from the 2010s decade if you missed: https://formularapida.net/f1-duels-five-of-the-best-ones-from-2010s-decade/
Here’s the list of F1 Saves from 1990s until 2010s decade if you missed: https://formularapida.net/f1-saves-top-10-from-the-1990s-to-2010s-decade/
The list was compiled by Manav Pallan with the help of Darshan Chokhani and Duncan Leahy
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https://primotipo.com/2015/10/01/lex-davison-mg-tc-the-lobethal-stobie-pole-and-the-lucky-escape/
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Lex Davison, MG TC, the Lobethal ‘Stobie Pole’ and the Lucky Escape…
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2015-10-01T00:00:00
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At the daunting Barossa Valley Lobethal road circuit in January, 1948, Lex Davison, having borrowed the 'Missus new MG TC had his first major crash. He went for the 'wrong side' to pass Gavin Sandford-Morgan’s MG and ran off the road, destroying this innocent 'Stobie Pole', the TC but fortunately not himself... This is the…
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https://s1.wp.com/i/favicon.ico
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primotipo...
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https://primotipo.com/2015/10/01/lex-davison-mg-tc-the-lobethal-stobie-pole-and-the-lucky-escape/
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At the daunting Barossa Valley Lobethal road circuit in January, 1948, Lex Davison, having borrowed the ‘Missus new MG TC had his first major crash. He went for the ‘wrong side’ to pass Gavin Sandford-Morgan’s MG and ran off the road, destroying this innocent ‘Stobie Pole’, the TC but fortunately not himself…
This is the story of Davisons MG TC Spl chassis #TC.0825 and more briefly the importance of MG as a marque to motor racing in Australia until the dawn of the sixties.
Diana Davison/Gaze recounts the story in Graham Howard’s biography of Lex…‘While he waited for the Alfa (Alfa Romeo P3/Tipo B Monoposto) to arrive, Lex entered the TC for the New Year’s meeting on the formidable 8.65 mile Lobethal public road circuit. He drove it over from Melbourne accompanied by Peter Ward and Lyndon Duckett in an old 6cylinder Vauxhall.
During practice they went off the road, slewed down the sloping grass verge, somersaulted, then hit a Stobie pole so hard the steel pole was bent into the shape of a question mark. The violence of the accident bent the MG’s chassis and tore off the driver’s door, the bonnet and the outer scuttle panelling. The alloy seat was bent, the rim of the steering wheel was broken away from the spokes, a front wheel smashed and its tyre gone. Lex had a chipped bone on one knee.
Naturally, I was dreadfully upset at losing the MG, as I had never owned a car before, but it had gradually disappeared from my hands. We had both driven it at Rob Roy, where Lex had coached me from the passenger’s seat, then Lex raced it at Nar Nar Goon grass track and I had competed at the final Killara Park Sprints – dashing back to the house between runs to check on baby Anthony, who usually travelled in the car in a wooden cradle fitted behind the seats.
I was just grateful that Lex wasn’t too badly injured’.
Chris Davison, Diana’s son recently recalled ‘ The story goes that mum was getting tired of being left out, so Lex bought her the MG to ensure she was part of the team. Motor racing then bacame a real family affair. Smart move Lex!! When my daughter Claire drove at RobRoy for the first time she took this photo to remind her of the family history at Rob Roy’.
The TC reappeared as a bare chassis for Rob Roy and Nar Nar Goon at the end of 1948, with Lex and Reg Nutt driving. DD; ‘By the following March the Head Brothers had created a narrow 2-seat shell with shapely cycle guards. It had nice upholstery and was painted red, and I think they christened it ‘Mum’s Racer,’ and they fitted it out with a small leather pocket for my compact and lipstick’.
‘Several times the car lowered the ladies’ record at Rob Roy, including once with the supercharger fitted, and that record stood for some time. Lex raced it widely and Bib Stillwell contested events at Woodside in 1949. Our last entry for the car was with Ian Mountain driving at the Grand Prix at Albert Park in 1953.’
MG and Motor Racing in Australia…
I have written about Lex Davison’s cars on primotipo before, he was a winner of the Australian Grand Prix four times, winner of the inaugural Australian Drivers Championship, the ‘Gold Star’ in 1957 and was the father and grandfather of two generations of champion racers. His premature death in 1965 meant he never saw the achievements of his scions.
MG is surely the most significant marque in Australian Motor Racing before 1960?
The cars won the Australian Grand Prix four times; Les Murphy’s P Type at Phillip Island in 1935 and the famous 1937 race at Victor Harbour actually held in December 1936. Alan Tomlinson’s legendary, clever and brave drive at Lobethal 1939 in his supercharged TA Spl and Bill Murray, TC Spl at Bathurst in 1947. MG were always contenders in the AGP as the race was run to Formula Libre rules and handicapped until the early fifties, so whilst not usually the quickest entries, the handicaps gave everyone a chance.
Mind you, in the right circumstances the cars were outright contenders, Frank Kleinig’s ‘Kleinig Hudson’ which used an MG Magna chassis started from scratch in the 1949 AGP at Leyburn, Queensland. In that race he was advantaged by the withdrawal of a swag of Victorian topliners who didn’t enter in a political protest, but the Kleinig Hudson was always an outright contender, albeit an unreliable one driven as it was by a mechanically talented if not entirely sympathetic driver.
In fact the last MG placing in an AGP, well into the mid-engined era appears to be Noel Barnes 10th place in his TC Spl in the 1960 event at Lowood, Queensland, the race won by Alec Mildren’s Cooper T51 Maserati. Three TC’s started the race, all from the back of the grid.
AGP wins is not the real contribution MG made though, that was more around ‘mass’ participation. The cars were affordable, accessible and ‘tunable’, a way to view them is the Formula Vee or Formula Ford of the period. The cars gave so many drivers a start, whether it was local hillclimbs and sprints, circuit racing or the elite levels of the sport, such as they were in Australia between the wars and through to 1960.
Rebuild and Specifications of ‘TC.0825’…
Back to Lex’ Spl. Davison gave the car to Reg Nut in Melbourne to rebuild the chassis which was largely standard but fitted with brake torque cables from the frame to the tops of the king pins, aluminium cooling fins on the brake drums and air scoops to the backing plates.
The 3 main bearing, cast iron, 4 cylinder, pushrod OHV, ubiquitous ‘XPAG’ engine was fitted with domed pistons giving a compression ratio of 12:1. The ports were opened, ports and combustion chambers polished. Valves were from a Jaguar, bigger than the biggest in the MG ‘catalogues’, cam followers and valve gear modified, lightened and polished as were the crank and rods.
Capacity was standard, wider bearings used by widening the crankshaft journals, a bigger 2 1/4 gallon sump was fitted and an aluminium oil cooler fitted underneath the radiator.
Bigger 1 1/2 inch SU carbs fed the thirsty little engine, spark was provided by a Lucas NV4 magneto, albeit the wiring for a coil and distributor setup was retained to allow changeover if required.
Head Brothers in Murrumbeena, a Southern Melbourne suburb, built an attractive sports car body with road equipment, the front and rear guards easily removed depending on the nature of the competition event.
Heads used a strong but light framework from square section seamless tubing, then covered it with pre-formed panels of light aluminium sheet, attached by wrapping their edges over the tube frame. The grille was hand made by light tubing, the one piece bonnet retained by leather straps.
The fuel tank Lex ‘knocked off’ from his newly acquired Cooper, the 10 gallon aluminium tank lives inside the MG’s low tail, it’s quick-action cap exposed outside the body.
The car was beautifully finished and trimmed. Instruments comprised Smiths tach, oil pressure and oil and water temperature gauges.
16 inch wheels were used, 5 inches wide at the front and 5.5 or 6 inches wide at the rear, shocks were ‘Telecontrols’. Gear ratios and ‘box were standard but a lower 4.875 rear axle ratio was used as the ‘best compromise’ for events contested.
Davison TC Spl Competition Record…
The car contested it’s first Rob Roy Hillclimb in 1948, driven by Reg Nut, Lex then ran it at Nar-Nar-Goon in both events the car was successful.
It next raced, after the Heads’ body was fitted and a supercharger at Fishermans Bend in 1949. It raced at Woodside, SA later in the year before the supercharger was removed ‘as it’s bonnet hump was thought unsightly’. (Makes no sense to me as a reason to remove it but ’tis what the contemporary reports say).
The car then raced successfully throughout 1950 in unblown form and in 1951 the MG returned to South Australia, racing at both the Gawler Airstrip and Woodside road circuit. Diana Davison also raced the car very competitively in hillclimbs, retaining her Ladies Record at Rob Roy.
Lex’ racing focus was primarily his Alfa Romeo P3/Tipo B Monoposto, the 2.9 litre car arrived in Australia in early 1948, the MG wasn’t being used much, it’s last race when owned by the Davisons’ the 1953 Australian Grand Prix meeting when it was raced for them by Ian Mountain.
The car rapidly passed through the hands of several owners, it was rolled without causing much damage in 1960 at Phillip Island. Historic Events started in the sixties, the car used then by John Fitzpatrick and others. It was bought by Reg Bowran in 1970, but has appeared only occasionally since.
The Davison TC had a major accident early in its life which resulted in it’s rebirth as a competition car but by the standards of Australian MG Specials this car, touted by the Davisons’ in the early Fifties as ‘the fastest unblown TC in Australia’ (David McKay would have contested this claim, his ex-Brydon ‘TC.3306’ the other contender for that title at the time, but the cars never decided the contest) has had a remarkably easy and little raced life!
More importantly it typifies the type of MG Spl which provided the backbone of Australian Motor Racing for decades…
Etcetera…
Bibliography…
Australian Motor Sports Magazine April 1952 (AMS), ‘Historic Racing Cars in Australia’ John Blanden, ‘Lex Davison Larger Than Life’ Graham Howard, Chris Davison
Photo Credits…
State Library of South Australia, Davison Family Collection
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EXCLUSIVE: Q+A Thierry Boutsen
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2006-08-31T10:34:00+00:00
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Thierry Boutsen, the former F1 driver and GP winner, made time for F1Technical for this exclusive interview. Boutsen is a very businessman these days as he owns his own company, Boutsen Aviation. Still he can look back to a successful career in motorsports.
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Thierry, for the people who might not know you, can you briefly introduce yourself?
"I was born on July 13, 1957 in Brussels, Belgium. I have an Engineering degree and started racing cars in 1978. I drove in F1 from 1983 till 1993 and had 3 GP wins. I finished 4th in world championship in 1988.
I did also lots of endurance races: world champion in 1985, US champion in 1998, winner of Daytona 24H, Zolder 24H, etc."
In 1983 you entered F1 with Arrows. How did you get this race seat?
"I got chosen by Arrows on my previous results in F2 and endurance, after a test at Silverstone. I replaced Chicco Serra."
Do you feel that you had an advantage with your education as engineer?
"Being an engineer helped me all the way along my career and now. It was certainly an advantage that helped me set up cars."
After driving for the Benetton team, you got signed by Frank Williams and you won in Canada and Australia. On which victory you have the fondest memories?
"The first one in Canada was the most important one. The second in Australia proved that I could drive in any condition. The 3rd in Hungary was a race of itself, maybe the most stressing race of my life."
In 1990 you won the Hungarian Grand Prix and beat your friend Ayrton Senna to it. How did you feel about that?
"It was a special race. Although I did not have the best car, I got pole, started the race first and have been under pressure the whole time. I adopted a special tactic – no tyre change- that helped me keep the lead until the end."
The Williams team at that time was certainly at the beginning of a great era. Could you feel the team was set to win championships soon? How come you left the team at the end of that season?
"It was mainly a budget problem. Belgium is a small country, no industry, the sponsoring available is extremely small. A sponsor joined Williams at the time; one of its requirements was to have Nigel driving, so I had to go."
After the 1993 season, you retired from F1. Why?
"I felt I had done very well, and had no real possibility to get a good drive at the time so, I preferred to quit F1 and enjoy racing in other formulas."
Back to Ayrton, how big an impact do you think he had on F1 during his racing career, and even after that on the safety in Formula One?
"Ayrton is a myth. He was the best and most intelligent driver of all times. His death shocked everybody and provoked a reaction regarding safety unseen before."
How would you remember him best? As a great racer or a great person?
"As a friend!"
In 1988, Senna was negociating with Ferrari to form a driver line-up Senna-Boutsen. Do you see this as a missed opportunity in your career?
"This opportunity did not realise, but gave me the chance to drive for Williams instead. Was it good or bad? I will never know, and I don’t really care. I always tried to do the best I could with the material I had."
Apart from Ayrton, you were competing against some of the best and most successful drivers in history, including Piquet, Mansell and Prost. Whom do you have most respect for?
"For all the drivers I raced against. All had potential, most of the time the car-team combination decides who will win, the drivers can make some difference but have little influence on the general competitiveness of the car. I mean, if the car is 3 seconds a lap slower than his competitor, no driver will be able to compensate. Therefore, who knows who is or was the best? I respect everybody."
Today you run your own company, Boutsen Aviation in Monaco, but you are still involved in racing with your Thierry Boutsen Racing team. What is your role in this team and in which series is your team active?
"I gave my name to the team that is run by my brother in law, Olivier Lainé. I wanted to help the RACB and Renault to promote Motorsport in Belgium by giving the chance to young drivers to start racing career. We enter 5 Formula Renault 1600 cars in the Belgium Championship. I am not involved in the daily business, act more as a consultant."
Meanwhile in F1 a tight battle is going on for the championship. Who would you expect to come out on top?
"We’ll see. At least we have a battle this year."
What is your impression of young upcoming drivers like Rosberg, Kubica, Vettel and Kovalainen?
"They have a lot to learn and everything to prove. I hope that they will have the time for it."
Just recently the FIA banned the mass dampers, an innovation used and approved last year already. What is your opinion on the FIA banning this device now in a decisive stage of the championship?
"There must be a good reason for it that I don’t know. Otherwise they would have kept them."
And finally, have you made a lot of friends in Formula One? Are you still in contact with them?
"Unfortunately, most of the people involved in racing during the same period are living far away and have started other businesses. We are still in contact, but not enough… that’s life."
Biography
Thierry Boutsen was born on July 13, 1957 in Brussels and is a former Formula One driver who raced for the Arrows, Benetton, Williams, Ligier and Jordan teams.
In 1977 entered the Formula Ford 1600 championship and won it in 1978 with 15 victories in 18 races. For 1979 he moved to Formula 3, winning three races in 1980 and second place in the title race, behind Michele Alboreto. In 1981 he moved to Formula 2 and was again second in the championship, this time behind Geoff Lees. In 1983 he drove in the European Touring Car Championship and in World Sportscar races, where he won at Monza with Bob Wollek.
In 1983 he paid $500,000 for a drive in Formula One, and made his debut with Arrows at the 1983 Belgian Grand Prix, but a greater opportunity came when he moved to Benetton in 1987. In 1989 Frank Williams signed him on a two-year contract, and he won the rain-soaked Canadian Grand Prix and Australian Grand Prix. In 1990 he scored a victory in the Hungarian Grand Prix over his friend Ayrton Senna's McLaren-Honda. In 1991 he moved to Ligier and from there to replace Ivan Capelli at Jordan in 1993, after which he retired from Formula One. After a crash at Le Mans in 1999 he retired from racing altogether.
Today Thierry Boutsen runs his own company, Boutsen Aviation, in Monaco.
Special thanks to Thierry Boutsen
http://www.boutsen.com/
http://www.loracing.com/thierryboutsenr ... /intro.php
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Brabham facts for kids
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Learn Brabham facts for kids
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Brabham () is the common name for Motor Racing Developments Ltd., a British racing car manufacturer and Formula One racing team. Founded in 1960 by Australian driver Jack Brabham and British-Australian designer Ron Tauranac, the team won four Drivers' and two Constructors' World Championships in its 30-year Formula One history. Jack Brabham's 1966 FIA Drivers' Championship remains the only such achievement using a car bearing the driver's own name.
In the 1960s, Brabham was the world's largest manufacturer of open-wheel racing cars for sale to customer teams; by 1970 it had built more than 500 cars. During this period, teams using Brabham cars won championships in Formula Two and Formula Three. Brabham cars also competed in the Indianapolis 500 and in Formula 5000 racing. In the 1970s and 1980s, Brabham introduced such innovations as in-race refuelling, carbon brakes, and hydropneumatic suspension. Its unique Gordon Murray-designed "fan car" won its only race before being withdrawn.
The team won two more Formula One Drivers' Championships in the 1980s with Brazilian Nelson Piquet. He won his first championship in 1981 in the ground effect BT49-Ford, and became the first to win a Drivers' Championship with a turbocharged car, in 1983. In 1983 the Brabham BT52, driven by Piquet and Italian Riccardo Patrese, was powered by the BMW M12 straight-4 engine, and powered Brabham to four of the team's thiry-five Grand Prix victories.
British businessman Bernie Ecclestone owned Brabham during most of the 1970s and 1980s, and later became responsible for administering the commercial aspects of Formula One. Ecclestone sold the team in 1988. Its last owner was the Middlebridge Group, a Japanese engineering firm. Midway through the 1992 season, the team collapsed financially as Middlebridge was unable to make repayments against loans provided by Landhurst Leasing. The case was investigated by the United Kingdom Serious Fraud Office. In 2009, an unsuccessful attempt was made by a German organisation to enter the 2010 Formula One season using the Brabham name.
Origins
The Brabham team was founded by Jack Brabham and Ron Tauranac, who met in 1951 while both were successfully building and racing cars in their native Australia. Brabham was the more successful driver and went to the United Kingdom in 1955 to further his racing career. There he started driving for the Cooper Car Company works team and by 1958 had progressed with them to Formula One, the highest category of open-wheel racing defined by the Fédération Internationale de l'Automobile (FIA), motor sport's world governing body. In 1959 and 1960, Brabham won the Formula One World Drivers' Championship in Cooper's revolutionary mid-engined cars.
Despite their innovation of putting the engine behind the driver, the Coopers and their chief designer, Owen Maddock, were generally resistant to developing their cars. Brabham pushed for further advances, and played a significant role in developing Cooper's highly successful 1960 T53 "lowline" car, with input from his friend Tauranac. Brabham was confident he could do better than Cooper, and in late 1959 he asked Tauranac to come to the UK and work with him, initially producing upgrade kits for Sunbeam Rapier and Triumph Herald road cars at his car dealership, Jack Brabham Motors, but with the long-term aim of designing racing cars. Brabham describes Tauranac as "absolutely the only bloke I'd have gone into partnership with". Later, Brabham offered a Coventry-Climax FWE-engined version of the Herald, with 83 hp (62 kW) and uprated suspension to match the extra power.
To meet that aim, Brabham and Tauranac set up Motor Racing Developments Ltd. (MRD), deliberately avoiding the use of either man's name. The new company would compete with Cooper in the market for customer racing cars. As Brabham was still employed by Cooper, Tauranac produced the first MRD car, for the entry level Formula Junior class, in secrecy. Unveiled in the summer of 1961, the "MRD" was soon renamed. Motoring journalist Jabby Crombac pointed out that "[the] way a Frenchman pronounces those initials—written phonetically, 'em air day'—sounded perilously like the French word... merde." Gavin Youl achieved a second-place finish at Goodwood and another at Mallory Park in the MRD-Ford. The cars were subsequently known as Brabhams, with type numbers starting with BT for "Brabham Tauranac".
By the 1961 Formula One season, the Lotus and Ferrari teams had developed the mid-engined approach further than Cooper. Brabham had a poor season, scoring only four points, and—having run his own private Coopers in non-championship events during 1961—left the company in 1962 to drive for his own team: the Brabham Racing Organisation, using cars built by Motor Racing Developments. The team was based at Chessington, England and held the British licence.
Racing history—Formula One
Jack Brabham and Ron Tauranac (1961–1970)
Motor Racing Developments initially concentrated on making money by building cars for sale to customers in lower formulae, so the new car for the Formula One team was not ready until partway through the 1962 Formula One season. The Brabham Racing Organisation (BRO) started the year fielding a customer Lotus chassis, which was delivered at 3am to keep it a secret. Brabham took two points finishes in Lotuses, before the turquoise-liveried Brabham BT3 car made its debut at the 1962 German Grand Prix. It retired with a throttle problem after 9 of the 15 laps, but went on to take a pair of fourth places at the end of the season.
From the 1963 season, Brabham was partnered by American driver Dan Gurney, the pair now running in Australia's racing colours of green and gold. Brabham took the team's first win at the non-championship Solitude Grand Prix in 1963. Gurney took the marque's first two wins in the world championship, at the 1964 French and Mexican Grands Prix. Brabham works and customer cars took another three non-championship wins during the 1964 season. The 1965 season was less successful, with no championship wins. Brabham finished third or fourth in the Constructors' Championship for three years running, but poor reliability marred promising performances on several occasions. Motor sport authors Mike Lawrence and David Hodges have said that a lack of resources may have cost the team results, a view echoed by Tauranac.
The FIA doubled the Formula One engine capacity limit to 3 litres for the 1966 season and suitable engines were scarce. Brabham used engines from Australian engineering firm Repco, which had never produced a Formula One engine before, based on aluminium V8 engine blocks from the defunct American Oldsmobile F85 road car project, and other off-the-shelf parts. Consulting and design engineer Phil Irving (of Vincent Motorcycle fame) was the project engineer responsible for producing the initial version of the engine. Few expected the Brabham-Repcos to be competitive, but the light and reliable cars ran at the front from the start of the season. At the French Grand Prix at Reims-Gueux, Brabham became the first man to win a Formula One world championship race in a car bearing his own name. Only his former teammate, Bruce McLaren, has since matched the achievement. It was the first in a run of four straight wins for the Australian veteran. Brabham won his third title in 1966, becoming the only driver to win the Formula One World Championship in a car carrying his own name (cf Surtees, Hill and Fittipaldi Automotive). In 1967, the title went to Brabham's teammate, New Zealander Denny Hulme. Hulme had better reliability through the year, possibly due to Brabham's desire to try new parts first. The Brabham team took the Constructors' World Championship in both years.
For 1968, Austrian Jochen Rindt replaced Hulme, who had left to join McLaren. Repco produced a more powerful version of their V8 to maintain competitiveness against Ford's new Cosworth DFV, but it proved very unreliable. Slow communications between the UK and Australia had always made identifying and correcting problems very difficult. The car was fast—Rindt set pole position twice during the season—but Brabham and Rindt finished only three races between them, and ended the year with only ten points.
Although Brabham bought Cosworth DFV engines for the 1969 season, Rindt left to join Lotus. His replacement, Jacky Ickx, had a strong second half to the season, winning in Germany and Canada, after Brabham was sidelined by a testing accident. Ickx finished second in the Drivers' Championship, with 37 points to Jackie Stewart's 63. Brabham himself took a couple of pole positions and two top-3 finishes, but did not finish half the races. The team were second in the Constructors' Championship, aided by second places at Monaco and Watkins Glen scored by Piers Courage, driving a Brabham for the Frank Williams Racing Cars privateer squad.
Brabham intended to retire at the end of the 1969 season and sold his share in the team to Tauranac. However, Rindt's late decision to remain with Lotus meant that Brabham drove for another year. He took his last win in the opening race of the 1970 season and was competitive throughout the year, although mechanical failures blunted his challenge. Aided by number-two driver Rolf Stommelen, the team came fourth in the Constructors' Championship.
Ron Tauranac (1971)
Tauranac signed double world champion Graham Hill and young Australian Tim Schenken to drive for the 1971 season. Tauranac designed the unusual 'lobster claw' BT34, featuring twin radiators mounted ahead of the front wheels, a single example of which was built for Hill. Although Hill, no longer a front-runner since his 1969 accident, took his final Formula One win in the non-championship BRDC International Trophy at Silverstone, the team scored only seven championship points.
Tauranac, an engineer at heart, started to feel his Formula One budget of around £100,000 was a gamble he could not afford to take on his own and began to look around for an experienced business partner. He sold the company for £100,000 at the end of 1971 to British businessman Bernie Ecclestone, Rindt's former manager and erstwhile owner of the Connaught team. Tauranac stayed on to design the cars and run the factory.
Bernie Ecclestone (1972–1987)
Tauranac left Brabham early in the 1972 season after Ecclestone changed the way the company was organised without consulting him. Ecclestone has since said "In retrospect, the relationship was never going to work", noting that "[Tauranac and I] both take the view: 'Please be reasonable, do it my way'". The highlights of an aimless year, during which the team ran three different models, were pole position for Argentinian driver Carlos Reutemann at his home race at Buenos Aires and a victory in the non-championship Interlagos Grand Prix. For the 1973 season, Ecclestone promoted the young South African engineer Gordon Murray to chief designer and moved Herbie Blash from the Formula Two programme to become the Formula One team manager. Both would remain with the team for the next 15 years. For 1973, Murray produced the triangular cross-section BT42, with which Reutemann scored two podium finishes and finished seventh in the Drivers' Championship.
In the 1974 season, Reutemann took the first three victories of his Formula One career, and Brabham's first since 1970. The team finished a close fifth in the Constructors' Championship, fielding the much more competitive BT44s. After a strong finish to the 1974 season, many observers felt the team were favourites to win the 1975 title. The year started well, with a first win for Brazilian driver Carlos Pace at the Interlagos circuit in his native São Paulo. However, as the season progressed, tyre wear frequently slowed the cars in races. Pace took another two podiums and finished sixth in the championship; while Reutemann had five podium finishes, including a dominant win in the 1975 German Grand Prix, and finished third in the Drivers' Championship. The team likewise ranked second in the Constructors' Championship at the end of the year.
While rival teams Lotus and McLaren relied on the Cosworth DFV engine from the late 1960s to the early 1980s, Ecclestone sought a competitive advantage by investigating other options. Despite the success of Murray's Cosworth-powered cars, Ecclestone signed a deal with Italian motor manufacturer Alfa Romeo to use their large and powerful flat-12 engine from the 1976 season. The engines were free, but they rendered the new BT45s, now in red Martini Racing livery, unreliable and overweight. At that time, designer David North was hired to work alongside Murray. The 1976 and 1977 seasons saw Brabham fall toward the back of the field again. Reutemann negotiated a release from his contract before the end of the 1976 season and signed with Ferrari. Ulsterman John Watson replaced him at Brabham for 1977. Watson lost near certain victory in the French Grand Prix (Dijon) of that year when his car ran low on fuel on the last lap and was passed by Mario Andretti's Lotus, with Watson's second place being the team's best result of the season. The car often showed at the head of races, but the unreliability of the Alfa Romeo engine was a major problem. The team lost Pace early in the 1977 season when he died in a light aircraft accident.
For the 1978 season, Murray's BT46 featured several new technologies to overcome the weight and packaging difficulties caused by the Alfa Romeo engines. Ecclestone signed then two-time Formula One world champion Niki Lauda from Ferrari through a deal with Italian dairy products company Parmalat which met the cost of Lauda ending his Ferrari contract and made up his salary to the £200,000 Ferrari was offering. 1978 was the year of the dominant Lotus 79 "wing car", which used aerodynamic ground effect to stick to the track when cornering, but Lauda won two races in the BT46, one with the controversial "B" or "fan car" version.
The partnership with Alfa Romeo ended during the 1979 season, the team's first with young Brazilian driver Nelson Piquet. Murray designed the full-ground effect BT48 around a rapidly developed new Alfa Romeo V12 engine and incorporated an effective "carbon-carbon braking" system—a technology Brabham pioneered in 1976. However, unexpected movement of the car's aerodynamic centre of pressure made its handling unpredictable and the new engine was unreliable. The team dropped to eighth in the Constructors' Championship by the end of the season. Alfa Romeo started testing their own Formula One car during the season, prompting Ecclestone to revert to Cosworth DFV engines, a move Murray described as being "like having a holiday". The new, lighter, Cosworth-powered BT49 was introduced before the end of the year at the Canadian Grand Prix; where after practice Lauda announced his immediate retirement from driving, later saying that he "was no longer getting any pleasure from driving round and round in circles".
The team used the BT49 over four seasons. In the 1980 season Piquet scored three wins and the team took third in the Constructors' Championship with Piquet second in the Drivers' Championship. This season saw the introduction of the blue and white livery that the cars would wear through several changes of sponsor, until the team's demise in 1992. With a better understanding of ground effect, the team further developed the BT49C for the 1981 season, incorporating a hydropneumatic suspension system to avoid ride height limitations intended to reduce downforce. Piquet, who had developed a close working relationship with Murray, took the drivers' title with three wins, albeit amid accusations of cheating. The team finished second in the Constructors' Championship, behind the Williams team.
Renault had introduced turbocharged engines to Formula One in 1977. Brabham had tested a BMW four-cylinder M12 turbocharged engine in the summer of 1981. For the 1982 season the team designed a new car, the BT50, around the BMW engine which, like the Repco engine 16 years before, was based on a road car engine block, the BMW M10. Brabham continued to run the Cosworth-powered BT49D in the early part of the season while reliability and driveability issues with the BMW units were resolved. The relationship came close to ending, with the German manufacturer insisting that Brabham use their engine. The turbo car took its first win at the Canadian Grand Prix. In the Constructors' Championship, the team finished fifth, the drivers Riccardo Patrese, who scored the last win of the Brabham-Ford combination in the Monaco Grand Prix, 10th and World Champion Piquet a mere 11th in the Drivers' Championship. In the 1983 season, Piquet took the championship lead from Renault's Alain Prost at the last race of the year, the South African Grand Prix to become the first driver to win the Formula One Drivers' World Championship with a turbo-powered car. The team did not win the Constructors' Championship in either 1981 or 1983, despite Piquet's success. Patrese was the only driver other than Piquet to win a race for Brabham in this period—the drivers in the second car contributed only a fraction of the team's points in each of these championship seasons. Patrese finished ninth in the Drivers' Championship with 13 points, dropping the team behind Ferrari and Renault to third in the Constructors' Championship.
Piquet took the team's last wins: two in 1984 by winning the seventh and eighth races of that season, the Canadian Grand Prix and the Detroit Grand Prix, and one in 1985 by winning the French Grand Prix. He finished fifth in 1984 and a mere eighth in 1985 in the respective Drivers' Championships. After seven years and two world championships, Piquet felt he was worth more than Ecclestone's salary offer for 1986, and reluctantly left for the Williams team at the end of the season.
For the 1986 season, Patrese returned to Brabham, and was joined by Elio de Angelis. The season was a disaster for Brabham, scoring only two points. Murray's radical long and low BT55, with its BMW M12 engine tilted over to improve its aerodynamics and lower its centre of gravity, had severe reliability issues, and the Pirelli tyres performed poorly. De Angelis became the Formula One team's only fatality when he died in a testing accident at the Paul Ricard circuit. Derek Warwick, who replaced de Angelis, was close to scoring two points for fifth in the British Grand Prix, but a problem on the last lap dropped him out of the points.
In August, BMW after considering running their own in-house team, announced their departure from Formula One at the end of the season. Murray, who had largely taken over the running of the team as Ecclestone became more involved with his role at the Formula One Constructors Association, felt that "the way the team had operated for 15 years broke down". He left Brabham in November to join McLaren.
Ecclestone held BMW to their contract for the 1987 season, but the German company would only supply the laydown engine. The upright units, around which Brabham had designed their new car, were sold for use by the Arrows team. Senior figures at Brabham, including Murray, have admitted that by this stage Ecclestone had lost interest in running the team. The 1987 season was only slightly more successful than the previous year—Patrese and de Cesaris scoring 10 points between them, including two third places at the Belgian Grand Prix and the Mexican Grand Prix. Unable to locate a suitable engine supplier, the team missed the FIA deadline for entry into the 1988 world championship and Ecclestone finally announced the team's withdrawal from Formula One at the Brazilian Grand Prix in April 1988. During the season-ending Australian Grand Prix, Ecclestone announced he had sold MRD to EuroBrun team owner Walter Brun for an unknown price.
Joachim Lüthi (1989)
Brun soon sold the team on, this time to Swiss financier Joachim Lüthi, who brought it back into Formula One for the 1989 season. The new Brabham BT58, powered by a Judd V8 engine (originally another of Jack Brabham's companies), was produced for the 1989 season. Italian driver Stefano Modena, who had driven for the team in the 1987 Australian Grand Prix in a one off drive for the team, drove alongside the more experienced Martin Brundle who was returning to Formula One after spending 1988 winning the World Sportscar Championship for Jaguar. Modena took the team's last podium: a third place at the Monaco Grand Prix (Brundle, who had only just scraped through pre-qualifying by 0.021 seconds before qualifying a brilliant 4th, had been running third but was forced to stop to replace a flat battery, finally finishing sixth). The team also failed to make the grid sometimes: Brundle failed to prequalify at the Canadian Grand Prix and the French Grand Prix. The team finished 9th in the Constructors' Championship at the end of the season.
Middlebridge Racing (1989–1992)
After Lüthi's arrest on tax fraud charges in mid-1989, several parties disputed the ownership of the team. Middlebridge Group Limited, a Japanese engineering firm owned by billionaire Koji Nakauchi, was already involved with established Formula 3000 team Middlebridge Racing and gained control of Brabham for the 1990 season. Herbie Blash had returned to run the team in 1989 and continued to do so in 1990. Middlebridge paid for its purchase using £1 million loaned to them by finance company Landhurst Leasing, but the team remained underfunded and would only score a few more points finishes in its last three seasons.
Jack Brabham's youngest son, David, raced for the Formula One team for a short time in 1990 including the season-ending Australian Grand Prix (the first time a Brabham had driven a Brabham car in an Australian Grand Prix since 1968). 1990 was a disastrous year, with Modena's fifth place in the season-opening United States Grand Prix being the only top six finish. The team finished ninth in the Constructors' Championship. Brundle and fellow Briton Mark Blundell, scored only three points during the 1991 season. Due to poor results in the first half of 1991, they had to prequalify in the second half of the season; Blundell failed to do so in Japan, as did Brundle in Australia. The team finished 10th in the Constructors' Championship, behind another struggling British team, Lotus. The 1992 season started with Eric van de Poele and Giovanna Amati after Akihiko Nakaya was denied a superlicense. Damon Hill, the son of another former Brabham driver and World Champion, debuted in the team after Amati was dropped when her sponsorship failed to materialise. Amati, the fifth woman to race in Formula One, ended her career with three DNQs.
Argentine Sergio Rinland designed the team's final cars around Judd engines, except for 1991 when Yamaha powered the cars. In the 1992 season the cars (which were updated versions of the 1991 car) rarely qualified for races. Hill gave the team its final finish, at the Hungarian Grand Prix, where he crossed the finish line 11th and last, four laps behind the winner, Ayrton Senna. After the end of that race the team ran out of funds and collapsed.
Middlebridge Group Limited had been unable to continue making repayments against the £6 million ultimately provided by Landhurst Leasing, which went into administration. The Serious Fraud Office investigated the case. Landhurst's managing directors were found guilty of corruption and imprisoned, having accepted bribes for further loans to Middlebridge. It was one of four teams to leave Formula One that year. (cf March Engineering, Fondmetal and Andrea Moda Formula). Although there was talk of reviving the team for the following year, its assets passed to Landhurst Leasing and were auctioned by the company's receivers in 1993. Among these was the team's old factory in Chessington, which was acquired by Yamaha Motor Sports and used to house Activa Technology Limited, a company manufacturing composite components for race and road cars run by Herbie Blash. The factory was bought by the Carlin DPR GP2 motor racing team in 2006.
Motor Racing Developments
Brabham cars were also widely used by other teams, and not just in Formula One. Jack Brabham and Ron Tauranac called the company they set up in 1961 to design and build formula racing cars to customer teams Motor Racing Developments (MRD), and this company had a large portfolio of other activities. Initially, Brabham and Tauranac each held 50 percent of the shares. Tauranac was responsible for design and running the business, while Brabham was the test driver and arranged corporate deals like the Repco engine supply and the use of the MIRA wind tunnel. He also contributed ideas to the design process and often machined parts and helped build the cars.
From 1963 to 1965, MRD was not directly involved in Formula One, and often ran works cars in other formulae. A separate company, Jack Brabham's Brabham Racing Organisation, ran the Formula One works entry. Like other customers, BRO bought its cars from MRD, initially at £3,000 per car, although it did not pay for development parts. Tauranac was unhappy with his distance from the Formula One operation and before the 1966 season suggested that he was no longer interested in producing cars for Formula One under this arrangement. Brabham investigated other chassis suppliers for BRO, however the two reached an agreement and from 1966 MRD was much more closely involved in this category. After Jack Brabham sold his shares in MRD to Ron Tauranac at the end of 1969, the works Formula One team was MRD.
Despite only building its first car in 1961, by the mid-1960s MRD had overtaken established constructors like Cooper to become the largest manufacturer of single-seat racing cars in the world, and by 1970 had built over 500 cars. Of the other Formula One teams which used Brabhams, Frank Williams Racing Cars and the Rob Walker Racing Team were the most successful. The 1965 British Grand Prix saw seven Brabhams compete, only two of them from the works team, and there were usually four or five at championship Grands Prix throughout that season. The firm built scores of cars for the lower formulae each year, peaking with 89 cars in 1966. Brabham had the reputation of providing customers with cars of a standard equal to those used by the works team, which worked "out of the box". The company provided a high degree of support to its customers—including Jack Brabham helping customers set up their cars. During this period the cars were usually known as "Repco Brabhams", not because of the Repco engines used in Formula One between 1966 and 1968, but because of a smaller-scale sponsorship deal through which the Australian company had been providing parts to Jack Brabham since his Cooper days.
At the end of 1971 Bernie Ecclestone bought MRD. He retained the Brabham brand, as did subsequent owners. Although the production of customer cars continued briefly under Ecclestone's ownership, he believed the company needed to focus on Formula One to succeed. The last production customer Brabhams were the Formula Two BT40 and the Formula Three BT41 of 1973, although Ecclestone sold ex-works Formula One BT44Bs to RAM Racing as late as 1976.
In 1988 Ecclestone sold Motor Racing Developments to Alfa Romeo. The Formula One team did not compete that year, but Alfa Romeo put the company to use designing and building a prototype "Procar"—a racing car with the silhouette of a large saloon (the Alfa Romeo 164) covering a composite racing car chassis and mid-mounted race engine. This was intended for a racing series for major manufacturers to support Formula One Grands Prix, and was designated the Brabham BT57.
Racing history—other categories
IndyCar
Brabham cars competed at the Indianapolis 500 from the mid-1960s to the early 1970s. After an abortive project in 1962, MRD was commissioned in 1964 to build an IndyCar chassis powered by an American Offenhauser engine. The resultant BT12 chassis was raced by Jack Brabham as the "Zink-Urschel Trackburner" at the 1964 event and retired with a fuel tank problem. The car was entered again in 1966, taking a third place for Jim McElreath. From 1968 to 1970, Brabham returned to Indianapolis, at first with a 4.2-litre version of the Repco V8 the team used in Formula One—with which Peter Revson finished fifth in 1969—before reverting to the Offenhauser engine for 1970. The Brabham-Offenhauser combination was entered again in 1971 by J.C. Agajanian, finishing fifth in the hands of Bill Vukovich II. Although no Brabham car ever won at Indianapolis, McElreath won four United States Automobile Club (USAC) races over 1965 and 1966 in the BT12. The "Dean Van Lines Special" in which Mario Andretti won the 1965 USAC national championship was a direct copy of this car, made with permission from Brabham by Andretti's crew chief Clint Brawner. Revson took Brabham's final USAC race win in a BT25 in 1969, using the Repco engine.
Formula Two
In the 1960s and early 1970s, drivers who had reached Formula One often continued to compete in Formula Two. In 1966 MRD produced the BT18 for the lower category, with a Honda engine acting as a stressed component. The car was extremely successful, winning 11 consecutive Formula Two races in the hands of the Formula One pairing of Brabham and Hulme. Cars were entered by MRD and not by the Brabham Racing Organisation, avoiding a direct conflict with Repco, their Formula One engine supplier.
Formula Three
The first Formula Three Brabham, the BT9, won only four major races in 1964. The BT15 which followed in 1965 was a highly successful design. 58 cars were sold, which won 42 major races. Further developments of the same concept, including wings by the end of the decade, were highly competitive up until 1971. The BT38C of 1972 was Brabham's first production monocoque and the first not designed by Tauranac. Although 40 were ordered, it was less successful than its predecessors. The angular BT41 was the final Formula Three Brabham.
Formula 5000
Brabham made one car for Formula 5000 racing, the Brabham BT43. Rolled out in late 1973 it was tested in early 1974 by John Watson at Silverstone before making its debut at the Rothmans F5000 Championship Round at Monza on 30 June 1974, driven by Martin Birrane. Former Australian Drivers' Champion Kevin Bartlett used the Chevrolet powered Brabham BT43 to finish 3rd in the 1978 Australian Drivers' Championship including finishing 5th in the 1978 Australian Grand Prix.
Sports cars
Tauranac did not enjoy designing sports cars and could only spare a small amount of his time from MRD's very successful single-seater business. Only 14 sports car models were built between 1961 and 1972, out of a total production of almost 600 chassis. The BT8A was the only one built in any numbers, and was quite successful in national level racing in the UK in 1964 and 1965. The design was "stretched" in 1966 to become the one-off BT17, originally fitted with the 4.3-litre version of the Repco engine for Can-Am racing. It was quickly abandoned by MRD after engine reliability problems became evident.
Technical innovation
Brabham was considered a technically conservative team in the 1960s, chiefly because it persevered with traditional spaceframe cars long after Lotus introduced lighter, stiffer monocoque chassis to Formula One in 1962. Chief designer Tauranac reasoned that monocoques of the time were not usefully stiffer than well designed spaceframe chassis, and were harder to repair and less suitable for MRD's customers. His "old fashioned" cars won the Brabham team the 1966 and 1967 championships, and were competitive in Formula One until rule changes forced a move to monocoques in 1970.
Despite the perceived conservatism, in 1963 Brabham was the first Formula One team to use a wind tunnel to hone its designs to reduce drag and stop the cars lifting off the ground at speed. The practice became the norm in only the early 1980s, and is possibly the most important factor in the design of modern cars. Towards the end of the 1960s, teams began to exploit aerodynamic downforce to push the cars' tyres down harder on the track and enable them to maintain faster speeds through high-speed corners. At the 1968 Belgian Grand Prix, Brabham was the first, alongside Ferrari, to introduce full width rear wings to this effect.
The team's most fertile period of technical innovation came in the 1970s and 1980s when Gordon Murray became technical director. During 1976, the team introduced carbon-carbon brakes to Formula One, which promised reduced unsprung weight and better stopping performance due to carbon's greater coefficient of friction. The initial versions used carbon-carbon composite brake pads and a steel disc faced with carbon "pucks." The technology was not reliable at first; in 1976, Carlos Pace crashed at 180 mph (290 km/h) at the Österreichring circuit after heat build-up in the brakes boiled the brake fluid, leaving him with no way of stopping the car. By 1979, Brabham had developed an effective carbon-carbon braking system, combining structural carbon discs with carbon brake pads. By the late 1980s, carbon brakes were used by all competitors in almost all top level motor sports.
Although Brabham experimented with airdams and underbody skirts in the mid-1970s, the team, like the rest of the field, did not immediately understand Lotus's development of a ground effect car in 1977. The Brabham BT46B "Fan car" of 1978, generated enormous downforce with a fan, which sucked air from beneath the car, although its claimed use was for engine cooling. The car raced only once in the Formula One World Championship—Niki Lauda winning the 1978 Swedish Grand Prix—before a loophole in the regulations was closed by the FIA.
Although in 1979 Murray was the first to use lightweight carbon fibre composite panels to stiffen Brabham's aluminium alloy monocoques, he echoed his predecessor Tauranac in being the last to switch to the new fully composite monocoques. Murray was reluctant to build the entire chassis from composite materials until he understood their behaviour in a crash, an understanding achieved in part through an instrumented crash test of a BT49 chassis. The team did not follow McLaren's 1981 MP4/1 with its own fully composite chassis until the "lowline" BT55 in 1986, the last team to do so. This technology is now used in all top level single seater racing cars.
For the 1981 season the FIA introduced a 6 cm (2.4 in) minimum ride height for the cars, intended to slow them in corners by limiting the downforce created by aerodynamic ground effect. Gordon Murray devised a hydropneumatic suspension system for the BT49C, which allowed the car to settle to a much lower ride height at speed. Brabham was accused of cheating by other teams, although Murray believes that the system met the letter of the regulations. No action was taken against the team and others soon produced systems with similar effects.
At the 1982 British Grand Prix, Brabham reintroduced the idea of re-fuelling and changing the car's tyres during the race, unseen since the 1957 Formula One season, to allow its drivers to sprint away at the start of races on a light fuel load and soft tyres. After studying techniques used at the Indianapolis 500 and in NASCAR racing in the United States, the team was able to refuel and re-tyre the car in 14 seconds in tests ahead of the race. In 1982 Murray felt the tactic did little more than "get our sponsors noticed at races we had no chance of winning," but in 1983 the team made good use of the tactic. Refuelling was banned for 1984, although it reappeared between 1994 and 2009, but tyre changes have remained part of Formula One.
Later use of the Brabham name
Revival attempts
On 4 June 2009, Franz Hilmer confirmed that he had used the name to lodge an entry for the 2010 Formula One season as a cost-capped team under the new budget cap regulations. The Brabham family was not involved and announced that it was seeking legal advice over the use of the name. The team's entry was not accepted, and the Brabham family later obtained legal recognition of their exclusive rights to the Brabham brand.
Brabham Racing
Main article: Brabham Racing
In September 2014, David Brabham—the son of Brabham founder Sir Jack Brabham—announced the reformation of the Brabham Racing team under the name Project Brabham, with plans to enter the 2015 FIA World Endurance Championship and 2015 24 Hours of Le Mans in the LMP2 category using a crowdsourcing business model. The company also expressed interest in returning to Formula One, but did not have the financial capacity to do so.
In 2019, Brabham Automotive announced its goal to enter the 2021 FIA World Endurance Championship using a BT62 in the GTE class. The team competed in the 2019 GT Cup Championship. It also entered the final two races of the 2019 Britcar Endurance Championship, winning on its debut.
In 2021, Brabham Automotive debuted their BT63 GT2 car at the season finale of the 2021 GT2 European Series.
Championship results
Main article: Brabham Grand Prix results
Results achieved by the "works" Brabham team. Bold results indicate a championship win.
Summary of Brabham Formula One World Championship results Season Entrant Car Tyres Engine Drivers Constructors'
Championship 1962 Brabham Racing Organisation Lotus 24
Brabham BT3 D Coventry Climax FWMV Jack Brabham 7th (9 points) 1963 Brabham Racing Organisation Brabham BT3
Brabham BT7
Lotus 25 D Coventry Climax FWMV Jack Brabham
Dan Gurney 3rd (28 points) 1964 Brabham Racing Organisation Brabham BT7
Brabham BT11 D Coventry Climax FWMV Jack Brabham
Dan Gurney 4th (33 points) 1965 Brabham Racing Organisation Brabham BT7
Brabham BT11 D
G
Coventry Climax FWMV Jack Brabham
Dan Gurney
Denny Hulme
Giancarlo Baghetti 3rd (27 pts) 1966 Brabham Racing Organisation Brabham BT19
Brabham BT20
Brabham BT22 G Repco 620
Coventry Climax FPF Jack Brabham
Denny Hulme Champion (42 pts) 1967 Brabham Racing Organisation Brabham BT19
Brabham BT20
Brabham BT24 G Repco 620
Repco 740 Jack Brabham
Denny Hulme Champion (37 pts) 1968 Brabham Racing Organisation Brabham BT24
Brabham BT26 G Repco 740
Repco 860 Jack Brabham
Jochen Rindt
Dan Gurney 8th (10 pts) 1969 Motor Racing Developments Brabham BT26A G Cosworth DFV Jack Brabham
Jacky Ickx 2nd (51 pts) 1970 Motor Racing Developments Brabham BT33 G Cosworth DFV Jack Brabham
Rolf Stommelen 4th (35 pts) 1971 Motor Racing Developments Brabham BT33
Brabham BT34 G Cosworth DFV Graham Hill
Tim Schenken
Dave Charlton 9th (5 pts) 1972 Motor Racing Developments Brabham BT33
Brabham BT34
Brabham BT37 G Cosworth DFV Graham Hill
Carlos Reutemann
Wilson Fittipaldi 9th (7 pts) 1973 Motor Racing Developments
Ceramica Pagnossin Team MRD Brabham BT37
Brabham BT42 G Cosworth DFV Carlos Reutemann
Wilson Fittipaldi
Andrea de Adamich
Rolf Stommelen
John Watson 4th (49 pts) 1974 Motor Racing Developments Brabham BT42
Brabham BT44 G Cosworth DFV Carlos Reutemann
Carlos Pace
Rikky von Opel
Richard Robarts
Teddy Pilette 5th (35 pts) 1975 Martini Racing Brabham BT44B G Cosworth DFV Carlos Reutemann
Carlos Pace 2nd (54 pts) 1976 Martini Racing Brabham BT45 G Alfa Romeo 115-12 Carlos Reutemann
Carlos Pace
Rolf Stommelen
Larry Perkins 9th (9 pts) 1977 Martini Racing Brabham BT45B G Alfa Romeo 115-12 Carlos Pace
John Watson
Hans-Joachim Stuck
Giorgio Francia 5th (27 pts) 1978 Parmalat Racing Team Brabham BT45C
Brabham BT46/B/C G Alfa Romeo 115-12 Niki Lauda
John Watson
Nelson Piquet 3rd (53 pts) 1979 Parmalat Racing Team Brabham BT46
Brabham BT48
Brabham BT49 G Alfa Romeo 115-12
Alfa Romeo 1260
Cosworth DFV Niki Lauda
Nelson Piquet
Ricardo Zunino 8th (6 pts) 1980 Parmalat Racing Team Brabham BT49/B M Cosworth DFV Nelson Piquet
Ricardo Zunino
Héctor Rebaque 3rd (55 pts) 1981 Parmalat Racing Team Brabham BT49/B/C M
G
Cosworth DFV Nelson Piquet
Héctor Rebaque
Ricardo Zunino 2nd (61 pts) 1982 Parmalat Racing Team Brabham BT49D
Brabham BT50 G Cosworth DFV
BMW M12/13 Nelson Piquet
Riccardo Patrese 5th (41 pts) 1983 Fila Sport Brabham BT52/B M BMW M12/13 Nelson Piquet
Riccardo Patrese 3rd (72 pts) 1984 MRD International Brabham BT53 M BMW M12/13 Nelson Piquet
Teo Fabi
Corrado Fabi
Manfred Winkelhock 4th (38 pts) 1985 Motor Racing Developments Ltd Brabham BT54 P BMW M12/13 Nelson Piquet
Marc Surer
François Hesnault 5th (26 pts) 1986 Motor Racing Developments Ltd Brabham BT54
Brabham BT55 P BMW M12/13/1 Elio de Angelis
Riccardo Patrese
Derek Warwick 9th (2 pts) 1987 Motor Racing Developments Ltd Brabham BT56 G BMW M12/13/1 Riccardo Patrese
Andrea de Cesaris
Stefano Modena 8th (10 pts) 1989 Motor Racing Developments Brabham BT58 P Judd EV Martin Brundle
Stefano Modena 9th (8 pts) 1990 Motor Racing Developments Brabham BT58
Brabham BT59 P Judd EV Stefano Modena
David Brabham
Gregor Foitek 10th (2 pts) 1991 Motor Racing Developments Ltd Brabham BT59Y
Brabham BT60Y P Yamaha OX99 Martin Brundle
Mark Blundell 9th (3 pts) 1992 Motor Racing Developments Ltd Brabham BT60B G Judd GV Eric van de Poele
Giovanna Amati
Damon Hill NC (0 pts)
See also
In Spanish: Brabham Racing Organisation para niños
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It is fitting we pay tribute to one of the stalwarts of Maseratis racing heritage who was at the wheel as a privateer throughout those three important decades for the marque the thirties, forties and fifties. We could of course have chosen any one of a dozen or so of his contemporaries, some more famous, some more successful, but Baron Emmanuel Toulo de Graffenried, who died earlier this year [2007], serves as a fine example of one of those drivers who achieved only moderate success in competition, but who nonetheless contributed greatly to motor sport and promoted the name of Maserati in many other ways both on and off the track.
Emmanuel de Graffenried was born into a world of wealth and privilege on 18 May 1914 in Paris; the de Graffenried family had been one of the foremost families in Switzerland for many centuries, and at the time of his birth was still influential and prosperous. Swiss neutrality no doubt protected the family from the ravages of the Great War and young Emmanuel, or Toulo as he was nicknamed, was sent to be educated at the elite Institut de Rosey. This school spent the summer at Rolle by the shores of Lake Geneva, and wintered in Gstaad with the emphasis very much on sporting involvement, which may have fostered a competitive streak in the young student. One of his schoolmates was John de Puy with whom he went on to form a racing partnership. Another fellow scholar was the future Shah of Iran, of 5000GT fame.
In the early 1930s de Graffenrieds racing career took off with an outing in an Alfa Zagato 1500. De Graffenried soon teamed up with his old schoolmate John de Puy to form a racing partnership which lasted until the war, and included a 6C/34, a 4CM fitted with Tecnauto suspension, and an Alfa 3 litre. John de Puy was an American blessed with a huge fortune, which no doubt helped to fund their ventures, but was equally blessed with a huge capacity for drink, which may explain why it was usually de Graffenried who got behind the wheel! Along the way de Graffenried also bought a Bugatti T55.
His motorsport career proper started at age 22 in 1936 with a class win in the Alfa Zagato 1500 in the Swiss National GP at Bremgarten. De Graffenried it would seem preferred the Maseratis to the Alfa if the record of competition successes is an indication: throughout 1937 he entered the 4CM Tecnauto in many top-level European events, winning the Swiss National GP, gaining a fourth place in the Picardy GP, and sixth places in the Circuit of Naples Voiturette race, the RAC 200 International Trophy on the Isle of Man, Donington Parks Nuffield Trophy, and the Circuit of Masaryk Voiturette race at Brno. In 1936 De Graffenried became a member of the BRDC.
In the 1938 season de Graffenried had a leaner year in terms of results: he had to retire in the German GP with transmission failure on the 4CM; and he had to retire the car again in his home competition, the Prix de Bremgarten. De Graffenried brought the 6CM over to England where he recorded a win in the Campbell Trophy at Brooklands, but he had to retire from the British Empire Trophy at Donington Park.
The 1939 season again did not bring much success to de Graffenried in spite of driving a variety of cars in major competitions: in the Swiss GP (4CM) and the Pau and German GPs (6C/34) de Graffenried failed to finish; however he scored a sixth place in the Albi GP (4CM), and a thirteenth in the Coupe de Paris in his Bugatti T55. A try out in an Alfa in the Belgian GP was unsuccessful. De Graffenried topped off the season however with a win on home territory in the Swiss National GP.
The war did not entirely put a stop to de Graffenried's driving as he was behind the wheel as a driver in the Swiss army. After the war de Graffenried was to be involved with three racing teams: Autosport, Platé, and, briefly, Centro Sud. Throughout this period he remained essentially a privateer, contributing financially to the teams; at times he entered cars for competitions under his own name.
When racing restarted in 1946 de Graffenried founded the Autosport team with Christian Kautz, the former Mercedes driver, and Cyro Basadonna. They had a 4CL which brought de Graffenried more success in voiturette racing than he had experienced before the war. Around this time he met Enrico Platé; de Graffenried contributed financially and Platé contributed his engineering skills to the formation of the Platé team which ran through to 1952.
1946 was a year of little competition success for de Graffenried. A retirement in the Marseilles GP was followed by a fifth place in the GP des Nations in Geneva, the first outing for the Platé 4CL, and a sixth in the Milan GP. During 1947 the Platé team moved up to a 4CLT, but racing success was still proving hard to achieve. De Graffenried recorded a third place at the Lausanne GP, a fifth in the Comminges GP, and a ninth in his home Swiss GP. A variety of mechanical problems led to retirements in the Belgian, Italian and French GPs.
The 1948 season started well for de Graffenried with a second placing in the GP des Nations in Geneva, then a third at Monaco, but the year was marred by the death of his colleague Christian Kautz in the Swiss GP at Bremgarten; de Graffenried got caught up in the accident and had to retire. The season continued with a couple of ninth places in the Italian and British GPs.
Fate began to smile more favourably on de Graffenried and the Platé team in 1949; Prince Bira joined the team and chalked up a win and five second places. De Graffenried answered that by winning the British GP at Silverstone and another win in the GP of Eastern Switzerland, second places in the Pau, Swedish Summer and Dutch GPs and the Jersey Road Race, and thirds in the San Remo and Lausanne GPs, and in the Madrid 1100cc race. In the winter the Platé team tried their luck in South America, but up against supercharged Ferraris all de Graffenried could manage was a fifth in the Mar del Plata GP.
1950 provided a steady crop of places for de Graffenried but no wins. De Graffenried was still very much part of the Platé team but was given the chance to drive a Gordini Simca in the Circuit de Erlen in Switzerland where he was robbed of victory by a failed valve; then in the GP des Nations in Geneva in July de Graffenried drove an Alfa 158 for the works team; this was the race in which Gigi Villoresi had his bad crash on spilt oil, killing several spectators; de Graffenried hit the same oil, spinning off and stalling his engine; he managed to crank the engine back into life and went on to gain second place. With Platé Maseratis de Graffenried scored a second in the Richmond Trophy at Goodwood and thirds in the British Empire Trophy on the Isle of Man and in the Jersey Road Race. Back at Goodwood at the end of the season de Graffenried gained third place in the Woodcote Race and a fourth in the Goodwood Trophy. In 1950 de Graffenried started his own garage business in Lausanne, selling Alfa Romeos.
In 1951 de Graffenried had little success with the Platé Maserati; Bira left the team and was replaced by Harry Schell, and Louis Chiron stayed on, but despite a good car and good drivers, the good results just did not come. De Graffenried fared better when he tried his hand in an Alfa 159 on several occasions, scoring a fifth place in the Swiss GP and a sixth in the Spanish GP; another Alfa outing at Monza in the Italian GP ended early in the race when the supercharger failed.
Alfa Romeo withdrew from racing at the end of 1951 and the governing body decided that the World Championship was to be run to F2 rules in 1952 and 53. This provided a spur to the Platé team to develop their own version of the 4CLT/48; the resulting car had the supercharger removed, the engine enlarged to 2 litres, and had the chassis shortened. The aim was to provide a faster, better handling and more reliable car; this was achieved in part: the car went and handled well on small circuits, but it lacked the top end performance for the larger and faster circuits. De Graffenried bagged a couple of third places in the Daily Express Trophy at Silverstone and in the Cicuit de Cadours; a fourth place at Marseilles, fifth at the Comminges GP, and a sixth in his home Swiss GP made up the tally for the season.
Once again the wheel of fortune turned, as 1953 proved to be one of de Graffenrieds best racing years. The Platé team ran an improved A6GCM, also known as an A6SSG, and with this car de Graffenried won four races: the Syracuse Cup, and the Lavant and Chichester Cups at Goodwood in the early part of the season, and the Eifelrennen at the Nurburgring in May. These victories were complemented with third places in the Richmond Trophy and the Modena GP, a fourth in the Belgian GP, and fifth places in the Dutch and German GPs. In December the team took an A6GCS sports car to Brazil where de Graffenried won both the Rio de Janeiro and Sao Paulo GPs.
In January 54 the team moved on to Argentina where de Graffenried managed to gain an eighth place in an A6GCM fitted with an early 250F engine. Two weeks later whilst de Graffenried was watching the Buenos Aires GP a car spun into the pits and killed Enrico Platé; the death of his friend and colleague was a tremendous shock to de Graffenried and he more or less quit racing at that point, although he was to race a few more times until his last race in 1956. At the Belgian GP in June de Graffenried drove an A6GCM but was not in the race! He was filming for The Racers in which Kirk Douglas starred. In October at the Spanish GP de Graffenried shared the driving of the A6GCM fitted with the 250F engine with Volonterio who then bought the car, despite it being retired after mechanical failure !
In 1955 de Graffenried tried his luck with a Ferrari sports car in the Bari GP and came in fourth, then with a 300S in the Lisbon GP he gained second place; finally at the Venezuelan GP in November a Ferrari Monza brought de Graffenried a third place. 1956 was de Graffenrieds final year of racing: he shared an A6GCS sports in the Supercortemaggiore GP at Monza with Canonica but was forced to retire. In September the Centro Sud team asked de Graffenried to drive one of their older 250Fs in the Italian GP at Monza; in spite of the outdated machinery de Graffenried managed a creditable eighth place to finish his racing career at the age of 42.
Although de Graffenrieds racing career proper was over his involvement with the motor racing world and cars in general was to last many more years. He settled into life in Lausanne with his wife Elsa. His Alfa dealership was extended in 1959 to include Ferraris, and later he took on Rolls Royce. In 1962 together with Fangio, Paul Frere, Robert Manzon and several other drivers he founded the Club International des Anciens Pilotes de Grand Prix et F1, becoming secretary, and then President in 1980 and Honorary President in 2002.
In the 1970s de Graffenried took on the role of ambassador for the American tobacco company Philip Morris, whose European headquarters were in Lausanne, in their promotion of the Marlboro brand in motor racing. We may today view the introduction of advertising sponsorship as a retrograde step but without it many racing teams would not have survived nor have been able to develop the technology necessary to remain competitive. De Graffenrieds unique position was surely influential in bringing motor sport to a wider audience and in providing it with an improved financial foundation.
In 1974 at the French GP at Dijon-Prenois it was decided to hold a retrospective event to showcase former racing stars and their cars; de Graffenried was a major player in the event which was pivotal in setting the scene for historic racing as it has become today. De Graffenried was present at Maseratis Ottant'anni International Meeting in 1994 to celebrate the marques 80th anniversary. Then he was back at the wheel again at Silverstone in 1998 for its 50th anniversary, completing a lap of the circuit in a GP car at the age of 84.
Baron Emmanuel de Graffenried, or Toulo as he liked to be known to his many friends, died in Lausanne on 21 January 2007. He is fondly remembered by many for his charming manner and his generous spirit. He undoubtedly enjoyed his racing to the full, but gave back as much to the sport as he had taken from it.
Luigi Gigi Villoresi was a highly successful racing driver whose career spanned three decades from 1933 to 1956, and encompassed three major marques involved in Grand Prix and senior competition: Maserati, Ferrari and Lancia. Of these his major contribution to his craft was at the wheel of Maseratis, and indeed after his racing days were over he remained closely involved with the Maserati factory.
He was born in Milan on 16th May 1909; it would be nice to imagine that the happy event occurred within sight of the Canale Villoresi built by his grandfather. The Villoresi family must have been reasonably well-to-do, as Luigis father ran an electricity generation company. Unfortunately tragedy was to haunt the family as three brothers, including fellow racer Emilio, and a sister died relatively young in tragic circumstances.
Gigi started out in competitive events at the age of 22 entering a Lancia Lambda into local events, then soon progressing to a Fiat Balilla, a rather more sporting model. He enjoyed some success with this car, gaining a fifth place in his class in the 1933 Mille Miglia, younger brother Emilio riding as passenger, and a third place in the 1935 Coppa Ciano.
I won my first race in a car belonging to my father; a six cylinder Type 18 Ansaldo six-seater saloon in the Cascata Toce Saint Passo Giacomo hill climb. Also taking part in this race was Parenti, the Federal secretary of Milan, driving a supercharged Alfa Romeo 1750 Spyder. First prize was a wonderful gold chronometer, being held in safe keeping for the almost certain winner, Parenti, because of the superiority of his car. I won, with my brother Mimi as my mechanic; but somehow they found an excuse to award Parenti the watch and me a miserable old dented tin cup. I was so disappointed! However, it was through this race that I entered the magical world of motor racing.
In 1935 Gigis partnership with Maserati began. He was able to buy an old 4CM, previously belonging to Tuffanelli, and gained quick success with the car, which was shared with Emilio, who was no slouch either. The 4CM had been introduced by Maserati specifically for voiturette racing; its engine having torque and acceleration advantage over the 6CM, although both had the same 1500cc capacity. Emilio was soon lured away to those other red cars, joining Scuderia Ferrari in 1937 to drive their Alfas.
I made my debut at Monte Carlo, it was a heroic and comical race because of my lack of preparation, even my mechanic was the family chauffeur. At the last minute, before practice, I had the good fortune of receiving help from Guerrino Bertocchi, which allowed me to do well in practice. I had made a terrific start up the rise at Condamine, then a car in front of me had an engine blow and I found myself in an oil patch. In spite of this I finished well and Frechard, the famous French journalist, referred to me as the flying mad man.
Count Johnny Lurani formed the Scuderia Ambrosiana in 1937 with Villoresi, Cortese, and Minetti; they bought a 6CM and successfully campaigned it in voiturette racing across Europe throughout 1937 and 1938. Gigi gained victories at Brno in 1937 and in the Albi GP, Coppa Acerbo, and Lucca races in 1938. At this time the all powerful Mercedes and Auto Union teams were ruling the roost in Grand Prix racing, helped by sponsorship from the Nazi state. Mussolini and the Fascist state in Italy were equally keen to see Alfas and Maseratis gaining glory for Italy, but these two companies both realised that competitive success, for the time being, had to be sought outside of the big boys arena! In fact the 6CMs and 4CMs were proving much more reliable and successful for Maserati than their ventures into Grand Prix racing with the 8CTF. Villoresi, now with the works team, had a couple of outings in an 8CTF in 1938, at the Coppa Acerbo in Pescara (see his words below) and at the Donington GP, where he was forced to retire with engine trouble.
By the end of 1937 I was voted "Champion of Italy" for the race category up to one and a half litres.
[In August 1938] we raced in the "Coppa Acerbo" at Pescara; at this circuit, known as the Italian Nurburgring, I drove really well [in a 6CM in the Voiturette race]. I went straight into the lead and carried on to take the chequered flag. After this preliminary race for smaller capacity cars came the Grand Prix for the big guns; Mercedes, Auto Union and Alfa Romeo. Trossi started at the wheel of a twin supercharged 3-litre [8CTF], a wonderful machine; after a few laps Trossi came into the pits feeling unwell. Ernesto Maserati invited me to get into this wonderful big machine; it was for me a great responsibility as I had never driven this car before. I set off at great speed and to my surprise overtook two German cars. After a few laps I pulled into the pits to hand the car back to Trossi. Ernesto Maserati and Guerrino [Bertocchi] congratulated me on my drive, I had taken the Maserati to second place overall, and whats more, had broken the lap record in 10 min 57 secs. That day at Pescara was extremely gratifying.
1939 brought a personal tragedy. In June Gigis younger brother Emilio was killed whilst demonstrating an Alfetta at Monza to Enzo Ferraris business associates. Mimi was only 25. Enzo Ferraris less than sympathetic reaction to the death of his young team member soured the relationship between Gigi and Enzo Ferrari then, and again after the war when Gigi was to join the Ferrari team. The same year saw the appearance of the 4CL from Maserati: an improved voiturette design which again recognised the dominance of the Germans in Grand Prix. Villoresi had some success with the 4CL, winning the Targa Florio, but being forced to retire in the Tripoli GP and in the German GP, on the latter occasion in the bedevilled 8CTF. War put a stop to racing in September across much of Europe, although the Italians continued to race at home and in North Africa until they entered the war in June 1940. Villoresi, in a 4CL, won the Targa Florio again and gained a place at the Tripoli GP, both these races being almost exclusively Maserati and Alfa.
Having spent the latter war years as a prisoner of war Gigi was keen to get back behind the wheel, and in April 1946 he won the Nice GP in a 4CL, driving for the Scuderia Milano, which was effectively the works team since the factory was not in a position to manage a team by itself. I recall with great satisfaction my victory in the first post-war race, the GP of Nice. Naturally in this race I was in my 1.5-litre Maserati; my biggest threat was Sommer in a big supercharged Alfa Romeo. In spite of a pit stop to top up with water, I caught him up, passed him and went on to gain a most satisfying win.
Gigi went to Indianapolis in May with the Scuderia and achieved a place in an 8CL. He crashed quite badly while competing in the Grand Prix des Nations in Geneva in July, and this rather affected his performance for the remainder of the season.
My greatest disappointment? My race at Indianapolis. I had the chance of being the first Italian or European to finish this great and demanding race, and whats more, had the chance of winning it. I had a very good car, a fabulous three litre supercharged Maserati [8CL]. My car was superior to the rest and even though I started near the back of the grid, I worked my way up into the lead, but just as I was beginning to sense victory came the drama of the magnetos. The cars owners, the Ruggeri Brothers, did not want to overhaul them after a long period of inactivity due to the war; I had to stop twice to replace them; I lost 35 minutes due to the stops and ended up in sixth place; approximately ten minutes behind Ronson, the eventual winner. I had, however, the honour and the satisfaction of joining the 100 Miles an Hour Club.
The next year, 1947, proved to be very good in Villoresis racing career. At the start of the year he rejoined Scuderia Ambrosiana with his good friend Alberto Ascari; their friendship developed on the track and Gigi became Albertos mentor; perhaps Alberto was to some extent filling the place left by Emilios death. The Scuderia went to South America early in the year to compete in Argentina and Brazil with their 4CLs. There were three Grand Prix in Buenos Aires in February: one named in honour of the countrys dictator Juan Peron, and another in honour of his wife, Evita; Villoresi bagged both these races, and gained second place in the Rosario GP. Back home in Europe Gigi was victorious with 4CLs in Grand Prix at Nimes, Nice, Alsace, and Lausanne, and was placed in the Swiss GP. An outing in an A6GCS at the Circuit of Modena sports car race brought in a second place.
1948 was another excellent year for Villoresi. The South American tour with Scuderia Ambrosiana brought wins in both Mr and Mrs Perons GPs again, and a third in the Rosario GP. At the San Remo GP in June Maserati introduced the 4CLT/48. This new car had basically the same engine as the 4CL, but with two-stage supercharging now fitted as standard, a tubular chassis, and reworked suspension. Villoresi gained a second place here, followed by places at the Swiss, French and Italian GPs. Later in the year victories were gained in the Comminges, Albi, British and Penya Rhin GPs, all in the new Tipo. In sports car racing he was placed in the Dolomite Gold Cup driving an A6GCS, and in the Naples race with an OSCA.
In 1949 the 4CLT/48s fortunes declined. Scuderia Ambrosiana made its customary trip to South America, but Villoresi only managed a second place in the Juan Peron GP; however the tour ended on a better note with wins for him in the Interlagos and Rio de Janeiro GPs. The best that he managed back in Europe was a sixth place at the GP du Roussillon in May. Midway through the year came an unexpected call from Enzo Ferrari; he offered Villoresi a trial in one of his cars in the Belgian GP; he took up the offer, came second in that race and also won a sports car race in another Ferrari. Despite a mutual dislike between the two men, which had arisen ten years previously when Emilio was killed, Gigi handled the situation professionally and secured contracts with Ferrari, not only for himself, but for his friends Alberto Ascari and Nino Farina as well. These three men were to form a successful trio in the Ferrari camp. Gigi won the Dutch GP at Zandvoort for Ferrari, and took seconds at Spa and Bremgarten in the Belgian and Swiss GPs, and a third in the International Trophy at Silverstone.
1950 was not such a good year for Villoresi; racing at Geneva seemed to have a jinx upon him; he had crashed there in 1946 and was to do so again in July at the Grand Prix des Nations, this time more seriously, losing control in dropped oil, and team mate Farina also crashed whilst managing to avoid Gigi lying in the road.
Gigi was sufficiently recovered from his bad injuries to enter and win the Inter Europa Cup at Monza in April 1951, driving a Ferrari 340 Coupe. Later that month he won the Mille Miglia in the same car, partnered by Cassani. He had fought with Enzo Ferrari over the right car to use, Enzo opting for the Barchetta, but the driver on this occasion knew better, and proved it. He went on to take third places in the Belgian, French and British GPs, and a fourth at the German GP.
Throughout 1952 and 1953 Villoresi remained a stalwart of the Ferrari team, gaining good results, although outright victories eluded him. He took places in the Italian GPs in both years, and in the Argentine and Belgian GPs in 53. It is perhaps not just wishful thinking that his support and encouragement for Alberto Ascari, nine years his junior, contributed to the latter winning six GPs in 52 and five in 53.
Contract discussions with Ferrari for the upcoming 1954 season came to nothing for Villoresi and Ascari, but they could not have been unduly disappointed as contracts for both of them with the brand new Lancia Formula One team were soon agreed. Lancias D50 held great promise with its excellent power to weight ratio, V8 engine with offset transmission, and pannier fuel tanks providing constant weight distribution as fuel was consumed. Unfortunately the Lancia team took a while to get going in 1954 and Villoresi had only one outing, in the Spanish GP at Pedralbes, but brake failure forced him to retire. For the remainder of the 54 season he had been lured back to the Maserati fold and had a number of races in a 250F, but with no noteworthy results excepting a fifth place at Reims in the French GP.
1955 was an eventful and sad year for Villoresi. In May at the Monaco GP, whilst he gained a fifth place, team mate Ascari plunged into the harbour in his Lancia but was hauled out with only minor injuries. Perhaps this was a portent for the tragic and unexplained accident that killed Ascari just a few days later when practicing at Monza in a new Ferrari sports car. Lancia had lost its star driver and no doubt this contributed to Gianni Lancia pulling out of racing at the end of the season and handing over their D50s to Ferrari. Gigi was with Alberto, at his side when he died shortly after the accident; Gigi had lost a friend, a business partner, and his brilliant young protégé; this must have been a painful parallel to the loss of younger brother Emilio sixteen years earlier.
Late in the 55 season Villoresi returned to Maserati again and was victorious in a 300S in the Venezuelan GP, having shared the driving with Fangio, and he gained a third place in the Syracuse GP in a 250F. 1956 was a busy year for Gigi: he had ten outings in Maseratis in major competitions, but he was now 45 and perhaps he was losing some of the edge on his consummate driving skills. He recorded a first in class in an OSCA whilst competing in the Supercortemaggiore GP at Monza; apart from that the best he managed was a fifth at Spa in the Belgian GP in a Centro Sud 250F, and a sixth at Silverstone in the British GP. His last Formula One race was at the Italian GP at Monza, sharing a 250F with Jo Bonnier, but being forced to retire with engine trouble, and his last major race involved a crash in a 300S in the Rome GP.
Perhaps Villoresi retired at the right time since 1957 saw a shift in the balance of power in motor racing. Italian domination of Formula One was being supplanted by the British Vanwalls and many of Gigis contemporaries recently prominent were now dead or retired: Wimille, Ascari, Farina, Gonzalez. In the same year the Mille Miglia was banned forever following a horrific accident.
Gigi Villoresi retained a keen interest in motor sport in general and the cause of Maserati in particular for the rest of his life. In 1958 he participated in and won the Acropolis Rally for Lancia. He was often to be seen supporting the Maserati factory at various shows and exhibitions. He exercised his craft with great skill, but at the same time was possessed of a quiet and elegant charm. In his career he had twice been Champion of Italy, but in some ways his most prestigious attainment was being known as Il Gigi Nazionale (the National Gigi) by his many adoring Italian fans. His fan base went abroad too, and in his later years when he was in poor bodily and financial health, and was being looked after in a monastery near Modena, British fans contributed towards his upkeep. He also achieved a unique position when an Italian Act of Parliament was passed to allocate state funds towards his maintenance.
Life at Maserati was like living in a family: I will never forget the grumpy Bindo, the beloved Ernesto, the silent Ettore, the good Guerrino [Bertocchi] and the team of mechanics. My time at Maserati was the most beautiful period of my sporting life, and one which best enabled me to demonstrate my ability: I won over 25 races and two outright Italian Championships in 1939 and 1947.
Luigi Villoresi died peacefully in Modena on the 24th August 1997.
I am indebted to Sig Ermanno Cozza for permission to use excerpts from an article entitled Maserati and I written by Luigi Villoresi and originally published in the first issue of Il Tridente in August 1988, and to Enrico for providing a translation of this from the Italian, and for sourcing photographs..
It is a warm sunny day at the Hockenheim circuit just outside Heidelberg and the Alfa Romeo Formula 1 team are testing their new car; the young French driver, full of his customary joie de vivre and fired with his unstoppable determination to go faster and better climbs aboard. Only minutes later the car inexplicably leaves the track at the fast Ostkurve bend, hits the barrier and is thrown violently into the air; the driver suffers serious injuries from which he dies shortly afterwards. The date: 1st August 1980; a fateful day for the driver, Patrick Depailler who always treated 1st August as a black tie day in memory of his boyhood hero Jean Behra who had been tragically killed at the Avus circuit in Berlin exactly 21 years previously.
The two Frenchman had much in common: they were both physically short, but tough with it; racing was their raison dêtre and they embraced it, and life in general, with a joy and passion that sometimes bordered on the insane according to some of their contemporaries.
Jean Marie Behra was born in Nice on 16th February 1921 to the family of a radio engineer. Already as a boy his competitive nature was demonstrating itself as he threw himself into schoolboy sports with great energy and determination. Jean then took a job at a bicycle shop which gave him a helping hand to achieve success with cycle racing.
At the age of 17 Jean made the natural progression to motorcycle racing but the war put a stop to that and he had to wait until the Coupe de la Liberation in 1945 to gain his first victory on a motorcycle. Between 1948 and 1951 Jean Behra captured no less than four French national motorcycle racing titles whilst riding for Moto Guzzi. However in parallel to this successful early career he tried his luck with four wheels: at a bike event at Mont Ventoux in 1950 he borrowed a Maserati 4CLT, entered a hill climb, and won !
In the same year Behra had taken part in the Monte Carlo Rally in a Simca, and at Le Mans he shared a drive in a Simca Gordini with Loyer but the car failed to impress. However Behras success in the hill climb and a good drive in the Bol dOr at St Germain, together with some good press notices, attracted the attention of Amédée Gordini, who had a sharp eye for talent, and the young Behra was signed up for the 1951 Gordini works team alongside Trintignant, Simon and Manzon.
The 51 season brought some rewards for Behra and the Gordini team; he gained a third place in his first outing at Les Sables dOlonne, and then repeated this at Cadours.
In 1952 Behra made his name and won a place in the hearts of French fans with a giant-killing performance at the Reims Grand Prix; the Ferrari T500s of Ascari and Farina were the surefire favourites to win this race; the underpowered and unreliable Gordini T16s were considered to be a sideshow, but Behra went into an early lead ahead of Ascari and to everyones amazement held the lead; towards the end of the race the Ferrari suffered engine trouble and Jean was able to sail on to a resounding victory with the home crowd in frantic delight. Although this was a non-championship Formula 2 race it mattered not to the French public Jeannot was, and would remain, their hero.
Elsewhere in the same year Behra had some other successes: in the Formula 1 Championship a third at Bremgarten in the Swiss GP, a second placing in a BRDC heat at Silverstone, two wins at the Circuit du Lac, second at the Caen GP, and an overall fourth in the Formula 2 championship.
Away from the race circuits Behra tried his hand at the gruelling Carrera Panamericana; still in a Gordini he won the first stage of 330 miles at an average 88 mph; unfortunately he lost control of the car in the second stage, and plunged into a ravine, from where he was lucky to escape with his life. The wisdom of entering the frail Gordini in a race such as this over such poor surfaces must be questioned but it was no doubt the boundless enthusiasm and ambition of the driver that was the decider.
Whilst Behra stayed with the Gordini team throughout the 1953 and 1954 seasons it was not a fruitful time for Behra nor for the team as a whole. The Gordini T16 was simply outdated by now by the more powerful Ferraris, Maseratis and, in 54 the Mercedes-Benzs; added to which the cars unreliability the rear axle being its Achilles heel and increasing financial woes within the team meant that any success for Gordini was a rare achievement. In spite of this Behra made the best of the situation; his win at the Pau GP against Trintignants Ferrari 625, and a superb display against the mighty Mercedes-Benz W196s at the Berlin GP at Avus just had to be noticed by the great and the good; the more astute amongst them would have also noticed that Behras lap times and qualifying times were often better than those of the drivers from the successful teams with the better cars; it was simply the Gordinis inadequate power and unreliability over several hours of racing that was keeping Behra out of the points. So it was then that towards the end of the 54 season Neubauer considered an approach to Behra, thinking to lure him into the Mercedes-Benz team. However by this time Behra had his eye upon Maserati, and when he signed with them for the 55 season his fortunes were about to turn for the better.
Jean Behra had three wonderful years with Maserati between 1955 and 1957 although for Jean these times were not without their disappointments and frustrations. In the 55 season Maserati had to play second fiddle to the all-conquering Mercedes-Benz team and the talents of Moss and Fangio; most of Maseratis success came in non-championship races. In 1956 Mercedes-Benz withdrew from the racing scene and when Moss came to Maserati Jean had to concede the position of number one driver to Stirling. Then in 1957 although Moss disappeared to the Vanwall camp, Maserati brought in Fangio and once again Jean had to play number two to the undoubted talents of Juan Manuel. Despite all this Behra accepted the number two position with grace, and then threw himself with great energy and determination into the task of bringing victory whenever he could in either the 250F in Formula 1 and non-championship racing, or in 150S, 200S, 300S and 450S in the sports car racing arena. His natural skill and consistently quick times were reinforced by his resolute will to win and his relentless enjoyment of driving these great cars.
In Formula 1 between 1953 and 1960 the season always started early in the year when most teams decamped to the Argentinean summer. This meant that Behras first race for the Maserati works team was in the Argentine GP at Buenos Aires on 16th January 1955. The weather was unbearably hot and most drivers failed to complete the race under these conditions, but Behra picked up a sixth place in a 250F shared with Schell. Two weeks later Behra gained a creditable fifth position in the Buenos Aires City GP against the alcohol-fuelled Mercedes 300SLRs in this Formula Libre race.
Jeans first outing in a 300S at the Dakar GP in March was brought to a halt with transmission problems. Back in Europe success escaped Behra once again when he was forced to retire from the non-championship Valentino GP at Turin when his 250Fs De Dion tube failed. However he had only to wait until April for his first taste of victory in a 250F when he won the Pau GP comfortably alongside team mates Musso and Mieres, and he followed up with another easy win at the Bordeaux GP, this time in an uprated 250F with a bigger head and carburettors. At the Naples GP in May Behra managed only a fourth place having lost five laps whilst being pitted for repairs following a collision. Back in the seat of a 300S Jean won the Bari GP at Lungomare from team mate Luigi Musso in another 300S.
On 22nd May Maserati entered Behra, Musso, Mieres and Perdisa in the Formula 1 Monaco GP; competition was strong from the W196s and the Ferraris and the Lancia D50s; Behra was running well but had to swap cars with the more junior Perdisa in mid-race after Behras 250F gave problems; in the end, ironically, Behra had to retire Perdisas car with clutch problems, while Perdisa went on to third place in Behras car! Later in May Behra partnered Musso in a 300S to win the Supercortemaggiore GP at Monza.
In June the Formula 1 Championship moved to Spa for the Belgian GP; Behra spun off the circuit on an early lap and ran back to the pits to take over Mieres car but only managed a fifth place in the torrential rain. At Le Mans a few days later Behra partnered Musso in a 300S but had to retire owing to transmission failure; this was the same disastrous race in which 81 people were killed when Leveghs 300SLR catapulted into the crowd; one result was that the Formula 1 programme was significantly reduced for the remainder of the season. Racing continued however and at the Dutch GP at Zandvoort Behra took a sixth place having been delayed in the pits. A week later Jean had better luck at the Portuguese GP where he drove his 300S to a commanding win after superb driving around the difficult street circuit at Porto.
In July the Maserati team came to Aintree for the Formula 1 British GP; they expected great things from the 250Fs driven by Behra, Musso and Mieres, but the Mercedes of Moss and Fangio were to dominate this race; Behra held on in third for a while until his engine lost its oil after ten laps. At the Swedish GP at Kristianstad in August Behra did well to hold on to a fourth place against stiff Ferrari competition. Later in the month in a little 150S Behra won convincingly at the Nurburgring 500 kilometre race against strong opposition and he gained a class lap record. Back to the Formula 1 Championship on 11th September at Monza for the Italian GP and Behra was perhaps lucky to gain fourth place in the 250F streamliner which had been developed in a hurry for the new steeply banked Monza track; the car did not perform as expected and he crossed the line as his engine blew! In his final outing of the year at Dundrod in the TT Behra suffered serious injuries with broken arms and ribs and burns and the loss of his ear when he crashed badly in his 300S shared with Musso and Bordoni.
!955 had been a good season for Behra, but not so good for the Maserati team which had been overshadowed by Mercedes in the Formula 1 Championship; by contrast whilst Maserati were to have their best year ever in 1956, Behras successes were to be a little fewer.
In January 1956 the European teams headed once again for the South American sun. In the Formula 1 Championship Argentine GP in Buenos Aires Behra came in second, close behind Fangio in his Ferrari version of the Lancia D50, a good result considering that the improvements to the 250Fs for the 56 season had not yet been implemented. In the Buenos Aires 1000 Kilometre Race Moss and Mendetiguy won in a 300S, and Behra and Gonzalez brought home another 300S in third place. In early February in the Buenos Aires City GP at the high altitude Mendoza circuit Jeans 250F struggled against carburation problems at the altitude but he gained a third place.
Late February saw Behra in North Africa, firstly competing in the Agadir GP where he had to retire his 300S after steering problems developed and forced him off the track, and secondly in the Dakar GP where he took a third place, again in a 300S. Crossing the Atlantic again Behra had a disappointing race at the Sebring 12 Hours in March where he partnered Taruffi in a 300S but came in at only fifth. Back in Europe the Maserati factory decided against entering for the Syracuse GP in Sicily as they wanted to concentrate on getting the new 250F ready for the European season; but Behra was keen as always to race, and at the time was living nearby, so he entered by himself in a 250F borrowed from the factory; unfortunately he had to retire with a broken oil feed.
In April Behra made his debut in the Mille Miglia at the wheel of a 150S and came in at 20th position overall but a creditable second in the 1500cc class a good enough result in itself but in order to reach it Behra had to contend with firstly driving for some distance with the loss of his brakes, and then secondly with stopping to make up a brake pipe and refit it, by himself !
In spite of delays and problems at the factory Maserati had their modified 250Fs ready for the 56 Formula 1 season opener, the Monaco GP in May. Behra had an uneventful race here and brought in his car in third place behind team mate Moss in first and Fangio in a Lancia-Ferrari in second. Two weeks later he shared the triumph with Moss at the Nurburgring in the 1000 Kilometre race where they shared the drive in the winning 300S.
In June at the Belgian GP at a typically wet Spa Behra had some engine problems with his 250F but kept it going to reach seventh place. He had better luck a week later at Montlhery in the Paris 1000 Kilometre race where he and Louis Rosier swept the competition aside in a fine win in Rosiers privately entered 300S.
July was a busy month for Jean. An uneventful race at the Formula 1 Championship French GP in Reims brought him a third place; another third was notched up in the Rouen GP in a 300S suffering from damaged suspension; yet another third place was gained in the Formula 1 Championship British GP at Silverstone, despite engine problems with the 250F. Then in the Bari GP run over a twisting street circuit the Maserati team and Jean in particular had great success with the 200SI; the first part of the race was restricted to 2000cc and Jean had a comfortable victory here with team mate Cesare Perdisa in second; the placed cars from this race then went into the main, unrestricted, event where it was 1-2-3 for Maserati when Moss won in a 300S closely followed by Behra and Perdisa in the smaller cars.
On 5th August at the Nurburgring there was a short race for sports cars, the Rhineland Cup; Moss and Behra each drove a 150S; the cars were poorly set-up and Moss managed second while Behra trailed in at sixth; in the Formula 1 Championship German GP which followed Behra fared better in third position behind Moss. Two more sports car outings in August brought little luck for Jean: in the Swedish GP at Kristianstad Maserati had a terrible time; the new 450S only ran in practice; the 300S driven by Moss was handed over to Behra but spilt fuel in the pits started a fire which resulted in the fuel tank being ruptured, and the car was retired; in the Pescara GP he scraped a 14th place in his 200SI, but with the consolation that he had recorded the fastest lap time.
For the Formula 1 Championship Italian GP in September on the fast banked Monza circuit the factory had prepared two 250Fs with an offset transmission line and the drivers seat offset to the right; this afforded a lower driving position, a lower centre of gravity and a reduced frontal area; they hoped this would give some advantage against the all-conquering Lancia-Ferraris being driven by Fangio and Collins; Moss and Behra were to drive the modified 250Fs and whilst Moss eventually won the race, Behra retired with magneto trouble, then took over Magliolis standard 250F but had to retire again with steering problems.
Jean was definitely having more success in sports car racing in 56 and he continued this theme with a towering performance in the Rome GP at Castelfusano in October, winning both the 2000cc race in a 200SI, and the main competition in a 300S.
In November the factory sent the team out to Australia. In the Australian TT at Albert Park Moss and Behra scored an easy 1-2 in their 300Ss, then repeated this result in the Australian GP in 250Fs at the same venue in December.
Jean Behra had spent a very busy year in 1956, racing at venues all over the world from January to December, and at the same time achieving fine results in spite of having to be number two to Moss. Behra had come fourth in the 1956 Formula 1 World Championship with 22 points to Collins 25, Mosss 27, and the maestro Fangios 30 points. 1957 promised well for Jean as Maseratis V12 version of the 250F was in preparation, and the 450S was waiting in the wings. Although Moss left Maserati after the early season races in South America to go to Vanwall, Maserati snapped up the services of Fangio when he offered to return from a season with Ferrari. So once again Behra played number two, probably disappointed but accepting the situation understandingly and not holding back on his aggressively competitive spirit once he got behind the wheel.
The 57 season opened in January with the Formula 1 Championship Argentine GP at which Maserati trounced the Lancia-Ferrari opposition with a 1-2-3-4 for Fangio, Behra, Menditeguy and Schell. A week later in the Buenos Aires 1000 Kilometre Race the 300S being driven well by Behra and Menditeguy had to be handed over to Moss who had retired the 450S which he had been sharing with Fangio; Moss took the 300S on to second place. In the Buenos Aires City GP Behras 250F took second place in the first heat and third in the second heat, finishing second on aggregate.
In March in the Florida sunshine Behra and Fangio drove a 450S to one of the ill-fated tipos few successes when they had a convincing win in the Sebring 12 Hours race.
Returning to Europe Jean Behra had a rather lacklustre summer despite a promising start when he won the Pau GP in April in the sole works car amongst a huge field of privately entered 250Fs. Shortly before the Pau race Behra had been forced to retire in the Syracuse GP. In May at Le Mans a 450S driven by Behra and Simon was retired after a universal joint collapsed. Behra had to give the Monaco GP a miss as he had been injured in a road accident. At the Formula 1 Championship French GP held at Rouen Behra was let down by his lightweight 250F which had to be pushed across the finish line to record a sixth place after the engine blew up. Better fortune prevailed in the Reims GP where Behra brought home his 250F in second place after a tremendous tussle with the teams number one, Fangio. In the Formula 1 Championship retirements were all too many for Behra: in the British, Pescara and Italian GPs he was forced out with mechanical problems. Sadly in the British GP at Aintree Behra was having one of his greatest races, setting a commanding lead at the quarter-stage, when the cars clutch disintegrated. Interestingly in the Italian GP at Monza Behra had driven the V12 engined 250F to its death; the engine was perhaps just too powerful for the car, wheelspin being evident much of the time that Behra was achieving very fast lap times, and the free-revving engine overheated and suffered terminal failure. In the Formula 1 Championship German GP Behra managed only a sixth place this of course was Fangios finest race where he famously fought back from a hopeless position to win. In the 1957 Formula 1 World Championship Behra shared eighth place with team mate Schell.
In the non-championship Caen GP in late July Behra and Schell tried out the unloved BRM P25; Behra won convincingly which must have stood him in good stead for the move to BRM which came in 1958; Behra and Schell took to BRM P25s again in the International Trophy race at Silverstone in September which Maserati had declined to enter, and again Jean and Harry bagged the first two places. Undoubtedly this cemented the deal between Behra and the BRM team which was in place by the end of the year.
In the Swedish GP in August Jean returned to his Maserati form with another resounding win in Il Monstro the 450S; two 450Ss had been entered; Jean had perhaps the better car, fitted with the supplementary two speed gearbox which gave it an extra turn of speed, and Moss was driving the other. The lead was exchanged many times between the two drivers in a very close race until Mosss car expired and Behra took the flag.
In the autumn Behras success continued with wins in a 250F at two non championship races. At the Modena GP he was first in each heat and the aggregate race, then at the Moroccan GP at Casablanca he took an early lead and held this for most of the race and came through to win convincingly.
The season ended with a disastrous race for Maserati at the Venezuelan GP: Mosss 450S was involved in a collision; meanwhile Behras 450S caught fire while being refuelled and Behra was sent off to hospital; Moss jumped into Behras car, which had not suffered too badly from the fire, and set off but soon returned as he realised the fire was still burning under him on the seat; with the fire fully extinguished Schell took over, only to collide with Bonniers 300S, this resulting in both cars being written off. This was an unhappy prelude to the factorys decision to close their racing department at the end of the 57 season.
There was to be one more 250F drive for Behra. In early 1958 he, along with Fangio and other team mates entered the Argentine GP in a semi-private capacity; he had to settle for fifth. In the following Buenos Aires City GP Behra and Menditeguy turned up late and were refused entry. Behras last drive for Maserati came in July 58 in the Villa Real GP in Portugal where he took a 300S to second place behind Moss in another 300S. Coincidentally this was also the last official Maserati works race for the 300S.
Behras 58 season with BRM was certainly not his best, partly because of the poorly performing and unreliable P25, and arguably because Jean lost some of his mettle after a bad crash at the Easter Monday meeting at Goodwood when his car hit a wall at 70mph after the brakes had failed. Despite this he stuck with the team throughout the season and scored a third place in the Dutch GP at Zandvoort and a fourth in the Portuguese GP at Oporto. In the seven other championship Formula 1 races Behra had to retire his BRM; this must have aggravated him, as must the sight of Harry Schell, his old Maserati team mate regularly recording better times at Maserati Behra had always been faster! Some say that at times Behra could be seen to give up in a race.
Away from BRM and Formula 1 Behra had a better relationship with Porsche. Driving their cars he had notable success, winning both German and French sports car championships in 1958 in a Formula 2 Spyder 1500, and sharing third at Le Mans with Hans Herrmann in an RSK.
The Ferrari team had lost Musso and Collins, both killed tragically whilst racing in 1958 and Hawthorn had retired, and so Behra was taken on, along with Tony Brooks, to form the core of the 1959 team with Phil Hill who had joined midway through 1958. The move to Ferrari should have been the opportunity for Jeans skills to shine through in the Dino 246, but somehow the team failed to come together and Enzo Ferrari only made things worse by his customary refusal to name a number one driver. Behra and Brooks both believed, quite rightly, that they should be number one. Behra managed a fifth place in the Dutch GP at Zandvoort, but little else in the championship, although he had notable success elsewhere for Ferrari, winning the Aintree 200 and scooping second places in the Syracuse GP and the Sebring 12 hours.
The Formula 1 Championship French GP at Reims on 5th July should have been Jean Behras moment of glory; he was the favourite to win on this fast circuit to which the Dino 246 was ideally suited; and the French fans were desperate to see their beloved Jeannot repeat his 1952 win when he had won hands down in the giant-killing Gordini. Whether it was due to the driver or to the car the fact was that Brooks was driving faster; Behra in his frustration blamed the management for favouring Brooks and Hill who went on to first and second, and when he brought his car into the pits with a broken piston a furious row developed with Romolo Tavoni, the Ferrari team manager; unfortunately Jeans temper got the better of him, his fists found Tavoni, and that was it, instant dismissal from Ferrari.
Behra then turned his talents, which included a considerable mechanical expertise, to developing the Behra-Porsche Formula 1 car in conjunction with designer Valerio Colotti; the first car soon rolled out of his Modena works and was due to be driven by Jean in the Formula 1 Championship German GP on the Avus track in Berlin on 2nd August.
One day earlier however, on 1st August 1959, Behra had entered the support race for sports cars with a Porsche RSK Spyder. The track was wet and the 45 degree banking was unforgiving; as Behra came onto the Nordkurve too fast his car span out of control, then struck a concrete bunker at the top of the banking before Behra was hurled against a flagpole. Jean Behra died instantly, 21 years to the day before his young admirer Patrick Depailler was to meet a similar fate.
Jean Behra had such a strong will to win that perhaps at times this did not allow his undeniable driving skill to shine through; certainly his ambition was frustrated on many occasions where circumstances contrived against him an under-performing car, or having to play number two in the team. Despite this he enjoyed his motorsport tremendously and passed on that enjoyment to his many fans; and along the way he achieved fifteen wins, nine second places and eleven third places in championship and major competitions. He played a large and significant role in Maseratis three great years in Formula 1 with the 250F between 1955 and 1957. These words from fellow Frenchman and aviator Antoine de Saint-Exupéry serve well to sum up Jean Behras life: Make your dream devour your life, so that life does not devour your dream.
Endnote: A week before he was killed, Jean Behra had discussed with his friend Don Sergio Mantovani, the Modenese priest who had administered to the Maserati team, the possibility of a nursery school in Modena to commemorate all those drivers who had been killed. Jean Behra left some funds towards the nursery school which was built with its first classroom named after him. Readers can find the full Racing Drivers Memorial story HERE !
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Which F1 drivers do well at British GP including Lewis Hamilton
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A look at which drivers tend to do well at and have won the British Grand Prix since Formula 1 first visited Silverstone in the 1950 season.
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https://www.f1oversteer.com/races/which-f1-drivers-do-well-at-british-gp-with-lewis-hamilton-successful-at-silverstone/
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The British Grand Prix has seen 17 repeat winners since marking the first-ever race in Formula 1, so here are the most successful drivers of all time and also at Silverstone.
All but 17 editions of the British GP have taken place at Silverstone, with Aintree hosting five and Brands Hatch staging 12. Giuseppe Farina while racing with Alfa Romeo also became the first driver to win a British GP as F1 began its inaugural championship at Silverstone in 1950.
It was not until Aintree staged its first British GP in 1955 that a Briton won their home round as Stirling Moss succeeded for Mercedes. But home success became the norm in the 1960s with Jim Clark winning five times. Jack Brabham denied Clark six in a row at the 1966 meet.
Lewis Hamilton is the most successful F1 driver at the British GP
Home heroes Nigel Mansell with four victories and two-time winners Moss, Jackie Stewart and David Coulthard continued the British success at their home Grand Prix over the years. But no driver has won the British GP more often than Stevenage-born star, Lewis Hamilton.
READ MORE: Six unforgettable British GP moments from Lewis Hamilton’s dominance to Michael Schumacher’s controversy
Hamilton has stood atop his home podium eight times, with wins for McLaren in 2008 plus Mercedes since 2014. The Silver Arrows’ instant dominance in Formula 1’s V6 turbo-hybrid power unit era helped Hamilton to break records galore in F1, including two at Silverstone.
Winning the 2020 British GP saw Hamilton surpass Alain Prost to set the record for the most wins by a Formula 1 driver at their home round. Prost won the French GP six times between 1981 and 1993. Clark’s five British GP wins in the 1960s even see him rank third for the stat.
MORE F1 STORIES
While another victory at Silverstone in 2021 saw Hamilton join Michael Schumacher for the most wins at one circuit. The German dominated the French Grand Prix at Magny-Cours for Benetton and Ferrari between 1994 and 2006 – including with a four-stop strategy in 2004.
The British GP has seen 17 repeat winners since the 1950 season
It did not take long for the British GP to witness a repeat winner with Alberto Ascari taking back-to-back wins for Ferrari at Silverstone in 1952 and 1953. His wins even came amidst a dominant spell for the Scuderia, with Jose Froilan Gonzalez also winning in 1951 and 1954.
READ MORE: The most successful teams and engine providers at the F1 British GP
Aintree, too, only had to hold the British GP twice to witness a repeat winner thanks to the success of Moss. The 16-time Grand Prix winner tasted home glory in 1955 and 1957 for his only wins on home soil. Moss also shared the win in 1957 with his teammate, Tony Brooks.
Moss initially started the 1957 British GP in a different Vanwall chassis than he finished it, as well. The iconic British driver took over Brooks’ car mid-race after his engine had developed a misfire. Going on to win the race also marked the first Formula 1 win for a British-built car.
Like Moss at Aintree, Niki Lauda also took all three of his British GP wins during years Brands Hatch staged the race. While Brabham’s win at Brands Hatch in 1966 to interrupt Clark’s run of dominance added to the Australian’s victories at Aintree in 1959 and Silverstone in 1960.
Lewis Hamilton has won the most F1 British Grand Prix at Silverstone
Thanks to his dominance with Mercedes post-2014 and having only contested British Grand Prix at Silverstone, no driver has won at the Northamptonshire track more often than home hero Hamilton. The circuit also re-named its international pit straight after him during 2020.
Silverstone sought to recognise Hamilton’s successes after sealing his seventh drivers’ title by naming its main pit straight after the Briton. F1 has started each British GP from what is now the Hamilton Straight beside the Silverstone Wing since the 2011 running of the round.
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2022 Australian Grand Prix championship points
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2022-04-10T00:00:00
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Charles Leclerc leads the drivers championship by 34 points ahead of George Russell while Max Verstappen falls to sixth place.
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RaceFans
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https://www.racefans.net/2022/04/10/2022-australian-grand-prix-championship-points/
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Maranello, 9 March 2020 – Despite this being a very difficult time in Italy and indeed in the rest of the world, because of concerns about the spread of...
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Maranello, 9 March 2020 – Despite this being a very difficult time in Italy and indeed in the rest of the world, because of concerns about the spread of...
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Formula 1 - The Pinnacle of Motorsport - Latest F1 news
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The 2023 Formula 1 season. Read the latest F1 news on GPblog.com.
|
en
|
GPblog.com
|
https://www.gpblog.com/en/race-classes/formula-1
|
In 1950 it is Italian Giuseppe Farina who takes the first world title for Alfa Romeo, narrowly beating teammate Juan Manuel Fangio. The number two, however, will go down in the history books as one of the largest that Formula 1 has known to this day. After his defeat Fangio wins the world title in 1951, 1954, 1955, 1956 and 1957. A record that was not broken until 2003 (45 years later) by Michael Schumacher.
Juan Manuel Fangio
After Fangio, who wins for the Italian Alfa Romeo, Ferrari, Maserati and also for the German Mercedes, the British emerge. The British domination starts in 1959 when the Australian Jack Brabham takes the world title for the British team Cooper and it only ends in 2000, when Schumacher puts an end to the domination of the British teams. Between 1959 and 1999, six titles didn’t go to a British race team, while the other 35 titles did went to the British teams.
Formula 1 becomes a British affair
In addition to British teams such as Cooper, Brabham, BRM, Lotus, Tyrrell, McLaren and Williams, Formula 1 also grosses in British world champions. It's the time of Jackie Stewart, Graham Hill, Jim Clark and James Hunt where it's a prize for the English almost every year, but also under the leadership of Stirling Moss, the British are quickly throwing high praise for the Formula 1 championship.
Meanwhile, Formula 1 is also a inspiring environment for the technicians in the automotive industry. From engines in the front of the car, engineers in F1 quickly manage to get engines to the centre of the car. The chassis was first made of aluminium in 1962 and Lotus impresses with the ground-effect cars in the 1970s. These cars which are sucked to the track which gave them tremendous amounts of downforce which allowed them to go through the corners like a rocket.
The power of Bernie Ecclestone
Based on Bernie Ecclestone, Formula 1 is also growing financially. In 1978, Ecclestone took over as president of Formula 1 and made circuits pay more to organize a race. Participating or staying away was the motto of Ecclestone, who was very hard in negotiations with circuits and teams. Formula 1 is growing under Ecclestone into a multi-billion dollar business, as we know it today.
Meanwhile, a lot has changed on the track. Williams and McLaren are in the competition, but it's other nationalities that are running away with the driver's title. However, after Nelson Piquet, Niki Lauda and Keke Rosberg, a storm is blowing up that will go down in the books as the greatest rivalry of all time: Alain Prost versus Ayrton Senna.
Senna versus Prost
Prost is the established name with two world titles in its pocket and Senna is the great talent and huge figurehead for the sport. Millions of fans all over the world watch the battles between the two, which ended mainly in 1989 and 1990. In the first edition Senna is disqualified after a disputable duel with Prost in which the Frenchman is held over by the French boss at the FIA and in 1990 the incident in which Senna deliberately crashes with Prost, so that he would become world champion.
When Prost signed for Williams in 1993, he had a clause included in his contract that his teammate could not be Senna. Williams has by far the best car and gives Prost his fourth and final title. Senna comes to Williams the following year but crashed in the fourth race during the Grand Prix of San Marino, which tragically resulted in his death.
The death of Senna and Roland Ratzenberger, who died the same weekend, marks a turning point in Formula 1. Formula 1 safety is finally taken more seriously and since the death of Senna and Ratzenberger, only Jules Bianchi was killed in a Formula 1 race in 2015.
The breakthrough of Michael Schumacher
In 1994, however, a great talent emerged: Michael Schumacher. The German will drive all the records from the history books. The German is far ahead of his time and is fitter and sharper than any driver ever. He first wins two titles at Benetton, then takes the decayed Ferrari to the top with a self-constituted management with Jean Todt and Ross Brawn.
Schumacher won five world titles at Ferrari between 2000 and 2004. The Formula 1 team thus takes most of the titles in a row, but above all Schumacher is the first with seven titles to set the record for Juan Manuel Fangio. Ferrari's supremacy continues, until a new talent emerges in 2005. Fernando Alonso wins the title twice with the old team of Schumacher (Renault that used to be Benetton), after which Schumacher retires at the end of 2006.
Hamilton on the hunt for Schumacher
After Schumacher, however, it is not Alonso who is there to take the throne, until his teammate debuted in 2007: Lewis Hamilton. The Brit first wins a title with McLaren, then six titles with Mercedes. Hamilton tried to beat Schumacher, but lost his eighth World Championship to Max Verstappen on the final lap of the final race in the 2021 season. This marked a changing of the guard. Verstappen is now a three-time World Champion.
Formula 1 in 2023
The 2023 Formula 1 World Championship is dominated by Red Bull Racing and Max Verstappen. During the winter test in Bahrain it became clear that Adrian Newey's RB19 was one step better than its predecessor as there was little competition for the two Red Bull drivers. Max Verstappen took pole for the Bahrain Grand Prix and also won the first race of the season. Sergio Perez came second.
It was a foreshadow for the rest of the season. Red Bull Racing won the first 14 Grands Prix of the season. 12 of them were won by Verstappen, two by Perez. The Mexican had hopes of competing for the world title after four races, but saw the gap widening after his victory in Azerbaijan.
Verstappen managed to win ten Grands Prix in a row, from the Grand Prix of Miami to the Grand Prix of Italy. With those ten victories in a row, Verstappen broke Sebastian Vettel's record in Monza. After breaking the record, Red Bull Racing lost a race for the first time in 2023. The Singapore Grand Prix was won by Carlos Sainz. Not a single Red Bull finished on the podium. Verstappen finished fourth, behind Lando Norris and Lewis Hamilton.
After the off-weekend in Singapore, Verstappen happily continued to achieve victories. Verstappen won the Japanese Grand Prix and thus secured the world constructors' title for Red Bull Racing. The Austrian racing team thus achieved the sixth world title in its history. Verstappen won his third world title a race weekend later in Qatar. Verstappen was officially world champion after the sprint race on Saturday in Qatar. Verstappen finished second in that sprint race, behind Oscar Piastri. After a party, Verstappen won the Qatar Grand Prix on Sunday.
Verstappen continued his winning streak. Verstappen won the sprint race on Saturday in the United States. At the Circuit of the Americas, Verstappen started the. Grand Prix from sixth and worked his way to the front with a good strategy. Mercedes and Lewis Hamilton felt they could've won the event but had to settle for P2. That was later removed from them due to a disqualification.
Sergio Perez crashed out of the Mexican Grand Prix at the first corner. Ferrari couldn't live with the pace of Verstappen, which meant the Dutchman won his 16th race of the year. But the most interesting storyline from the Mexican Grand Prix was a mystery paddock rumour potentially involving the future of Fernando Alonso.
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https://themotorsportmuse.wordpress.com/2021/08/03/the-strangest-car-to-ever-compete-in-f1/
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The strangest car to ever compete in F1
|
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2021-08-03T00:00:00
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If you were to list out the strangest cars ever to compete in a Formula One world championship grand prix, you’d probably say the 4-wheel drive Ferguson P99 or the 6-wheel Tyrrell P34. You could even go as far as to say one of the weird creations in the 1970s like the Eifelland E21 or…
|
en
|
motorsportmuse
|
https://themotorsportmuse.wordpress.com/2021/08/03/the-strangest-car-to-ever-compete-in-f1/
|
If you were to list out the strangest cars ever to compete in a Formula One world championship grand prix, you’d probably say the 4-wheel drive Ferguson P99 or the 6-wheel Tyrrell P34. You could even go as far as to say one of the weird creations in the 1970s like the Eifelland E21 or the Ligier JS5. They were all fairly odd for their time, but there was one car which was entered in the 1959 US Grand Prix which was so weird, it’s almost beyond belief that it was allowed to race. The car was a Midget and the driver was Rodger Ward.
Ward’s earlier career in America was a slow burner. In his first few years he didn’t get particularly good results, however in 1957 and 1958 he started to pick up some victories and with some momentum behind him, Ward teamed up with A.J. Watson and Bob Wilke to form Leader Card Racers in 1959. With this formidable team he became the USAC national champion that year and also won the Indy 500.
Ward also excelled on the short dirt ovals in Sprint and Midget cars, to the point that he was regarded as one of the best ever on the loose stuff. He won at all the famous dirt circuits, Sacramento, Springfields, Syracuse, Phoenix and the Hoosier 100. The dirt cars at the time were very different to what Ward would have run at the big paved ovals like Indianapolis.
Just after Ward had won the Indy 500 in 1959, the promoters at Lime Rock Park invited him to drive in a Formula Libre race alongside other racing stars, including Pedro and Ricardo Rodriguez. A Formula Libre race was a mixture of sportscars and single seaters, including Formula One cars. Ward told Nigel Roebuck of Motorsport Magazine that he thought the organisers had an ulterior motive, “I guess they figured, “well we’ll get him up here to a road course and show him how to drive”.
Ward had originally secured a drive in a Cooper Monaco, an ideal sportscar to take on a circuit like Lime Rock Park, but the owner then let Ward down at the last minute deciding to give the drive to established sportscar driver John Fitch instead. Ward fired back “John Fitch? That turkey came to Indianapolis, he couldn’t get going fast enough to get warm!”
Motorsport journalist Chris Economaki then pointed Ward in the direction of a Midget car which was available through Ken Brenn. A Midget car was about as far removed from a Cooper Monaco as possible. Midget’s raced on short dirt ovals, normally with 2 or 3 left hand turns per lap. They were very short and almost looked like squashed roadsters that competed at Indianapolis, but they were very manoeuvrable. The drivers tended to drive them on the throttle in long drifts through the dirt turns. They were rarely going straight, but because they were never designed for circuit racing, they only had one gear, drum brakes which were operated using a handle outside of the cockpit, they had a solid front axle and torsion bar rear suspension.
Firing back at the idea of racing a midget against purpose-built road racing cars, Ward said to Economaki, “obviously you have to be kidding, I’m not going to embarrass myself.” But with no other alternatives available, he struck a deal with Brenn and decided to enter the Midget. He did manage to secure himself a $2,000 appearance fee from the race organisers, obviously with the mindset of ‘if I am going to embarrass myself, then I might as well get paid for it.”
Practice at Lime Rock went well, and Ward was starting to throw the car sideways in the corners as he would have done on the dirt, but he initially had too long a gear in it which was hindering his straight-line speed. His little midget was up against some serious machinery, specifically designed for a circuit like Lime Rock Park, there was even a Maserati 250F Formula One car entered. One of the favourites was George Constantine who had a factory Aston Martin.
Constantine broke the track record in qualifying and of course the sportscar-mad crowd went wild. Ward remembers that “I was next out and broke his record by half a second and you could hear a pin drop on the grass.” Race day saw three heats, the second and third heats Ward dominated. He even lapped Fitch three times and made sure to salute Fitch each time he passed by. Ward had to leave soon after the race but said to Brenn that he should keep all the money they had won in the race. An astonished Brenn said “well, it was $4,900, and that was a haul in 1959.”
Meanwhile, Alec Ullman was putting a deal together to hold the first ever world championship Formula One grand prix in the United States. Technically the Indianapolis 500 was also part of the world championship in the 1950s, but the Formula One drivers never bothered to enter it, other than Alberto Ascari in 1952. This was an opportunity to have Formula One cars and stars competing on US soil. It was to be held on the roads and runways of the Sebring airfield, but Ullman wanted some home-grown stars to pull in the crowd. Other than AJ Foyt, there wasn’t anyone in the American domestic racing scene much bigger than Rodger Ward. Ullman approached Ward with an offer to compete in the Grand Prix. The problem was he didn’t have an F1 car to offer him.
Ward accepted the offer, but rather than accepting because he wanted to compete against the supposed best drivers in the world, there was a much simpler reason. “Alec Ullman called me up and invited me to race in the grand prix. He offered me some money, and I was in the habit of accepting money, so I told him I’d bring the Midget.” Obviously buoyed on from the performance of the Midget in the Lime Rock Park race against Formula One and sportscars, Ward decided to enter it into a fully-fledged Formula One grand prix to see what it could do.
If you thought a Midget car was about as far removed from a Cooper Monaco sportscar as possible, it was in a whole different world to a Cooper Formula One car. The Midget in question was a Kurtis-Kraft owned by Ward’s team boss Bob Wilkie. It had a 1.7 litre, 4-cylinder port injected Offenhauser engine. The Offenhauser engine was the stable power unit in American USAC and Midget car racing and was based on an initial design from 1934. This was compared to purpose built and modern 2.5 litre Climax, Ferrari and Porsche engines in F1.
Ward and Wilkie decided to modify the Midget, remembering the gearing issue pulling out of the turns at Lime Rock. “We did some work on this car, we actually put a clutch in it, and a two-speed differential, together with a two-speed gearbox, so it was like we had four speeds (albeit operated by two different gear levers).” The other change they had to make was to run the Offenhauser engine on gasoline, not the exotic fuels which were used in American racing.
Ward was in a confident mood as he arrived at Sebring. It’s probably safe to say Ward didn’t hold the European machines in particularly high regard, especially following his performance at Lime Rock Park. Ward had also competed in the ‘Monzapolis’ Race of Two Worlds event in Monza, Italy the year before. This was the race where the USAC cars went head to head with the best Europe could offer on the fast Monza oval. The Europeans largely stayed away for the first race in 1957, so it was a clean sweep for the big American roadsters which were far better suited to the high speeds of the oval.
For 1958, Ferrari and Maserati got involved with specially built cars and although the European teams showed more speed, the Americans once again were victorious. This dominant showing for the American cars was probably in the back of Ward’s mind. This was also a few years before Jack Brabham appeared at Indianapolis with his Cooper and showed everyone what a small, light rear-engine car could do against the big roadsters.
Cooper was the dominant force in the 1959 Formula One season. As they came into the season finale at Sebring, Jack Brabham was vying with Stirling Moss for the world championship title, with Ferrari’s Tony Brooks as an outside contender. Young Cooper driver Bruce McLaren was also keen to race well and win his first Grand Prix.
In his book, ‘The Grand Prix Carpetbaggers’, Cooper team boss, John Cooper, reflected on an encounter he had with Ward, Bruce McLaren and Jack Brabham before practice at the hotel in Sebring. Ward greeted the party and informed them he was competing in the grand prix. The trio congratulated Ward and asked what car he was driving, thinking he was renting a Formula One car from an established team. Ward told them he was going to drive the Midget dirt car. Brabham responded in amazement, “In the grand prix?!”
Ward replied “sure and have you guys got a surprise waiting for you. Why, on every turn I’ll blow you right off the road.” When Cooper tried to reason with Ward, kindly suggesting he was biting off more than he could chew with the Midget, Ward said “I know what a midget can do, and I know it can take a corner faster than any of those sports cars you have in Europe. You might be faster on the straights, but when it comes to the turns you won’t have a chance. Sebring’s a lot of turns isn’t it?” Well Sebring did have a lot of turns, but it also had a lot of straights.
In the Motorsport Magazine race report, Michael Tee gave his usual run-down of the entry list. That is until he got to the back of the field which he described as being “made up of a moteliest collection of also-rans that ever graced a grand prix circuit.” He started with an old Connaught and its “popping and spluttering” exhaust note, a little 1.5 litre Osca mated to an old F2 Cooper chassis, and the Maserati 250F Tec Mec which was seen as a bit of a flop in the racing world. He then got on to Ward. Tee listed out the features of the car in great detail, almost as if to inform the reader of firstly what the hell a Midget car was, but also to point out the massive differences to an F1 car.
On the day of the first practice, the Cooper team were amazed to find Ward’s Midget had passed scrutineering. This is hardly surprising as the regulations were a lot more relaxed in 1959 and the preparation of the US teams tended to be extremely high. They all rolled out of the pitlane when the green flag was waved, and it was almost inevitable that the first cars to hit turn one was Ward’s Midget and the two Coopers of McLaren and Brabham.
As predicted, the two Coopers swept through the turn at great speed, hugging the apex as they passed through. The Midget on the other hand was slipping and sliding and had to go considerably slower to get around the turn. With the Formula One cars disappearing down the road, Ward’s eyes were now open to his predicament, Ward rapidly changed his opinion of the Formula One cars and said to Cooper after practice, “I’ve got to hand it to you, those European buggies sure take the corners fast.”
Ward was getting up to speed though and wowing spectators by pitching the little midget into the corners and drifting through on the power. Although the approach of Formula One drivers in the 1950s was very much around drifting the car, the sort of slip angles Ward was getting with the Midget was not often seen in Europe. But he was rapidly realising the Midget’s performance in the Formula Libre race at Lime Rock had clouded his judgement on how well it would do against top Formula One cars and drivers. Ward recalls “we had a lot of fun down there. I was getting up to 140mph on the straightaways, which was quite something in one of those Midgets. I wasn’t really surprised by how quickly the Formula One cars went. I knew they were great cars and it was absolutely not the same as racing against George Constantine!”
I can only imagine what the spectators would have been thinking during that practice session and race. It’s a well-known observation that if you painted all modern-day Formula One cars the same colour it’s unlikely you would be able to tell them apart. You also have to really know what you’re looking for if you want to see how differently the cars are being driven.
If a train of five cars came past you at the 1959 US Grand Prix then you would have seen a rear-engine Cooper, a front engine Ferrari, a vintage Connaught, a Porsche RSK sportscar/F1 hybrid and then Ward in his Midget. All very different and all sounding different. They would have been driven differently too, with the tail out on the Ferrari, the Coopers in perfect balance, the hesitant Connaught and the nimble Porsche, and then Ward in a full drift corner to corner in the Midget. They would have all looked quick too but looks can be deceiving.
By the end of qualifying, Stirling Moss had put his Cooper on pole, with a time of 3 minutes flat. Ward was the last qualifier with a time of 3 minutes, 48 seconds. This was before the days of the 107% qualifying rule, so Ward was allowed to race and lined up in last place.
The race was fairly unspectacular for Ward, he gradually moved up the field as cars dropped out, before he himself dropped out on lap 20, when the makeshift clutch failed. Bruce McLaren won the race from Maurice Trintignant and Tony Brooks. Jack Brabham pushed his car across the line to become world champion. His was the first championship for a rear-engine car. With all of the focus on the front of the race and the battle for the world championship, Ward’s efforts were left largely unnoticed, at least in the written press. Michael Tee’s assessment of Ward’s efforts in Motorsport Magazine was that he “drove with great skill and nerve, but he was completely outclassed by the other cars, even the Tec Mec.”
An enduring friendship did form between Ward and Jack Brabham after Sebring though. “I told him he should take that Cooper to Indianapolis, and a couple of years later he did. And that of course was the beginning of the end for the roadster.” Within a few years both Jim Clark and Graham Hill had won the Indy 500 in rear-engine cars and the whole look of USAC racing changed from there on. Although Sprint and Midget cars are still front-engine to this day and don’t look that dissimilar to Ward’s 1959 Kurtis-Kraft.
What happened to Ward after the US Grand Prix? His career went from strength to strength. In a six-year period from 1959 to 1965 he won 18 USAC races (by the end of his career it was 26), two USAC championships and two Indy 500s. In the same period, when he wasn’t winning the championship, he was finishing runner up to A.J Foyt three times. Foyt is widely regarded as not only the best USAC/Indy driver of all time, but one of the greatest racing drivers of all time period. During that era, Foyt and Ward were like Lewis Hamilton and Max Verstappen in Formula One today, not many other drivers got a look in.
Then during the 1966 Indy 500, he pulled into the pits and said to the team manager words to the effect of ‘I’m done’. This wasn’t a driver on the way down either, he had won a race that year, but he’d achieved a lot and the enjoyment of driving had gone away. He was able to sign off and retire, which many American drivers racing on the ovals in that period sadly never got the chance to do.
In 1996, I was a 14-year-old motorsport fanatic attending my first Goodwood Festival of Speed. Every now and then one particular old Indy roadster would drive casually up the hill, but due to my youth and inexperience, I was only focused on the cars giving it ‘full noise’. As a result, I didn’t take much notice, although I did recognise the driver’s name. The car was driven by Ward, then aged 75. To this day I kick myself that I never approached him for an autograph. If I had known then what I know now, that he was one of the best American racers of all time, and that he had once entered a Midget car into a grand prix, I would not only have asked for his autograph, but I would have asked all about his career, including that US grand prix drive.
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https://autoaction.com.au/2024/03/02/__trashed
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en
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Motorsport Australia sanctioning rival claims prestigious Australian Drivers Championship title
|
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"Bruce Williams"
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2024-03-02T00:00:00
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Motorsport Australia’ prestigious Australian Drivers Championship title appears to have been kidnapped by the AASA.
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en
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https://autoaction.com.au/wp-content/themes/autoaction2020-2/images/favicon.ico
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Auto Action
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https://autoaction.com.au/2024/03/02/__trashed
|
By Bruce Williams
Has the AASA stolen the Australian Drivers Championship?
Motorsport Australia’s (CAMS Limited) most long-standing and prestigious championship and title – Australian Drivers Championship – appears to have been kidnapped by its administrative and alternative motorsport sanctioning rival, the Australian Auto-Sport Alliance (AASA).
With S5000, which has decided the Australian Drivers Championship over the past three seasons, currently in recess and its future the subject of ongoing discussion, AASA issued a statement yesterday, announcing it intends to stage the 2024 Australian Drivers Championship – using its locally produced Hyper Racer cars.
The media release also made the connection to the championship back to 1957 when the Australian Drivers Championship was first run.
AASA’s full statement read:
“The Australian Drivers’ (sic) Championship (ADC) is Australia’s premiere open-wheeler motor racing championship contested annually since 1957.
“2024 marks an extremely significant year for the historic racing series as the Australian Auto-Sport Alliance (AASA) will be proudly applying the title to the largest growing slicks and wings open wheeler category in Australia, the Hyper Racer Championship, honouring the illustrious 67 year history of the series.
“The Hyper Racer Australian Drivers Championship will succeed the S5000 ADC, Formula 3 ADC and so on, all the way back to the Formula Libre of 1957.
Created by former Australian Formula 2 Champion Jon Crooke and his son Dean, the Australian designed and built open-wheelers are currently the only “slicks and wings” open-wheeler in active production in the country.
“The 2024 Australian Drivers Championship will feature rounds of the VMRC (Victorian Motor Racing Championship) calendar alongside additional interstate circuits for six rounds in total. The full national calendar is set to be released in the coming weeks.
“The AASA is proud to carry on the Australian Drivers Championship name and uphold the tradition of the ADC titling the premiere open-wheeler racing class in Australia.
AASA CEO, Stephen Whyte, says he is “excited to see more young and upcoming talent, especially those looking to take the leap from karting, enjoying access to this high speed, low running cost and extremely competitive class and to grow their skills and showcase their abilities against the number of Australian Champions that make up the grid.”
“Round 1 will take place at Calder Park Raceway on March 16th & 17th.”
The statement has come as a complete shock to the motorsport industry, including Motorsport Australia, and is likely to ignite heated discussion, potentially legal, over ownership of the Australian Drivers Championship – is it a trademark, who owns it, or does 50 years of running Australia’s premier open wheeler define ‘ownership’ of the title?
A search of the Trade Mark register reveals an application, made a year ago, by a Victorian based company named as Mountain Motor Sports Pty Ltd for the Australian Driver’s Championship appears to have been granted.
Did MA know about it? Could it be appealed? Is the fact that the newly registered trademark has an apostrophe in Driver’s (ie grammatically signalling a championship contested by a single driver) relevant?
Mountain Motor Sports Peter Washington spoke to AUTO ACTION to claify the situation.
“Yes, Mountain Motor Sports Pty Ltd owns the Trademark for the ‘Australian Driver’s Championship’, and we legally registered the name and the trademark with IP Australia just over a year ago,” he said.
“We went through a legal process of obtaining the trademark.
“It was a drawn-out process over a period of time, with quite a bit of angst, but under the law we were able to use it, and proved that we are going use it in the future.
“I own the trademark and have leased it to the AASA and Hyper Racer who will run the Australian Driver’s Championship series in the future.”
Crazy stuff, recalling the dramas some years back when CAMS realised that the Australian Touring Car Championship title was owned by Larry Perkins!
And in a twist to this particular story, the Australian Touring Car Championship name and trademark is also registered to Mountain Motor Sports Pty Ltd.
The trademarking action to claim and trademark the ‘Australian Touring Car Championship’ saw a very heated legal battle between CAMS Limited and Mountain Motor Sports Pty Ltd.
The action against the registration was led by CAMS Limited’s then CEO by Eugene Arroca.
CAMS action failed and ultimately Mountain Motor Sports won the action and now owns the name and trademark.
Certainly, it is a brave, audacious move by AASA. Its low-cost tubular-chassied Hyper Racers have to date run a number of State-based club events, but to claim it should take on the Drivers Championship title and status will ignite debate around the sport.
AUTO ACTION has approached Motorsport Australia management and their communications department for comment but hasn’t received a response to date.
There is also lots more loaded into a bumper edition of AUTO ACTION magazine, on sale at newsagents and available digitally here.
For more of the latest motorsport news, subscribe to AUTO ACTION magazine.
Latest Podcast: Bathurst 500 review on the Auto Action RevLimiter!
Bruce is back this week after sitting on the bench with illness and a lack of fuel, and he joins Andrew and PG on the Auto Action Rev Limiter as they look at the latest in motorsport.
Listen to our latest episode on your podcast app of choice or here.
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https://racingnews365.com/formula-1-circuits/monaco-gp
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F1 Monaco Grand Prix 2024 | Start times & schedule
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2019-03-12T10:02:00+01:00
|
The F1 Monaco GP 2024 will take place on May 26. View all the start times of the GP here.
|
en
|
RacingNews365
|
https://racingnews365.com/formula-1-circuits/monaco-gp
|
Held annually in late May or early June, the Monaco Grand Prix is considered one of the most prestigious automobile races in the world.
Having been run since 1929, the race - along with the Indianapolis 500 and the 24 Hours of Le Mans - makes up part of the Triple Crown of Motorsport. The event is held on the narrow streets of Monaco, making it one of the most demanding Grands Prix on the calendar. It is also the only race that doesn't adhere to the FIA's mandated 305-kilometre minimum race distance.
The event was part of the first World Championship of Drivers in 1950, and was twice designated as the European Grand Prix in 1955 and 1963.
History of the F1 Monaco Grand Prix
The Monaco Grand Prix was held before the current World Championship format, with the first event taking place in 1929 and won by William Grover-Williams. An invitation-only event, not all those that were invited decided to attend the race, with the leading Maserati and Alfa Romeo drivers sitting out.
Louis Chiron won the 1931 race in a Bugatti to become the first Monegasque driver to win the event. As things stand, he remains the only native of Monaco to do so.
It didn't take long for the event to grow in stature, with the Association Internationale des Automobile Clubs Reconnus (AIACR) recognizing the most important race of each of its affiliated national automobile clubs as International Grands Prix. In 1933, Monaco was given this designation along with the French, Belgian, Italian and Spanish Grands Prix.
After the Second World War, the Monaco GP wasn't run until 1948 due to financial reasons, with Giuseppe Farina winning in a Maserati upon its return.
Formula 1 and the Monaco GP
The death of Prince Louis II led to the cancellation of the 1949 Monaco Grand Prix, but it was included in the new F1 World Drivers' Championship for the following year. Juan Manuel Fangio won his first World Championship race at the 1950 event, while a 51-year-old Chiron finished third.
No races were held in 1953 or 1954, but the event returned in 1955, beginning a streak of 64 consecutive years with the Monaco GP being held. That year saw Chiron become the oldest driver to compete in a Formula 1 Grand Prix at the age of 56.
While Fangio's victory in 1957 made him the first repeated winner of the event, Graham Hill established himself as the "King of Monaco" by winning the race five times in the 1960s, with his last win coming in 1969. This was also his final F1 victory.
The start of the 1970s saw more safety measures implemented at the track, with the first alterations taking place in 1972, while Bernie Ecclestone pushed for the number of entrants at the race to be increased, as organisers usually kept it at around 16 cars.
Races in Monte Carlo have been known to throw up unexpected results, such as in 1982, when Alain Prost led with four laps remaining. The Frenchman spun off on the wet track, with Riccardo Patrese inheriting the lead. The Italian had a spin with a lap and a half to go, resulting in Didier Pironi leading Andrea de Cesaris. Both drivers ran out of fuel on the final lap, opening the door for Patrese to get a bump-start and take his first career win.
Prost and Ayrton Senna dominated the event from 1984 to 1993, splitting the wins between the two of them, with the Brazilian coming out on top six to four. Senna passed Hill's record for the most victories at Monaco in 1993, when he beat Graham's son Damon Hill and Jean Alesi to the finish line.
The 1994 race was the first Grand Prix to be held following the deaths of Roland Ratzenberger and Senna two weeks earlier at Imola. Karl Wendlinger crashed his Sauber in the tunnel and went into a coma, missing the rest of the season as a result, while Michael Schumacher took the chequered flag.
Olivier Panis started the 1996 Monaco Grand Prix in 14th on the grid but, after an eventful race, managed to come out on top to take his first and only F1 win. It was also the last for the Ligier team in an event that saw only three cars cross the finish line.
Schumacher managed to match Hill's record of five wins in Monte Carlo, but caused controversy at the 2006 event when he stopped his car at the Rascasse hairpin, which prevented others from improving their lap time. The German claimed it wasn't intentional, but the FIA sent him to the back of the grid.
The Monaco Grand Prix was cancelled in 2020 due to the COVID-19 pandemic, making it the first time that the race hadn't run since 1954.
|
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Zeitungen aus der ganzen Welt
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[] |
[] |
[] |
[
""
] | null |
[] | null |
Digital newsstand featuring 7000+ of the world’s most popular newspapers & magazines. Enjoy unlimited reading on up to 5 devices with 7-day free trial.
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https://r.prcdn.co/res/de-de/g3416/t461282855/2/images/favicon.ico
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4902
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en
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It's worse than we thought...(Australian GP) - The Nostalgia Forum
|
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Page 1 of 3 - It's worse than we thought...(Australian GP) - posted in The Nostalgia Forum: This cropped up on a well-known social media site and I didnt know where to look. Im no Aus GP aficionado, but I know who Frank Matich is, and Ive heard of Warwick Farm. And I know there are others.
https://live.staticf...3e5e9b9df_b.jpg
Are we doomed?
|
en
|
https://forums.autosport.com/favicon.ico
|
The Autosport Forums
|
https://forums.autosport.com/topic/225711-its-worse-than-we-thoughtaustralian-gp/
|
To be frank I have sympathy with First Sportz on this one. After all, how does one define Grand Prix? Is it anything with Grand Prix in the title, or a shorthand term for something of major international importance? Has nobody ever won the German Grand Prix because it was the Grosser Preis? Do we have to say that there has been a GP winner from Hong Kong because Albert Poon won the Macao GP? With the best will in the world the AGP was not a Grande Epreuve until 1985, and if you take that sort of definition of Grand Prix - perfectly legitimate so to do and in this context the natural meaning - then it is correct.
The sports history helps keep the modern sport alive for me.
Not for me, though - I have lost all interest in current affairs!
But you're right, of course, and that's the main problem I see here. How are the young people going to get interested or even only get to appreciate the vast past of the sport if they are continually short changed in this lazy sort of manner. Nobody really NEEDS to know about the history, it's a luxury, but quite an enjoyable one as we all will attest here, yet current fans do not even get the chance to know about it because the (economical) powers that be live in this little bubble of EfffOne 'history' (i.e. statistics, mostly) and ignore everything else. It would be so easy to make a correct statement, without misleading the audience. It's just lazy entitlement that brings us here, and that's a sad loss for those who aren't allowed to know better.
The great, the good, and the grovelling attended the Governor's Grand Prix Ball at the govvies pad in Melbourne tonite.
I'm always torn about attending these first class-piss-ups as a Republican but after the first two glasses of Taittinger my dominant side, hypocrisy, kicks in.
Its the 60th anniversary of Bruce McLaren's 1964 Tasman Cup victory - the very first Tasman - in the 'very first McLaren’ - aboard a Cooper T70 Climax at Longford in March 1964. The same weekend in which Tim Mayer died in the other T70. When Teddy Mayer overcame his grief and decided he wanted a future in motor racing , the other key foundation piece of Bruce McLaren Motor Racing Ltd was in place.
So it's fitting that the remaining T70 owned by Melbourne man - and friend - Adam Berryman was on display.
The other highlight was a long chat to Vern and Jenny Schuppan. Vern turned 81 the other day and is trim, taut, terrific and sharp as a tack. They live in a penthouse apartment in the Adelaide Markets building on the old GP track, have a son who lives in Albert Park with whom they are staying this weekend, and a daughter who lives in Cambridge. They spend about three months a year in the UK, and in Portugal where they have had a home since the 1980s.
Gunther what’s-his-name the ‘Drive To Survive’ Star, couldn’t understand a word the prick said, but the chicks loved him.
Edited by MarkBisset, 21 March 2024 - 13:08.
It's a bit sad of those decrying the pre-World Championship races as 'minor domestic races'...
Do you understand how important those races were to Australians? I doubt you even have a glimmer of an idea.
The competitors would be from many distant places, they'd overcome many obstacles to get to the events, it was important. For instance, a decision was made in the late thirties that the race should have a serious national significance, it would rotate from state to state to make it truly national and no other race was allowed to carry the title 'Grand Prix'. Well, that latter one fell down temporarily in 1946 and 1958, but generally has held good.
Competitors bought or built cars just to make it to their Grand Prix with a chance of winning. Jack Brabham came home from Europe to compete in his home Grand Prix. Crowds turned out in droves to watch these 'minor domestic races'. Like 60,000 people in the hot January sun at Lobethal in the Adelaide Hills in 1939. Like the tens of thousands who crammed into Bathurst to see Englishman Peter Whitehead demolish the field in 1938. And when it was part of the Tasman Cup series, with a selection of current F1 drivers dominating proceedings, the crowd at Longford for the 1965 event was the equal of 10% of the population of Tasmania.
To discount these events from the lineage of the name, Australian Grand Prix, is an insult to those who raced in those events, those who travelled to see them and those who still recall them in vivid colour.
Information from the always reliable, accurate, trustworthy, and historically correct formula1.com site:
Vital statistics
First Grand Prix – 1996 (first Australian Grand Prix held at Adelaide in 1985)
Track Length – 5.278km
Lap record – 1m 20.235s, Sergio Perez, 2023
Most pole positions – Lewis Hamilton (8)
Most wins – Michael Schumacher (4)
Trivia – Almost a third of the field retired on the first lap back in 2002 when eight cars pulled out following a dramatic multi-car collision triggered by Ralf Schumacher’s Williams flying over the back of Rubens Barrichello’s Ferrari
Pole run to Turn 1 braking point – 271 metres
Overtakes completed in 2023 – 74
Safety Car probability – 67%
Virtual Safety Car probability – 50%
Pit stop time loss – 20.1 seconds (including 2.5s stationary)
Needless to suggest, somewhat myopic view of the event...
On a parallel note, it is the politics and handbags-at-dawn stuff that makes the history of motor sport so interesting to some of us.
The Jenkinson Syndrome of ignoring such goings on might be fine for enthusiasts and fans, but it tends to not serve the past, present, and even the future very well.
We despised, unwanted-and-unloved, and beneath-contempt historians tend to focus on such things because it is often more interesting than the racing itself, along with establishing context.
The FIA F1 web site is about as shallow and thin as one can get. Zero issues with an attention-deficit audience because nothing takes more than 60 to 90 seconds, at the very most, to read. If that..
Then again, should one point out things that are ahistorical or incorrect, oh my...!
On a parallel note, it is the politics and handbags-at-dawn stuff that makes the history of motor sport so interesting to some of us.
The Jenkinson Syndrome of ignoring such goings on might be fine for enthusiasts and fans, but it tends to not serve the past, present, and even the future very well.
We despised, unwanted-and-unloved, and beneath-contempt historians tend to focus on such things because it is often more interesting than the racing itself, along with establishing context.
I find this interesting and thought-provoking... I was, for example, thoroughly intrigued and fascinated by the so-called 'FISA-FOCA' war, although I had a somewhat selective or warped view on it at the time.
But the more recent shenanigans have been more of a turn-off. While the sport has clearly changed enormously over time, I have clearly changed in some way too.
I have become more and more interested in the history since my late teens (nigh on half a century ago), but I suspect I might be in the minority here in attending many current race meetings as well as historic ones.
To discount these events from the lineage of the name, Australian Grand Prix, is an insult to those who raced in those events, those who travelled to see them and those who still recall them in vivid colour.
Again, though, how are you defining "Grand Prix"? Anything with the name Grand Prix? Is Keith Holland a Grand Prix winner? Lee Han Seng? Billy Monger?
Leaving the Tasman events aside (which of course were not won by domestic racers), at its highest the Australian GP before 1985 was a domestic race, often to a formula far below the elite levels. I would argue it's an insult to say that Max Stewart should be considered at a higher echelon than François Cevert or Jean Alesi for winning a couple of F2 races which happened to have a portentious title.
In the motor sport context, it is just as legitimate to discount the pre-1985 races when talking about the Australian GP as it is to discount the 1960s races when talking about the Singaporean GP.
It's a bit sad of those decrying the pre-World Championship races as 'minor domestic races'...
Do you understand how important those races were to Australians? I doubt you even have a glimmer of an idea.
You seem to think that minor domestic race means one that no-one considers it important. All races are important to those involved - that much is blindingly obvious even to me. The banger races at Wimbledon Stadium were important to those racing or spectating. But nobody outside southern England gave a damn about them, just as nobody outside Australasia cared much about the pre-WC Australian GP. As far as I can see, just one of those races was won by a driver from outside Australia or NZ and that was Prost driving a Formula Pacific Ralt. Hardly the stuff of legends.
The British GP was won twice by French drivers in French Delage cars. But I doubt if those races are deemed anything but minor domestic races, even in Byfleet or Weybridge, and I would regard anyone who counted them in the tally of British GPs as being a tad over pedantic. I can sort of understand someone wanting to include two Maserati victories in the tally of British GP winning marques as these were at least to F1 regulations and had a few international entries.
Edited by BRG, 21 March 2024 - 16:48.
Actually, for the most part I tend to tune out almost all of the "auto racing history" stuff from the Winston Smith brigade of scribes along with the usual bullshit from those "journalists" who rarely (if ever) let facts get in the way of a good story.
That the history of motor sport extends beyond the provenance of a particular car/chassis or the race data for an event or the record of a personality or so on and so forth might certainly be a difficult concept for some to grasp, of course.
History is both a contact sport and an often odd communal/solo process.
How we interpret the past certainly changes for a variety of reasons, but facts based upon solid evidence, usually archival material, still tend to be facts.
That there was an Australian Grand Prix in 1928 and a Canadian Grand Prix in 1961 and a United States Grand Prix for Sports Cars in 1958 are facts.
Etcetera, etcetera, und so wieder...
And these people call themselves historians. They seem to forget completely that the meaning of the words "Grand Prix" have changed considerably over the years. The first Grand Prix (in motor racing), the 1906 French GP (if I am not mistaken) was a proper top-line event, yet quite different from what we consider a Grand Prix to be today. There have been many years where a lot of races were called Grand Prix, and certainly not only the most important one in a country (sometimes also regarded as the national Grand Prix). Even some front-line countries have selected a sports car race to be their national Grand Prix, because they couldn't win what we now consider the logical race to wear that title. Also there were races, not intended for the top echelon, F1, GP-formula, even F2 (1952-53) called Grand Prix, and doubtless many minor races as well, some lost in the fogs of time. And we should not forget those countries where the name Grand Prix was translated into their own language (Grote Prijs, Gran Premio, Magyar Nagdij etc.
Another substantial difference came in 1950 when the series of World Championships was started. Initially the majority of races for that championship was called Grand Prix, even the national Grand Prix, but not all of them (Indianapolis!). Besides, there were many races outside the championship that were still called Grand Prix. Some would later join the championship, others didn't. Sometimes there were more than one race per country in the world championship (Pescara/Monza, Sebring/Indianapolis etc.) After 1960 that more or less stabilized for many years, until The USA again got more than one Grand Prix. By now, the rules and the power behind the World Championship was changing a lot, even though successive races never showed a sudden break in development because of that. Non championship races (for Formula 1) became a thing of the past, and the name Grand Prix was suddenly being owned, with the end result that nobody else (in motor racing) could use that name anymore. That was more than 40 years ago, and in those years the wording Grand Prix got more and more the meaning of "a race in the World Championship"
Now if today's journalist writes an article intended for today's fanbase, it is quite correct that he uses today's meaning of the word Grand Prix. It is nowhere necessary to give the whole history of the changing meaning of "Grand Prix" for his public, because they don't know and don't care. People here don't need that explanation as well, because most of us know perfectly well what has happened (because We do care).
Edited by Henk Vasmel, 21 March 2024 - 17:46.
And these people call themselves historians.
Actually, they tend to refer to themselves as "auto racing Historians" or something very similar.
They do not tend to be, for the most part it seems, actual historians, but that is of little concern since "historians" tend to be very suspect people, of course, making those horrid displays of the knowledge they may have acquired through years of research and scholarship versus simply reading what is on a web site.
After all, those wretched, terrible historians tend to muddy the waters with their use of nuance, complexity, and even perplexity in developing their interpretations of the past.
As Henk points out, there is more than a bit of scattered dots to connect in the past regarding all this.
One should realize that even the summary Henk provides is subject to question/revision in some aspects, although what he provides is easily better than whatever else is floating around out there.
One should realize that even the summary Henk provides is subject to question/revision in some aspects.
Oh, certainly. I wrote it in a short period of time, while also having something else to take care of. The big sin is that I sent it on the same day that I wrote it. Opinion pieces (like this, as opposed to a collection of easily identifiable facts) should wait a bit for a second review and only sent after that. And I didn't have the chance to discuss with somebody who also knows about these things. So it tends to be a bit quick and one-sided. But a discussion here about it is fine, of course.
That the Pau Grand Prix pre-dated the French Grand Prix, I missed (Google is your worst enemy, after Bing). I now realize that I knew that, but it didn't pop up in the right moment.
The shallowness shines through, the ensign and BRG show clearly...
Prost and Moreno? I will declare quite frankly that those particular races, the Formula Atlantic events on the piddly Calder circuit, were those least deserving of the 'Grand Prix' title.
Ensign, I covered (I think adequately) the point you've again raised the point about applying the 'Grand Prix' title in a haphazard fashion. You might like to read it again, the decision was made in the late thirties that there would be only one event in Australia called by that title annually. I added that this rule was broken in 1946 (the NSW Grand Prix at Nowra Naval Air Base) and 1958 (the Melbourne Grand Prix named for Stirling Moss and Jack Brabham disputing it in then-current F! Coopers), I forgot the Patriotic Grand Prix in Perth, which raIsed funds for some aspect of World War II in 1941 and the Victory Grand Prix held in the euphoria of the end of that war at Caversham in WA.
However, there's something else I feel needs to be taken into account. Using French terms such as 'Grand Prix' is not a natural thing in Australia, it takes some serious application and would have been even harder to sell in the twenties and thirties. My parents, for instance, with country backgrounds, could not pronounce it correctly right through the sixties and they were not alone.
So the application of that name to an event originally termed '100 Miles Road Race' at Phillip Island in 1928 was a very serious attempt to elevate the status of this race. It was the main motor race held in all of Australia each year. Even at Phillip Island, the 1933 Grand Prix could readily have been overshadowed by a 300-mile event celebrating the centenary of Victoria, it wasn't. The Australian Grand Prix prevailed.
The only one of the races I listed which could fall into the realms of a 'minor domestic race' was the 1927 affair at Goulburn.
So why have I landed heavily on the ensign and BRG so heavily?
Because they mention Prost and Moreno as examples of races of local stature won by a visiting driver of international stature.
Have they not heard of the 1956 Australian Grand Prix at Albert Park? Did they not note that it's not in my list of races won by Australians?
Featuring several then-current F1 cars and drivers and run over what was then close to a full Grand Epreuve distance, surely it counts?
Should I also delve into the Max Stewart reference for its ills? "A couple of F2 races which happened to have a portentious title" indeed...
Have they not heard of the 1956 Australian Grand Prix at Albert Park?
I cannot speak for ensign but, no, I had not heard about that race. If pressed, I might have said that there probably was a race called that in 1956 but that I knew no details of it. I am not a living encyclopedia of minor domestic races. Just because four overseas drivers competed does not make it a big deal, even if one was Stirling Moss. During the Supertouring era of the BTCC, there were often more than four overseas drivers on the grid, but that did not make the series any more relevant globally.
Just because some Australians chose to call their race a "Grand Prix" did not make it necessarily a major world event. I am sorry that your national pride is hurt, but you need to be realistic.
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https://www.theguardian.com/sport/2003/mar/04/formulaone.richardwilliams
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Fangio still holds pole despite German challenge
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[
"https://sb.scorecardresearch.com/p?c1=2&c2=6035250&cv=2.0&cj=1&cs_ucfr=0&comscorekw=Formula+One%2CSport%2CMichael+Schumacher"
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[
"Richard Williams",
"www.theguardian.com"
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2003-03-04T00:00:00
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<p><strong>Richard Williams:</strong> Fangio v Schumacher: Tony Brooks raced the Argentinian and says Schumacher is not quite his equal.</p>
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en
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the Guardian
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https://www.theguardian.com/sport/2003/mar/04/formulaone.richardwilliams
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Enzo Ferrari's refusal to accept the possibility that one of his drivers might be more famous than one of his cars made him just about the only person in grand prix racing who failed to get on with Juan Manuel Fangio. In 1956 they won the championship together. But in the eyes of the world Ferrari needed Fangio more than Fangio needed Ferrari. Fifteen years after Enzo's death they are saying much the same thing about Michael Schumacher.
"To Enzo the car was everything and the driver was a necessary evil," says Tony Brooks, the Englishman who drove for Ferrari and finished runner-up in the championship in 1959. "When the team won a race, it was the car that did the winning, not the driver."
Mutual distrust meant that Fangio, like Brooks, stayed only one season with Ferrari. By contrast Schumacher begins his eighth season with the Italian team at the Australian grand prix in Melbourne on Sunday, and has won three of his five titles in the red cars from Maranello. To Brooks, however, he would have been no more likely than Fangio to win Ferrari's approval.
"Ferrari certainly wouldn't have let a driver run the team the way Schumacher does," Brooks says. "He wouldn't have tolerated that at all. He was the boss and the drivers did what they were told. Schumacher has been a great catalyst, of course, and there's no doubt the team is built around him. But I reckon they'd have fallen out pretty quickly."
Schumacher is odds-on to break Fangio's record of five titles over the coming months and few observers can contribute to the long-running debate over the relative merits of the two drivers with the authority of Brooks, who raced against Fangio in the maestro's final seasons and maintains a close interest in the contemporary scene. Now 71 and living in retirement in Surrey, Brooks believes that Fangio won his titles in a far more demanding environment.
"Nowadays the people in the pits control the whole situation. They tell the driver when to come in for a tyre change, when to push hard and so on. In Fangio's day the driver was told who was ahead of him and who was behind, and that was it. He had to work the rest of it out for himself."
The acceptance of personal risk is the other significant difference. "To me," Brooks says, "it's like comparing a tightrope walker in a circus, using a safety net, with someone trying to walk a tightrope strung over a very deep gorge. The biggest single difference is the knowledge that, when you're driving a car on the limit, any mistake could be your last. Compare that with the knowledge that, if you go off the road, the worst you can do is bend the car a bit. It's a totally different psychological challenge."
No other champion, in Brooks's view, has earned such respect from his peers as Fangio. "He commanded awe. When he entered a room, it went quiet. His whole bearing was almost like royalty but it was accompanied by considerable modesty."
He was also a generous mentor, as Stirling Moss found when he joined Fangio in the Mercedes-Benz team in 1955. Brooks was never Fangio's team-mate but he learnt much from proximity on the track, not least at Monza in 1957, when the Vanwalls beat the Maseratis and Ferraris on their home ground.
"Monza was a great circuit in those days, before they messed it up by putting the chicanes in. It was a slipstreaming circuit, and in the early stages of the race there was a different leader at the end of every lap. Fangio, Stirling, Stuart [Lewis-Evans] and I were exchanging positions for quite some time."
Having overtaken Fangio, Brooks found the maestro repassing him as they drifted through the majestic Curva Grande at 140mph. "I managed to get past him again around the back of the circuit but he did exactly the same thing again at the Curva Grande, even though that time I was going even faster. The third time I passed him around the back of the circuit I thought, right, I'm going to stay ahead of him this time. And I did, without using any of the blocking or weaving tactics that you see nowadays. So I really did learn from him at first hand how to take the Curva Grande. When I won the race the following year, I was grateful for the tuition."
Almost eight years after his death at the age of 84, Fangio remains something of an enigma. "He was the most natural driver around at the time," Brooks says. "He was so good that he could produce outstanding performances without exceeding his personal safety margins. Some of his qualities were anticipation, judgment, sensitivity in his hands and the seat of his pants, and of course great mental strength. He read a race very carefully and drove very intelligently. He was always one step ahead. But when you try to analyse exactly what gave him his edge, you come up against a stone wall."
Nor were his gifts confined to driving technique and race craft. "He was recognised not only as the best driver but as the fairest," Brooks concludes. "I never heard a single complaint about his behaviour, in or out of the cockpit, and there aren't many world champions you could say that about."
Brooks was a 24-year-old dental student at the time he shot past the 45-year-old Fangio on the opening lap of the British grand prix at Silverstone in 1956, his world championship debut. A few laps later the throttle stuck on his BRM and sent it somersaulting off the track, smashing his jaw. "That car was lethal," he remembers.
The following year, when he joined Moss and Lewis-Evans in the all-British Vanwall team, he found himself racing wheel to wheel with Fangio on a regular basis. At his first race of the season, in Monaco, he benefited from following in the master's tyre-tracks as they picked their way through the debris of an early accident which eliminated Moss's leading Vanwall along with the Ferraris of Peter Collins and Mike Hawthorn.
"My three compatriots got a bit carried away with each other and charged off like lunatics," Brooks recalls. "Stirling overdid the late braking into the chicane on the second lap and went up the escape road, which was blocked off by telegraph poles and sandbags. One of the poles was flicked across the track. Collins was right behind Stirling and he finished up on the harbour edge, his car sitting on top of the sandbags.
"Fangio managed to slow down and very carefully drove his Maserati over the pole. I was next up and I slowed right down, too, but for some reason Hawthorn, who was right behind me, didn't slow down at all. He arrived at the chicane at great speed and hit the left-hand rear wheel of my car, which knocked his own wheel off. He parked his Ferrari alongside Peter's. I emulated Fangio and drove slowly over the pole before carrying on."
Brooks finished second behind Fangio, even though his clutch failed in the opening laps. More than 2,000 clutchless gear changes left the palm of his hand looking like a piece of tenderised steak. "Not," he adds, "that one needs an excuse for finishing second to Fangio."
World championships
Fangio 5 (1951, 1954, 1955, 1956, 1957)
Schumacher 5 (1994, 1995, 2000, 2001, 2002)
Race wins
Fangio 24
Schumacher 64
Second places
Fangio 10
Schumacher 34
Third places
Fangio 1
Schumacher 16
Success rate
Fangio 24 wins out of 51 races: 47%
Schumacher 64 wins out of 179: 35.7%
Pole positions
Fangio 28 out of 51 starts: 54.9%
Schumacher 50 out of 179 starts: 27.9%
Fastest race laps
Fangio 23 out of 51 starts: 45.1%
Schumacher 51 out of 179 starts: 28.4%
Championship points
Fangio 245
Schumacher 945
Average points per race
Fangio 4.8
Schumacher 5.2
Roll of honour
Race wins
Fangio held record for most grand prix wins, 24, from 1958 to 1968, when Jim Clark achieved the 25th and last win of his career. Fangio's ratio of wins to races driven remains unparalleled.
Schumacher holds the all-time record of 64 grand prix wins. Won 11 out of 17 races last year, the record for wins in a season.
History makers
Fangio remains the only Argentinian to have won the world championship and the only driver to win four consecutively. He won the world championship in four different types of car - Alfa Romeo, Ferrari, Mercedes-Benz and Maserati - a feat that has never been matched.
Schumacher ended Ferrari's 21-year world championship drought in 2000. He is the first and only German driver to win the world championship in its 53-year history.
Unrivalled champions
Both have won five world championships. No one has won more.
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https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/
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en
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Stan Jones: Australian and New Zealand Grand Prix and Gold Star Winner…
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2014-12-26T00:00:00
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Wonderful shot of Stan Jones winning the 1959 Australian Grand Prix. Tannery Corner, Longford, Tasmania. Maserati 250F (B Dunstan via Ellis French) The Ascaris, Jones, Hills and Villeneuves... When Alan Jones won the 1980 Australian Grand Prix at Calder, he and his father Stan joined the Ascaris as the only father/son combination to win their…
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https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/
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The Ascaris, Jones, Hills and Villeneuves…
When Alan Jones won the 1980 Australian Grand Prix at Calder, he and his father Stan joined the Ascaris as the only father/son combination to win their home Grands’ Prix.
Antonio Ascari won the 1924 Italian Grand Prix in an Alfa and his son Alberto won it in 1949, 1951 and 1952 for Ferrari.
Stan won the 1959 AGP at Longford in his Maserati 250F, the last AGP won by a front engined car.
Graham and Damon Hill both contested the British Grand Prix, Damon winning in 1994 aboard a Williams Renault, whilst Graham came close he never had a hometown win. His luck in the UK was as bad as it was good in Monaco where he won five times!
Similarly, Gilles and Jacques Villeneuve both contested the Canadian Grand Prix but only Gilles took a win, for Ferrari in 1978.
Sadly, all four fathers had one thing in common, they all died before their sons achieved Grand Prix success. Alberto and Gilles in testing/race accidents, Graham in the light aircraft he was piloting, together with his team, and Stan of natural causes at the very young age of 49.
Foreword…
Like so many of my articles, this one on Stan started with a photograph, the one above at Longford. I figured the article would be short but the more I dug, and there is not a lot of information available on Jones, the more interested I became in him and the series of Maybach cars which were such an important part of his career.
So, it’s ended up rather long but I hope of interest.
I leaned heavily for information on the Maybach phase on Malcolm Preston’s great book ‘From Maybach to Holden’, sadly, Malcolm died a month or so ago. He was very kind and helpful to me with the article on the John McCormack McLaren M23, that article in many ways was the inspiration for starting this blog, so I dedicate this article to him. RIP Malcolm Preston.
Stan Jones…
Much has been written about Alan of course, but not so much about Stan, one of the great drivers and characters of Australian motor racing in the immediate post war years until the dawn of the 1960s.
He was raised in Warrandyte, then a rural hamlet 24km north-east of Melbourne and still semi-rural now, by his mother and grandfather. He served in the Australian Armed Forces based in Darwin during World War 2. He married Alma O’Brien circa 1940, Alan was born on November 2 1946.
Stan commenced motorsport after being encouraged by Otto Stone, a racer and engineer who would later make a great contribution to his success as an elite driver. He competed in his MGTC at Rob Roy Hillclimb, at Christmas Hills, not far from where he grew up in 1948.
Stan was soon a keen competitor in all forms of the sport including trials, twice winning the Cohen Trophy awarded to the best trials driver of the year by the Light Car Club of Australia.
His MGTC was supercharged, as so many of them were, his first circuit meeting was at Fishermans Bend, Melbourne in late 1949. He did well, finishing seventh against more experienced opposition.
In need for more speed, he bought an HRG chassis to which a local monoposto body was fitted, achieving success with the car in 1949 and 1950. His first road racing event was at Woodside, in the Adelaide Hills, he finished second in the Onkaparinga Class handicap in November 1949. Australian Motor Sports reported that it was the first appearance of one of the new production monoposto racing HRG 1500’s.’ In 1951 he also bought an Allard J2.
These faster cars were funded by Superior Cars, a dealership he opened in Richmond: yards in Coburg and South Yarra followed, northern and inner eastern Melbourne suburbs respectively.
Charlie Dean, Repco and Maybach…
The turning point in Stan’s career was the association with Charlie Dean, the ‘Maybach’ racers which Dean built and the ‘Skunkworks’ at Repco Research, which continued to develop the car and its successors after Jones acquired it/them.
Charlie’s business, named ‘Replex’, manufactured large industrial transformers. He became involved in the Australian Motorsports Club and using his wartime knowledge of sophisticated German engines, sought a suitable motor to form the basis of a special.
A friend who operated a war surplus wrecking yard was briefed and Charlie was soon the owner of a ‘Demag’ half-track armoured personnel carrier. Critically, it was powered by a Maybach six cylinder 3.8 litre SOHC, crossflow engine. The block was cast-iron, the head aluminium, the crank ran on eight main bearings. In standard form the engine produced 100bhp at 2800rpm, but the engine’s performance potential was clear to Dean.
Initial modifications involved fitment of twin Amal carbs to a fabricated manifold, increasing the compression ratio to 8:1 by planing the head, fitment of a Vertex Magneto and a re-ground cam to increase valve lift and duration.
At about the time Dean started to build Maybach 1, he sold his business to Repco, being retained to run it, this gave him both time for his hobby and access to Repco resources.
The engine was fitted into a tubular chassis, the basis of which was two 4 inch diameter 10 guage mild steel tubes to the front of which was mounted suspension mounting framework. Front suspension comprised a transverse leaf spring with suspension arms and stub axles from a 1937 Studebaker Commander. Rear suspension was of conventional semi-elliptic leaf springs, Luvax lever-arm shocks were used. A Fiat 525 gearbox drove an open prop-shaft to a Lancia Lambda seventh series rear axle. A Jeep steering box was used. Standard Studebaker brakes and wheels were deployed at the front and Lancia brakes, hubs and wheels at the rear.
It was a quick sports car and was soon developed further for competition use, Charlie debuting it at Rob Roy Hillclimb in 1947.
The car was clothed in a metal body built by fellow Repco Engineer Frank Hallam. It was made from surplus metal Kittyhawk aircraft fuel belly-tanks. (made by Ford)
Charlie raced the car in the 1948 AGP at Point Cook, an ex-RAAF base in Melbourne’s inner West. He retired on lap 12 from magneto failure in a race of attrition in searing heat, victory going to Frank Pratt’s BMW 328. In those days the AGP was Formule Libre and handicaps were applied.
The development of Maybach was constant and ongoing, the ‘program’ having strong Repco support due to its promotional value and the development of its engineers. In 1950 Dean was appointed to head up a Research centre for the Repco Group, located at the ex-Replex premises at 50 Sydney Road, Brunswick…from acorns do great oaks grow.
In June 1951 Jones, looking for an outright class winning car, bought the car for a nominal sum. Repco involvement continued with the car’s preparation, development and use by Repco for product development and testing. The car was engineered at Repco Research.
Dean’s business and family commitments had made ongoing motor sport participation difficult. Jones lived in the Melbourne eastern suburb of Balwyn, in Yongala Road, not far from Dean’s home in Kew so communication was easy despite the lack of email and iPhones.
By the time Stan bought ‘Maybach 1 Series 3’ the body was still a two-seater. Three feet of rear chassis rails had been removed from the original, it had rear axle mounted trailing quarter elliptics with radius rods.
The engine was 4.2 litres and used three 2 3/16 inch SU carbs, had a compression ratio of 9:1 and a reliable (sic) Lucas magneto. After the SUs were fitted the engine developed 200bhp @ 5000rpm. Tyres were 16×6.50 touring type.
A 1922 American truck Power Lock ‘slippery diff was adapted in the Lancia housing which was modified to suit. The brakes had also been changed substantially using 16 inch/ 14 inch drums front/rear.
Racing Maybach…
Stan’s first race in the car was at Gawler, South Australia, the main scratch race setting the pattern for the season with Jones and Doug Whiteford in the Lago Talbot fierce rivals, the two cars passing and repassing before Whiteford won the event.
Jones then raced the car at Bathurst in October 1951, winning a 3 lap scratch race but finishing second to Whiteford’s Talbot-Lago in the 50 lap handicap. The following week Jones again finished second to Whiteford at Woodside, a road circuit in the Onkaparinga Valley of the Adelaide Hills.
He adapted to the car quickly, and well, having progressed from a low powered road going TC to one of the fastest cars in the country in less than three years, his money allowed it but he still had to extract all the car had to offer, which he did from the start.
He next raced the car at the Ballarat Airstrip in rural Victoria, winning both the Victorian and Ballarat Trophies from Lex Davison’s aristocratic pre-war Grand Prix Alfa Romeo P3.
As Stan became used to the car he became quicker and quicker, it was a considerable step up for him in terms of the performance of his preceding cars. He was the favourite to win the AGP at Bathurst in 1952 but excessive tyre wear resulted in a victory for Whitefords’ Lago.
Stan finished second having stopped six times to replace rear tyres, the six-ply touring tyres used on the 16 inch wheels, running hotter than four-ply racing tyres. The racing Pirellis on order had failed to arrive on time, it’s interesting to reflect on supply-lines in those far off days between Australia and Europe.
The car won three Victorian Trophies – the big race on the Victorian calendar – two at Fishermans Bend, another airfield circuit in Melbourne’s inner West, the first was in 1952 at Ballarat Airfield, the car beating Whiteford with specially made four-ply tyres for Maybach.
In 1952 Stan also raced a newly acquired Cooper Mk 4 Jap 1100, successfully on both the circuits and the hills.
On New Years weekend 1953 the new Port Wakefield circuit opened with Jones taking another win. He had been unbeaten in all but a couple of minor handicap races since the 1952 AGP, the sensation of the weekend was the blowout of a tyre on Davison’s Alfa and the multiple rollover which followed.
Lex was a lucky boy as only days later Davo, Jones and Tony Gaze set off to Europe to compete in the 1953 Monte Carlo Rally. The racers were competitive, finishing sixty-fourth, at one stage having been in the top ten amongst much faster cars in a field of 440 far more experienced teams in a Repco prepared Holden 48-215.
Graham Howard describes this as ‘one of the great feats of Australian motoring, this trio clean-sheeted from Glasgow to Monaco and then finished 64th after minimal reconnaissance, in the final elimination, with Jones working stopwatches while sitting sideways across the front bench seat so he could use his feet to brace Davison behind the wheel’.
Stan led the 1953 AGP at Albert Park…
Its inaugural meeting, by lap ten he was ahead of Whiteford by thirty seconds, by lap fourteen he and Whiteford had lapped the field, which was indicative of both their pace and dearth of outright contenders in Australian racing at the time.
The Maybach needed fuel and a replacement water pump drive belt. Jones then had to vacate the cockpit when he was splashed by methanol, sluiced with water he rejoined the race only for clutch failure to end a brave run, Doug Whiteford won in his Lago Talbot.
Some compensation for Jones was fastest lap at 2 mins 03 seconds, an average of 91.46mph. Imagine that Victorians who can remember the ‘circuit’ in its pre-modern era format.
New Zealand Grand Prix victory 1954…
Stan was said to be hard on his cars, but he also had poor luck. Everything finally came together for Jones and Maybach with a win in the first NZGP at Ardmore in 1954.
He beat a class field which included Ken Wharton in the BRM P15 V16, Peter Whitehead’s Ferrari 125, Horace Gould and Jack Brabham in Cooper Bristols and Lex Davison and Tony Gaze, both driving HWMs.
It was a triumph over adversity as the car threw a rod in practice, punching a sizeable hole in the crankcase and damaging a cylinder bore. Dean ‘phoned Australia for spares which could not be delivered in time. Undeterred, the team comprising Dean, Otto Stone, Jack Joyce, Bib Stillwell and Don Busch scoured town, patched the crankcase and machined both a GMC rod whose weight was carefully matched to the original, and a new cylinder liner.
The engine was running by 10.30AM on Sunday morning, with Stan catching some beauty sleep to be race-ready. The event’s duration was 2 hours and 45 minutes, the patched Maybach and Jones doing justice to the ingenuity and resilience of their small team.
Maybach 2…
When they returned from NZ the team began work on a new monoposto.
The chassis was similar in layout to Maybach 1 but adapted for the narrower and lower body. The rear axle was of ‘speedway type’ which allowed a lower propshaft and the easier changing of gear ratios. Front suspension used Chev upper control arms. The new rear axle was attached to quarter elliptic springs but with revised control arms, a Panhard rod with Monroe Wylie tubular shocks used. Les Tepper built the chassis, Brian Burnett and Bob Baker the body. Great attention was paid to reducing weight, aluminium was used for the body, as a consequence the cars’ weight was reduced from 19.5 to 16cwt.
The engine was rebuilt with a capacity increase to 4250cc by increasing the bore to 91mm. Power was 257bhp @ 5200rpm and torque 288lb ft @ 3000rpm. The compression ratio was 11:1 and the 110 octane fuel was an intoxicating brew of 60% methanol, 20% benzol and 20% av-gas. The fuel tank fabricated by Burnett held 25 gallons.
The same brakes were used with the addition of air scoops to the front backing plates and a dual master cylinder supplied by Repco subsidiary, Patons Brakes. Peugeot rack and pinion steering replaced the earlier Jeep cam and roller setup.
The first race for Maybach 2 was the Victorian Trophy at Fishermans Bend in March 1954 which Jones duly won, lapping the entire field with Brabham’s Cooper T23 Bristol three miles behind!
Further preparation for the AGP was the Bathurst 100 at Easter.
18,000 spectators attended the event, one of the ‘most successful meetings ever stage at the circuit’ according to The Sydney Morning Herald. Jones won a preliminary race on the Saturday but broke the gearbox in a handicap event late in the day. W Clark’s HRG won the handicap ‘100’ from Brabham’s Cooper Bristol and Stan. Jones won a 3 lap scratch race in the morning during which Maybach was timed at 132.6 mph over the flying quarter-mile. Not a bad reward for the mechanic who drove back to Melbourne overnight to collect a spare ‘box!
Maybach 2 was also raced at Altona twice, and again at Fishermans Bend in October in the lead up to the AGP, achieving success in the first of the two Altona meetings in May. He lost to Brabham’s Cooper T23 Bristol in the handicap at Altona in June and had gearbox failure at Fishermans Bend in October.
Demonstrating his versatility as a driver, Stan competed in the 1954 Redex Round Australia Trial in the Repco ‘prepped Holden FJ navigated by CAMS co-founder, Don Thomson, finishing equal fifth.
He also continued to compete in the Cooper with at least three wins on the circuits and again success in the hills, including lowering the Rob Roy record which had stood for three years.
1954 AGP…
The 1954 AGP was held on public roads at Southport on the Gold Coast not far from Surfers Paradise.
The roads were bumpy, were recently sealed, having loose gravel shoulders, some humps and two defined ‘no-passing’! sections. The crcuit was 5.7 miles long with a race distance of 155 miles or 27 laps. It promised to be a tough event.
Jones lead from the start, initially from Davison’s HWM Jag and Brabham’s Cooper. Malcolm Preston in his fantastic book ‘From Maybach to Holden’ records ‘…Jones was reportedly maintaining a furious pace and consistently lifting all four wheels off the ground over one of the humps…On lap 14, whilst negotiating the S bends the Maybach ran onto the gravel. As Jones endeavoured to steer the car back onto the road it spun and careered backwards into the roadside trees at an estimated 100mph…passing between two large trees, one tree caught the side of the engine, ripping the carburettors and front suspension from the car, whilst the body containing Jones continued a little further on its side. Jones emerged uninjured from the wreckage apart from a small cut on his lip’.
Their are mixed accounts as to the cause of the accident, those sympathetic to Repco suggest that failure of a front suspension frame weld did not occur and that Stan made a driving error. Graham Howard in his book, ‘The History of The Australian Grand Prix’ concludes, drawing on contemporary sources, that a weld failure caused the accident.
Brian Burnett who built the chassis at Repco ‘explained that the two main chassis rails, of 4 inch 16g chrome molybdenum alloy steel, passed through holes in the diaphragm-type front crossmember and were completely electrically welded into position. These welds crystallised and cracked, and in the course of the Grand Prix one chassis tube eventually broke away and touched the ground. It was a problem as simple, as enormous, as unfamiliarity with new materials and techniques,’ Howards book says.
Jones was tight lipped at the time, and it was a gentler age when journalism did not go hard at a large corporate such as Repco. From Stan’s perspective it made no sense to bite the hand which fed him and be forthcoming in a manner damaging to Repco.
The race continued and was won by Davison’s HWM, the first of his four AGP wins, from Curly Brydon and Ken Richardson in MG Spl and Ford V8 Spl respectively.
Brian Burnett, Maybach’s body builder, Preston records, told Jones at the team debrief at the Chevron Hotel that ‘he had driven too fast and recklessly’, Jones responded by flooring him with one punch! Out of character for a bloke who was generally the life of the party and a favourite with the ‘babes’, but perhaps reflecting Jones’ view that the destroyed car was not his fault.
Jones was awarded the ‘Australian Driver of The Year’ in 1954 for his NZGP, Victorian Trophy, Bathurst 100 and Victorian Hillclimb Championship wins.
Maybach 3…
Shortly after returning from Southport, Charlie Dean hired Phil Irving, already a famous engineer for his work on Vincent motorcycles, and later the designer of the Repco Brabham RB620 Series V8 which won Jack Brabham’s 1966 World Drivers/Manufacturers Championships.
Whilst Maybach 3 was being built, Stan bought Jack Brabham’s ‘Redex Special’ Cooper T23 Bristol when Jack left for the UK, his businesses continuing to prosper and funding some wonderful cars.
At Fishermans Bend in February he qualified the Cooper on pole but finished third behind Davison’s HWM and Hunt’s Maserati. He ran the car again in the Argus Trophy at Albert Park in March finishing second to the Hunt’s Maser and the Whiteford Lago.
He also raced the Cooper 1100 and a Cooper T38 Jaguar in sports car events, winning in the latter at Fishermans Bend in February and also racing it on the hills.
Early in 1955 construction of the new Maybach commenced.
To lower the bodywork the engine was canted at 60-degrees, offsetting the engine and driveshaft to the right allowing a driving position left of centre. New rear axle housings and steel gearbox housings were built to Irving’s design.
The remaining stock of 110mm stroke cranks were cracked, so a 100mm one was used. With a 90mm bore the engine capacity was 3800cc. The special SU carbs could not be readily replaced so six Stromberg side-draft carbs were used, the engine developing 240bhp @ 5000rpm.
A similar suspension layout to Maybach 2 was used. Brakes were made from flat plate steel rolled into circles and then welded at the ends, the drums were machined internally and externally for attachment to the hubs. Brian Burnett again built the body which was inspired by the contemporary Mercedes Benz W196 GP car.
The car was finished in April 1955 and entered for the Bathurst 100 at Easter.
It was timed at 145mph but had severe handling problems causing a spectacular spin and finishing second to Hunt’s Maserati A6GCM. The car also had a severe flat spot so was not run in the ‘100’, Stan winning the Group B Scratch race in his Cooper 1100.
It was found that the front cross member was flexing under braking, affecting the steering. Irving rectified the flatspot by devising a fuel injection system using the Stromberg throttle bodies, part throttle flow was regulated by a Lucas ignition distributor, with fuel delivered by an aircraft fuel pump; when dynoed the engine produced 250bhp.
Dean tested the car at Templestowe Hillclimb and Jones won the A.M.R.C Trophy at Altona, Melbourne in May from Ern Seeliger’s Cooper Bristol.
Jones raced the Cooper Bristol at Mount Druitt, western Sydney in August, losing a wheel in practice but winning the preliminary race only to have the car’s chassis snap in the 50 mile main race, fortunately bringing it to a halt without hurting himself.
1955 Australian Grand Prix, Port Wakefield, South Australia…
The car was fully rebuilt prior to the October 10 race and run in a preliminary event at Fishermans Bend the week before, Jones, whilst second to Hunt was happy with the car’s performance.
Jack Brabham was racing a Cooper Bristol T40 he built himself (to race in the 1955 British GP) and although hitherto fairly unreliable, he won the race from Hunt, who had led in his Maser A6GCM before breaking a rocker, and Jones whose clutch failed. Doug Whiteford was third in his Lago.
Maybach was next raced at Gnoo Blas, Orange, in January 1956 in the South Pacific Road Racing Championship meeting. Hunt took the lead by a small margin, Jones was second having lapped the field, then Brabham a distant third. On lap 23 the Maybach broke a conrod, locking the wheels and sending the car spinning down the road, Hunt won from Brabham.
Upon examination, the block and crank were badly damaged, there was little of Dean’s original cache of spares left and in any event the more modern cars from Europe, readily available at a price, meant it was increasingly difficult to develop the Maybach to the required levels of competitiveness.
After all those years Dean and Stan decided the cars elite racing days were over.
Maserati 250F…
Maybach 3 was never really competitive and Reg Hunt upped-the-local-ante when he imported an ex-works Maserati A6GCM in late 1954. Lex Davison followed suit with his ex-Ascari/Gaze Ferrari Tipo 500/625 3-litre. Stan, having the resources, invested £10,000 to acquire a Maserati 250F, chassis #2520 and a spare 3-litre 300S engine.
Stan despatched Charlie to Modena to do the deal. 2520 was built in late 1955 to 1956 spec and used by Frolian Gonzalez and Pablo Gulle in the 1956 Argentinian and Buenos Aires GPs respectively, (DNF and eighth) before being shipped to Melbourne, arriving on the SS Neptunia on April 22 1956.
In a 1981 issue of MotorSport Alan Jones describes his joy in ‘unwrapping the car’ at Port Melbourne but also his disappointment as a 9-year old that the car was a Maserati, real Italian racing cars being Ferraris…
In any event, Stan had the ‘ducks guts’, the most competitive customer Grand Prix car of the period, a tool with which he would demonstrate his mastery over the following three years.
Jones raced the car for the first time at Port Wakefield, coming second in the wet to Stillwell’s D-Type in the SA Trophy. He raced the car again in September at Bathurst winning both the three lap curtain raiser and NSW Road Racing Championship later in the day, setting a lap record in the process.
Australian Grand Prix, Albert Park 1956…
Melbourne hosted the Olympic Games in 1956. The AGP at Albert Park that November is still regarded as one of the greatest ever, certainly the best to that point in the race’s long history. It is the event which changed the face of motorsport in Australia, such was the calibre and competitiveness of the entry and scale of the event.
The meeting was a double-header featuring the Australian Tourist Trophy for sportscars on the first weekend and the AGP the following one, with support races of course, the AGP is still famous for those!
The overseas entry was headed by the factory Maserati team which brought five cars, three 250Fs and two 300S sports cars for Stirling Moss and Jean Behra. They based themselves at the Esplanade Hotel nearby in St Kilda, (still there, the ‘Espy is a great pub and band venue) the cars themselves were housed in Maserati driver and local Holden dealer Reg Hunt’s premises on the Nepean Highway in Elsternwick, close to the circuit.
So close that the 300S were driven to and from the track, adding to the cosmopolitan atmosphere. The large local Italian community, many of whom migrated post-war turned out in force to support the big red cars.
Other Maserati 250Fs were entered by Ken Wharton, Stan and Reg Hunt with Kevin Neal in Hunt’s old A6GCM. Ferraris were entered for Peter Whitehead and Reg Parnell: 555 Super Squalos’ with 860 Monza 3.5-litre four cylinder engines.
The strong field would test the local talent who were in cars of more or less equal performance to the vistors: Jones and Hunt in their 250Fs, Davison in his venerable 3-litre Ferrari Tipo 500, Whiteford’s Lago was long in the tooth but he ran his 12-plug T26C as did Owen Bailey in Doug’s old, successful car.
Moss disappeared into the distance from Behra with local interest centred on the battle of the Melbourne drivers: Jones, Hunt and Davison. Moss initially led Behra, Whitehead, Parnell, Davison, Hunt, Neal and Jones. Bailey’s half shaft failed on the line. Jones was fast early, passing Hunt, with Wharton, Parnell and Davison dropping back.
Rain started to fall with the Jones/ Hunt dice continuing until Jones eased with smoke coming from under the Maser’s long bonnet. Post-race this was found to be a broken crankcase breather pipe leaking onto the exhaust. Rain started to fall heavily with 10 laps to go, Neal crashing the A6GCM into a tree and breaking both of his legs and those of the official he collected in the process. Moss won by nearly a lap from Behra, Whitehead, Hunt, Jones, Parnell and Davison.
The duel between Hunt and Jones was the first and last in similar cars, Hunt shortly thereafter retired from racing, neither Stillwell nor Glass were as competitive in the car subsequently.
Jones continued to also compete in rallies finishing second in the Experts Trial and getting hopelessly bogged in the wastes of North Queensland in the Mobilgas Trial co-driven by Lou Molina, legendary Melbourne racer, restauranteur and raconteur.
1957 Australian Gold Star Series…
Stan shipped the Maserati to NZ for the Grand Prix at Ardmore in January hoping to repeat his earlier success, the race included internationals Reg Parnell, Peter Whitehead and Jack Brabham. Stan qualified well and in a tough 240 mile race of 3 hours 7 minutes, finished third in a typically gritty drive from Parnell and Whitehead in Ferrari Super Squalo 555s.
The Maserati also gave Stan a lot of unreliability grief, his fortunes in it changed when Otto Stone took over its preparation after the 1957 AGP held in searing 104 degree heat at Caversham in WA.
Jones was initially awarded victory after a stunning drive, but on a lap count back two days later, Davison got the win albeit with Bill Patterson as his co-driver. Tough-nut Stan drove the distance on his own. Alec Mildren also thought he (Mildren) had won the race.
Lex Davison won five rounds of the championship that year winning the Gold Star from Tom Hawkes’ Cooper T23 Holden and Stan. Jones only Gold Star win for the year was in Queensland, winning the Lowood Trophy in August. At Bathurst a UJ broke, at Lowood a spur gear, and back at Bathurst the clutch failed.
Stan entered the Maser in the Victorian Trophy meetings, over two consecutive weekends at Albert Park in March, winning a preliminary event from the Davison Ferrari 500/625 and Brabham’s F2 Cooper T41 Climax, but his engine let go in a big way in the 100 mile Trophy race whilst chasing and catching Davison in the lead. A conrod broke, carving the block in half after setting fastest race lap on this big-balls circuit. Davison won from Brabham and Hawkes.
Stan’s businesses continued to expand, he was awarded a Holden franchise, Stan Jones Motors was located at 408 Victoria Street, Richmond/Abbotsford. Many of his fellow ‘elite racers’ were also motor-traders including Bib Stillwell, Lex Davison, Bill Patterson, Alec Mildren, Arnold Glass, Stan Coffey and Reg Hunt.
Australian Gold Star Champion 1958…
Stan won at the Victorian Tourist Trophy meeting at Fishermans Bend in February 1958 from Arnold Glass in a Ferrari Super Squalo and Doug Whiteford in an ex-works Maserati 300S sports car acquired from the Maserati team after the 1956 AGP.
In a consistent year with the now well prepared and reliable Maserati, Stan also won the final round of the championship, the Phillip Island Trophy race and scored second places at Gnoo-Blas, (Orange NSW), Longford and Lowood, Queensland. He won the title from Alec Mildren and Len Lukey in Coopers T43 Climax and T23 Bristol respectively.
Davo took the AGP at Bathurst in October 1958 in a thriller of a race, Jones led for the first 17 laps with Davo in close company until the 250F clutch failed, and several laps later the engine. Ern Seeliger finished second in Maybach 4 (see below for specifications) with Tom Hawkes third in his Cooper T23 Bristol.
In a year of relative consistency Stan amassed enough points to win the CAMS coveted Gold Star for Australian Champion driver of the year.
It was a fitting reward for one who had contributed so much to the sport and been a drawcard from the moment he first stepped into Maybach 1.
The Australian Grand Prix win he had strived for for so long was finally his with a victory on the power circuit of Longford in Tasmania 1959.
Stan’s 250F was at its peak, lovingly and skilfully prepared by Otto Stone, Stan beat Len Lukey’s Cooper T43 Climax at just the right moment. The day of the front engined GP car was over in Australia, a bit later than in Europe.
Stan was fortunate that there were no 2.5-litre Coventry Climax engined Coopers in Australia at that stage. Lukey’s little 2-litre did not quite have the ‘mumbo’ to do the job on Longford’s long straights, but if anyone deserved some luck Stan certainly did!
Jones led from the start followed by Lukey and Whiteford, Whiteford’s Maser 300S did not survive the landing off the railway line spraying copious amounts of oil over Lukey.
The lap record was taken by Jones, Lukey and Glass. Lukey lead for six laps, Jones regained the lead, tapping Lukey’s Cooper up the chuff whilst going past the Prince of Wales Hotel. Glass made a bid for the lead, getting right up to Jones, but had to use the escape road at Mountford Corner, his brakes locking. He recovered, joining the circuit still in third in front of Mildren’s Cooper.
Jones worked his away back to the front again, and built a small lead over Lukey, winning by 2.2 seconds from Lukey, with Glass 2.5 minutes behind them and Mildren 39 seconds behind Glass. Ted Gray’s Tornado, the other outright contender had troubles in the qualifying heats, he ran a bearing in the fabulous Lou Abrahams built Chev V8 engined Australian special on lap 4.
Stan contested the Gold Star Series again in 1959, winning at Port Wakefield in Maybach 4. The car, still owned by Jones, was modified by Stan’s friend Ern Seeliger by fitment of a Chev Corvette 283cid V8, de Dion rear suspension, a 30 gallon fuel tank and less weight. The dry-sumped Chev was fitted with 2 four barrel Carter carbs and developed 274bhp at 6000rpm and 300ft.lbs of torque. The last victory for the car was that race at Port Wakefield, in March, in back to back wins with his AGP triumph.
The 1959 Gold Star Series was very long at twelve rounds, Len Lukey winning it in Coopers T23 and T43 Climax from Alec Mildren in Coopers T43 and T45 Climax, and Stan.
Coopers…
The Maserati 250F was advertised for sale at £4500 (selling some years later for circa £2000), Maybach 4 was pressed into service at the AGP held in 1960 at Lowood, Queensland in June. The Chev engine failed after four laps, Alec Mildren took a fantastic win by less than a second after a race long dice with Lex Davison’s Aston DBR4/300.
Mildren’s car was a clever combination of Cooper T51 chassis and Maserati 250S engine taken out to 2.9 litres, deservedly, he finally won the Gold Star that year and then retired, forming a race team and over the following decade putting far more back into the sport than he ever took from it.
The mid-engined way forward was clear. Stan’s new Cooper T51 2.2 Climax arrived in time for the NZ Grand Prix at Ardmore in early January 1960. Stan’s practice times were fifth quickest of a grid which included Stirling Moss, David Piper, Denny Hulme and Len Lukey, all driving Coopers.
Jones finished fourth behind Brabham and McLaren in works Cooper T51 and T45 Climax 2.5s, and Stillwell, like Stan in a new Cooper T51 but 2.2 Climax engined.
Stan contested the Craven A International at Bathurst in October 1960. He retired the car in a lap one accident, the race was won by Jack Brabham’s T51.
Grand Prix Racing changed from a 2.5 to 1.5 litre Formula in 1961 but many internationals contested our summer races…bringing 2.5-litre ex-GP cars, the ‘Tasman Series’ was still three years away. Stirling Moss, Innes Ireland, Dan Gurney, Graham Hill, Ron Flockhart as well as our Jack raced in Australia that summer.
Stan missed the opening Gold Star round at Warwick Farm but was the fastest of the locals, making a particularly big impact on Dan Gurney at the Victorian Trophy meeting held at Ballarat Airfield in mid February. He was fourth, bested only by Gurney and Hill in their BRM P48s and Ron Flockhart’s Cooper T51 Climax 2.5. Jones led home the locals Stillwell, Mildren, Glass and Miller all in Cooper T51’s.
The oldracingcars.com commentary of the 1961 season asserts that Jones was the quickest of the Australians at the start of ’61 but only won later in the year at Lakeside in July.
At the Longford Trophy in March he had a DNF on lap four, the race won by Roy Salvadori’s Cooper T51 Climax. At the Queensland Centenary Road Racing Championships at Lowood in June he finished third behind Bill Patterson and Mildren, both Cooper T51 mounted.
In April he contested the Craven-A Gold Star event at Bathurst finishing second to Patterson’s winning Cooper T51. Pattos’ Cooper and the four cars behind Jones 2.3 Climax, all 2.5-litres in capacity or bigger.
But for Stan difficult times had begun…
In 1961 there was a credit squeeze in Australia as the Menzies Government tightened monetary policy to control inflation with the usual brutally fast consequences of an instant drop in consumer demand, cars included.
Sales on Jones’ multiple sites dropped and continued to decrease as consumers kept their wallets in their pockets or could not obtain consumer credit, which was nowhere near as sophisticated or as common as it is today. Superior Motors was sold in 1960. If you were highly geared, as Stan’s businesses were, you were in trouble, his assets were progressively sold as his cashflow could not keep up with creditors demands.
Jones initially raced on and won the Lakeside Libre Race in the Cooper in July, ahead of Arnold Glass’ Cooper T51 Maser and the Lotus 18 Ford FJ of Bruce Coventry.
He didn’t start the 1961 AGP at Mallala, South Australia, the race was won by Lex Davison in a Cooper T51 borrowed from Bib Stillwell. David Mckay was penalised for a jumped start and lost a race many believe he should have won, Davos’ AGP luck was legendary!
The Gold Star was won by Patterson from Davison, with Jones equal third with Bib Stillwell despite not competing at most rounds and having his mind on much bigger issues, his financial survival.
That unfortunately was the end of Jones’ racing career, he simply no longer had the financial means to compete, the fastest Australian at the start of 1961 was effectively retired twelve months later.
Jones retained the Cooper, racing it at local Calder, Victoria, events several times into 1962. Whilst for sale, the 250F had not sold, Stan ran the car in an historic demonstration event at Sandown in November 1963, which seems to have been his last competition outing. By 1965 the car was sold and running in historic events in the UK.
Stan was ‘a player’, his marriage to Alma ended in divorce. Stan gained custody of Alan and moved to The Boulevard in Ivanhoe, a more salubrious address than Yongala Street, Balwyn. By the mid-1960s all of Stan’s businesses had been sold and he was struggling to find an income; all of this tumultuous for Alan, by then in his late teens.
Jones suffered two debilitating strokes in the mid-1960s. Alan, after an initial trip in 1967, moved to the UK to pursue a racing career in 1969, Stan moved there to live with Alan and Beverley, AJ’s first wife.
He died in a London hospital in March 1973 just short of his fiftieth birthday. He was a shadow of his former self but a family friend who visited the Jones family in London spoke on the ‘blogosphere’ of Stan using two walking sticks but still looking dapper and smart.
Sad as this was, he would have been proud of Alan as 1973 was his breakthrough year in the UK. He had been competing in F3 for several years, winning a lot of races in a GRD 373 in 1973 and finally broke free of F3, getting his first F1 drive in the Harry Stiller owned Hesketh in 1975.
Champion Racers both, Stan and Alan…and in elite company with Antonio and Alberto Ascari.
Where Does Stan Jones rate in the pantheon of local Australian drivers of the period?…
It’s much harder to rate the drivers of the period as they raced mainly cars of different performance. It isn’t like today when drivers come through controlled junior formulae and into controlled senior formulae including F1! telemetry and the like making the job of picking who is fastest easier.
The competitor set includes Doug Whiteford, Lex Davison, Jack Brabham, (whom I have excluded from this analysis given he went overseas) Reg Hunt, Ted Gray, Alec Mildren and Len Lukey. Guys like Bib Stillwell peaked later and David McKay wasn’t in single seaters until the very end of Stan’s career so lets say that is the ‘elite group’, based either on results or speed – Ted Gray an example of the latter.
Whilst their is some chatter about the merits of Jones on the blogosphere, of more relevance are contemporary reports of those there in the day, assessing the drivers of the day in the context of the day.
Australian Motorsport Yearbook 1958/9 refers to Jones ‘two most important overseas appearances have done more to put Australia on the map than many other drivers’. His ‘finest achievement must still be driving an Australian Special against International drivers in works cars in the first NZ International GP.’ ‘On the results of these experiences (the other being the Monte Carlo Rally) Jones should then have spent one season overseas; his potential as a racing driver, was superior, at the time to Jack Brabham’.
This did not happen primarily due to his family and business commitments so ‘..it is therefore not surprising that when he has recently driven against overseas drivers, he has been unable to match their skill…’
‘It has been suggested Stan is a car killer. This is not true. Jones is the first to admit that when he began motor racing he had little knowledge of what went on under the bonnet, but on the credit side he has the ability to give the mechanics details of incorrect symptoms…’
‘It must be admitted Jones is a hard driver…This determination to win has been one of the most important factors contributing to Jones’ success…his record shows he has rarely been unplaced when completing a race.’
‘Jones has been a complete all rounder…He is not temperamental and like many similar drivers his easy friendliness off the track is only matched by his determination once a race has started.’
Stans adaptability is mentioned above, that was not unique at the time as circuit events were not as common as now so drivers with the means had to be prepared to travel interstate and to do trials, rallies and hillclimbs to get their ‘racing fix’.
Jones had the financial means to race, but so too did the competitor set above, who were all sucessful businessmen/racers with the wherewithal to match their skill.
As the oldracingcars.com analysis earlier states, Stan was the quickest local driver in 1961…Dan Gurney stating after racing against him at Ballarat Airfield, ‘wow he is some driver that Stan Jones’. He successfully made the change from front to mid-engined cars, he was as adept in his Cooper Climax as Maybach 4, both entirely different beasts raced successfully in the same year.
Ray Bell, noted Australian motor racing journalist and Racing Car News contributor talks about Jones on ‘The Nostalgia Forum’ as ‘..the dominant figure of his day. He probably won the 1957 AGP at Caversham denied by poor lap-charting by the organisers. He stood out amongst drivers of the fifties, Brabham shot off to the UK to really make an impact’. ‘At Albert Park in 1956 only two drivers took Golf Links Bend flat, Moss and Jones’
Was he our fastest of the period? Probably.
It’s a pity Whiteford bought a 300S rather than a 250F from the visiting Maserati factory team after the 1956 Albert Park GP, equally it’s a shame Hunt retired, those battles would have been interesting and perhaps conclusive.
Was he the best in the period? Possibly.
Perhaps mechanical sympathy, important at the time was a slight negative.
Lex Davison is the other ‘best’ contender and an honorable mention should be made of Hunt who really wasn’t around long enough in outright cars to call it, he definitely had a car advantage when the A6GCM arrived, raising the bar and forcing others to buy Red Cars.
The final word goes to John Medley, another racer/enthusiast/historian of the period also writing on ‘TNForum’. He said of Stan, ‘He was an impressive operator, a determined and at times exuberant driver and usually with good equipment. Alan Jones was not the only goer in the Jones family. Stan was a serious goer full of fire and brimstone.’
Etcetera…
Charlie Dean…
The importance of the Research & Development ‘Skunkworks’ Dean created at Repco post-war is important to recognise.
Its existence and focus on development by racing attracted an incredible number of talented engineers who graduated from the ‘Repco University’ and achieved much within Repco, or more often outside it.
Repco engineering alumnus include Ivan Tighe, Paul England, Peter Holinger, Nigel Tait, Michael Gasking, George Wade, Don Halpin, Frank Duggan, John Brookfield, John Judd, John Mepstead, David Nash, Ian Stockings, Ken Syme, Brian and Norm Wilson and many others. Phil Irving is not on this list as he was already of world renown when he joined Repco.
This unit within the company led to the Coventry Climax FPF maintenance program in the early 1960s, this and the capabilities of the engineers made possible taking on the Jack Brabham request to design and build the 1966-67 World Championship winning RB620 and 740 Series of engines, a program supported and sponsored by Dean, by that time a Repco Board member.
Board membership was a considerable achievement in Dean’s career as Repco were for many years an Australian Stock Exchange Top 200 company. Even though by then he wore a suit, by thought, word and deed he was a racer to his core and a fine engineer to boot.
As a Repco Director he retired compulsorily at 60 in 1973, then doing a variety of engineering projects, and some property refurbishment work. He died suddenly in 1984 after suffering a fatal blood clot following surgery after a fall moving a concrete slab at his home.
To my knowledge his story has not been fully told but it is well covered in Malcolm Preston’s great book referred to in the bibliography.
Etcetera…
Bibliography…
Barry Green ‘Glory Days’, Malcolm Preston ‘Maybach to Holden’, Graham Howard ‘History of The Australian Grand Prix’, ‘Australian Motorsport Yearbook 1958/9’, ‘The Nostalgia Forum’
Photo Credits…
David Van Dal, John Ellacott, Ron Lambert, oldracephotos.com, Rodway Wolfe Collection, Merv Bunyan Collection, Bernie Rubens, John Ellacott, Charles Rice, Ellis French, B Dunstan, Ed Steet, Walkem Family, KE Niven & Co, Peter Wherrett Collection, Australian Motor Racing Museum, Rob Bailey Collection, Kevin Drage, Dacre Stubbs Collection, motorsportarchive.com, Graham Thompson Collection, Ray Eldershaw Collection, Alan Stewart Collection, Ed Holly Collection, fan.one, George Thomas, VHRR Archive, Pter D’Abbs, Historic Racing Car Club of Tasmania, The Age
Tailpiece…
Happy Stan, no doubt a relieved Stan, in the Longford paddock post 1959 AGP win, Maserati 250F…
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The 25 Greatest Grand Prix Drivers of All-Time
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British actor Peter Egan once said “Racing makes heroin addiction look like a vague wish for something salty.” Think about it, what is grand prix racing- two dozen men driving in 1000 lb. metallic beasts round and round in circles at speeds that would make any sane man run for cover. Normal mortals don’t sign…
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Mad Crazy Hatter
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https://madcrazyhatter.wordpress.com/2015/05/31/the-25-greatest-grand-prix-drivers-of-all-time/
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British actor Peter Egan once said “Racing makes heroin addiction look like a vague wish for something salty.” Think about it, what is grand prix racing- two dozen men driving in 1000 lb. metallic beasts round and round in circles at speeds that would make any sane man run for cover. Normal mortals don’t sign up for a life like this; it takes deranged and ambitious men to make something like this their life’s passion. Ever since grand prix racing began in its primitive format over a century ago, the sport has seen many great drivers. This is my attempt to chronicle the 25 greatest men to sit in the cockpit of a grand prix car.
First of all, this list is not limited simply to Formula One. It covers top-flight racing before the initiation of Formula One as well. However, for the sake of uniformity, I have only included single-seater cockpit cars (the kind used in Formula One), which excludes all sports cars, stock cars, and touring car championships like the NASCAR. Additionally, while IndyCar uses cars similar to the modern F1 cars, it is not an international series and with a few exceptions, has always been dominated by American drivers. Hence, performance in IndyCar and other American Championships is excluded from my criteria as well. In fact, I have only considered a driver’s performance in the following series:-
European Championship- Started in 1927 by the AIACR (which later became FIA), the “Grandes Epreuves” was the most prestigious GP series in the world in the 1930s. Although its winner was officially called the European Champion, he was considered a de facto World Champion.
Formula One World Championship- Initiated by the FIA in 1950, Formula 1 racing is considered the pinnacle of grand prix racing. The season champion in F1 is considered the World Champion in GP racing. It is the most prestigious and richest GP racing series in the world. The Formula One seasons had started as early as 1946 by the AIACR but there was no drivers’ championship till 1949. I have mentioned these seasons as “Formula-A” (the earlier name of F1) in order to avoid confusion.
It is not an easy task, comparing champions from different eras. Each era has its own challenges and pitfalls, along with some benefits. It is my opinion (not saying it’s a fact) that the period from the mid-70s to the mid-90s was the toughest for any driver in the history of top-flight grand prix racing. The cars were getting quicker but no safer. On an average, there was at least one fatality every year (a total of 13 drivers died in the 1970s alone); and there was simply no dearth of competition. I mean look at just some of the names who raced during this period; you had the likes of Emerson Fittipaldi, Niki Lauda, James Hunt, Mario Andretti, Ronnie Peterson, Gilles Villeneuve, Keke Rosberg, Jody Scheckter, Nelson Piquet, Nigell Mansell, and of course the forever at-war pair of Alain Prost and Ayrton Senna. You will find most of these names in this list and some, which probably you have never heard of.
The drivers in this list are from all eras, winning a total of 51 World Championships (out of 64) and five European Championships (out of six). The oldest driver here was born in 1892 and started racing in the 1920s, while at the other end of the spectrum are three names that are currently racing actively. I have attempted to be as objective as I can in ranking these drivers, but still personal preferences and bias has crept in to some extent. I say, keep an open mind, read about them, and for God’s sake, if your favourite driver isn’t here, please do not lynch me!
JEAN-PIERRE WIMILLE (Fra) (1908-49) (Career- 1930-48) (European Championship, Formula-A)
European Race Starts- 13; Formula-A Race Starts- 12, Wins- 4; Other Major GP wins- 18
One of the early masters of Grand Prix racing, Wimille began his racing career at the age of 22 in the prestigious French Grand Prix. Before the war, he did register a few major victories – 1936 French GP, the 24 hours of Le Mans in 1937 and 1939 – but his appearances in the European Championship were sporadic. Driving exclusively for Bugatti, he participated in 13 championship races but never finished on the podium. It was after the war in the newly started Formula-A that Wimille reached the peak of his driving skills. Driving an Alfa Romeo, he won two races each in the 1947 and 48 seasons. However, the absence of a Driver’s Championship meant that despite being the best driver in the world, Wimille was never officially crowned the World Champion. He died on the wheel during the practice runs for the 1949 Buenos Aires Grand Prix.
JOCHEN RINDT (Aut) (1942-70) (Career- 1964-70) (Formula 1)
Race Starts- 60, Wins- 6, Podiums- 13, World Titles- 1
The only driver to win the Formula One Driver’s Championship posthumously, Jochen Rindt had a brief but memorable foray into the world of Formula One. Having made his F1 debut in 1964, the Austrian spent the first few seasons driving inferior cars and lagging behind the championship leaders. He did win the 24 hours of Le Mans in 1965 but F1 success eluded him. It was in 1969 when he switched to Lotus that Rindt found success. He won his first race at the 1969 US Grand Prix and finished 4th in the championship standings. The following year, the 28-year old won five races, including four in a row to take a staggering lead in the Championship race. Despite his tragic death during the practice for Italian GP, which meant he earned no points in the last four races, Rindt finished five points clear of his nearest rival, and became the only man be the World Champion posthumously.
MARIO ANDRETTI (US) (b 1940) (Career- 1968-82) (Formula 1)
Race Starts- 128, Wins- 12, Podiums- 19, World Titles- 1
Andretti’s name is synonymous with speed in the United States due to his status as that rare American driver to achieve international success and fame. Andretti began his career in stock car racing before moving on to GP racing in the US. He was mostly a part-time racer in the Formula 1 between 1968 and 1974 and focussed more on IndyCar racing, where he won three titles. But from 1975, he became a full-time Formula 1 driver, and helped a struggling Lotus team revive its fortunes. In 1977, he won four races but still finished only 3rd in the standings due to reliability issues with car. The following year, having addressed Lotus’ consistency issues, Andretti dominated the field and won the title, becoming one of the rare drivers to win both the F1 World Championship and the IndyCar Championship. He returned to IndyCar after 1982 where he won another title in 1984, at the age of 44.
BERND ROSEMEYER (Ger) (1909-38) (Career- 1935-37) (European Championship)
Race Starts- 12, Wins- 3, Podiums- 6, European Titles- 1; Other Major GP wins- 7
A darling of the German masses, Rosemeyer was one of the first superstars of GP racing. When he joined the Auto Union racing team in the 30s, he had no experience in racing cars, having only raced motorcycles before. But the young German was quick to learn the tricks of the trade. He debuted in the European Championship in 1935 and duelled with the great Rudolf Caracciola in only his second race at the Nurburgring. Later that year, he won his first race in Czechoslovakia becoming the first rookie to win a championship GP. The following year, he won three out of the four races of the season, decimating all competition and becoming the youngest European Championship at 26. He also won the prestigious Vanderbilt Cup in America and the German GP three times in a row. Rosemeyer died in January 1938 during a land-speed record attempt, having set a new world record of 432 km/hr.
GRAHAM HILL (Eng) (1929-75) (Career- 1958-75) (Formula 1)
Race Starts- 176, Wins- 14, Podiums- 36, World Titles- 2
One-half of the only father-son pair to win the Formula 1 World Championship (his son Damon was the champion in 1996), Graham Hill remains one of the most successful drivers in GP racing history. In a long and distinguished career, Hill became the first (and till date only) man to win the Triple Crown of Motorsport – the F1 World Championship, 24 Hours of Le Mans, and the Indianapolis 500. The Briton entered F1 racing in 1958 and after a few quiet seasons, hit the jackpot by winning his first world title in 1962. Forming a great rivalry with Jim Clarke, Hill finished the runner-up in the championship standings in the following three seasons before winning his second world championship in 1968. He registered his last victory in 1969 but continued to compete even afterwards. Hill was still active in F1 at the age of 46 when he died when a plane he was piloting crashed in London.
MIKA HAKINNEN (Fin) (b 1968) (Career- 1991-2001) (Formula 1)
Race Starts- 161, Wins- 20, Podiums- 51, World Titles- 2
The original ‘Flying Finn’, Hakinnen overcame a life threatening injury early on in his career to finish as a two-time world champion. Making his F1 debut with Lotus, Hakinnen joined McLaren in 1993, the team with which he would remain for the remainder of his career. In 1994, he became the team’s lead driver after the exit of Ayrton Senna but a near-fatal crash at the 1995 Australian GP put his promising career on a hold. A resilient Hakinnen made a remarkable comeback to Formula One the following season. With the McLaren team making considerable improvements, Hakinnen won the title in 1998 winning eight out of the 16 races, and repeated the feat the following year with five victories. In 2000, he narrowly missed out on making it a hat-trick of world titles due to a late charge in the season by Michael Schumacher. The Finn retired from F1 at the end of the 2001 season.
NELSON PIQUET (Bra) (b 1952) (Career- 1978-91) (Formula 1)
Race Starts- 204, Wins- 23, Podiums- 60, World Titles- 3
Nelson Piquet rose through the ranks of GP racing as a teenager in the 70s breaking Jackie Stewart’s record of most Formula Three wins before making his debut in the big league in 1978. He signed up with Brabham in 1980 and finished second in the drivers’ standings. He won his first world championship in 1981 registering three victories and four podium finishes. After a disappointing 1982 where he failed to finish in as many as nine races, the Brazilian returned splendidly winning his second world title in ’83. Piquet moved to Williams in 1986 and won his third and final world title with them the following year. He finally signed up with Benetton in 1990 but despite advancing age, still remained competitive in his final years. He won two races in 1990 and one in 1991, his final season.
EMERSON FITTIPALDI (Bra) (b 1946) (Career- 1970-80) (Formula 1)
Race Starts- 144, Wins- 14, Podiums- 35, World Titles- 2
Emerson Fittipaldi remains one of the few drivers to win the Formula One World Championship, the IndyCar Championship, and the Indianapolis 500. The Brazilian joined Lotus as the third driver in the late 1960s and became the team’s no. 1 driver in 1970, following the death of Jochen Rindt. In 1972 Lotus unveiled what was known as ‘the greatest Formula one design of all time’ – Lotus 72D, and Fittipaldi easily won the drivers’ championship that year, winning five out of the 11 races. He was then, the youngest champion in F1 history. An unreliable car cost him the championship next season and Fittipaldi left Lotus for McLaren in 1974. That year, he won his second world title and finished runner-up in 1975. The following season, he sprang a surprise by leaving a highly competitive McLaren to join his brother’s Copersucar-Fittipaldi team, where he stayed for the remainder of his career without any success.
GILLES VILLENEUVE (Can) (1950-82) (Career- 1977-82) (Formula 1)
Race Starts- 67, Wins- 6, Podiums- 13
He may not have a Formula One world championship to his name but Gilles Villeneuve has something that several world champions can only dream of – an F1 racetrack named after him. The Canadian driver began his career racing snowmobiles and winning the Canadian and American championships in the sport. In 1976, Villeneuve beat world champion James Hunt and several other F1 drivers in a non-championship race. Promptly, he was signed by McLaren for the 1977 season. But it was for Ferrari that he won his first race – his home GP in Canada in 1978. He finished 2nd in the drivers’ championships in 1979 behind Jody Scheckter. Villeneuve continued to develop as a driver over the next few seasons and when many believed, he was reaching his best, he lost is life in a collision with Jochen Mass during qualifying for the 1982 Belgian Grand Prix. His son Jacques became the first Canadian to win the Formula One World Championship in 1997.
JACK BRABHAM (Aus) (1926-2014) (Career- 1955-70) (Formula 1)
Race Starts- 126, Wins- 14, Podiums- 31, World Titles- 3
Jack Brabham’s contribution to Formula One is twofold – first as a three-time World Champion, and second as the founder and owner of the Brabham Racing Team. Somewhat of a late bloomer, the Australian driver began his F1 career in 1955 but it wasn’t until three seasons later that he became a regular driver for Cooper. He won his first world title the following year with two victories and three podium places. In 1960, Brabham put on his most dominant display yet, winning five back-to-back races and easily winning his second world championship. In 1962, he left Cooper to start his own team, where he drove himself. The Brabham racing side developed slowly and in 1966, Brabham became the first and only driver to win the world title driving his own car. He finished runner-up the following season and after a couple of indifferent seasons, retired in 1970.
LEWIS HAMILTON (Eng) (b 1985) (Career- 2007 onwards) (Formula 1)
Race Starts- 152, Wins- 36, Podiums- 74, World Titles- 2
When he was ten years old, Hamilton famously told the McLaren team boss Ron Dennis, “I want to race for you one day, I want to race for McLaren.” He was signed by the team in their Young Drivers Programme and rose through the ranks winning titles in Formula Three and GP2 before making his F1 debut in 2007 at the age of 22. Hamilton took the F1 world by storm, registering seven podiums and two victories in his first nine races. He won two more races but lost out in the title race by just one point. It was the best performance by a rookie in F1 history. He made amends by becoming Formula One’s youngest world champion the following year. After a few dull seasons, Hamilton switched to Mercedes in 2013, where he roared to success the following year, beating team-mate Nico Rosberg to the title, winning 11 out of 19 races.
NIGEL MANSELL (Eng) (b 1953) (Career- 1980-95) (Formula 1)
Race Starts- 187, Wins- 31, Podiums- 59, World Titles- 1
Nigel Mansell holds the unique honour of holding both the Formula One World Championship and the IndyCar title simultaneously. The British driver began his F1 career for Lotus in the early 1980s but it was after he moved to Williams in 1985 that he managed to register his first GP win. He finished runner-up in the championship with Williams in 1986 and 1987 before racing for Ferrari for two seasons. Mansell returned to Williams in 1991 and again finished runner-up with five victories in the season. The following year was his annus mirabilis as Mansell clinched his only world title with nine victories from 16 races. In a surprising move, he moved to IndyCar racing the next year where he promptly won the American Championship, becoming the only driver to hold both the titles. He made a brief comeback to F1, starting six races in 1994-95 and winning the 1994 Australian GP.
FERNANDO ALONSO (Esp) (b 1981) (Career- 2001 onwards) (Formula 1)
Race Starts- 238, Wins- 32, Podiums- 97, World Titles- 2
When he began his F1 career for Minardi, at 19 years, Fernando Alonso was the third youngest driver to start a Formula One GP. The following season, he signed up as the test driver for the Renault team and in 2003, got his first start for the team. That year, he became the youngest man to achieve a pole position and the youngest to register a win in Formula One. In 2005, in a very competitive Renault car, Alonso ended Michael Schumacher’s five-year streak and became F1’s youngest world champion. The following year, he repeated his performance and again won the world title with seven wins in 18 races. Spending one season with McLaren, Alonso returned to Renault before moving to Ferrari in 2010 and finished runner-up in the championship on three occasions for the Italian team. Still only 33, Alonso has a very realistic chance of winning many more races and possibly, even the championship.
ALBERTO ASCARI (Ita) (1918-55) (Career- 1947-55) (Formula-A, Formula 1)
Formula-A Race Starts- 9, Wins- 2; F1 Race Starts- 32, Wins- 13, Podiums- 17, World Titles- 2
The son of Antonio Ascari, himself a grand prix champion in the 1920s, Alberto put on his father’s racing shoes after the end of World War II. He raced in the Grand Prix circuit (Formula-A) with Maserati and dominated the field in the early years. Apart from winning one race each in 1948 and 1949, he won several minor races too. Ascari joined Ferrari towards the end of the 1949 season. In the inaugural Formula One season, Ascari finished 5th in the championship standings but immediately made improvements, finishing 2nd in 1951. The following year, he obliterated all competition, winning six races in a row (in a seven-race season) and won his first world title. He successfully defended his crown in 1953, winning five races. Ascari left Ferrari after this season and joined Lancia but only started five races for them over the next two seasons before his untimely death at Monza in 1955.
TAZIO NUVOLARI (Ita) (1892-1953) (Career- 1924-49) (European Championship)
Race Starts- 25, Wins- 4, Podiums- 7, European Titles- 1; Other Major GP wins- 20
With over 150 career victories including 24 GP races, Nuvolari was a giant of the game; the man whom Ferdinand Porsche called ‘the greatest driver of the past, the present, and the future’. He began his career racing motorcycles in 1920 and even won the 350cc European Championship before moving to cars in 1931. Driving for Alpha Romeo in the newly started European Championship, Nuvolari won the title in 1932. The Italian then moved to Ferrari but despite a memorable victory in the German GP, he lost out in the title race to the superior German cars. After his relationship with Enzo Ferrari took a turn for the worse, Nuvolari drove for the Auto Union, with whom he won the 1938 Italian GP. Even though he was in his 50s after the war, Nuvolari returned to GP racing and even won some minor races. During his long career, he also won five Coppa Cianos, two Mille Miglias, two Targa Florios, two RAC Tourist Trophies, and the 24 Hours of Le Mans.
STIRLING MOSS (Eng) (b 1929) (Career- 1951-61) (Formula 1)
Race Starts- 66, Wins- 16, Podiums- 24
Widely acknowledged as ‘the greatest driver never to win the World Championship’, Stirling Moss was a force to be reckoned with in the early years of Formula One. He first drove in the 1951 Swiss GP for Hersham and Walton but remained on the fringes for the next few seasons driving for different teams. He was signed by Mercedes for the 1955 season and finished runner-up in the drivers’ championship, registering his first GP win in the process. Moss was the runner-up in the next three seasons as well, losing out to Juan Manuel Fangio in ’56 and ’57, and Mike Hawthorne in ’58. Not to be undone, the Briton continued his consistent performance finishing 3rd in the championship from 1959-61, making it seven years in a row where he finished in the top three. In 1962, he suffered a life-threatening accident that put him out of action for a year. Even though he recovered, he retired from racing after that.
SEBASTIEN VETTEL (Ger) (b 1987) (Career- 2007 onwards) (Formula 1)
Race Starts- 143, Wins- 40, Podiums- 69, World Titles- 4
One of the most dominant drivers in motorsport, the German is one of the leading lights in Formula One currently. Having made his F1 debut for Sauber in 2006 as a 19-year old, he drove for Red Bull’s secondary team Torro Rosso in 2008. The following year, Vettel graduated to the main team and finished the season as runner-up in the drivers’ standings. Beginning his most dominant phase, he then went on to win the world title from 2010 to 2013 (one of only three men to win the world title four years in a row). He holds the records for several ‘youngests’ in F1 – youngest to lead a race, youngest to win a GP, youngest to win pole, youngest world champion, and youngest multiple world champion. Additionally, he also holds the record for most consecutive GP wins (9). For all his accomplishments, it is remarkable that Sebastien Vettel is only 27 years old and has ample time to rewrite the record books further.
NIKI LAUDA (Aut) (b 1949) (Career- 1971-85) (Formula 1)
Race Starts- 171, Wins- 25, Podiums- 54, World Titles- 3
If they had a world title for resilience and determination, Niki Lauda would win it hands down. Lauda made his way up from Formula Two to the big leagues in the early 1970s, racing for Mach and BRM. But it wasn’t until his move to Ferrari in 1974 that his true genius emerged. He won his first world title in ‘75. The following season, Lauda started imperiously, taking the fight away from his rivals to a point where it seemed a second Championship was a mere formality. But at Nurburgring, the Austrian suffered a horrific crash that caused extensive burns to his face and head. Remarkably, a far from fit Lauda returned to racing in just six weeks in an effort to salvage his championship hopes. He lost out that year to a resurgent James Hunt but won the title again in 1977 and retired two seasons later. In 1982, Lauda made a surprise comeback to racing for McLaren, racing for four more seasons and winning yet another world title in ’84.
RUDOLF CARACCIOLA (Ger) (1901-59) (Career- 1931-39) (European Championship)
Race Starts- 24, Wins- 10, Podiums- 17, European Titles- 3; Other Major GP wins- 13
One of the earliest masters of wet weather conditions, Rudolf Caracciola remains one of the most dominant drivers in the history of grand prix racing. Having won several minor GP races in the late ‘20s, Caracciola debuted in the 1932 European Championship for Alpha Romeo. He won his first Grandes Epreuves that year in Germany and finished 3rd in the standings. After Alpha Romeo withdrew the following season, Caracciola was left without a drive and spent two seasons in the wilderness racing for his own team in minor races. He made a comeback in 1935 for Mercedes and promptly won his first Championship. He won lost out to a young Bernd Rosemeyer in the championship standings in 1936 but dominated the field in the following two seasons, winning back-to-back Championships. Caracciola was third in the standings in ’39 when war interrupted the season. He attempted a comeback after the war but at 45, he was way past his prime.
JACKIE STEWART (Sco) (b 1939) (Career- 1965-73) (Formula 1)
Race Starts- 99, Wins- 27, Podiums- 43, World Titles- 3
In a brief but dominant career, Jackie Stewart established himself as one of the quickest drivers in the history of Formula One. Within one year of his Formula Three debut, Stewart signed with BRM in F1. He won his first race in that very season at Monza and finished 3rd in the Championship, giving indication of things to come. After two indifferent seasons with BRM, he switched to Matra in 1968, and promptly finished as the runner-up in the drivers’ championship that year. Having earned the nickname, ‘the Flying Scot’, Stewart won six of the 11 races in 1969 to win his first world title. Making a move from Matra to Tyrell in 1970, he won the Championship again the following season. Despite four wins in 1972, the Scot had to settle for a runner-up place behind eventual Champion Emerson Fittipaldi. But Stewart made amends in 1973 beating Fittipaldi for his third world title and earning the rare distinction of retiring from the sport as the reigning world champion.
JIM CLARK (Sco) (1936-68) (Career- 1960-68) (Formula 1)
Race Starts- 72, Wins- 25, Podiums- 32, World Titles- 2
A hugely talented and versatile driver, Jim Clark’s genius lay in his ability to adapt to the demands of different types of races and cars. He finished runner-up in his class in the 24 Hours of Le Mans in 1959 and 1960, before making his F1 debut mid-season in 1960 for Lotus. After finishing runner-up in the Championship in 1962, Clark won his first world title the following year with seven victories from 10 races. He finished 3rd the following season before fighting back to win his second crown in 1965. This year, he also won the prestigious Indianapolis 500, making him the only driver ever to win the F1 World Championship and the Indianapolis 500 in the same year. After two bad seasons, Clark and Lotus were all set for resurgence in ‘68 with Clarke winning the opening race of the season. However, he was killed in a fatal crash driving in a Formula Two race in Germany the same year. At the time of his death, he held the records for most wins and pole positions in Formula One.
ALAIN PROST (Fra) (b 1955) (Career- 1980-93) (Formula 1)
Race Starts- 199, Wins- 51, Podiums- 106, World Titles- 4
Alain Prost drove in an era that included some of the most talented and successful drivers in history. That he managed to win four world titles amidst such fierce competition speaks volumes about his talent. After making his debut for McLaren, Prost moved to Renault in 1981 where he finished as the runner-up in the Championship in 1983. He moved back to McLaren the next year, where he again finished 2nd in the standings. Establishing himself as the best driver of his generation, Prost won back-to-back world titles in 1985 and ‘86. He finished 2nd again in 1988 before being crowned the World Champion for a third time in 1989. The Frenchman, known as ‘The Professor’ for his intellectual approach to competition, moved to Ferrari in 1990, winning his fourth and final world title for them in 1993, his final season. It is noteworthy that apart from his four title wins, he also finished second four times, and each time to a fellow all-time great (Piquet in 1983, Lauda in 1984, and Senna in 1988 and 1990).
MICHAEL SCHUMACHER (Ger) (b 1968) (Career- 1991-2012) (Formula 1)
Race Starts- 307, Wins- 91, Podiums- 155, World Titles- 7
The most successful driver in the history of grand prix racing, Michael Schumacher dominated Formula One for close to a decade, rewriting record books and earning the sport new fans worldwide. The German began his career for Benetton in 1991, where he won back-to-back world titles in 1994 and 1995, beating Damon Hill both the times. In 1996, Schumacher moved to Ferrari and his stay there was instrumental in the resurgence of the Italian giant. He finished runner-up in the standings in 1997, only to be disqualified later, but repeated the feat the following year. It was at the turn of the century that the Schumacher legend began. From 2000 to 2004, Schumacher won an unprecedented five back-to-back Championships, winning 48 races in the process. This included the 2002 season where he finished on podium in all 17 races and the 2004 season where he won a record 13 times. The Alonso-Renault combine dethroned Schumacher in 2005 as he finished a distant third but the German great made a spirited charge for the title in 2006, only to end up runner-up again. He retired at the end of the season but made a comeback for Mercedes in 2010. However, in the three seasons that he raced for Mercedes, he finished on podium only once. Schumacher comfortably holds the records for most race starts, most wins, most world titles, most podiums and most pole positions in Formula One.
JUAN MANUEL FANGIO (Arg) (1911-1995) (Career- 1949-58) (Formula 1)
Race Starts- 51, Wins- 24, Podiums- 35, World Titles- 5
The epitome of dominance in motorsport, Juan Manuel Fangio ruled Formula One in its formative years, winning race after race with unparalleled ease and unprecedented efficiency. The Argentine genius made his debut in top-level Grand Prix racing in 1949, winning five out of the seven races he competed in. In 1950, the FIA started the F1 World Championship and Fangio signed for Alfa Romeo. He won all three races he finished but lost in the title race to Guiseppe Farina. The following season, driving more consistently, Fangio won his first world title before moving to Maserati in 1953. He won only a single race that season and again finished runner-up before winning his second crown in 1954, winning six out of the eight races. The remarkable thing about Fangio’s 1954 season is that he drove the first two races for Maserati and the remaining for Mercedes, making him the first driver to win a world title despite switching teams mid-season. Fangio won his third title in 1955, again for Mercedes before switching to Ferrari the following year. The Argentine continued his dominant form winning his fourth world title in five years. Fangio won his fifth and final world title in 1957, this time for Maserati, making him the only driver ever to win three titles in three years for three different teams. His ability to win the title with virtually any team settles the debate that at least in this case, it was the driver and not the car that won titles.
AYRTON SENNA (Bra) (1960-94) (Career- 1984-94) (Formula 1)
Race Starts- 161, Wins- 41, Podiums- 80, World Titles- 3
Senna differed from other Formula One drivers in a number of ways. First of all, he wasn’t dependant on the car for his performances; then he was never afraid to take risks in order to win; and he was arguably the most fiercely competitive driver in the history of the sport. From the moment he chased the reigning world champion Alain Prost in a rain-hit 1984 Monaco Grand Prix in a Toleman, people knew this Brazilian was meant for bigger things. Debuting for Toleman in 1984, Senna impressed one and all by securing three podium finishes in the season in a relatively inferior machine. The following year, he signed on with Lotus, where he registered his maiden win at Portugal. Senna stayed with Lotus till the end of the 1987 season, winning five more races and securing 12 other podium finishes. But his dream of winning the Championship was only realised in 1988 with his move to McLaren, where he was partnered with the reigning World Champion, the Frenchman Alain Prost. During his record-breaking season, Senna secured 13 pole positions and won eight races to win his first world title, leaving Prost behind in a cloud of dust and igniting a great rivalry.
In 1989, Prost won back his crown and Senna finished a distant second despite winning six races. With Prost moving to Ferrari in 1990, Senna became McLaren’s number one driver. This was the peak of his racing abilities as the Brazillian won back to back word titles, winning 13 races in the two seasons. But McLaren’s failure to keep up with Williams and Benetton in 1992 meant that Senna finished a distant fourth that season, despite winning three races, including the prestigious Monaco GP. Senna finished his McLaren career the following year by winning five races and finishing second in the championship behind Prost’s Williams. In 1994, Senna moved to Williams as his great rival retired. In the third race of the season at San Marino, Senna collided with a concrete wall at around 233 kmph. He died later that day at the age of 34. To this day, Ayrton Senna remains the last fatality in the sport of Formula One.
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10 Formula 1 Records That Will Never Be Broken
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2014-03-26T12:34:47-04:00
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Following the dominant manner of Nico Rosberg’s victory at the season-opening Australian Grand Prix, some are already writing off the season as a Mercedes march to victory...
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https://static-assets.bleacherreport.net/favicon.ico
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Bleacher Report
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https://bleacherreport.com/articles/2006581-10-formula-1-records-that-will-never-be-broken
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Fraser Masefield@ @fmasefieldContributor I
10 Formula 1 Records That Will Never Be Broken
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Getty Images/Getty Images
Following the dominant manner of Nico Rosberg’s victory at the season-opening Australian Grand Prix, some are already writing off the season as a Mercedes march to victory.
Whilst Rosberg’s win ended the hopes of Sebastian Vettel to set a new F1 record for the most consecutive race wins, it’s doubtful he’ll go on a similar run of his own given the new engine regulations and the strength of his own teammate.
Here are 10 Formula One records that are unlikely to fall during this, or any other season in the future.
Biggest Winning Margin
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Associated Press
Nico Rosberg’s winning margin of 26.777 seconds over revised second-place finisher Kevin Magnussen in the Australian Grand Prix represented one of the biggest winning margins for many a year.
Yet it pales into insignificance when matched up against Jim Clark’s utterly dominant drive to victory in the 1963 Belgian Grand Prix.
Amidst torrential conditions that saw 12 of the 20 drivers retire, Clark lapped the entire field, including second-placed Bruce McLaren, until the New Zealander unlapped himself.
When he took the chequered flag, Clark was a monumental four minutes and 54 seconds ahead of McLaren. And because the monstrous old Spa-Francorchamps was 14.100 km in length, such a winning margin will never be repeated.
Clark is quoted on ESPNF1 after the race:
Towards the end visibility was appalling. I had to hold the car in top gear for most of the race and my speed was dropping by nearly 100mph in the last stages. Some cars were spinning off on the straights and it was extremely dangerous.
Least Amount of Cars to Finish a Race
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Mike Hewitt/Getty Images
With all the teething problems experienced by teams during pre-season testing for the 2014 season, this was perhaps the record you would have thought most likely to fall.
Engine overheating with the new 1.6-litre V6 powertrains and their ERS units was a major problem during the tests in Jerez and Bahrain, and many predicted that more than half the field would retire in Australia.
But to the surprise of many, 14 cars made it to the chequered flag in Melbourne. That’s 10 more than finished a dramatic 1996 Monaco Grand Prix that eventually saw Olivier Panis conquer changeable conditions to win from David Coulthard, Johnny Herbert and Heinz-Harald Frentzen.
Closest Race Finish
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Part of the reason for this year’s regulation change, other than to promote a more energy-efficient and greener sport, was to encourage even closer racing.
It remains to be seen whether the field will close the gap on Mercedes, but it’s practically guaranteed that we won’t see as close a finish as occurred in the 1971 Italian Grand Prix, where BRM’s Peter Gethin pipped Ronnie Peterson’s March in a photo finish to win by 0.01 seconds.
Incidentally, Gethin also set another record during that race, winning with an average speed of 242.616 km/h.
Oldest Driver
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Toscani/Associated Press
Formula One is now very much a young man’s sport. In starting the Australian Grand Prix aged 19 years, 10 months and 18 days, Toro Rosso’s Daniil Kvyat became only the eighth teenager in history to line up on the grid. And when he finished the race a revised ninth, he became the youngest-ever driver to score points in F1.
Whilst the record for the youngest driver, youngest race winner and youngest world champion is likely to be beaten, that of the oldest driver will stand forever.
That accolade falls to Louis Chiron, who was an incredible 55 years, nine months and 19 days old when he finished sixth in the 1955 Monaco Grand Prix.
The oldest race winner is another record that won’t be beaten; Luigi Fagioli won the 1951 French Grand Prix for Alfa Romeo aged 53 years and 22 days.
Oldest World Champion
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Associated Press
Sebastian Vettel was 23 years and 133 days old when he won the 2010 world championship in Abu Dhabi, becoming the youngest winner of the world championship.
The oldest driver to win the title is the great Juan Manuel Fangio, who collect the final of his five world titles at the age of 47 with an incredible drive to victory at the 1957 German Grand Prix.
Most Team Wins in a Season
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The news that Honda is once again to team up with McLaren for the 2015 season brings memories of former glories flooding back.
It was in 1988 that the great Ayrton Senna claimed the first of his three world championship titles in a season that saw the utterly dominant McLaren Hondas of Senna and teammate Alain Prost take 15 wins from 16 races that season.
It should have been 16 from 16 had the Williams of Jean-Louis Schlesser not taken Senna out of the Italian Grand Prix with only two laps remaining as the Brazilian came up to lap him, gifting Ferrari a historic 1-2.
McLaren also set the record for the most poles in a single season in 1988, before Williams (1992 and 1993) emulated that achievement, as did McLaren again in 1999.
Most Driver Wins in a Season
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Mark Thompson/Getty Images
Although McLaren holds the record for team wins, Senna and Prost closely contested the title.
Yet the 2004 F1 season was utterly dominated by one driver in particular.
Michael Schumacher won 13 out of 18 grands prix in romping to the last of his seven world titles. His strike rate of winning 72 percent of the races he started is one that is hard to see being eclipsed.
Most Podiums in a Season
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Mark Thompson/Getty Images
Michael Schumacher holds many records in F1, including most titles, most consecutive driver titles, most race wins and most pole positions.
It is conceivable that a driver as dominant as Schumacher will one day eclipse some or all of those records, but there is one statistic that it is only possible to match.
During the 2002 season, Schumacher’s Ferrari proved so fast and reliable that the German finished on the podium in all 17 races that season.
If that’s not impressive enough, out of those 17 races, 11 of those were race wins and he only finished third on one occasion.
Most Consecutive Team Poles
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Most Cars to Start a Race
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In the early years of F1 racing, there was no limit on the amount of cars a privateer team could enter and no stringent crash-testing or technical regulations to abide to.
At the 1953 German Grand Prix, a record 34 cars started the race, and that will never happen again.
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2022-10-31T15:32:17+00:00
|
The history of Grand Prix Motor Racing through the lives of its greatest drivers, people and events with a special focus on the history of Formula 1 and other iconic racing events.
|
en
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/wp-content/uploads/fbrfg/apple-touch-icon.png
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Sports Car Digest
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https://sportscardigest.com/grand-prix-history/
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0
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https://www.facebook.com/thebestofmotorsport/posts/name-john-surtees-obenationality-united-kingdomdate-of-birth-february-11-1934-ta/1557506161183825/
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en
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Facebook
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[] |
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[
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de
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https://static.xx.fbcdn.net/rsrc.php/yT/r/aGT3gskzWBf.ico
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3
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https://f1mix.com/australian-f1-drivers
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en
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Australian F1 Drivers: A Legacy of Speed
|
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[
"Tom Thorns"
] |
2023-10-18T10:14:12+00:00
|
Discover the exceptional talent of Australian F1 drivers, dominating the race tracks with their unmatched skills and determination.
|
en
|
F1mix.com
|
https://f1mix.com/australian-f1-drivers
|
Australia has had a powerful impact on the world of Formula 1. In total, since the beginning of the sport, there have been 18 drivers from Australia. And 15 of them have participated in at least one race in every season since 1952.
We’ll go through every section below, so keep reading to learn more about Australian drivers in F1!
Australian Driver Performance Overview in F1
First, I’ll show you a general overview of the historic performance of Aussie F1 drivers in Formula 1:
It’s noteworthy that Australia has taken part in F1 almost since the sport took off. In 1952, they added their first driver to the roster – Tony Gaze. While he didn’t make a big impact, future Aussie drivers did.
Let me show you what I mean by that!
All-Time Australian F1 Drivers
Below, you’ll see the list showing all 18 F1 drivers from Australia, with their performance on the track:
Most of the Australian drivers didn’t have a lasting impact in F1 races but a few, like Jack Brabham or Alan Jones, went on to become world champions.
The most recent addition to the roster, Oscar Piastri, is especially looking good, having already earned 36 points in the 2023 season. But more on him later!
In total, Australia won four F1 World Championships, during the 1959, 1960, 1966, and 1980 seasons. Its performance is above average compared to all the 34 countries that have ever hosted Formula One Championship races.
How Many Australian Drivers Are Now on the Grid?
The two Australian drivers who are part of the current F1 driver lineup are Oscar Piastri and Daniel Ricciardo. However, Ricciardo was replaced by team mate Liam Lawson after the former broke his hand in a free practice session at the Dutch Grand Prix.
It’s quite likely that Ricciardo will return during the 2023 season, as he won’t want to miss it for anything in the world.
Now, let me tell you more about the two Aussie drivers on the 2023 grid!
Daniel Ricciardo
Daniel Joseph Ricciardo was born on July 1st 1989, so that makes him 34 years in the 2023 season. He’s a bit older than most other drivers but that doesn’t necessarily make him a weaker driver. Just look at 38-years-old Lewis Hamilton!
He’s originally from Perth, Western Australia, and his first entry in F1 was during the 2011 British Grand Prix. He was 21 back then.
Despite never winning any championships, Ricciardo won 8 races during his career. He reached the podiums 32 times, and scored 1311 career points as of the 2023 season.
He’s a consistent performer who always puts it all on the line.
Most importantly, he has tons of experience on the racing track, having participated in Formula 3, Formula Renault 3.5 Series, Formula Renault Eurocup, and more. He’s been driving since 2005, all in all.
Oscar Piastri
Oscar Piastri is a newcomer to F1. He made his debut during the 2023 Bahrain Grand Prix, in March this year. He was born on April 6th, 2001, so that makes 22 years old.
He was born in Melbourne, Victoria, Australia, and he took up karting ever since he was big enough to drive them.
Piastri doesn’t have much to show for himself in F1 since he barely started participating. However, he won the FIA Rookie of the Year Award and the Anthoine Hubert Award in 2021.
He also has a history of competing in Formula 2, Formula 3, the Formula Renault Eurocup, the F4 British Championship, and the Formula 4 UAE Championship.
In short, he’s far from a novice behind the wheel of an F1 car. He can handle the pressure and brings consistent results.
Oscar Piastri had a remarkable debut in 2023 after already scoring his first points and achieving a fastest lap on the track.
How Many Australian Drivers Have Won Championships?
Only two Australian drivers have ever won Formula One championships: Jack Brabham and Alan Jones.
Let me tell you more about them below.
Jack Brabham
Sir John Arthur Brabham was born on April 2nd 1926 in Hurstville, New South Wales, Australia, and became a Formula One World Champion three times: in 1959, 1960, and 1966. He had a very long career and managed to put Australia on the map in F1!
Here’s his performance in F1:
Brabham was a Royal Australian Air Force flight mechanic, and he was both a mechanic and driver for the Cooper Car Company’s racing team in F1. He took part in the design of the mid-engine cars that Cooper took to F1 and the Indianapolis 500.
Brabham won the most F1 Championships of any Australian driver before and after him, and in 1962, he established the Brabham racing car brand. In fact, he won his last championship in 1966 driving one of his own cars, which was a considerable success at the time.
His first two victories (1959 and 1960) happened when driving for the Cooper Car Company and one (1966) while driving for the Brabham Racing Organisation.
To this day, Jack Brabham remains the most successful Australian driver in Australian motorsport with an illustrious career after winning three world titles.
Alan Jones
Alan Stanley Jones was born on November 2nd, 1946, in Melbourne, Victoria, Australia and he became the second Australian to win a Formula One World Championship, in 1980.
Here’s more about his performance on the track:
Alan Jones is most known for giving the Williams team the first World Championship after he became champion in 1980. The Williams team is still active today, and Jones is one of the reasons for their continued existence.
He’s also the only Australian driver to have won the Australian Grand Prix in the history of Formula 1 and one of the most successful Australian drivers.
Through his achievements, Alan Jones put Australia back in the spotlight of Formula One, continuing the legacy of Jack Brabham before him.
In conclusion, Australia has had 18 F1 drivers throughout its history. Four of them are most notable now:
Jack Brabham for winning three World Championships
Alan Jones for winning one World Championship
Daniel Ricciardo for being a multiple Grand Prix winner on the 2023 grid
Oscar Piastri for being on the 2023 grid and a new addition to the roster
Checkout the drivers from other countries in our other nationality-based posts:
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https://en.wikipedia.org/wiki/1957_Formula_One_season
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1957 Formula One season
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https://en.wikipedia.org/wiki/1957_Formula_One_season
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11th season of FIA Formula One motor racing
The 1957 Formula One season was the 11th season of FIA Formula One motor racing. It featured the 8th World Championship of Drivers which was contested over eight races between 13 January and 8 September 1957. The season also included nine non-championship races for Formula One cars.
Juan Manuel Fangio driving for Maserati won his fourth consecutive championship. It was his fifth in total, a record that would not be beaten until Michael Schumacher in 2003. Especially in the latter half of the season, Stirling Moss was Fangio's main rival, but the Brit would finish runner-up for the third year in a row.[1]
Excluding the Indianapolis 500, which counted towards the F1 championship although there was very little overlap in contestants, every race was won by a constructor with their own engine. This would not happen again until 2006.
Three Formula One drivers lost their lives this year while racing in other categories. On 14 March, Ferrari driver Eugenio Castellotti suffered a fatal accident when he tested a new chassis for the team at Modena Autodrome. Trying to beat the lap record by Maserati's Jean Behra, he hit a chicane in a bad way and was thrown out of the car. A skull fracture caused his instant death.[2] On 12 May, Ferrari lost another driver: Alfonso de Portago was competing in that year's Mille Miglia when his tire blew and his car spun into the crowd. De Portago was killed along with his co-driver and nine spectators.[3][4][5] Herbert MacKay-Fraser made his debut with BRM in the French Grand Prix but was killed a week later in a sports car race at Reims-Gueux.[6]
The following teams and drivers competed in the 1957 World Championship of Drivers. The list does not include those who only contested the Indianapolis 500.
Entrant Constructor Chassis Engine Tyre Driver Rounds Officine Alfieri Maserati Maserati 250F Maserati 250F1 2.5 L6
Maserati 250F1 2.5 V12 P Juan Manuel Fangio 1–2, 4–8 Stirling Moss 1 Jean Behra 1, 4–8 Carlos Menditeguy 1–2, 4–5 Giorgio Scarlatti 2, 6–8 Harry Schell 2, 4–8 Hans Herrmann 2 Scuderia Ferrari Ferrari 801 Ferrari DS50 2.5 V8 E
P Peter Collins 1–2, 4–6, 8 Luigi Musso 1, 4–8 Eugenio Castellotti 1 Mike Hawthorn 1–2, 4–6, 8 Wolfgang von Trips 1–2, 8 Cesare Perdisa 1 Alfonso de Portago 1 José Froilán González 1 Maurice Trintignant 2, 4–5 Scuderia Centro Sud Maserati 250F Maserati 250F1 2.5 L6 P Harry Schell 1 Jo Bonnier 1, 7–8 Masten Gregory 2, 6–8 André Simon 2 Hans Herrmann 6 Ferrari 500 Ferrari 625 2.5 L4 Alejandro de Tomaso 1 Luigi Piotti Maserati 250F Maserati 250F1 2.5 L6 P Luigi Piotti 1–2, 7–8 Owen Racing Organisation BRM P25 BRM P25 2.5 L4 D Ron Flockhart 2, 4 Roy Salvadori 2 Herbert MacKay-Fraser 4 Jack Fairman 5 Les Leston 5 Connaught Engineering Connaught-Alta B Alta GP 2.5 L4 D Stuart Lewis-Evans 2 Ivor Bueb 2 Cooper Car Company Cooper-Climax T43 Climax FPF 2.0 L4 A
D Jack Brabham 2, 4, 7 Les Leston 2 Mike MacDowel 4 Roy Salvadori 5, 7 T43 Climax FPF 1.5 L4 D Roy Salvadori 6 Vandervell Products Vanwall VW 5 Vanwall 254 2.5 L4 P Stirling Moss 2, 5–8 Tony Brooks 2, 5–8 Stuart Lewis-Evans 4–8 Roy Salvadori 4 H.H. Gould Maserati 250F Maserati 250F1 2.5 L6 D Horace Gould 2, 4–8 Jo Bonnier Maserati 250F Maserati 250F1 2.5 L6 P Jo Bonnier 5 Gilby Engineering Maserati 250F Maserati 250F1 2.5 L6 D Ivor Bueb 5 R.R.C. Walker Racing Team Cooper-Climax T43 Climax FPF 2.0 L4 D Jack Brabham 5 T43 Climax FPF 1.5 L4 D Jack Brabham 6 Bob Gerard Cooper-Bristol T44 Bristol BS2 2.2 L6 D Bob Gerard 5 Bruce Halford Maserati 250F Maserati 250F1 2.5 L6 D Bruce Halford 6–8 Dr Ing F. Porsche KG Porsche RS550 Porsche 547/3 1.5 F4 ? Umberto Maglioli 6 Edgar Barth 6 Ridgeway Management Cooper-Climax T43
T41 Climax FPF 1.5 L4
Climax FWB 1.5 L4 D Tony Marsh 6 Paul England 6 Ecurie Maarsbergen Porsche RS550 Porsche 547/3 1.5 F4 D Carel Godin de Beaufort 6 J.B. Naylor Cooper-Climax T43 Climax FPF 1.5 L4 D Brian Naylor 6 Dick Gibson Cooper-Climax T43 Climax FPF 1.5 L4 D Dick Gibson 6 Francesco Godia Sales Maserati 250F Maserati 250F1 2.5 L6 P Paco Godia 6–8 Ottorino Volonterio Maserati 250F Maserati 250F1 2.5 L6 P Ottorino Volonterio 8 André Simon 8
Pink background denotes F2 entrants to the German Grand Prix
After a year and a half at Mercedes and a season at Ferrari, reigning champion Juan Manuel Fangio returned to his 1953 team, Maserati.
After introducing their first own chassis in the 1956 British Grand Prix, British Racing Motors entered three races in 1957, ahead of their first full-time season in 1958.
Gordini withdrew from Formula One after 1956. Many of their drivers, most notably Robert Manzon, had been involved with the team for multiple years but would quit the sport as well.
Scuderia Ferrari brought back one of their 1955 drivers, Mike Hawthorn.
After the season opener in Argentina, Stirling Moss moved from Maserati to Vanwall, who had not competed in the first race. He was joined by Tony Brooks, in his first full season.
Between the first and second race of the season, Ferrari driver Eugenio Castellotti suffered a fatal accident in testing.[2] Teammate Cesare Perdisa retired from the sport in reaction to the loss. Just two months later, Ferrari lost another driver, Alfonso de Portago, when he crashed in that year's Mille Miglia.[3][4][5] The team brought back one of their 1955 drivers, Maurice Trintignant.
Ex-Vanwall driver Harry Schell joined Maserati from the second race on.
From the French Grand Prix on, Stuart Lewis-Evans joined Vanwall.
After a couple of entries in previous years, Cooper increased their operations to full-time during the season. They signed future champion Jack Brabham and ex-Gilby driver Roy Salvadori, among others.
Round Grand Prix Circuit Date 1 Argentine Grand Prix Autódromo Oscar Alfredo Gálvez, Buenos Aires 13 January 2 Monaco Grand Prix Circuit de Monaco, Monte Carlo 19 May 3 Indianapolis 500 Indianapolis Motor Speedway, Speedway 30 May[a] 4 French Grand Prix Rouen-Les-Essarts, Orival 7 July 5 British Grand Prix Aintree Motor Racing Circuit, Merseyside 20 July 6 German Grand Prix Nürburgring, Nürburg 4 August 7 Pescara Grand Prix Pescara Circuit, Pescara 18 August 8 Italian Grand Prix Autodromo Nazionale di Monza, Monza 8 September
Three rounds on the provisional calendar were cancelled due to the Suez Crisis: the Belgian Grand Prix on 2 June, the Dutch Grand Prix on 16 June and the Spanish Grand Prix on 20 October.[7] The Dutch Grand Prix had been cancelled in 1956 as well. The Pescara Grand Prix was added to the 1957 calendar as a replacement.
The French Grand Prix was moved from Reims-Gueux to Rouen-Les-Essarts for a year.
The British Grand Prix was moved from Silverstone Circuit to Aintree Motor Racing Circuit, in keeping with the event-sharing arrangement between the two circuits.
Fangio chose to switch teams again, joining Maserati before the start of the season. The decision to switch proved to be a masterstroke, with Ferrari's line-up of Peter Collins, Eugenio Castellotti and the returning Mike Hawthorn failing to win a race. Castellotti and Alfonso de Portago were killed during the season (neither in Formula One crashes), making this a truly disastrous year for Ferrari.
The man Fangio replaced at Maserati, Stirling Moss, moved to Vanwall, a team beginning to fulfill their promise. Between them, Fangio and Moss won every championship race of the season except the Indianapolis 500, with Fangio taking four victories to Moss' three. Fangio's drive at the Nürburgring, where he overtook Collins and Hawthorn on the penultimate lap after a pit stop had put him nearly a minute behind, is regarded as a particularly notable one.[citation needed]
At the end of the year, it was announced Fangio would not return for another season. Maserati also pulled out, citing financial reasons. This was also the final year in which points were awarded for shared drives.
The first race of the season was in January at the Buenos Aires Autodrome in Argentina's capital city. Briton Moss took pole ahead of Fangio, Behra, and Ferrari drivers Castellotti, Collins, Musso, and Hawthorn. At the start of the race, Behra took the lead from Fangio and Castellotti. Moss was taken by surprise, and a juddering start damaged the throttle mechanism, and he pitted at the end of the first lap. While Moss sat in the pits, Castellotti led but was then overtaken by Behra. Soon afterwards, Collins worked his way to the front, but within a few laps, he was in trouble with his clutch and had to pit. This left Behra in the lead again, but Fangio soon passed him. Castelotti had lost his third position after a spin, so now Hawthorn was leading the charge, although both he and Musso would retire after a while with clutch problems. Castellotti remained the only challenge to the Maseratis at the front, but his race ended when a wheel fell off with 24 laps to go. Menditeguy and Schell were promoted to third and fourth when Castellotti went out, so Maserati started the season by romping home with a 1-2-3-4 result, with Fangio winning his 4th Argentine Grand Prix in a row ahead of Behra.
Argentina '57 would be Castellotti's last Grand Prix. He was killed testing a Ferrari at the Modena Aerodrome in March. A non-championship race was held in Syracuse on the southern Italian island of Sicily; Peter Collins won this race for Ferrari. The Pau Grand Prix, held on the city streets of the southwestern French town of Pau, was won by home favourite Behra in a Maserati, while on the same day, the Glover Trophy at the Goodwood circuit in southern England was won by Briton Stuart Lewis-Evans in a Connaught-Alta. Six days after these two events, Collins won the Naples Grand Prix. Another works Ferrari driver, Spaniard Alfonso de Portago, was killed in May while contesting the Mille Miglia sportscar race in Italy for Ferrari.
Four months after the Argentine round and several non-championship races, the teams assembled in Monaco for the second championship round of the season. Moss had joined Vanwall from Maserati, driving a car designed by Colin Chapman and financed by Tony Vandervell, a wealthy British industrialist, leaving Fangio as the undisputed team leader at Maserati. Fangio took pole position. However, Moss took the lead at the first corner with Fangio behind him, but on the second lap, Collins got ahead of the Argentine driver. Moss went off and crashed at the chicane on lap 4, and Collins swerved to avoid the crash and ended up hitting a stone wall. Fangio managed to get through without a problem, and Brooks braked hard only to be rammed from behind by Hawthorn. Only Brooks could keep going, but he was five seconds behind Fangio by the time he was up to speed again. Von Trips was third, with Menditeguy fourth and Schell fifth. Menditeguy would have to stop early for new tyres after hitting a curb, so Schell moved to fourth until his suspension broke. Brabham was next in the little Cooper with Trintignant chasing him, but the Frenchman soon dropped away with a stop to cure a misfire. After several retirements, Australian Jack Brabham was up to third, but a fuel pump failure left him to push the car to the line. He was classified sixth, and Fangio won again ahead of Brooks, Masten Gregory in a Maserati, Lewis-Evans, and Trintignant.
The Indianapolis 500 was the 3rd round of the championship, but since that race was not run to Formula One rules, no competitors who raced in Formula One raced at the Indy 500, and vice versa. The Belgian and Dutch Grands Prix, scheduled for 2 and 16 June, were both cancelled because of disputes over money affected by the Suez crisis in Egypt. This resulted in a six-week break between Monaco and the French GP, which was to be held at the Rouen-Les-Essarts public road circuit in northern France, extended from its previous layout used in 1952.
In practice, Fangio was fastest, with Behra and Musso alongside on the front row. Behind them were Schell and Collins, with the third row consisting of Salvadori, Hawthorn, and Trintignant. Behra went into the lead at the start, but Musso soon got ahead. Fangio followed in third, with Collins and Schell giving chase. Then came a fast-starting McKay-Fraser. Fangio worked his way past Behra on the second lap and took Musso for the lead on lap four. BRM suffered a setback when Flockhart seriously damaged his car in a high-speed accident, although he himself was not hurt. Collins worked his way past Behra, and the order remained unchanged at the front all the way to the flag, with Fangio winning from Musso and Collins. Behra slipped behind Hawthorn, allowing the Englishman to give the Lancia-Ferraris a 2-3-4 finish behind Fangio. McKay-Fraser's promising run ended with a transmission failure at one-third distance, but the American would not be seen again in Formula 1. He was to die a few days later in the annual Formula 2 race at the Reims public road circuit before the Reims Grand Prix, which Musso won in a Lancia-Ferrari.
The British Grand Prix was held at the Aintree circuit in Liverpool instead of at the Silverstone circuit between London and Birmingham the previous year. The Aintree circuit was located in the middle of the horse-racing course where the famous Grand National was held. Both Vanwall drivers missed the French Grand Prix and were back in action for their home race. This was to be a landmark race for British motorsports. At the start of the race, Behra took off into the lead with Moss in hot pursuit, and the Englishman emerged ahead at the end of the lap, to the delight of the partisan crowd. Brooks was third, with Hawthorn fourth and Collins fifth. There were four British drivers in the top five positions. Then came Schell, Musso, and Fangio. Moss was able to build up his lead, but the car began to sound rough, and he pitted. Behra took the lead with Brooks behind him, but the second Vanwall driver was soon called into the pits to give his car to Moss, who re-joined in ninth position. He began to work his way through the field. Behra remained ahead, with Hawthorn unable to challenge him. Then came Lewis-Evans and Collins. Moss was quickly back up to fifth. The field was thinned out by a series of mechanical failures, including Fangio and Collins. Moss caught Lewis-Evans, but on lap 69, the whole race changed when Behra's clutch exploded. Hawthorn ran over some of the wreckage and suffered a puncture. Lewis-Evans took the lead but was passed almost immediately by Moss. The dream of a Vanwall 1–2 was punctured when Lewis-Evans suffered a broken throttle linkage which dropped him to seventh place. Moss duly won the race, claiming the first World Championship victory for a British car. Musso was second, with Hawthorn third.
The Caen Grand Prix, another important non-championship Formula One race held in the town of Caen in northern France (further west of Rouen), held between the British and German Grands Prix, was won by Behra in a BRM.
At the Nürburgring in Germany, the field was as expected, with Lancia-Ferrari fielding Mike Hawthorn, Peter Collins, and Luigi Musso and Maserati running Juan Manuel Fangio, Jean Behra, and Harry Schell in their leading cars. The field was bolstered for the first time by Formula 2 machinery, which included a trio of Porsches and various Cooper-Climaxes; the length of the circuit allowed for these cars to run alongside each other.
Pole position went to Fangio, with Hawthorn, Behra, and Collins completing the front row. Then came Brooks, Schell, and Moss. At the start, Hawthorn and Collins went into a battle for the lead, with Fangio and Behra giving chase. On the third lap, Fangio passed Collins and soon took the lead. Collins then passed Hawthorn and chased after Fangio, but the Argentine driver was edging gradually away. A slow mid-race pit stop lasting 1 minute and 18 seconds (originally supposed to be 30 seconds) dropped Fangio one minute behind the two Lancia-Ferraris, but he chased back hard, broke the lap record ten times, and passed first Collins and then Hawthorn on the penultimate lap. Fangio thus won the race and his fifth World title.
Main article: 1957 Pescara Grand Prix
The cancellation of the Belgian and Dutch Grands Prix earlier in the season enabled the FIA to include the Coppa Acerbo Pescara Grand Prix in the World Championship for the first time, although it had been contested since 1924. It was held during the 1930s Grand Prix days of Mercedes, Auto Union, and Alfa Romeo and continued as a non-championship race throughout the 1950s. The 25.6 kilometres (15.9 mi) public road circuit, the longest ever used for a Formula One race (even longer than the Nürburgring), was very dangerous. Practice was limited, and Enzo Ferrari did not bother to send cars for Mike Hawthorn and Peter Collins, partly because the World Championship had already been won by Juan Manuel Fangio and partly in protest against the Italian government's moves to ban road racing following Alfonso de Portago's accident earlier in the year in the Mille Miglia. Luigi Musso managed to convince Ferrari to lend him a car and entered the race as a privateer.
Maserati's Fangio set the fastest time in qualifying, with Stirling Moss second in his Vanwall. Musso was third. The second row of the 3-2-3 grid featured the Maseratis of Jean Behra and Harry Schell, while row three had Vanwall's Tony Brooks and Stuart Lewis-Evans split by the Scuderia Centro Sud Maserati of Masten Gregory.
The weather was hot, at the start, Musso took the lead. Maserati privateer Horace Gould hit a mechanic who was slow to get off the grid. Vanwall's challenge was blunted when Brooks retired with mechanical troubles on the first lap. Moss took the lead from Musso on lap two, but the two cars remained together. Fangio ran third, but the field thinned out quickly as the hot temperatures took their toll, with Lewis-Evans losing nearly a lap because of two tyre failures and Behra suffering an engine failure. On lap 10, Musso disappeared when his engine blew, the oil causing Fangio to have a spin which damaged one of his wheels. By the time Fangio re-joined, Moss was un-catchable. Moss's lead was even able to stop for a drink and to have his oil topped up, and he won the race ahead of Fangio. Schell finished third, with Gregory fourth and Lewis-Evans grabbing fifth at the end of the race from the fourth Maserati factory driver Giorgio Scarlatti. The Coppa Acerbo was never again used for a Formula One championship race; the race was last held in 1961 as a sportscar race.
The Italian Grand Prix at Monza was held only on the road circuit without the poorly constructed concrete banking this year, as it had caused problems for the Italian constructors the year before. The track was very like the Monza of today, although without the chicanes. Ferrari was back in action for this most important of Italian races after boycotting Pescara. So it was a three-way fight between the Lancia-Ferraris, the Maseratis, and the Vanwalls. The British cars were strong, with pole position going to Stuart Lewis-Evans with Stirling Moss and Tony Brooks alongside him. Juan Manuel Fangio put his Maserati on the outside of the 4-3-4 grid while his teammates Jean Behra and Harry Schell shared row two with Peter Collins's Lancia-Ferrari. There were three more cars on row three with Wolfgang von Trips, Luigi Musso, and Mike Hawthorn alongside the Scuderia Centro Sud Maserati of Masten Gregory.
Although the Vanwalls went away from the grid at the front, Behra moved up to second on the first lap. Fangio attached himself to the train of cars ahead of him, and the five began to pull away from the rest of the field while indulging in a traditional Monza slipstreaming battle which saw the lead constantly changing between Moss and Behra. On lap seven, Fangio took the lead, but he was soon toppled in favour of Moss, Brooks, and then Lewis-Evans. On lap 20, Brooks dropped out of the fight with a sticking throttle. Then Lewis-Evans ran into trouble and pitted. This left Moss in the lead with Fangio and Behra behind him, although Behra would pit soon afterwards for new tyres. This moved Schell into third place, but he disappeared with an oil leak which meant that third was passed on to Collins. At two-thirds distance, Collins ran into engine trouble and pitted. This promoted Hawthorn to third, but a split fuel pipe dropped him to sixth in the closing laps, leaving third place to Von Trips.
Three more non-championship races were held, all of which were won by Jean Behra. The BRDC International Trophy at Silverstone in England, Jean Behra won driving a BRM; the Modena Grand Prix at the Modena Aerodrome (where Eugenio Castellotti had been killed previously) and the Moroccan Grand Prix at the Ain-Diab public road circuit in Casablanca, both won in a Maserati.
All seven FIA-mandated championship races had been won by two drivers in 1957: Argentine Juan Manuel Fangio and Briton Stirling Moss. Although Moss took over an ill Tony Brooks's car during the British Grand Prix, he won with it on the road at that event.
Round Grand Prix Pole position Fastest lap Winning driver Winning constructor Report 1 Argentine Grand Prix Stirling Moss Stirling Moss Juan Manuel Fangio Maserati Report 2 Monaco Grand Prix Juan Manuel Fangio Juan Manuel Fangio Juan Manuel Fangio Maserati Report 3 Indianapolis 500 Pat O'Connor Jim Rathmann Sam Hanks Epperly-Offenhauser Report 4 French Grand Prix Juan Manuel Fangio Luigi Musso Juan Manuel Fangio Maserati Report 5 British Grand Prix Stirling Moss Stirling Moss Tony Brooks
Stirling Moss Vanwall Report 6 German Grand Prix Juan Manuel Fangio Juan Manuel Fangio Juan Manuel Fangio Maserati Report 7 Pescara Grand Prix Juan Manuel Fangio Stirling Moss Stirling Moss Vanwall Report 8 Italian Grand Prix Stuart Lewis-Evans Tony Brooks Stirling Moss Vanwall Report
All Grand Prix races were run for Formula One cars, while the Indianapolis 500 was run for USAC National Championship cars and also counted towards the 1957 USAC Championship. The ongoing Suez crisis, which affected oil tankers delivering oil to their respective countries, affected several countries, such as the Netherlands, Belgium, and Spain. These countries were to each have Grands Prix, but they were all cancelled because of the very high oil prices in those countries.[8]
Points were awarded to the top five classified finishers, with an additional point awarded for setting the fastest lap, regardless of finishing position or even classification. Only the best five results counted towards the championship. Formula 2 cars competing in Grands Prix were not eligible for Championship points. Shared drives result in shared points for each driver if they finished in a points-scoring position, except if the driver was deemed to have completed "insufficient distance" in the finishing car (e.g. Peter Collins at the British Grand Prix). If more than one driver set the same fastest lap time, the fastest lap point would be divided equally between the drivers. Numbers without parentheses are championship points; numbers in parentheses are total points scored. Points were awarded in the following system:
Position 1st 2nd 3rd 4th 5th FL Race 8 6 4 3 2 1 Source:[9]
Pos. Driver ARG
MON
500
FRA
GBR
GER
PES
ITA
Pts. 1 Juan Manuel Fangio 1 1 1 Ret 1 2 (2) 40 (46) 2 Stirling Moss 8 Ret 1† / Ret† 5 1 1 25 3 Luigi Musso Ret 2 2 4 Ret 8 16 4 Mike Hawthorn Ret Ret† / Ret 4 3 2 6 13 5 Tony Brooks 2 1† / Ret† 9 Ret 7 11 6 Masten Gregory 3 8 4 4 10 7 Harry Schell 4 Ret† / Ret 5 Ret 7 3 5† / Ret 10 8 Sam Hanks 1 8 9 Peter Collins 6† / Ret Ret 3 Ret / 4†‡ 3 Ret 8 10 Jim Rathmann 2 7 11 Jean Behra 2 6 Ret 6 Ret Ret 6 12 Stuart Lewis-Evans 4 Ret 7 Ret 5 Ret 5 13 Maurice Trintignant 5 Ret 4† 5 14 Wolfgang von Trips 6† Ret† 3 4 15 Carlos Menditeguy 3 Ret Ret Ret 4 16 Jimmy Bryan 3 4 17 Paul Russo 4 3 18 Roy Salvadori DNQ Ret 5 Ret1 Ret 2 19 Andy Linden 5 2 20 Giorgio Scarlatti Ret† 10 6 5† 1 21 Alfonso de Portago 5† 1 22 José Froilán González 5† 1 — Jack Brabham 6 7† / Ret Ret Ret1 7 0 — Johnny Boyd 6 0 — Bob Gerard 6 0 — Cesare Perdisa 6† 0 — Jo Bonnier 7 Ret Ret Ret 0 — Marshall Teague 7 0 — Mike MacDowel 7† 0 — Ivor Bueb Ret 8 0 — Pat O'Connor 8 0 — Paco Godia Ret Ret 9 0 — Alejandro de Tomaso 9 0 — Bob Veith 9 0 — Luigi Piotti 10 DNQ Ret Ret 0 — Horace Gould Ret Ret DNS Ret Ret 10 0 — Gene Hartley 10 0 — Bruce Halford 11 Ret Ret 0 — Jack Turner 11 0 — Ottorino Volonterio 11† 0 — André Simon DNQ 11† 0 — Johnny Thomson 12 0 — Bob Christie 13 0 — Chuck Weyant 14 0 — Tony Bettenhausen 15 0 — Johnnie Parsons 16 0 — Don Freeland 17 0 — Ron Flockhart Ret Ret 0 — Hans Herrmann DNQ Ret 0 — Les Leston DNQ Ret 0 — Eugenio Castellotti Ret 0 — Jimmy Reece Ret 0 — Don Edmunds Ret 0 — Johnnie Tolan Ret 0 — Al Herman Ret 0 — Fred Agabashian Ret 0 — Eddie Sachs Ret 0 — Mike Magill Ret 0 — Eddie Johnson Ret 0 — Bill Cheesbourg Ret 0 — Al Keller Ret 0 — Jimmy Daywalt Ret 0 — Ed Elisian Ret 0 — Rodger Ward Ret 0 — Troy Ruttman Ret 0 — Eddie Russo Ret 0 — Elmer George Ret 0 — Herbert MacKay-Fraser Ret 0 — Jack Fairman Ret 0 Drivers ineligible for Formula One points because they drove with Formula Two cars — Edgar Barth 12 — Brian Naylor 13 — Carel Godin de Beaufort 14 — Tony Marsh 15 — Umberto Maglioli Ret — Paul England Ret — Dick Gibson Ret Pos. Driver ARG
MON
500
FRA
GBR
GER
PES
ITA
Pts.
Key Colour Result Gold Winner Silver Second place Bronze Third place Green Other points position Blue Other classified position Not classified, finished (NC) Purple Not classified, retired (Ret) Red Did not qualify (DNQ) Did not pre-qualify (DNPQ) Black Disqualified (DSQ) White Did not start (DNS) Race cancelled (C) Blank Did not practice (DNP) Excluded (EX) Did not arrive (DNA) Withdrawn (WD) Did not enter (cell empty) Text formatting Meaning Bold Pole position Italics Fastest lap
Italics indicate the fastest lap (1 point awarded – point shared equally between drivers sharing fastest lap)
Bold indicates pole position
† Position shared between more drivers of the same car
‡ Too few laps driven to receive points
Only the best five results counted towards the championship. Numbers without parentheses are championship points; numbers in parentheses are total points scored.
1 – Ineligible for Formula One points because he drove a Formula Two car.
The following Formula One races, also held in 1957, did not count towards the World Championship of Drivers.
Race name Circuit Date Winning driver Constructor Report VII Gran Premio di Siracusa Syracuse 7 April Peter Collins Lancia-Ferrari Report XVII Pau Grand Prix Pau 22 April Jean Behra Maserati Report V Glover Trophy Goodwood 22 April Stuart Lewis-Evans Connaught-Alta Report X Gran Premio di Napoli Posillipo 28 April Peter Collins Lancia-Ferrari Report II Grand Prix de Reims Reims 14 July Luigi Musso Lancia-Ferrari Report V Grand Prix de Caen Caen 28 July Jean Behra BRM Report IX BRDC International Trophy Silverstone 14 September Jean Behra BRM Report V Gran Premio di Modena Modena 22 September Jean Behra Maserati Report VI Grand Prix de Maroc Ain-Diab 27 October Jean Behra Maserati Report
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[
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2018-07-02T11:15:47+00:00
|
The Pirelli Pole Position Award in Austria was presented by a driver inextricably linked to the Italian firm's Formula 1 history
|
it
|
https://www.pirelli.com/global/en-ww/assets/resources/gfx/favicon.ico
|
https://www.pirelli.com/global/en-ww/race/racingspot/nelson-s-column-51588/
|
From Austria with love
“I don't actually come to many races anymore,” says Nelson Piquet. “I'll maybe go to a couple more at the end of the season, but it really doesn't happen a lot.”
So this made it an even bigger honour to welcome the three-time world champion as a presenter of the Pirelli Pole Position Award in Austria, handing over an engraved ultrasoft wind tunnel tyre to Valtteri Bottas – who took his first pole position of the season.
“I never won here myself, but I think I took pole,” remembers Nelson (more than once actually: he was on pole in 1982 at the Osterreichring in the Brabham BT50, again in 1984 with the Brabham BT53, then a third time in 1987 with the Williams FW11B). “I'm not sure I was ever on the podium though...”
In that respect, Nelson is wrong: he finished on the Austria podium no fewer than four times, but a hallmark of most drivers who have tasted so much success over the years is an inability to remember their lesser triumphs.
Some, however, stick permanently in the mind. And one of them is Nelson's 23rd and last victory, at the 1991 Canadian Grand Prix. From eighth on the grid, Nelson sealed a remarkable victory in his Pirelli-equipped Benetton – which would be the last for the Italian firm of the previous era, before it returned in 2011.
Adding to Pirelli's success in Canada was second place for Stefano Modena in the Tyrrell-Honda – from ninth on the grid. And Pirelli also came very close to claiming the final win of its previous era, at the 1991 Australian Grand Prix.
In a deluge, Nelson was benefitting from Pirelli rain tyres to close in relentlessly on Ayrton Senna as their rivals skated off the track, but Senna managed to get the race stopped after 16 laps, and the results were declared after 14 laps. It remains the shortest grand prix in history.
From the last to the first
In any case, Canada wasn't Nelson's only victory with Pirelli. As well as sealing the last win of the previous Pirelli era, he also took the first. That happened at the 1985 French Grand Prix in Paul Ricard, when the Brazilian reeled in Keke Rosberg and Ayrton Senna. Driving for Brabham (in the spare car, after his race car developed a gear selection problem on the warm-up lap), Nelson claimed Pirelli's first Formula 1 victory since Stirling Moss won in a Vanwall at Monza in 1957.
So the Brazilian is probably more intertwined with Pirelli's Formula 1 history than any other driver. Having him present the Pirelli Pole Position Award in Austria closes the circle, another chapter in the remarkable story that links the name Piquet with that of Pirelli.
Yet while Nelson may not get to that many races – he has a burgeoning business empire in Brazil to look after – the Piquet name is still very much present at grand prix weekends.
That's thanks to 19-year-old Pedro Piquet, who is a frontrunner in the GP3 Series (which has also used Pirelli tyres, since 2010). Pedro, driving for the Trident team in his father's familiar red and white helmet colours, also had a strong weekend in the red and white land of Austria.
A place in history
The Pirelli Pole Position Award was inaugurated at the start of this year, with some of the star names presenting the award including Sir Jackie Stewart and Carlos Sainz Senior. Up to Austria, the only recipients had been Lewis Hamilton, Sebastian Vettel and Daniel Ricciardo (once). Mercedes now enjoys the distinction of being the only team to have claimed pole position with both drivers so far in 2018.
The Anglo-German squad has dominated since the start of the hybrid era in 2014, cleaning up every title, but one of the remarkable things to remember about Nelson Piquet is that he is the only driver to have won the F1 title twice with a team that did not win the constructor's championship in the same years – a sign of just how competitive Nelson was behind the wheel, despite a laid-back exterior and a reputation for frequently falling asleep.
And he continued to challenge himself, with the biggest crash of his career coming after he had quit F1, in practice for the 1992 Indy 500. But he remained undeterred. His very last race was actually as recently as 2006, when he won the famous Mil Milhas in Brazil with an Aston Martin DBR9, aged 54.
After that, exhausted, he said he'd never drive a racing car in competition again. He kept his word.
|
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4902
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dbpedia
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1
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https://www.racefans.net/2022/04/10/2022-australian-grand-prix-championship-points/
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en
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2022 Australian Grand Prix championship points
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[
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2022-04-10T00:00:00
|
Charles Leclerc leads the drivers championship by 34 points ahead of George Russell while Max Verstappen falls to sixth place.
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en
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RaceFans
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https://www.racefans.net/2022/04/10/2022-australian-grand-prix-championship-points/
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4902
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dbpedia
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0
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https://kids.kiddle.co/Stirling_Moss
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Stirling Moss facts for kids
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Learn Stirling Moss facts for kids
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/images/wk/favicon-16x16.png
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https://kids.kiddle.co/Stirling_Moss
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Sir Stirling Craufurd Moss OBE (17 September 1929 – 12 April 2020) was a British Formula One driver. An inductee into the International Motorsports Hall of Fame, he won 212 of the 529 races he entered across several different motorsports competitions and has been described as "the greatest driver never to win the Formula One World Championship". In a seven-year span between 1955 and 1961 Moss finished in second place four times and in third place three times.
Early life
Moss was born in London to amateur racing drivers Alfred and Aileen Moss (née Craufurd). His grandfather was Jewish and from a family that changed their surname from Moses to Moss. He was brought up at Long White Cloud house on the south bank of the River Thames. His father was an amateur racing driver, who had come 16th in the 1924 Indianapolis 500, and his mother had also been involved in motorsport, entering into hillclimbs at the wheel of a Singer Nine. Moss was a gifted horse rider, as was his younger sister, Pat Moss, who went on to become a successful rally driver.
Moss was educated at several independent schools: Shrewsbury House School, Clewer Manor Junior School and Haileybury and Imperial Service College. He disliked school and did not get good grades. At Haileybury, he was subjected to anti-semitic bullying due to his Jewish roots. He concealed the bullying from his parents and used it as "motivation to succeed". Moss received his first car, an Austin 7, from his father at the age of nine and drove it on the fields around Long White Cloud. He purchased his own car at age 15 after he obtained a driving licence.
Racing career
Moss raced from 1948 to 1962, winning 212 of the 529 races he entered, including 16 Formula One Grands Prix. He competed in as many as 62 races in one year and drove 84 different makes of car over the course of his career. He preferred to race British cars, stating: "It is better to lose honourably in a British car than to win in a foreign one." At Vanwall, he was instrumental in breaking the German and Italian stranglehold on F1. He kept his record of the most Formula One Grands Prix victories by an English driver until 1991, when Nigel Mansell overtook him.
1948–1954
Moss began his career at the wheel of his father's 328 BMW, DPX 653. Moss was one of the Cooper Car Company's first customers, using winnings from competing in horse-riding events to pay the deposit on a Cooper 500 in 1948. He then persuaded his father, who opposed his son's racing career and wanted him to become a dentist, to let him buy it. He soon demonstrated his natural talent and ability with numerous wins at both the national and international levels, and continued to compete in Formula Three, with Coopers and Kiefts, after he had progressed to more senior categories.
His first major international race victory came on the eve of his 21st birthday at the wheel of a Jaguar XK120 in the 1950 RAC Tourist Trophy in Northern Ireland. He went on to win the race six more times, in 1951 (with a Jaguar C-Type), 1955 (with a Mercedes-Benz 300 SLR), 1958 and 1959 (with an Aston Martin DBR1), and 1960 and 1961 (with a Ferrari 250 GT). Enzo Ferrari, the founder of Ferrari, approached Moss and offered him a Formula Two car to drive at the 1951 Bari Grand Prix before a full-season in 1952. Moss and his father went to Apulia only to find out that the Ferrari car was to be driven by Piero Taruffi and were incensed.
Also a competent rally driver, Moss was one of three people to have won a Coupe d'Or for three consecutive penalty-free runs on the Alpine Rally. He finished second in the 1952 Monte Carlo Rally; driving a Sunbeam-Talbot 90 with Desmond Scannell and John Cooper as his co-drivers.
In 1954, he became the first non-American to win the 12 Hours of Sebring, sharing the Cunningham team's 1.5-liter O.S.C.A. MT4 with Bill Lloyd.
In 1953 Mercedes-Benz racing boss Alfred Neubauer had spoken to Moss's manager, Ken Gregory, about the possibility of Moss's joining Mercedes. Having seen him do well in a relatively uncompetitive car, and wanting to see how he would perform in a better one, Neubauer suggested that Moss buy a Maserati for the 1954 season. He bought a Maserati 250F, and although the car's unreliability prevented him from scoring high amounts of points in the 1954 Drivers' Championship, he qualified alongside the Mercedes front runners several times and performed well in the races. He achieved his first Formula One victory when he won the Oulton Park International Gold Cup.
In the Italian Grand Prix he passed both drivers who were regarded as the best in Formula One at the time – Juan Manuel Fangio in his Mercedes and Alberto Ascari in his Ferrari – and took the lead of the race. Ascari retired with engine problems, and Moss led until lap 68, when his engine also failed. Fangio took the victory, and Moss had to push his Maserati to the finish line. Neubauer, already impressed when Moss had tested a Mercedes-Benz W196 at Hockenheim, promptly signed him for the 1955 season.
1955
Moss's first World Championship victory came at the 1955 British Grand Prix, a race he was also the first British driver to win. Leading a 1–2–3–4 finish for Mercedes, it was the first time he had beaten Fangio, his teammate, rival, friend and mentor. It has been suggested that Fangio allowed Moss to win in front of his home crowd. Moss himself asked Fangio this repeatedly, and Fangio would always reply with: "No. You were just better than me that day." The same year, Moss also won the RAC Tourist Trophy, the Targa Florio (with Peter Collins) and the Mille Miglia.
Mille Miglia
In 1955 Moss won Italy's one-thousand-mile Mille Miglia road race, an achievement that Doug Nye described as the "most iconic single day's drive in motor racing history". His co-driver was motor racing journalist Denis Jenkinson, who prepared a set of pace notes for Moss, and the two completed the race in ten hours and seven minutes. Motor Trend headlined it as "The Most Epic Drive Ever". Before the race, he had taken a pill given to him by Fangio, and he has commented that although he did not know what was in it: "Dexedrine and Benzedrine were commonly used in rallies. The object was simply to keep awake, like wartime bomber crews." After the win, he spent the night and the following day driving his girlfriend to Cologne.
1956–1962
Moss won the Nassau Cup at the 1956 and 1957 Bahamas Speed Week. Also in 1957 he won on the longest circuit ever to hold a Formula One Grand Prix, the 25 km (16 mi) Pescara Circuit, where, yet again, he demonstrated his mastery in long-distance racing. The event lasted three hours and Moss beat Fangio, who started from pole position, by approximately 3 minutes.
In 1958, Moss's forward-thinking attitude made waves in the racing world. Moss won the first race of the season in a rear-engined F1 car, which became the common design by 1961. At Monza that year, he raced in the Maserati 420M in the Race of Two Worlds, the first single-seater car in Europe to be sponsored by a non-racing brand – the Eldorado Ice Cream Company. This was the first case in Europe of contemporary sponsorship, with the ice-cream maker's colors replacing the ones assigned by the FIA.
Moss's sporting attitude cost him the 1958 Formula One World Championship. When rival Mike Hawthorn was threatened with a penalty after the Portuguese Grand Prix, Moss defended him. Hawthorn was accused of reversing on the track after spinning and stalling his car on an uphill section. Moss had shouted advice to Hawthorn to steer downhill, against traffic, to bump-start the car. Moss's quick thinking, and his defence of Hawthorn before the stewards, preserved Hawthorn's 6 points for finishing in second place. Hawthorn went on to beat Moss for the championship title by one point, even though he had won only one race that year to Moss's four. Moss's loss in the championship could also be attributed to an error in communication between his pit crew and the driver at one race. A point was given for the fastest lap in each race, and the crew signaled "HAWT REC", meaning that Hawthorn had set a record lap. Moss read this as "HAWT REG" and thought that Hawthorn was making regular laps, so did not try to set a fast lap. The crew was supposed to signal the time of the lap, so Moss would know what he had to beat.
Moss was as gifted in sports cars as in Grand Prix cars. To his victories in the Tourist Trophy, the Sebring 12 Hours and the Mille Miglia he added three consecutive wins from 1958 to 1960 in the 1000 km Nürburgring, the first two in an Aston Martin (in which he did most of the driving), and the third in a Maserati Tipo 61, co-driving with Dan Gurney. The pair lost time when an oil hose blew off, but despite the wet-weather, they made up the time and took first place.
In the 1960 Formula One season, Moss won the Monaco Grand Prix in Rob Walker's Coventry-Climax-powered Lotus 18. Seriously injured in an accident at the Burnenville curve during practice for the Belgian Grand Prix, he missed the next three races but recovered sufficiently to win the final one of the season, the United States Grand Prix.
For the 1961 Formula One season, run under new 1.5-litre rules, Enzo Ferrari fielded the Ferrari 156 with an all-new V6 engine. Moss's Climax-engined Lotus was comparatively underpowered, but he won the 1961 Monaco Grand Prix by 3.6 seconds, beating the Ferraris of Richie Ginther, Wolfgang von Trips, and Phil Hill, and he went on to win the 1961 German Grand Prix.
In 1962, he crashed his Lotus in the Glover Trophy. The accident put him in a coma for a month, and for six months the left side of his body was paralysed. He recovered, but retired from professional racing after a test session in a Lotus 19 the following year, when he lapped a few tenths of a second slower than before. He felt that he had not regained his instinctive command of the car after recovering from the coma. He had been runner-up in the Drivers' Championship four years in a row, from 1955 to 1958, and third from 1959 to 1961.
Speed records
1950
At the Autodrome de Montlhéry, a steeply banked oval track near Paris, Moss and Leslie Johnson took turns at the wheel of the latter's Jaguar XK120 to average 107.46 mph (172.94 km/h) for 24 hours, including stops for fuel and tyres. Changing drivers every three hours, they covered a total of 2,579.16 miles (4,150.76 km). It was the first time a production car had averaged over 100 mph (160.93 km/h) for 24 hours.
1952
Revisiting Montlhéry, Moss was one of a four-driver team, led by Johnson, who drove a factory-owned Jaguar XK120 fixed-head coupé for 7 days and nights at the French track. Moss, Johnson, Bert Hadley and Jack Fairman averaged 100.31 mph (161.43 km/h) to take four World records and five International Class C records, and covered a total of 16,851.73 mi (27,120.23 km).
1957
In August Moss broke five International Class F records in the purpose-built MG EX181 at Bonneville Salt Flats. The streamlined, supercharged car's speed for the flying kilometer was 245.64 mph (395.32 km/h), which was the average of two runs in opposite directions.
Broadcasting career
Away from driving, in 1962 he acted as a colour commentator for ABC's Wide World of Sports for Formula One and NASCAR races. He eventually left ABC in 1980. Moss narrated the official 1988 Formula One season review along with Tony Jardine.
Moss also narrated the popular children's series Roary the Racing Car, which stars Peter Kay.
Return to racing
Although ostensibly retired from racing since 1962, Moss did make a number of one-off appearances in professional motorsport events in the following two decades. He also competed in the 1974 London-Sahara-Munich World Cup Rally in a Mercedes-Benz, but retired from the event in the Algerian Sahara. The Holden Torana he shared with Jack Brabham in the 1976 Bathurst 1000 was hit from behind on the grid and eventually retired with engine failure. Moss, at the wheel of the Torana when the V8 engine let go, was criticised by other drivers for staying on the racing line for over 2/3 of the 6.172 km long circuit while returning to the pits as the car was dropping large amounts of oil onto the road. He also shared a Volkswagen Golf GTI with Denny Hulme in the 1979 Benson & Hedges 500 at Pukekohe Park Raceway in New Zealand.
In 1980 he made a comeback to regular competition, in the British Saloon Car Championship with the works-backed GTi Engineering Audi team. For the 1980 season Moss was the team's number-two driver to team co-owner Richard Lloyd. For the 1981 season Moss stayed with Audi, as the team moved to Tom Walkinshaw Racing management, driving alongside Martin Brundle.
Throughout his retirement he raced in events for historic cars, driving on behalf of and at the invitation of others, as well as campaigning his own OSCA FS 372 and other vehicles. In 2004, as part of its promotion for the new SLR, Mercedes-Benz reunited Moss with the 300 SLR "No. 722" in which he won the Mille Miglia nearly 50 years earlier. One reporter who rode with Moss that day noted that the 75-year-old driver was "so good ... that even old and crippled [he was] still better than nearly everyone else". On 9 June 2011 during qualifying for the Le Mans Legends race, Moss announced on Radio Le Mans that he had finally retired from racing, saying that he had scared himself that afternoon. He was 81.
Post-racing career
Lister Cars announced the building for sale of the Lister Knobbly Stirling Moss at the Royal Automobile Club in London in June 2016. The car is built to the exact specification of the 1958 model, is the only magnesium-bodied car in the world, and is the only car that was ever endorsed by Moss. Brian Lister invited Moss to drive for Lister on three separate occasions, at Goodwood in 1954, Silverstone in 1958 and at Sebring in 1959, and to celebrate these races, 10 special-edition lightweight Lister Knobbly cars are being built. The company announced that the cars will be available for both road and race use, and Moss would personally be handing over each car.
Honours
In 1990, Moss was inducted into the International Motorsports Hall of Fame.
In the New Year Honours 2000 List, Moss was made a Knight Bachelor for services to motor racing. On 21 March 2000, he was knighted by Prince Charles, standing in for the Queen, who was on an official visit to Australia.
He received the 2005 Segrave Trophy.
In 2006, Moss was awarded the FIA gold medal in recognition of his outstanding contribution to motorsport.
In December 2008, McLaren-Mercedes unveiled their final model of the Mercedes-Benz SLR McLaren. The model was named in honour of Moss, hence, Mercedes McLaren SLR Stirling Moss, which has a top speed of 217 mph (349 km/h) with wind deflectors instead of a windscreen.
In 2016, in an academic paper that reported a mathematical modelling study that assessed the relative influence of driver and machine, Moss was ranked the 29th best Formula One driver of all time.
Following Moss's death, the Kinrara Trophy race at the Goodwood Revival meeting was renamed in his honour. It is a race for GT cars that competed before 1963.
Biographies
In 1957, Moss published an autobiography called In the Track Of Speed, first published by Muller, London. In 1963, motorsport author and commentator Ken Purdy published a biographical book entitled All But My Life about Moss (first published by William Kimber & Co, London), based on material gathered through interviews with Moss. In 2015, when he was aged 85, Moss published a second autobiography, entitled My Racing Life, written with motor sports writer Simon Taylor. In 2016, Philip Porter published the first volume of Stirling Moss – The Definitive Biography covering the period from birth up to the end of 1955, one of Moss's greatest years.
Personal life
Moss was married three times. His first wife was Katie Molson, an heir to the Canadian brewer Molson. They were married in 1957 and separated three years later. His second wife was the American public-relations executive Elaine Barbarino. They were married in 1964 and divorced in 1968. Their daughter Allison was born in 1967. His third wife was Susie Paine, the daughter of an old friend. They were married from 1980 until his death in 2020. Their son Elliot was born in 1980. Paine died in March 2023, aged 69.
In April 1960, Moss was found guilty of dangerous driving. He was fined £50 and banned from driving for one year after an incident near Chetwynd, Shropshire, when he was test-driving a Mini.
Moss was an accomplished woodworker and craftsman, and participated in the design and construction of several of his own homes.
Moss's 80th birthday, on 17 September 2009, fell on the eve of the Goodwood Revival and Lord March celebrated with an 80-car parade on each of the three days. Moss drove a different car each day: a Mercedes-Benz W196 (an open-wheel variant), the Lotus 18 in which he had won the 1961 Monaco GP, and an Aston Martin DBR1.
On 7 March 2010, Moss broke both ankles and four bones in a foot, and also chipped four vertebrae and suffered skin lesions, when he plunged down a lift shaft at his home. In December 2016, he was admitted to hospital in Singapore with a serious chest infection. As a result of this illness and a subsequent lengthy recovery period, Moss announced his retirement from public life in January 2018.
Moss died at his home in Mayfair, London, on 12 April 2020, aged 90, after a long illness.
Racing record
Career highlights
Season Series Position Team Car 1948 British Formula Three 500cc 1st S. C. Moss Cooper-JAP MkII Brough Aerodrome 500cc 1st S. C. Moss Cooper-JAP MkII Boscombe Carnival Speed Trial 1st S. C. Moss Cooper-JAP MkII Great Auclum 2nd S. C. Moss Cooper-JAP MkII 1949 Madgwick Cup 1st Stirling Moss Cooper-JAP T9 R.A.C. Silverstone 50 Mile Race 2nd Stirling Moss Cooper-JAP T9 Circuito del Garda 3rd Alfred Moss Cooper-JAP T9 1950 British Formula 3 500cc 1st S. C. Moss Cooper-JAP T11
Cooper-Norton Mk IV Prix de Monaco 500cc 1st S. C. Moss Cooper-JAP T11 Brands Hatch Open Challenge Race 1st S. C. Moss Cooper-JAP T11 RAC Tourist Trophy 1st Tommy Wisdom Jaguar XK120 Daily Express 500cc 1st S. C. Moss Cooper-Norton Mk IV Grand Prix d'Europe 500cc 2nd S. C. Moss Cooper-JAP T11 Grandee Trophée Entre Sambre et Meuse 2nd HW Motors Ltd. HWM-Alta International BARC 500cc 2nd S. C. Moss Cooper-Norton Mk IV Gran Premio di Bari 3rd HW Motors Ltd. HWM-Alta Coupe des Petites Cylindrées 3rd HW Motors Ltd. HWM-Alta Circuit de Périgueux 3rd HW Motors Ltd. HWM-Alta Hastings Trophy 3rd HW Motors Ltd. HWM-Alta 1951 Lavant Cup 1st HW Motors Ltd. HWM Goodwood International Trophy 500cc 1st S. C. Moss Kieft-Norton CK51 British Empire Trophy 1st Gilby Engineering Frazer Nash Le Mans Replica RAC British Grand Prix 500 cc 1st S. C. Moss Kieft-Norton CK51 Wakefield Cup 1st HW Motors Ltd. HWM RAC Tourist Trophy 1st Jaguar Cars Ltd. Jaguar C-Type Madgwick Cup 1st HW Motors Ltd. HWM Winfield Formula 2 Race 1st HW Motors Ltd. HWM-Alta Brands Hatch Championship 1st Kieft-Norton CK51 Grand Prix du Lac 2nd HW Motors Ltd. HWM-Alta Grand Prix de Marseille 3rd HW Motors Ltd. HWM-Alta Grote Prijs van Nederland 3rd HW Motors Ltd. HWM-Alta 1952 Earl of March Trophy 1st S. C. Moss Kieft-Norton CK51 Silverstone, Race of Champions 1st W. Lyons Jaguar XK120 Silverstone International 1st W. Lyons Jaguar C-Type Daily Express International Trophy for Production Touring Cars 1st W. Lyons Jaguar Mark VII Grand Prix de la Marne 1st T. H. Wisdom Jaguar C-Type Coupe des Alpes 1st Sunbeam-Talbot Sunbeam-Talbot 90 RAC British Grand Prix 500 cc 1st D. Annable Kieft-Norton CK52 Boreham International, 100 Mile 1st Bill Cannell/T. H. Wisdom Jaguar C-Type Rallye Automobile de Monte-Carlo 2nd Sunbeam-Talbot Sunbeam-Talbot 90 Internationales ADAC Eifelrennen 2nd HW Motors Ltd. HWM-Alta Goodwood International 2nd Wisdom/Cannell Jaguar C-Type Charterhall International 2nd T. Wisdom Jaguar C-Type Light Car Challenge Trophy 2nd Kieft-Norton CK51 Daily Mail International 500 cc 3rd Cooper-Norton Mk VI 1953 Daily Express International Trophy for Production Touring Cars 1st Jaguar Cars Jaguar Mark VII 12 heures internationales de Reims 1st P.N. Whitehead Jaguar C-Type Coupe des Alpes 1st Sunbeam-Talbot Sunbeam-Talbot Alpine RAC British Grand Prix 500cc 1st S. C. Moss Cooper-Norton Mk VII London Trophy 1st S. C. Moss Cooper-Alta T24 Les 24 Heures du Mans 2nd Jaguar Cars Ltd. Jaguar C-Type Circuito de Monsanto 2nd Jaguar Cars Jaguar C-Type Madgwick Cup 2nd S. C. Moss Cooper-Alta T24 Earl of March Trophy 3rd S. C. Moss Cooper-Norton Mk VII Grand Prix des Sables d'Olonne 3rd S. C. Moss Cooper-Alta T24 RAC Tourist Trophy 3rd Jaguar Cars Ltd. Jaguar C-Type 1954 Florida International 12-Hour Grand Prix of Endurance 1st B.S. Cunningham Osca MT4 1450 Daily Telegraph Aintree 200 1st S. C. Moss Maserati 250F Coupe des Alpes 1st Sunbeam-Talbot Sunbeam Alpine Daily Telegraph International Challenge 1st Francis Beart Beart-Cooper Mk VII A International Gold Cup 1st S. C. Moss/Officine Alfieri Maserati Maserati 250F Goodwood Trophy 1st Officine Alfieri Maserati/ S. C. Moss Maserati 250F Daily Telegraph Trophy 1st S. C. Moss Maserati 250F Goodwood International 2nd G. Lister & Sons Lister-Bristol Grand Prix de Caen 2nd S. C. Moss Maserati 250F Daily Express International Trophy for Production Touring Cars 3rd Jaguar Jaguar Mark VII Grand Prix de Belgique 3rd Equipe Moss Maserati 250F Woodcote Cup 3rd Officine Alfieri Maserati/ S. C. Moss Maserati 250F FIA Formula One World Championship 13th Equipe Moss / A. E. Moss
Officine Alfieri Maserati Maserati 250F 1955 Mille Miglia 1st Daimler Benz AG Mercedes-Benz 300 SLR RAC British Grand Prix 1st Daimler Benz AG Mercedes-Benz W196 Circuito de Monsanto 1st Porsche Porsche 500 Spyder RAC Tourist Trophy 1st Daimler Benz AG Mercedes-Benz 300 SLR International Gold Cup 1st Stirling Moss Ltd. Maserati 250F Targa Florio 1st Daimler Benz AG Mercedes-Benz 300 SLR FIA Formula One World Championship 2nd Daimler Benz AG Mercedes-Benz W196 Gran Premio Ciudad de Buenos Aires 2nd Daimler Benz AG Mercedes-Benz W196 Internationales ADAC-Eifel-Rennen Nürburgring 2nd Daimler Benz A.G. Mercedes-Benz 300 SLR Grote Prijs van Belgie 2nd Daimler Benz AG Mercedes-Benz W196 Grote Prijs van Nederland 2nd Daimler Benz AG Mercedes-Benz W196 Sveriges Grand Prix 2nd Daimler Benz AG Mercedes-Benz 300 SLR Chichester Cup 3rd Stirling Moss Ltd. Maserati 250F RedeX Trophy 3rd Stirling Moss Ltd. Maserati 250F 1956 New Zealand Grand Prix 1st Stirling Moss Ltd. Maserati 250F Ardmore Grand Prix 1st Porsche Distributors (Melbourne) Porsche 550 1000 km Buenos Aires 1st Officine Alfieri Maserati Maserati 300S Glover Trophy 1st Officine Alfieri Maserati Maserati 250F British Empire Trophy 1st Cooper Car Company Cooper-Climax T39 Mk.II BARC Aintree 200 1st Stirling Moss Ltd. Maserati 250F BRDC International Trophy 1st Vandervell Products Vanwall VW2 Grand Prix Automobile de Monaco 1st Officine Alfieri Maserati Maserati 250F London Trophy 1st Stirling Moss Ltd. Maserati 250F Internationales ADAC 1000 Kilometer Rennen auf dem Nürburgring 1st Officine Alfieri Maserati Maserati 300S Gran Premio d'Italia 1st Officine Alfieri Maserati Maserati 250F Gran Premio Internactional de Venezuela 1st Officine Alfieri Maserati Maserati 300S Australian Tourist Trophy 1st Officine Alfieri Maserati Maserati 300S Australian Grand Prix 1st Officine Alfieri Maserati Maserati 250F Nassau Trophy 1st Bill Lloyd Maserati 300S FIA Formula One World Championship 2nd Officine Alfieri Maserati Maserati 250F Gran Premio Ciudad de Buenos Aires 2nd Officine Alfieri Maserati Maserati 250F Gran Premio Supercortemaggiore 2nd Officine Alfieri Maserati Maserati 200S Grand Prix de Rouen 2nd Aston Martin Aston Martin DB3S 24 Heures du Mans 2nd David Brown Aston Martin DB3S Großer Preis von Deutschland 2nd Officine Alfieri Maserati Maserati 250F Rheinland-Pfalz Preis Nürburgring 2nd Officine Alfieri Maserati Maserati 150S Tour de France 2nd Stirling Moss Ltd. Mercedes-Benz 300 SL Grote Prijs van Belgie 3rd Officine Alfieri Maserati Maserati 250F 1957 RAC British Grand Prix 1st Vandervell Products Vanwall VW5 Sveriges Grand Prix 1st Officine Alfieri Maserati Maserati 450S Gran Premio di Pescara 1st Vandervell Products Vanwall VW5 Gran Premio d'Italia 1st Vandervell Products Vanwall VW5 Nassau Trophy 1st Temple Buell Ferrari 290 MM Nassau Memorial Trophy 1st Temple Buell Ferrari 290 MM FIA Formula One World Championship 2nd Vandervell Products Vanwall VW5 1000 km Buenos Aires 2nd Officine Alfieri Maserati Maserati 300S 12-Hour Florida International Grand Prix of Endurance for The Amoco Trophy 2nd Officine Alfieri Maserati Maserati 300S Gran Premio di Siracusa 3rd Vandervell Products Vanwall VW1 1958 Gran Premio de la Republica Argentina 1st R.R.C. Walker Racing Team Cooper-Climax T43 Gran Premio de Cuba 1st Luigi Chinetti/NART Ferrari 335 S Sussex Trophy 1st David Brown Aston Martin DBR2 British Empire Trophy 1st David Brown (Aston Martin) Ltd. Aston Martin DBR2 BARC Aintree 200 1st R R C Walker Racing Team Cooper-Climax T45 Grote Prijs van Nederland 1st Vandervell Products Vanwall VW5 Internationales ADAC 1000km Rennen Nürburgring 1st David Brown, Aston Martin Ltd. Aston Martin DBR1/300 Grand Prix de Caen 1st R R C Walker Racing Team Cooper-Climax T45 Kanonloppet 1st Officine Alfieri Maserati Maserati 300S Grande Prémio de Portugal 1st Vandervell Products Vanwall VW5 Kentish '100' 1st R R C Walker Racing Team Cooper-Climax T45 RAC Tourist Trophy 1st David Brown Ltd. Aston Martin DBR1/300 Grand Prix du Maroc 1st Vandervell Products Vanwall VW5 Melbourne Grand Prix 1st R.R.C. Walker Racing Team Cooper-Climax T43 FIA Formula One World Championship 2nd R.R.C. Walker Racing Team
Vandervell Products Cooper-Climax T43
Vanwall VW5 Grand Prix de l'ACF 2nd Vandervell Products Vanwall VW5 1000 km Buenos Aires 3rd Huschke von Hanstein Porsche 550 RS 1959 Silverstone International 1st R.R.C. Walker Racing Team Cooper-Borgward T43 Autocar British Formula 2 Championship 1st R.R.C. Walker Racing Team Cooper-Borgward T43 New Zealand Grand Prix 1st R.R.C. Walker Racing Team Cooper-Climax T51 Glover Trophy 1st R.R.C. Walker Racing Team Cooper-Climax T51 Gran Premio di Siracusa 1st R.R.C. Walker Racing Team Cooper-Borgward T43 ADAC 1000 Kilometer Rennen 1st David Brown Aston Martin DBR1/300 Coupe Internationale de Vitesse 1st R.R.C. Walker Racing Team Cooper-Borgward T45 Grand Prix de Rouen-les-Essarts 1st R.R.C. Walker Racing Team Cooper-Borgward T45 Coupe Delaniere Debrutteville 1st Officine Alfieri Maserati Maserati Tipo 60 Trophée d'Auvergne 1st R.R.C. Walker Racing Team Cooper-Borgward T45 Kanonloppet 1st Keele Engineering/Stirling Moss Cooper-Climax Monaco T49 Grande Prémio de Portugal 1st R.R.C. Walker Racing Team Cooper-Climax T51 RAC Tourist Trophy 1st David Brown Aston Martin DBR1/300 Gran Premio d'Italia 1st R.R.C. Walker Racing Team Cooper-Climax T51 International Gold Cup 1st R.R.C. Walker Racing Team Cooper-Climax T51 International Formula Libre Grand Prix at Watkins Glen 1st British Racing Partnership Cooper-Climax T51 Nassau Trophy 1st David Brown Aston Martin DBR2/420 RAC British Grand Prix 2nd British Racing Partnership BRM P25 FIA Formula One World Championship 3rd R.R.C. Walker Racing Team
British Racing Partnership Cooper-Climax T51
BRM P25 Kentish '100' 3rd R.R.C. Walker Racing Team Cooper-Borgward T45 1960 Gran Premio Libertad Cuba 1st Camoradi USA Racing Team Maserati Tipo 61 Fordwater Trophy 1st Tommy Sopwith/Equipe Endeavour Aston Martin DB4 GT B.A.R.C. Aintree '200' 1st R.R.C. Walker Racing Team Porsche 718/2 Internationales ADAC 1000 kilometer Rennen 1st Camoradi/USA Racing Team Maserati Tipo 61 Grand Prix de Monaco 1st R.R.C. Walker Racing Team Lotus-Climax 18 Kanonloppet 1st Yeoman Credit/BRP Lotus-Climax 19 RAC Tourist Trophy 1st R. Walker & Wilkins Ferrari 250 GT SWB RedeX Trophy 1st R.R.C. Walker Ferrari 250 GT SWB Flugplatzrennen 1st R.R.C. Walker Racing Team Porsche 718/2 International Gold Cup 1st R.R.C. Walker Racing Team Lotus-Climax 18 International Formula Libre Grand Prix at Watkins Glen 1st Ryan Walker Lotus-Climax 18 Pacific Grand Prix 1st R.R.C. Walker Racing Team Lotus-Climax 19 United States Grand Prix 1st R.R.C. Walker Racing Team Lotus-Climax 18 Nassau Trophy 1st R.R.C. Walker Ferrari 250 GT SWB Cape Grand Prix 1st R.R.C. Walker Racing Team Porsche 718 RS 60 South African Grand Prix 1st R.R.C. Walker Racing Team Porsche 718 RS 60 South African Grand Prix 2nd British Racing Partnership/Yeoman Credit Cooper-Borgward T45 4 Hours of Sebring 2nd Donald Healey, Ltd. Austin-Healey Sebring Sprite Grand Prix de Bruxelles 2nd R.R.C. Walker Racing Team Porsche 718/2 Lavant Cup 2nd R.R.C. Walker Racing Team Porsche 718/2 Glover Trophy 2nd R.R.C. Walker Racing Team Cooper-Climax T51 FIA Formula One World Championship 3rd R.R.C. Walker Racing Team Cooper-Climax T51
Lotus-Climax 18 Formula 2 Drivers' Championship 3rd R.R.C. Walker Racing Team Porsche 718/2 Gran Premio de Argentina 3rd R.R.C. Walker Racing Team Cooper-Climax T51 1961 Warwick Farm '100' 1st R.R.C. Walker Lotus-Climax 18 Lavant Cup 1st RRC Walker Racing Team Cooper-Climax T53 Sussex Trophy 1st UDT Laystall Lotus-Climax 19 Monte Carlo Großer Preis von Wien 1st RRC Walker Racing Team Lotus-Climax 18 BRDC International Trophy 1st RRC Walker Racing Team Cooper-Climax T53P Silverstone International Trophy 1st U.D.T.- Laystall Lotus-Climax 19 Monte Carlo Grand Prix de Monaco 1st R.R.C. Walker Racing Team Lotus-Climax 18 Silver City Trophy 1st U.D.T.- Laystall Lotus-Climax 18/21 The Player's 200 1st United Dominions Corp. Lotus-Climax 19 Monte Carlo British Empire Trophy 1st RRC Walker Racing Team Cooper-Climax T53 Grosser Preis von Deutschland 1st R.R.C. Walker Racing Team Lotus-Climax 18/21 Peco Trophy 1st Rob Walker Ferrari 250 GT SWB RAC Tourist Trophy 1st Rob Walker Ferrari 250 GT SWB Kanonloppet 1st U.D.T.- Laystall Lotus-Climax 18/21 Grote Prijs van Danske 1st U.D.T.- Laystall Lotus-Climax 18/21 Gran Premio di Modena 1st R.R.C. Walker Racing Team Lotus-Climax 18/21 Gran Premio di Modena 1st R.R.C. Walker Racing Team Lotus-Climax 18/21 International GoldCup 1st R.R.C. Walker Racing Team Ferguson-Climax P99 Pacific Grand Prix 1st U.D.T.- Laystall Lotus-Climax 19 Monte Carlo Nassau Tourist Trophy 1st R.R.C. Walker Racing Team Ferrari 250 GT SWB Lady Wigram Trophy 2nd Rob Walker Racing Team Lotus-Climax 18 Natal Grand Prix 2nd British Racing Partnership Lotus-Climax 18/21 South African Grand Prix 2nd British Racing Partnership Lotus-Climax 18/21 FIA Formula One World Championship 3rd R.R.C. Walker Racing Team Lotus-Climax 18
Lotus-Climax 18/21
Lotus-Climax 21
Ferguson-Climax P99 Fordwater Trophy 3rd Maranello Concessionaires Ferrari 250 GT SWB Canadian Grand Prix 3rd U.D.T.- Laystall Lotus-Climax 19 Monte Carlo 1962 New Zealand Grand Prix 1st Rob Walker Racing Team Lotus-Climax 21 Lady Wigram Trophy 1st Rob Walker Racing Team Lotus-Climax 21 Warwick Farm "100" 1st R.R.C. Walker Racing Team Cooper-Climax T55 Levin International 2nd R.R.C. Walker Racing Team Cooper-Climax T55 Teretonga International 2nd R.R.C. Walker Racing Team Cooper-Climax T55 3 Hours of Sebring 3rd BMC Austin-Healey Sebring Sprite 1980 Tricentol RAC British Saloon Car Championship 16th Gti Engineering Audi 80 GLE 1981 Tricentol RAC British Saloon Car Championship 19th Team BP Audi 80 GLE
Complete Formula One World Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)
† Indicates shared drive with Hans Herrmann and Karl Kling.
* Indicates shared drive with Cesare Perdisa.
‡ Indicates shared drive with Tony Brooks.
[a] After Moss retired from the race he took over the car of Trintignant. Both drivers did not receive any points for their shared drive.
Non-championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)
Complete 24 Hours of Le Mans results
Year Team Co-Drivers Car Class Laps Pos. Class
Pos. 1951 Stirling Moss Jack Fairman Jaguar C-Type S5.0 92 DNF DNF 1952 Peter Walker Peter Walker Jaguar C-Type S5.0 DNF DNF 1953 Jaguar Cars Ltd. Peter Walker Jaguar C-Type S5.0 300 2nd 2nd 1954 Jaguar Cars Ltd. Peter Walker Jaguar D-Type S5.0 92 DNF DNF 1955 Daimler-Benz AG Juan Manuel Fangio Mercedes-Benz 300 SLR S3.0 134 DNF DNF 1956 David Brown Peter Collins Aston Martin DB3S S3.0 299 2nd 1st 1957 Officine Alfieri Maserati Harry Schell Maserati 450S Zagato Coupe S5.0 32 DNF DNF 1958 David Brown Racing Dept. Jack Brabham Aston Martin DBR1/300 S3.0 30 DNF DNF 1959 David Brown Racing Dept. Jack Fairman Aston Martin DBR1/300 S3.0 70 DNF DNF 1961 North American Racing Team Graham Hill Ferrari 250 GT SWB GT3.0 121 DNF DNF Source:
Complete 12 Hours of Sebring results
Year Team Co-Drivers Car Class Laps Pos. Class
Pos. 1954 B.S. Cunningham Bill Loyd Osca MT4 1450 S1.5 168 1st 1st 1955 Donald Healey Motor Co. Lance Macklin Austin-Healey 100 S S3.0 176 6th 5th 1956 David Brown & Sons, Ltd. Peter Collins Aston Martin DB3S S3.0 51 DNF DNF 1957 Maserati Factory Harry Schell Maserati 300S S3.0 195 2nd 1st 1958 David Brown Tony Brooks Aston Martin DBR1/300 S3.0 90 DNF DNF 1959 B.S. Cunningham Briggs Cunningham
Lake Underwood
Russ Boss Lister-Jaguar S3.0 164 15th 6th The Lister Corp. Ivor Bueb Lister-Jaguar S3.0 98 DSQ DSQ 1960 Camoradi USA Dan Gurney Maserati Tipo 61 S3.0 136 DNF DNF 1961 Camoradi International Graham Hill Maserati Tipo 61 S3.0 DNF DNF Camoradi USA Masten Gregory
Lloyd Casner Maserati Tipo 63 S3.0 DNF DNF 1962 North American Racing Team Innes Ireland
John Fulp
Fernand Tavano Ferrari 250 TRI/61 S3.0 128 DSQ DSQ Source:
Complete 12 Hours of Reims results
Year Team Co-Drivers Car Class Laps Pos. Class
Pos. 1953 Peter Whitehead P.N. Whitehead Jaguar C-Type S+2.0 243 1st 1st 1954 Jaguar Cars Ltd. Peter Walker Jaguar C-Type DNF DNF 1956 Stirling Moss Phil Hill Cooper-Climax T39 DNF DNF Source:
Complete Mille Miglia results
Year Team Co-Drivers Car Class Pos. Class
Pos. 1951 Jaguar Frank Rainbow Jaguar XK120 S/GT+2.0 DNF DNF 1952 Jaguar Cars Ltd. Norman Dewis Jaguar C-Type S+2.0 DNF DNF 1953 Jaguar Cars Ltd. Mortimer Morris-Goodall Jaguar C-Type S+2.0 DNF DNF 1955 Daimler Benz AG Denis Jenkinson Mercedes-Benz 300 SLR S+2.0 1st 1st 1956 Officine Alfieri Maserati Denis Jenkinson Maserati 350S S+2.0 DNF DNF 1957 Officine Alfieri Maserati Denis Jenkinson Maserati 450S S+2.0 DNF DNF Source:
Complete Rallye de Monte Carlo results
Year Team Co-Drivers Car Pos. 1952 Sunbeam-Talbot Desmond Scannell
John A. Cooper Sunbeam-Talbot 90 2nd 1953 Sunbeam-Talbot Desmond Scannell
John A. Cooper Sunbeam-Talbot 90 6th 1954 Sunbeam-Talbot Desmond Scannell
John A. Cooper Sunbeam-Talbot 90 15th Source:
Complete Bathurst 1000 results
Year Team Co-drivers Car Class Laps Pos. Class
pos. 1976 Esmonds Motors Jack Brabham Holden LH Torana SL/R 5000 L34 3001cc – 6000cc 37 DNF Source:
Complete British Saloon Car Championship results
(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 10 11 DC Pts Class 1980 GTI Engineering Audi 80 GLE B MAL
Ret† OUL
9† THR
21 SIL
Ret SIL
13 BRH
? MAL
2† BRH
11 THR
10 SIL
18 16th 24 ? 1981 TWR Team BP Audi 80 GLE B MAL
3† SIL
22 OUL
2† THR
Ret BRH
Ret† SIL
15 SIL
22 DON
9† BRH
DNS† THR
? SIL
14 19th 20 6th Source:
† Events with 2 races staged for the different classes.
See also
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Australian Grand Prix
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[
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"https://upload.wikimedia.org/wikipedia/commons/thumb/e/ea/Flag_of_Monaco.svg/19px-Flag_of_Monaco.svg.png",
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"https://upload.wikimedia.org/wikipedia/commons/thumb/e/ea/Flag_of_Monaco.svg/19px-Flag_of_Monaco.svg.png"
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The Australian Grand Prix is an annual motor racing event which is under contract to host Formula One until 2035. One of the oldest surviving motorsport competitions held in Australia, the Grand Prix has moved frequently with 23 different venues having been used since it was first run at Phillip Island in 1928. The race became part of the Formula One World Championship in 1985. Since 1996, it has been held at the Albert Park Circuit in Melbourne, with the exceptions of 2020 and 2021, when the races were cancelled due to the COVID-19 pandemic. Before that, it was held in Adelaide.
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https://www.wikiwand.com/en/Australian_Grand_Prix
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This article is about the automobile race. For other uses, see Australian Grand Prix (disambiguation).
The Australian Grand Prix is an annual motor racing event which is under contract to host Formula One until 2035.[1] One of the oldest surviving motorsport competitions held in Australia, the Grand Prix has moved frequently with 23 different venues having been used since it was first run at Phillip Island in 1928. The race became part of the Formula One World Championship in 1985. Since 1996, it has been held at the Albert Park Circuit in Melbourne, with the exceptions of 2020 and 2021, when the races were cancelled due to the COVID-19 pandemic.[2] Before that, it was held in Adelaide.[3]
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https://f1destinations.com/every-italian-f1-circuit/
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Every Italian Circuit which Formula 1 has Visited
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"Nicky Haldenby"
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Four different Italian circuits have hosted a round of the F1 World Championship since 1950 – including two venues which hosted only a single race each.
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F1Destinations.com
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https://f1destinations.com/every-italian-f1-circuit/
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There’s yet to be a Formula 1 season which has not featured a race in Italy. Four different Italian circuits have hosted a round of the World Championship since 1950. We take a look at every Italian circuit which F1 has visited.
Formula 1’s history is rich in Italian names, Italian manufacturers and Italian circuits. Drivers such as Giuseppe Farina and Alberto Ascari were among the first to be crowned World Champion, while Ferrari have been a constant in Formula 1 almost since its inception.
Italy is the only country to have played host to over 100 World Championship Grands Prix, with those 100 races taking place across four different circuits, from the enduring Monza track to recently re-instated Imola and one-timers Pescara and Mugello.
Monza, 1950-present
Monza has hosted more World Championship races than any other circuit. The circuit, near Milan, has been present as host of the Italian Grand Prix in every season except 1980. The 2023 Italian Grand Prix will be the legendary venue’s 73rd appearance on the calendar.
In 2022, Monza celebrated its centenary, being only the third purpose-built racing circuit after Brooklands and Indianapolis. Over the past 100 years, the circuit has changed plenty – but signs of its history are still abundant around the track. The old banked track, on which F1 raced on a handful of occasions in 1955, 1956, 1960 and 1961, is still in situ.
Due to its placement on the calendar, Monza was the scene of many title-deciding races in Formula 1’s formative years. Despite crowning its last World Champion back in 1979, Monza retained its position at the top of the list of circuits which have hosted the most title deciders until 2022, when it was finally overtaken by the Suzuka circuit in Japan.
Formula 1 has had two Italian World Champions: Giuseppe Farina and Alberto Ascari. Farina won the title at Monza in the sport’s inaugural season and remains the only driver to secure the title on home soil. Meanwhile, Ascari won the Italian Grand Prix at Monza twice, but would lose his life at the circuit in a sportscar crash in 1955. Ascari remained the driver to have led the most laps at Monza until his tally was finally overtaken by Lewis Hamilton in 2020.
Imola, 1980-present
In 1980, Monza was undergoing renovations which saw the Italian Grand Prix relocated to Imola. Imola’s call up came as a result of the fatal accident of Ronnie Peterson at Monza in 1978, after which the FIA demanded the track undergo improvements in the name of safety. The renovations had actually been completed in time for the race but F1 had already signed a contract with Imola meaning that – after a non-championship race in 1979 – the Imola circuit made its debut on the calendar.
While the Imola race was a success, the Italian Grand Prix returned to Monza in 1981. However, Imola remained on the calendar. As Italy already had a race, the Imola event was designated the title of ‘San Marino Grand Prix’. The small microstate of San Marino sits around 60km southeast of the track. The San Marino Grand Prix was held every year from 1981 to 2006, notably becoming a worldwide focal point in 1994 when both Roland Ratzenberger and Ayrton Senna lost their lives in a tragic race weekend.
Following extensive renovation work, a comeback for the track had been mooted for a number of years. Imola’s return to the Formula 1 calendar was nevertheless a surprise, coming in 2020 amid the coronavirus pandemic.
Hosting a unique two-day race weekend, the Imola event was renamed the ‘Emilia Romagna Grand Prix’, in honour of the region in which the Imola circuit sits. The event returned in 2021, replacing the cancelled Chinese Grand Prix, before signing a longer-term contract in 2022 to remain on the schedule until at least 2025.
Pescara, 1957
Pescara featured on the Formula 1 calendar only once, in 1957. It did so somewhat unexpectedly and at short notice, with the Belgian, Dutch and Spanish Grands Prix having been cancelled in a dispute over fees.
The Pescara circuit is the longest on which F1 has ever raced. With most of the drivers unfamiliar with the 26km layout, many had concerns over the safety of the event. There were particular concerns at the time following the Mille Miglia disaster earlier in the year, which had resulted in the death of 13 spectators. Enzo Ferrari refused to send his team to the event for this exact reason.
Only 16 drivers qualified for the 1957 Pescara Grand Prix. Stirling Moss was one of the drivers who did have past experience of the track and his experience showed, winning the race by over three minutes.
It’s estimated that 200,000 fans lined the track to watch the action. Due to the length of the track, there was no attempt to issue tickets for the event. Also, such was the length of the track, between practice sessions the roads forming the circuit were re-opened to the public. Jack Brabham made a notable pit stop during the race, by pulling into a roadside station to top his car up!
The Pescara circuit had been raced on since 1924 and, while the 1957 Pescara Grand Prix was the only World Championship race held at the venue, it continued to host racing events until 1961. Pescara’s inclusion on the calendar gave Italy the distinction of being the first country to host two World Championship Grands Prix in a single year.
Mugello, 2020
Amid the coronavirus outbreak, Formula 1 added a number of events at new circuits to bolster its pandemic-struck 2020 calendar. While Imola was one of the additions to the schedule, so too was Mugello. Located in the Tuscany region of Italy, the Mugello race was named the Tuscan Grand Prix – or to give it its full title the “Formula 1 Pirelli Gran Premio della Toscana Ferrari 1000 2020”.
Ferrari celebrated their milestone 1,000th Grand Prix appearance at the event, with a revised livery. Sadly for the Scuderia, their poor 2020 form did not pick up for the race, with Charles Leclerc finishing eighth and Sebastian Vettel languishing outside of the points.
The 2020 Tuscan Grand Prix was punctuated by two red flag periods – the first the result of a pile up on the main straight and the second as a result of a crash for Lance Stroll. Lewis Hamilton took the 90th win of his career, joined by his Mercedes team-mate and Alex Albon, who secured the first podium result of his F1 career. Unlike Imola, Mugello has not become a regular fixture on the calendar and the 2020 Tuscan Grand Prix remains the only F1 race to have taken place at the track.
Which Italian F1 circuit is your favourite? Have you attended races at Monza or Imola? Leave a comment below.
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1957 British Grand Prix
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] |
[] |
[] |
[
""
] | null |
[
"Casey Annis"
] |
2019-03-13T17:51:27+00:00
|
Stirling Moss in his Vanwall during the 1957 British Grand Prix at Aintree, on July 20
|
en
|
/wp-content/uploads/fbrfg/apple-touch-icon.png
|
Sports Car Digest
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https://sportscardigest.com/1957-british-grand-prix/
|
Stirling Moss, in his Vanwall, during the 1957 British Grand Prix at Aintree, on July 20. Moss retired the car after 21 laps with an engine misfire and then took over the car of Tony Brooks which was then in 9th place. With a combination of great skill and some late race good luck, Moss came back to win—the first win of a British car and driver in over 30 years.
Photo courtesy of: THE KLEMANTASKI COLLECTION
PMB 219 – 65 High Ridge Road, Stamford, CT 06905-3814 USA., Tel: (203) 461-9804 • Fax: (203) 968-2970
E-mail: [email protected] • Web site: www.klemcoll.com
|
||||
4902
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dbpedia
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3
| 5
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https://forums.autosport.com/topic/51616-australian-gold-star-1957-1963/
|
en
|
Australian Gold Star 1957-1963 - The Nostalgia Forum
|
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Page 1 of 3 - Australian Gold Star 1957-1963 - posted in The Nostalgia Forum: Does somebody have a list of the Australian Gold Star championship rounds from 1957 to 1963 on hand for me, complete with dates and winners? Its an item I can neither find in my library nor - surprisingly - in the net ... Many thanks in advance!
|
en
|
https://forums.autosport.com/favicon.ico
|
The Autosport Forums
|
https://forums.autosport.com/topic/51616-australian-gold-star-1957-1963/
|
Originally posted by Ray Bell
I think we should just assume you and I are/were both correct and stick to 'Victoria' [Trophy] and tell the rest of the world to file in behind us
Sorry to go a bit OT by dragging this up again, but -
Originally posted by David McKinney
It was entered as a 2.2 in the January 1958 NZ races but was in fact a 1960cc unit, as he told a journalist friend of mind who queried it 12 months later. Presumably the only (?) 2.2 engine was required for Buenos Aires duties.
That's interesting! Doug Nye in Cooper Cars (p154) says that 'today Sir Jack confirms' that it was a 2.2 that 'he had made-up himself'.
Originally posted by Ray Bell
Unless, of course, it relates to a proposed secession of Queensland from the Commonwealth, but to my recollection this was mostly in the sixties and seventies.
Originally posted by David Shaw
Glad to share. I am presently working on these races to post them on to my website, the link of which you can find at the bottom of the page. I am probably only about 6 weeks from having the 57-63 Formula Libre races finalised and on there, but there are early versions available at the site.
If you click on 'The Races' link, and click on one of the years, you can for example see 1958 by changing the last part of the URL to races58.htm
|
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4902
|
dbpedia
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3
| 27
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https://www.f1oversteer.com/formula-1-calendar/british-grand-prix/
|
en
|
British Grand Prix
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2024-02-14T13:48:06+00:00
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All you need to know about the British Grand Prix, a flagship race on the Formula 1 calendar since the debut 1950 season, by F1 Oversteer.
|
en
|
/favicon.ico
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F1 Oversteer
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https://www.f1oversteer.com/formula-1-calendar/british-grand-prix/
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First held: 1950 Times held: 75 Circuit: Silverstone Circuit length: 5.8km (3.6m) Laps: 52 Most wins: 9x Lewis Hamilton (2008, 2014, 2015, 2016, 2017, 2019, 2020, 2021, 2024)
The British Grand Prix has been a flagship race on the Formula 1 calendar since its inaugural season in 1950. Silverstone has held the event since 1987 after sharing it with Brands Hatch.
Silverstone also hosted the very first Formula 1 race with the maiden British GP in 1950. The series has since visited Britain every year in its existence, as well as for the 70th Anniversary GP in 2020. Silverstone held two events that year as F1 marked 70 years as a championship.
Grand Prix racing even resumed in Britain after World War II at Silverstone in 1948, with the Royal Automobile Club leasing the former RAF airfield. While Aintree also hosted four British Grand Prix from 1955 to 1961. Brands Hatch took up Aintree’s slot rotating with Silverstone.
History of the F1 British GP
Formula 1 was born at Silverstone at the inaugural British GP in 1950 as the series became a world championship. Queen Elizabeth even attended the event with George VI and Princess Margaret. While Giuseppe Farina also won the race for an Alfa Romeo one-two-three finish.
The British GP has since become one of just two races to feature on every F1 calendar so far beside the Italian GP. F1 has also visited Britain for a further three European Grand Prix with two races at Brands Hatch and one at Donington. It was an honorary title for the bonus race.
Silverstone was further the site of the first Ferrari win in Formula 1 as Jose Froilan Gonzalez triumphed in 1951. The Scuderia have since enjoyed great success racing in Britain. But the Italian squad are yet to match their run of four wins at Silverstone between 1951 and 1954.
Lewis Hamilton leads the way for home success at the British GP
Lotus also enjoyed four wins in a row in Britain from 1962 to 1965 and so did Williams from 1991 to 1994. But Mercedes usurped the previous record runs from 2013 to 2017, including four on the bounce with Lewis Hamilton. No driver can rival Hamilton’s British GP wins tally.
British drivers like Hamilton have often got atop their home podium, with Jim Clark winning five times and Nigel Mansell four times. Clark was also the first Briton to win the British GP four times in a row from 1962 to 1965. While two Britons even won the British GP in 1957.
Stirling Moss and Tony Brooks both enjoyed home glory in 1957 after sharing driving duties for Vanwall. The pair won the race by more than 25 seconds to Luigi Musso of Ferrari after 90 laps, lasting three hours and six minutes. Briton Mike Hawthorn also made the rostrum.
What made the win even more historic was that it marked the first win in Formula 1 with a British-built car. Moss also started in a different car. But he took over Brooks’ vehicle as the Surrey dentist still felt the effects of cuts sustained at Le Mans, with Moss’ engine misfiring.
Home hero James Hunt was disqualified from the 1976 British GP
Moss and Brooks’ victory came at Aintree but the track near Liverpool was decommissioned in 1964. Brands Hatch then took over sharing the British GP with Silverstone but yielded the same result as Aintree’s final race: a win for Clark. But the circuit was a huge hit with drivers.
Brands Hatch offered F1 drivers and fans what Silverstone or Aintree did not with cambered corners and varying elevations. It was also the scene of Niki Lauda’s controversial win during the Austrian’s title fight with James Hunt in 1976 after the Briton’s McLaren was disqualified.
Hunt was one of four drivers to sustain damage during a crash at the first corner of the 1976 British GP. But rather than complete the Grand Prix loop that runs into the Kent countryside, he took to the escape road to return to the pit lane for repairs with the race under red flags.
The stewards initially ruled that Hunt would not be allowed to resume the race. But amidst protests by the passionate home crowd, they conceded and let the McLaren racer back into the British GP. Hunt would also go on to win the race but rival teams protested his inclusion.
It took the panel two months to rule that the protest would stand and Hunt was stripped of his win. Instead, title-rival Lauda sealed the victory. But Hunt brought himself back into title contention following Lauda’s near-fatal crash at the German GP before securing the crown.
Silverstone delivered peak Mansell Mania at the 1992 British GP
Silverstone ultimately took advantage of motorsport’s governing body ruling that all circuits would require long-term contracts to have F1 Grand Prix in 1986. It also had acres of space to expand, having rarely changed since using the perimeter roads of an RAF airfield in 1950.
Changes eventually came for the layout of Silverstone in 1991 with the addition of the Vale chicane, Bridge, Priory, Brooklands and Luffield. The circuit also tweaked the Maggotts and Becketts sequence into Chapel to create one of the best sequences of corners in Formula 1.
Silverstone made further changes to the layout of its Priory, Brooklands and Luffield bends, as well. But the next major modifications did not come before 2010 when the track added a new inner section. Silverstone removed Bridge and Priory to add in the Wellington Straight.
By then, Silverstone had delivered yet further home success with Hamilton, David Coulthard (twice), Johnny Herbert, Damon Hill and Mansell (twice) all winning around the new-in-1991 layout. The 1992 British GP even also delivered peak Mansell Mania as Red 5 won from pole.
Mansell sealed pole position by more than two seconds to his Williams teammate, Riccardo Patrese. He then stormed clear to win by 39 seconds despite Patrese leading out of the first corner. Silverstone then erupted as fans flooded the track and swarmed Mansell’s Williams.
Lewis Hamilton drove one of his best wins at the 2008 British GP
It was torrential rain, rather than fans, that flooded Silverstone when Hamilton won his first British GP in 2008, though. The Stevenage-born star produced arguably his greatest drive to win for McLaren. He won the race by over a minute, as one of three drivers on the lead lap.
Hamilton even won the 2020 British GP with a puncture after his front-left tyre failed on the final lap. He crawled home to win at Silverstone after Red Bull stopped Max Verstappen as a precaution when Valtteri Bottas got a puncture, leaving an insurmountable gap to Hamilton.
Two rivals then collided in controversial circumstances at the 2021 British GP with Hamilton and Verstappen. The Mercedes driver had gotten the better start but the Red Bull pilot kept coming back. Verstappen then squeezed Hamilton as they went into the high-speed Copse.
Hamilton suffered a slight kick of oversteer as he pinched his Mercedes onto the kerb. But the wobble sent the Briton into Verstappen, who span out before crashing heavily. It was a significant crash in their title fight as Verstappen tried to bully Hamilton in the earlier races.
What is Silverstone like?
Silverstone is a driver’s dream circuit with its high-speed nature and mixture of corners. The sleepy Northamptonshire village roars into life on British GP weekend as fans flock to see F1 cars at their limits. No corners show F1 cars at their limits more than Maggotts and Beckets.
The high-speed left, right, left, right sequence into Chapel pushes F1 machinery to the limits of their downforce. While Copse is one of the fastest corners following an overtaking dream of Brooklands and Luffield, which let drivers continue to fight out of the Wellington Straight.
Winners of the F1 British GP
|
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dbpedia
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https://www.planetf1.com/news/f1-starting-grid-2024-japanese-grand-prix
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en
|
F1 starting grid: What is the grid order for the 2024 Japanese Grand Prix?
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2024-04-06T08:32:51
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Max Verstappen came out on top of a thrilling Red Bull battle to clinch pole position at Suzuka. Here's the full starting grid.
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en
|
PlanetF1
|
https://www.planetf1.com/news/f1-starting-grid-2024-japanese-grand-prix
|
Max Verstappen came out on top of a thrilling Red Bull battle to clinch his 36th career pole position at Suzuka, ahead of Sergio Perez. Here’s the full starting grid.
The Red Bulls occupy the front row for Sunday’s Japanese Grand Prix, almost three-tenths of a second clear of McLaren’s Lando Norris as Verstappen and Perez traded fastest times at the front.
Max Verstappen takes Japanese Grand Prix pole
The Dutch driver dug deep on his final run in Q3 to put in a 1:28.197 to finish just 0.066 clear of Perez, with the Mexican driver all but matching his teammate on the final runs as the duo squabbled over the fastest sector times.
With Norris finishing third for McLaren, Australian GP winner Carlos Sainz was once again the higher-placed Ferrari driver as he claimed fourth on the grid for the Scuderia, with Fernando Alonso fifth for Aston Martin.
Oscar Piastri underlined McLaren’s pace by clinching sixth in the other MCL38, while Lewis Hamilton finished seventh for Mercedes ahead of Ferrari’s Charles Leclerc as the Monegasque only did one timed run in Q3.
George Russell was ninth for Mercedes, with Yuki Tsunoda coming out on top of the RB battle to claim 10th place on the grid.
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The positions between 11th and 15th were decided in Q2, where Daniel Ricciardo took 11th place after being narrowly beaten into Q3 by Tsunoda. Nico Hulkenberg was 12th for Haas as the German driver fell foul of track limits during his first run in Q2, while Valtteri Bottas took 13th for Sauber.
Alex Albon finished 14th for Williams, while Esteban Ocon was the higher-placed Alpine driver as he took 15th place.
In Q1, Lance Stroll was a surprise knock-out as the Aston Martin driver failed to progress. Pierre Gasly finished 17th for Alpine, as the French driver complained about the traction of his car.
Kevin Magnussen claimed 18th for Haas, while Logan Sargeant and Zhou Guanyu fill the back row for Williams and Sauber, respectively.
For now, there are no grid penalties applied to any driver, but George Russell and Oscar Piastri have been summoned before the stewards in Japan over an allegedly unsafe release from the Mercedes driver as he entered the pitlane alongside the McLaren during Q1.
F1 provisional starting grid: 2024 Japanese Grand Prix
1. Max Verstappen Red Bull 1:28.197
2. Sergio Perez Red Bull +0.066
3. Lando Norris McLaren +0.292
4. Carlos Sainz Ferrari +0.485
5. Fernando Alonso Aston Martin +0.489
6. Oscar Piastri McLaren +0.563
7. Lewis Hamilton Mercedes +0.569
8. Charles Leclerc Ferrari +0.589
9. George Russell Mercedes +0.811
10. Yuki Tsunoda RB +1.216
11. Daniel Ricciardo RB 1:29.472
12. Nico Hulkenberg Haas 1:29.494
13. Valtteri Bottas Sauber 1:29.593
14. Alex Albon Williams 1:29.714
15. Esteban Ocon Alpine 1:29.816
16. Lance Stroll Aston Martin 1:30.024
17. Pierre Gasly Alpine 1:30.119
18. Kevin Magnussen Haas 1:30.131
19. Logan Sargeant Williams 1:30.139
20. Zhou Guanyu Sauber 1:30.143
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https://www.goodwood.com/grr/f1/the-history-of-the-australian-grand-prix/
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en
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The history of the Australian Grand Prix
|
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[] |
[] |
[
""
] | null |
[
"Paul Fearnley"
] |
2017-03-24T00:00:00
|
Only recently (22 years ago) made a championship race...
|
en
|
/Resources/favicons/grrc/apple-touch-icon-57x57.png
|
https://www.goodwood.com/grr/f1/the-history-of-the-australian-grand-prix/
|
Strewth! It’s been 21 years since Damon Hill’s oil-streaked Williams FW18-Renault won the first Australian Grand Prix held in Albert Park. Its first world championship GP, that is.
For the Melbourne venue hosted its country’s most important race twice during the 1950s, on a layout similar to today’s, albeit run anti-clockwise. On the second occasion, 1956 – as part of the city’s Olympic Games celebrations – the victory was taken by the Maserati 250F of Stirling Moss.
However, for much of its early existence – it was first run in 1928 (some say 1929) – the event went walkabout, with all states bar Northern Territory awarded patronage on a roughly rotational basis.
After eight consecutive runnings at Victoria’s Phillip Island – a six-mile rectangular road course rather than Australia’s current home of MotoGP – it called in at Lobethal, Point Cook, Leyburn, Nuriootpa, Narrogin, Port Wakefield, Caversham and Mornington Crescent. It even crossed the sea to Tasmania.
These were mainly road circuits although, after WWII, Australia followed Britain’s example of accessing airfields.
By the 1960s things began to settle. The success of Sydney’s Jack Brabham on the world stage had flooded his country with customer Coopers, and later Brabhams, and led to the creation and popularisation of the Tasman Series.
Purpose-built facilities sprung up, and Warwick Farm in New South Wales and Victoria’s Sandown hosted the race on multiple occasions during the 1960s and ’70s.
The latter, 16 miles south-east of Melbourne, even made a tentative bid for Formula 1 world championship status, but got no further than two finales of the World Sportscar Championship, the first of which, in 1984, was won by Derek Bell and Stefan Bellof in a works Porsche 956.
Melbourne’s Calder Park, 13 miles north-west of the city, also had big dreams and its entrepreneurial owner Bob Jane, a four-time national touring car champion, went to the trouble and cost of coaxing Melbourne’s newly crowned world champion Alan Jones and his Williams FW07 over to contest the 1980 race.
Despite a determined effort by Alfa Romeo’s Bruno Giacomelli to spoil the party – the Italian led briefly after the pair touched wheels in the early stages – Jones won comfortably. This success, however, did not clinch the F1 deal for Jane. Instead, he had to make do with a round of the 1987 World Touring Car Championship, which was won by the Ford Sierra RS500 of Steve Soper and Pierre Dieudonné.
It is perhaps strange that a country so keen on the sport and so effective at it should have had to wait until 1985 to be granted a world championship GP. Any future absence is unimaginable.
Picturesque Adelaide and its challenging street circuit did its country proud – but Melbourne was determined and finally got its wish after an 11-year wait.
Hill, mentally rebooted and physically refreshed after a problematic 1995, met stern opposition from new team-mate Jacques Villeneuve, who started his maiden GP from pole position and led until five laps from the finish. An oil pipe kinked by a trip across a kerb, however, cost the French-Canadian dear.
This not only allowed Hill to match his father’s achievement of 14 world championship GP victories but also better his Australian GP record, this being Damon’s second consecutive win.
Graham Hill had won the Australian GP for BRM 30 years before, at Lakeside, a small circuit 18 miles north of Brisbane in Queensland – just 2230 miles as the wallaby hops from Western Australia’s Wanneroo Park, scene of the 1979 Australian GP. Strewth!
List image courtesy of LAT
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https://www.formula1.com/en/results/1993/races/604/australia/qualifying/0
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FOSTER'S AUSTRALIAN GRAND PRIX - QUALIFYING
|
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Enter the world of Formula 1. Your go-to source for the latest F1 news, video highlights, GP results, live timing, in-depth analysis and expert commentary.
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en
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/assets/result/_next/static/media/favicon.b81fa41e.ico
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Formula 1® - The Official F1® Website
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https://www.formula1.com/en.html
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4902
|
dbpedia
|
2
| 51
|
https://taflach.blog/2016/08/22/the-jones-dynasty-a-chip-off-the-old-block/
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en
|
1959 Australian Grand Prix – A Chip off the Old Block
|
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[
"jennie mowbray"
] |
2016-08-22T00:00:00
|
“I believe that what we become depends on what our fathers teach us at odd moments, when they aren't trying to teach us. We are formed by little scraps of wisdom.”
|
en
|
Beauty for Ashes
|
https://taflach.blog/2016/08/22/the-jones-dynasty-a-chip-off-the-old-block/
|
My father was a farmer upon the Carrick border, O,
And carefully he bred me in decency and order, O;
He bade me act a manly part, though I had ne’er a farthing, O;
For without an honest manly heart, no man was worth regarding, O.
Robert Burns ~ My Father was a Farmer
The musty aroma of stale beer wafted through the Country Club Hotel. It was late in the afternoon and the carpeted room was dim. Muffled sounds of murmuring voices and clinking glasses drifted in from the adjoining bar. On prominent display was a large and grainy, black and white photograph. It depicted two cars…almost side by side…one with air visible beneath all four wheels, giving every appearance that it was endeavouring to imitate a rally car. It was the last lap of the 1959 Australian Grand Prix. The two drivers had just negotiated a hard right turn, in the process circumnavigating the very building I was standing in. The lead car was driven by Stan “The Man with a Plan” Jones, father of Alan Jones, the 1980 Formula One World Champion. Hot on his heels was Len Lukey. Looking out of the window next to the photograph a railway crossing could be seen in the distance…the exact same railway crossing…
I was at Longford, once the home of the Australian road circuit that rivalled Reims and the Nurburgring for speed and danger. Four tight right hand turns, three seemingly unending straights, two slippery and rickety wooden bridges, and one terrifying chicane under an immense and immovable brick viaduct. It also had a railway crossing that routinely caused the cars that traversed it to become airborne. Practice was suspended to allow the regular trains to go through. Races were timed so as not to coincide with the train schedule as those in charge of the railway were unwilling to alter the timetable for man, weather…or racing.
Stan Jones’s racing career had taken off in 1951 when he obtained the first Maybach Special…and the car was certainly special. Its designer and maker Charlie Dean was an avid racer, keen to build his own machine to pit against the other home-grown “Specials” that made up a significant proportion of the racing population in Australia just after World War Two. With imported race vehicles prohibitively expensive as well as in short supply, those on the quest for pace and manoeuvrability would extract a Ford V-8 from the unwieldy “tank” that engulfed it, transplanting it into sleeker, more tractable surroundings, such as that provided by a 1920’s Lancia Lambda.
Dean had constructed his first car at the age of 17, a three wheeled contraption powered by a motorcycle engine, its single rear wheel chain driven. He was far ahead of his time as he also built an electric powered truck. Unfortunately the market had not yet developed much interest or enthusiasm in alternative form of powering locomotive devices. After spending the war years in the Engineering Corps, he established Replex, specializing in manufacturing industrial size transformers as well as servicing automotive electrical components.
The construction of the “Maybach Special” commenced in 1946 when Dean discovered a Demag armoured carrier in a war surplus wrecking yard…not exactly what I would have had in mind if I had been thinking of building a racing car. The wreck had been shipped to Australia from the deserts of North Africa for “technical examination.” Fortunately the engine hadn’t been examined so closely that it was no longer functional as Dean didn’t actually want the whole vehicle. An outlay of forty pounds furnished him with a prime example of precision German engineering…a 3.7 Litre Maybach engine with 6 cylinders, SOHC and water cooled…in its raw state able to put out 100 bhp. But it wasn’t going to stay in that state for long. After rebuilding the engine to enable it to deliver even more power, Dean fabricated a tubular frame to form the basis of the chassis. In it he placed a Fiat 525 gearbox with a steering-box from a Jeep. This was followed by Studebaker front suspension, wheels and brakes and Lancia rear wheels, brakes and axle. The metal that covered the frame was salvaged from the fuel belly tanks of an army plane…the tanks themselves ironically constructed by Ford.
Shortly after the acquisition of his Maybach engine, Dean sold his business to Repco, staying on as manager. This gave him more time to devote to his hobby of building cars…and then racing them. Those may have been simple days when you could collect odds and ends from every kind of vehicle imaginable and built a race winning car, but just like today the development of the Maybach was constant and ongoing. Over the course of the next few years the car eventually started to harness the speed and reliability required for success.
During 1950 Repco appointed Charlie Dean to head up “Repco Research”, a development and test bed for their new products. This promotion, along with increasing family commitments, started to impinge on Charlie’s available spare time for racing and for a nominal sum the Maybach Special was handed over to Stan Jones. Repco appreciated the publicity the Maybach gave them, its success on the track perfect for advertising the superiority of their merchandise for the everyday motorist. It also gave them a way to evaluate and test under extreme conditions many of their components and the car continued to have full Repco support behind it.
The highlight of the Maybach’s career was its win at the 1954 New Zealand Grand Prix at Ardmore, a race in which my father-in-law was in attendance as a marshal. Stan was lucky to even get to the starting line on Saturday. During practice on Friday his car had sustained what appeared to be a terminal event when a broken connecting rod punched a hole through the crankcase. It was impossible to fly in replacement parts from Australia in time for the race and not surprisingly there were no German tank engines languishing in any of the local junk yards. Stan went to bed that night and slept soundly in the knowledge that there was no possible way he would be an active participant in the race the following day.
His mechanics toiled tenaciously throughout the night, ingeniously paring back a connecting rod from a GM truck to the correct weight and fit, machining a new cylinder liner and patching the crankcase. The resurrected engine coughed into life shortly before eleven the next morning…and just over three hours later Stan started the race from fourth on the grid with strict instructions not to go over 4,500 rpm. Ahead of him were three overseas competitors, all in possession of superlative examples of European engineering excellence, at least when compared to the locally made “Specials”. On pole was British driver Ken Wharton, the sound of his BRM P15’s supercharged V16 engine reverberating around the track like a screeching banshee, drowning out his quieter and more retiring rivals. Next to him was another Brit, Peter Whitehead, piloting a V12 supercharged Ferrari 125 F1. There were also three Cooper-Bristols. Two were driven by British drivers; Horace Gould who was in third and Fred Tuck further down the grid. The third Cooper was in the hands of Stan’s compatriot Jack Brabham who was shortly to head overseas to the United Kingdom to attempt to break into Formula One.
Whitehead got the advantage over Wharton as the flag dropped for the start of the 100 lap race. The BRM’s V16 was prone to stalling at 7,000 revs and fruitlessly spinning its tyres at 9,000; flawless coordination necessary to keep it at the ear-splitting 8,000 revs required for the perfect start. Whitehead’s lead was short-lived when the BRM screamed past the Ferrari on the back straight. Shortly afterwards Jones passed Gould in his Cooper for third. Then on lap thirteen Whitehead spun his Ferrari. Although he managed to restart, his race was shortly bought to a halt when his clutch disintegrated, resulting in small pieces of metal flying through the cockpit. His only injury was a small cut above his eye – it could easily have been much worse. By quarter race distance the whole field had been lapped by the three front-runners of Wharton, Jones and Gould. An opportune shower of rain then helped to narrow the gap between Wharton and the pair in pursuit behind him.
Jones took the lead on lap 45 when Wharton came in for fuel and tyres, but it took only half a dozen laps before Wharton easily passed him to reclaim first place. It was lap 58 when puffs of smoke began to emanate ominously from the front of the BRM under heavy braking. This was due to vaporising brake fluid and he required an urgent and unscheduled pit stop to disconnect his terminally overheating front brakes, leaving only the gears and rear brakes as poor excuses for stopping power. Re-joining after an eternal three minutes in the pits, Wharton was able to recapture second place but catching Jones in front of him was a step too far. After two hours and 45 minutes of racing Stan Jones took the chequered flag for the win…53 seconds ahead of Wharton in his ailing BRM. I’m sure Charlie Dean was shocked that the Maybach’s bodged together engine actually survived until the end of the race!
Eventually it became more expensive to continue development of the Maybach Special than it was just to procure an already tried and tested European racer. Early in 1957 Stan gave in to the inevitable and Charlie Dean headed to Modena, purchasing a Maserati 250F for 10,000 pounds…the deal also including a spare engine. It was the chassis raced by Jose Froilan Gonzales in the 1956 Argentine Grand Prix, out after 25 laps with an engine failure. Stan’s nine year old son Alan was in attendance on the Melbourne docks when the car was extricated from its protective packaging and he later remembered his disappointment that though the car was red…and Italian…it wasn’t a Ferrari…which he thought would have been a far preferable option!
Despite lacking the innate glamor of Ferrari, the Maserati 250F was the ideal car for the competitive privateer. Easy to set up and exquisite handling, its only hiccup being that it was designed around the gentle hands of Juan Manuel Fangio and most of its other pilots weren’t as kind to fragile mechanical objects as he was. It had won its first race when Fangio piloted it to victory at the 1954 Argentine Grand Prix, capitalising on its handling advantages in the marginal weather conditions. It went on to take the honours for the 1957 World Championship for Fangio and it was still there for the last race of the 2.5 litre era in 1959. Sterling Moss had used it to get his first podium at the 1954 Belgium Grand Prix and so demonstrate his latent talent to Mercedes and Stan Jones had wielded it to good effect to become the 1958 Australian Champion. The 250F deserves an article all on its own…there isn’t enough space here to do it justice!
The 1959 Australian Grand Prix took place at Longford…its first appearance there. The race was held on a Monday, bureaucracy obviously having the upper hand in Tasmania as their “Sunday Observance Act” meant that no racing could take place on Sunday. After two race heats on Saturday to determine qualifying order for the big race on Monday, everyone could party on Saturday night with Sunday to recover…a bit like Monaco today when Friday is the day off and everyone can let their hair down on Thursday night. Young Alan Jones wagged the day off school to watch his father race. Stan was the reigning Australian champion after all – though he had yet to achieve his goal of winning the Australian Grand Prix.
Doug Whiteford had won the first heat on Saturday in his Maserati 300S sports car. Stan Jones’s Maserati 250F had won the second heat, but his race time had been almost twenty seconds quicker than that of Whiteford, thus giving him pole position. The railway crossing saw action very early. Whiteford had just passed Len Lukey, driving a 2 litre rear-engined Cooper-Climax, for second, and had accelerated hard to try to catch Jones who had shot into the lead. Whiteford’s car became air-born as it traversed the tracks at speed. The 300S weighed 110 kg more than then 250F but utilized identical suspension. Not surprisingly this extra weight, combined with a full tank of fuel, resulted in the complete collapse of the rear of the car when it “crash landed”. Oil went everywhere, including under Len Lukey’s wheels, and he was lucky to keep his car on the road and pointing in the right direction.
With Whiteford’s Maserati already out of the equation the race was then a battle to be fought out between Jones and Lukey. It would be one of the last head to head battles between rear and front engines before the former rendered the latter completely obsolete. They each had different strengths and weaknesses in regard to handling through the tight right hand bends and speed down the runway like straights and all in all there was little to pick between them. Several lead changes along with some good Australian argy-bargy while going through the corners meant there was no way to foretell the outcome until they both took the chequered flag. After 25 laps, 175 km and nine years of trying Stan Jones won the Australian Grand Prix a mere 2.2 seconds in front of Lukey’s Cooper. Twenty-one years later Stan’s son Alan would win the 1980 Australian Grand Prix driving his championship winning Williams FW07 to victory at the Calder Park Raceway. Unfortunately Stan was not there to witness his son’s success as, after suffering several strokes, he had died in 1973 at the age 49.
Longford remains a small and sleepy country town. The deserted roads are edged by eucalyptus trees and rusty barbed-wire fences. Lush green fields, dotted white with grazing sheep, stretch out into the distance on either side. Dust and leaves blow lazily across the tarmac. Although most of the roads that formed the original track still survive, the modern motorway dissecting it in two, combined with the demise of the now ancient wooden bridges, means driving a complete lap is no longer possible. Being late in the afternoon my children were keen to continue on to our destination and I had to settle with what I could imagine looking out of the window. We headed back to the car, did a U-turn, traversed Pub Corner at a pedestrian rate, and headed sedately over the now obsolete railway track…no possibility that the wheels of our ponderous Mitsubishi Pajero would be leaving the pavement…
“Time it was and what a time it was
A time of innocence
A time of confidences
Long ago it must be
I have a photograph
Preserve your memories
They’re all that’s left you”
Simon and Garfunkel ~ “Bookends”
Photo Credits: Featured Image – Charles Rice
Further Reading: Maybach to Holden: Repco, The Cars, People and Engines by Malcolm Preston
|
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4902
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dbpedia
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3
| 32
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https://www.redbull.com/gb-en/history-of-formula-1
|
en
|
A brief history of Formula 1
|
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2016-11-18T06:50:40+00:00
|
From origin stories, via Ayrton Senna to Max Verstappen and the Drive to Survive era.
|
en
|
Red Bull
|
https://www.redbull.com/gb-en/history-of-formula-1
|
Part of this story
The Fédération Internationale de l'Automobile (FIA) organised the first World Drivers’ Championship in 1950. The Championship was initially established as a response to the World Motorcycling Championship, which had started in 1949. But this was by no means the first time people had raced one another in cars.
01
Early motor racing
Motor racing started to take shape in France around 1884, quickly evolving from simple races from one village to another to sophisticated events. So let’s have a look at what Formula One was like before the creation of the FIA World Championship...
Everything you need to know about the premier class: Our 'ABC of' series brings you closer to various sports. ABC of... Formula One provides you with all the key info.
27 min
ABC of… Formula One
Get a crash course in F1 racing, with lessons in the terminology, history, heroes and drama of the sport.
In 1900, an event that proved crucial in the racing world was held by the American publisher James Gordon Bennett Jr. Bennett was the archetype of the gregarious media mogul – the Elon Musk of his day –and his reputation for extravagant behaviour is said to be the inspiration for the phrase of incredulity, 'Gordon Bennett!'
As the owner of the New York Herald and the Herald Tribune, he did much to further the cause of sport in America, staging the first polo and tennis matches in his home country.
But it was with his creation of an international motor race in Europe that would shape the future of a brand new field: motorsports. Named the Gordon Bennett Cup – of course – the annual race attracted competitors from around the world, with each country able to register up to three cars. According to accounts of the events, the races were quite casually organised, but still did enough to popularise motor racing in the UK and Europe.
Following the example of Bennett, millionaire William Kissam Vanderbilt II launched the Vanderbilt Cup in the United States. Specifically, in Long Island, New York, in 1904.
Influenced by these competitions, Louis Chevrolet, a Swiss man who worked for a French builder, decided to move to the United States. In 1901, he became the leading figure in American races and designed the vehicles of General Motors that bore his name.
02
The first Grand Prix
In 1906, the first race that bore the name Grand Prix was organised by the Automobile Club of France (CAF) and ran for two days in the month of June. The circuit, located in Le Mans, had a total length of around 65 miles with 32 participants representing 12 different automakers. Hungarian Ferenc Szisz (1873-1944) won the race in his Renault after 783 miles.
Each country organised their own events without a formal championship to link them together, with the rules varying depending on the country.
All competing vehicles had two people on board; a driver and a mechanic. Rules stated that nobody was allowed to work on or repair the car except for them. A key factor for the success of Renault was the use of detachable wheels (developed by Michelin), which allowed them to be changed without having to dismantle the car.
Related
03
The first racing circuits
In the early days, races were not held on purpose-built tracks. Instead, public roads were temporarily closed, and long circuits were mapped out on them. This was the origin of the Grand Prix of Le Mans in 1906, as well as Italy's Targa Fiorio, which ran along 93 miles of Sicilian roads, the 75-mile German circuit Kaiserpreis and the 47-mile French circuit Dieppe, which was used in the Grand Prix of 1907.
The exceptions were the circuits of Brooklands in England, completed in 1907, the Indianapolis Motor Speedway, first used in 1909 and the Autodromo Nazionale Monza in Italy, opened in 1922.
That same year, at Monza, Italy became the second country to host a race using the name 'Grand Prix'. The name quickly spread to Belgium and Spain in 1924, and later spread to other countries. However, it was not a formal championship, but a variety of races that were held under different rules.
04
Formula Libre
Just before World War I, various Grands Prix started sharing some rules, mainly engine sizes and weight.
In 1924 the Association Internationale des Automobile Clubs Reconnus (AIACR) formed, whose mission was to unofficially regulate Grand Prix racing. However, these regulations were abandoned in 1928, in an era known as 'Formula Libre', when the organisers decided to run with virtually no limitations.
From 1927 to 1934, the number of races that ranked as a 'Grand Prix' grew, jumping from five events in 1927, nine in 1929 to eighteen in 1934 (the maximum number of races in a year before the Second World War).
Don't miss: F1 legend David Coulthard journeys to Cuba to get under the bonnet of some vintage racers in Mechanics of Creativity
23 min
Mechanics of Creativity
Formula One driver David Coulthard travels to Cuba, to drive in a race unlike any he's run before.
Formula One track records
The longest Grand Prix track
Pescara Grand Prix in 1957 - one lap was around 16 miles long.
The shortest Grand Prix track
The Circuit de Monaco was less than two miles long in its shortened layout (which was used between 1955 and 1972).
More F1 Movies
05
First moves to a standardised World Championship
The first World Championship was held in 1925, consisting of only four races (the Indianapolis 500, the Grands Prix of Europe, France and Italy). It was only a manufacturers’ championship, with no drivers' title.
Ten years later, and thanks to the agreement of several federations, the European Drivers’ Championship took place annually until the start of World War II.
The 1933 Monaco Grand Prix was the first time in the history of the sport that the start order was decided by qualifying times. All competing vehicles were painted with their national colours, although in 1934, the Germans stopped painting their cars (Auto Union and Mercedes-Benz) in an effort to save weight. The metallic colour of course is still used on Mercedes’ ‘silver arrows’ in Formula One today.
Supported by the German government, who participated in the financing of the two manufacturers, Auto Union and Mercedes-Benz dominated the period between 1934-1939, with the two Bavarian teams winning all but three races in six seasons.
06
The creation of Formula One
Immediately after the Second World War there were only four races in the Grand Prix category. The rules for the World Championship were already established, but it wasn't until 1947 that the old AIACR was reorganised and renamed the Fédération Internationale de l'Automobile (FIA).
At the end of the 1949 season it was announced that races in 1950 would unite. This was in order to create a Grand Prix World Championship for Formula One drivers. A scoring system was established and seven races were deemed suitable to be included. The first race of the World Championship was held on May 13, 1950, at Silverstone in the UK.
The early World Championship races were dominated by Italian manufacturers and drivers. The first World Champion was Giuseppe Farina, driving an Alfa Romeo. Ferrari's appearance in the second race at Monaco, and in every season since, means they have the distinction of being the only manufacturer who has competed throughout the history of the sport.
Fewest finishers
1996 Monaco Grand Prix
18 of 21 drivers retired in this rain-soaked race, handing a win to Ligier's Olivier Panis. The only one of his career.
Behind the scenes at Silverstone: F1 Esports pro Marcel Kiefer peeks behind the curtain at the home of the British Grand Prix.
Oh no! This video is currently not available.
07
Formula One on the way to modernity
From the beginnings of the premier class to the current Formula One season, the racing series has developed significantly. As the sport has evolved, technical developments in aerodynamics, car design, engines, and better safety measures have all advanced at speed.
Back in 1966, F1 racing cars received a significant increase in performance. The racing cars in the premier class were equipped with around 220 horsepower at the time. This meant that in terms of sheer power, they were often inferior to other motorsport cars and even to some production vehicles. Doubling the cubic capacity resulted in a significant increase in performance.
In order to be able to tame this extra power, Formula One introduced mandatory spoilers and wings in the 1968 season. These were intended to improve downforce and traction and to increase safety at high speeds.
This led to some innovative engineering solutions. The legendary Matra MS10 from 1968, for example, relied on a construction of particularly high front and rear wings. This unique design brought F1 legend Jackie Stewart three Grand Prix victories in the 1968 season. However, due to a number of accidents, the design was banned by the FIA in the following season. The governing body moved to establishe the design of Formula 1 cars with a configuration of a front and a rear wing that is still common today.
Evolution in the pit lane: Formula One is also constantly evolving away from the track. The history of the pit stop.
45 min
The History of the Pit Stop
The mavericks who pioneered the modern pit stop made it a raceday staple that takes less than two seconds.
08
The ground effects era of Formula 1
At the end of the 1970s and beginning of the 1980s there was another technical revolution in Formula One. After Mario Andretti's World Championship victory in the Lotus 79, the so-called ground-effect racing cars dominated events.
Here, for the first time, side boxes with an inverted wing profile and movable side skirts were used, which further increased the downforce of the racing car and resulted in significantly higher cornering speeds.
This resulted in some of the craziest design ideas Formula One has seen to date. The legendary Brabham BT46B, including the fan installed at the rear, earned the inglorious title "vacuum cleaner" from Mario Andretti, who claimed it whirled up massive amounts of dirt and gravel. Nevertheless, the racing car gave Niki Lauda victory in the race in Anderstorp, Sweden in 1978 with a lead of almost 34 seconds over Arrows driver Riccardo Patrese. Shortly thereafter, the car was declared illegal.
In the 1976 and 1977 seasons, the Tyrrell team even used a six-wheeled F1 racing car, the P34, which had four front tires in addition to two massive rear wheels.
A different kind of ground effect: Learn how Mexico's long-lost Formula One circuit – hidden for more than 20 years – was revived...
26 min
Ground Effect
After 23 years away, Formula One returns to Mexico City’s legendary Autódromo Hermanos Rodríguez track.
09
The history of Red Bull in Formula One
From the over 1,000hp Formula One cars of the 1980s to the dominant era of seven-time world champion Michael Schumacher, the premier class has reinvented itself repeatedly over the years.
Red Bull Racingentered Formula One for the first time in the 1995 season as a sponsor of the Swiss Sauber team. That same year, German F1 driver Heinz-Harald Frentzen secured the first podium in the team's history by finishing third in the Italian Grand Prix.
Adelaide, 1991: the shortest-ever Grand Prix
24 minutes
The 1991 Australian Grand Prix was stopped after only 24 minutes (or 14 laps) due to heavy rain.
32.88 miles
Fewer than 33 miles were driven in the race - also a record!
In 2005, after taking over Jaguar Racing, Red Bull got involved in the Formula One circus as an independent team for the first time. Scotsman David Coulthard was signed as the first driver, with Christian Klien and Vitantonio Liuzzi alternating as second drivers at his side.
The new team got off to a great start, with one or both drivers scoring points in the first five races of the season. By the end of year, Coulthard had bagged 24 championship points and was twelfth in the drivers' standings.
The Coulthard, Webber and Vettel era
From the 2007 season, the Australian Mark Webber took a seat alongside 'DC' in the Red Bull Racing car. In 2009, Coulthard moved on, and Webber was joined by Sebastian Vettel, who had caught the eye with his victory in the 2008 Italian Grand Prix for Toro Rosso.
The rest is history: Red Bull Racing and Sebastian Vettel share an incredible success story. Together they secured a total of four constructors' and drivers' world championship titles in the years 2010 - 2013.
The youngest world champion
Sebastian Vettel tops the leaderboards
Sebastian Vettel still holds the record as the youngest driver double world champion.
Youngest four-time world champion
Vettel is also the record holder as the youngest three- and four-time world champion.
The first 15 years of Red Bull Racing: Celebrate the team's 300th race at the 2020 Turkish Grand Prix.
10 min
8 Best Red Bull Racing Moments
To celebrate our 300th Race at the Turkish Grand Prix we take a look at our standout moments so far.
10
Formula One: 2014–present
The 2014 season marked one of the most disruptive rulebooks the sport has ever seen. The premier class finally said goodbye to the 2.4-litre V8 engines that were used before.
A new type of energy recovery system was added to the V6 turbo engines with a displacement of 1.6 litres, which replaced the previous KERS system.
Follows Carlos Sainz in the 2014 F1 season:Road to 55 delivers a unique look behind the scenes.
In addition to the kinetic energy recovery (ERS-K), another system (ERS-H) also uses the waste heat from the engine via the turbocharger to generate energy. Combined with this, the ERS is limited to 120kW of power, which is available to the driver for 33 seconds in each lap. In 2014 it was still 60kW of power for a maximum of 6.7 seconds per lap.
The 2014 season also marked the first of an incredible seven successive Drivers' titles (six for Lewis Hamilton, one for Nico Rosberg), and eight consecutive Constructors' Championships for Mercedes.
From the 2017 season onwards, further changes came into force that were intended to make the vehicles more spectacular and significantly faster. Formula One racing cars became wider, while front and rear wings and the diffuser could be significantly larger. At the same time, the tire width at the front and rear was noticeably increased in order to improve the mechanical grip of the vehicles.
As a result of an accident in 2014, a roll bar was introduced for the 2018 Formula One World Championship to protect the drivers from head injuries. The protective ring is known as the halo.
11
Max Verstappen: The new high-flyer in Formula 1
In the 2021 Formula 1 season, Red Bull Racing showed its strength, especially in the form of Dutchman Max Verstappen. After Verstappen secured third place in the Drivers' World Championship in the 2019 and 2020 seasons, the young Dutchman was crowned Drivers' World Champion in the 2021 Formula One season.
Nothing and nobody can upset Max.
But that's not all. Verstappen was not satisfied with winning the title in 2021 and went further. The masterminds Christian Horner and Adrian Newey cobbled together a car for Verstappen and Pérez that should dominate the 2022 season.
48 min
Unfiltered: Horner and Newey
Christian Horner and Adrian Newey took Red Bull to the very top. Go behind the steadfast F1 alliance.
Verstappen was crowned driver's world champion for the second time in a row at the 2022 Japanese Grand Prix. A little later, in Austin, Texas, the Constructors' World Championship for Oracle Red Bull Racing soon followed.
All of which means that Red Bull Racing enter the 2023 F1 season, which includes 23 races, defending two world championship titles at the same time. We will know whether they've managed it by the season finale on November 26, 2023 in Abu Dhabi. Shortly before that, on November 18, Formula One will be making its debut on the brand new Las Vegas Street Circuit.
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4902
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dbpedia
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https://www.andrewnoakes.com/blog/f1-records-michael-schumacher28.html
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en
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More F1 records for Schumacher?
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2010-01-03T00:00:01+00:00
|
Michael Schumacher – who is 41 today – has signed a three-year contract with Mercedes GP. What could he achieve between now and 2012?
|
en
|
/templates/an-main/favicon.ico
| null |
Age records
The oldest race winner in recent F1 history is Nigel Mansell, who won the 1994 Australian GP (the race which gave Schumacher his first world championship title) for Williams at the age of 41 years 98 days. If Schumacher can win the Chinese GP in April 2010, or any subsequent race, he will break that record.
At the end of the 2012 season Schumacher will be 43 years and about 310 days old. If he wins a race during that season he will be by far the oldest winner in the modern era of F1. But he's unlikely to beat the record for the oldest race winner in the history of the championship – set by 53-year-old Luigi Fagioli when he won the French GP in 1951. Schumacher would have to win a Grand Prix in 2022 to beat that record...
Juan Manuel Fangio was the oldest World Drivers Champion at the age of 46 in 1957, another record Schumacher is unlikely to break. But if Schumacher wins the title in 2012 he will be the oldest champion in recent years, beating Alain Prost (38 in 1993) and Nigel Mansell (39 in 1992).
GP starts and wins
Assuming Schumacher starts every race over the next three seasons he will end 2012 with about 307 GP starts to his name – which will only be a record if Rubens Barrichello decides to hang up his helmet at the end of 2010. Schumacher will, however, overtake Riccardo Patrese's career total of 257 starts.
Before the 2010 season Schumacher had won 91 Grands Prix, 36.4% of the F1 races he entered. He won seven races in 2006, his last season prior to retirement.
If Schumacher can win at the same overall rate in the next three seasons he will have won about 112 GPs by the end of 2012. Even if his record over the next three seasons can only match his first three seasons at Ferrari, the last time he moved to a new team, he will win 14 more GPs for a total of 105.
World Drivers Championships
Schumacher won the title a record seven times between 1991 and 2006, and will still be a tough competitor in 2010-2012.
Neither his first three years with Benetton nor his first three with Ferrari netted a world title (though he did get close on several occasions). But the next three seasons are likely to be very competitive, with lots of well-matched driver/car combinations and no one driver having a significant performance advantage. If Schumacher can win four or five races in each season he is as well placed as any driver to win one or more titles.
Other records
Schumacher currently holds the records for the most pole positions, most front-row starts, most fastest laps, most podium finishes, most points and longest winning career in F1 – all of which he is likely to improve upon between now and the end of 2012.
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4902
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https://sportscardigest.com/1957-maserati-250f/
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1957 Maserati 250F
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[
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[
"SportsCarDigest",
"www.facebook.com"
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2007-05-01T19:00:33+00:00
|
Artist Alberto Ponno renders a striking image of “The Maestro,” Juan Manuel Fangio, at the height of his powers.
|
en
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/wp-content/uploads/fbrfg/apple-touch-icon.png
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Sports Car Digest
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https://sportscardigest.com/1957-maserati-250f/
|
The 1957 season was Juan Manuel Fangio’s swan song. With four World Championship victories under his belt, Fangio rejoined the Officine Alfieri Maserati team to drive the 250F in his final season of Grand Prix racing. Having already won the season opening race in Argentina, Fangio and the Formula One circus moved on to Monte Carlo for the Monaco Grand Prix.
At the start, Fangio and Moss, in a Vanwall, shot into the Gasometer bend, side-by-side, with the Ferrari of Peter Collins in hot pursuit. Within a handful of laps, Moss got around “The Maestro,” with Collins to soon follow suit. However, on the fourth lap, Moss overcooked it going into the chicane resulting in him, and the closely following Collins, collecting the barrier and retiring. This allowed the ever-smooth Fangio to retake the lead which he controlled for the balance of the race—this despite losing the use of second gear on the 85th lap!
Fangio not only won the 1957 Monaco Grand Prix, but also went on to win the French and German races, clinching his fifth, and final World Championship. This drawing, by artist Alberto Ponno, was commissioned by Maserati S.p.A. for a series of limited edition postcards.
For commissions, fine art reproductions, or automotive designs, please contact:
|
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4902
|
dbpedia
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1
| 93
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https://f1i.com/images/313401-day-four-classic-nurburgring-winners.html
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en
|
Four classic German GP winners at the Nürburgring
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[
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2024-08-04T10:30:24+00:00
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August 4th has seen several German Grand Prix races held at the classic 14-mile Nürburgring down the years.
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en
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F1i.com
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https://f1i.com/images/313401-day-four-classic-nurburgring-winners.html
|
Down the years, August 4th has seen several German Grand Prix races held at the classic 14-mile Nurburgring, with a collection of illustrious drivers clinching the top step of the podium.
In 1957 it was Juan Manuel Fangio who emerged triumphant for Maserati. It was one of his best drives, overcoming a poor pit stop to make up a one minute deficit on race leader Mike Hawthorn. On the way he slashed his own track record at the circuit - and he did it several times - by a massive six seconds. He said afterwards: "I'd never driven like that before. And I knew I never would again".
Six years later in 1963, Ferrari driver John Surtees claimed his maiden Formula 1 win after starting the race from second place on the grid. Pole sitter Jim Clark's Lotus developed engine trouble and dropped to just seven cylinders, so that he was over a minute off Surtees's winning time by the end - the only time Clark ever finished second in a world championship race.
And on the same day five years later, Jackie Stewart put in one of the stand-out drives of his career to take victory in the 1968 German Grand Prix which was held in such extreme wet and foggy conditions that many believed it should not have gone ahead at all.
Stewart was racing with a broken wrist, but his Matra-Ford finished a whopping four minutes ahead of Lotus' Graham Hill. Stewart later called it a "teeth gritting effort" in his autobiography.
The race was notable for another Formula 1 innovation, when Dan Gurney became the first driver to use a full-face helmet in a Grand Prix. The times were a'changing.
The final German Grand Prix to be held on this day in August was in 1974. Ferrari's Niki Lauda started the race on pole position in overcast and showery conditions, but it was his team mate Clay Regazzoni who went on to claim the victory from Tyrell's Jody Scheckter.
Lauda himself crashed at the start while attempting to defend his position from Scheckter.
Two years later and Lauda's crash in the 1976 race - held on August 1 - was the last time that Formula 1 raced on the iconic Nordschleife.
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https://www.motorsportmagazine.com/archive/article/may-2017/82/il-grande-john/
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en
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John Surtees, the hero of many talents
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[
"Doug Nye",
"Author Doug Nye"
] |
2017-11-14T17:29:52+00:00
|
Rider, driver, team owner, fund-raiser, dad: John Surtees’ remarkable life was covered in glory and touched by tragedy Back in 1996 I stood with John Surtees above the Albert Park pits…
|
en
|
Motor Sport Magazine
|
https://www.motorsportmagazine.com/archive/article/may-2017/82/il-grande-john/
|
Back in 1996 I stood with John Surtees above the Albert Park pits in Melbourne, watching the Australian Grand Prix, freshly relocated from Adelaide. We were gawping up at a big TV screen on which we had just seen Martin Brundle’s Jordan barrel-roll, landing in a heap of tangled scrap before Martin was winkled out from underneath, chirpily waved to the crowd to prove to onlooking officialdom that he was absolutely okay (I doubt he was) and then jogged back to the pits to take a somewhat jangled restart in a spare car.
“Now what do you think that tells us about Formula 1?” John asked cryptically, as so often he would. I knew him well enough to appreciate that whatever possible response I could give would never be right. I always suspected that he would frame questions to catch one out, whatever the reply. He wasn’t seeking an opinion, he really felt the need to declare his own. So I rather disappointed him by just saying “I really haven’t a clue, John, you tell me…” He narrowed his eyes and clearly suspected I was winding him up, but – after the briefest pause to consider that possibility, which he evidently dismissed – he, with index finger raised, then declared his case with the total self-belief of an Old Testament prophet.
It was to do with clueless, past-it has-beens, bed-blocking younger talent by hanging on to Formula 1 drives way past their sell-by dates. “We’ve just got to encourage fresh talent,” he said. “These days too many drivers have been in F1 just too long. You’ve got to realise when enough’s enough, you’ve had your chance, move over and move out.”
I guess he was thinking back to his own retirement from racing, at what in many ways had become his spiritual home, the Monza Autodromo, in 1972. He more or less conducted a race-test there of his latest Surtees-Cosworth TS14, while lead driver ‘Mike the Bike’ Hailwood in the works Surtees TS9B took second place behind Emerson Fittipaldi’s winning Lotus 72. Fittipaldi clinched his first world championship title that day, but it was telling how all weekend the milling Monza tifosi had packed around the Surtees paddock area almost as much as around Ferrari’s since they perceived the two multiple motorcycling world champions – Surtees and Hailwood – as the second-best sight on offer.
In these pages Jenks then reported: “As darkness settled upon the paddock two brand-new and shiny Gilera motorcycles zoomed off into the gloom, ridden by two ex-world champion motorcyclists. It was John and Mike returning to their hotel in Arcore, the home of Gilera, and the sight warmed the hearts of a great many Italians, for the ex-MV Agusta riders are both still remembered with great affection in Italy.” That was an affection John certainly always returned.
Astride works MV-Agustas, John won four 500cc world championship titles, 1956-58-59-60 and in those latter seasons added three 350cc world crowns. He won five times at Monza, then Mike Hailwood six times more, 1961-66. This duo accumulated 16 motorcycle world titles but only John made the perfect four-wheeled transition to win not only the F1 title but also two more Italian GPs at Monza. Guess his business office address in Edenbridge? ‘Monza House’.
|
|||||
4902
|
dbpedia
|
1
| 85
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https://acm.mc/en/category/edition-en/grand-prix-de-monaco-historique-en/
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en
|
Grand Prix de Monaco Historique Archives
|
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Automobile Club de Monaco
|
https://acm.mc/en/category/edition-en/grand-prix-de-monaco-historique-en/
|
They had to wait two years, but the thousands of nostalgic fans who came to the 14th Grand Prix de Monaco Historique over the weekend were in for a treat: more than 200 gleaming vintage racing cars, in perfect condition and capable of remarkable performances. So many talented drivers, both professional and amateur, and above all a public that was more than ever in attendance, especially women and younger spectators. After the success of the 7th E-Prix at the end of April, the Automobile Club de Monaco (ACM) has once again proved that it knows how to organise outstanding motor sport events to perfection.
Cars first. There were over 50 makes represented and Lotus took the lion’s share of the honours, with 3 victories in 8 events on Sunday for the legendary brand founded by Colin Chapman : Andy Middlehurst in the B-Series, at the wheel of a Lotus 25 once driven by Jim Clark; Max Smith-Hilliard in the C-Series, the one for sports cars from the 1950s; and just like the icing on an English cake, Japan’s Katsuoka Kubota in the D-Series, aboard a priceless Lotus 72 which allowed Ronnie Peterson to claim a podium spot at Monaco F1 Grand Prix, in 1973.
And that’s not all. Other legendary makes of motor sport also shone, starting with ERA in the A1 Series, that of pre-war small cars and Grand Prix cars, thanks to an Irishman, Paddins Dowling, who was untouchable throughout the weekend. The same goes for Germany’s Claudia Hürtgen in her Ferrari Dino 246, who finished 20 seconds ahead in the A2 race, early on Sunday morning.
Lotus, McLaren, Hesketh, March on top!
‘Last but not least’, as the English say, on the top of the menu, there were four series for modern or recent F1s, powered by naturally-aspirated V8 or V12 engines, all of which had raced between the end of the 60s and the beginning of the 80s. In F1, these now legendary cars had to make way for turbocharged F1 cars, then hybrid powered F1s. But not in Monaco, where their more powerful heirs are too difficult for amateurs and collectors to drive.
So a Lotus won the D-Series, followed by a McLaren M23 in the E-Series, a Hesketh 308 in the F-Series and a March 821 in the G-Series. Beating a myriad of other brands, such as Ferrari, Williams, Brabham, Tyrrell, Arrows, Shadow, Benetton, etc. Three British brands, with two British drivers, Stuart Hall (2 wins) and Michael Lyons, who were very effective in these single-seaters, all of them built before they were born.
Tributes to Ayrton Senna
On this subject of birth, Hall was born in 1984, the same year when Ayrton Senna appeared in F1, and when his star began to rise during a Monaco Grand Prix that has gone down in history. Senna’s career was the main theme of this weekend like no other, with a parade of his single-seaters on Saturday (Toleman, Lotus, McLaren), then the presence of the Senna family (Bianca, Paola, Bruno) in the paddock and on the princely podium on Sunday, to reward the last winner of the day, Stuart Hall, who left with an original figurine representing the Brazilian champion.
Ayrton Senna, Gilles Villeneuve, Niki Lauda, Jackie Stewart, Graham Hill, Louis Chiron, Juan Manuel Fangio and Vittorio Marzotto are names written in gold letters in the F1 and ACM books. They were mentioned by fans and commentators throughout the weekend, as they were allocated to the eight series of cars, spread in chronological order. With a figurine inspired by comic strip hero “Antoine le Pilote” for each winner on Sunday. In front of a delighted audience.
This is the other lesson to be learned from this 14th edition of Grand Prix de Monaco Historique : classic car racing is no longer the preserve of a minority of older and wealthy fans; it now attracts a younger, more feminine audience, at events that have become great popular festivals. Because there’s noise, fighting on the track, friendly drivers that you can talk to and, above all, racing cars that are works of art. Cars that ordinary people can admire, touch, see and hear, on site or via streaming platforms. With a charm that is unaffected by the passage of time. Quite the opposite, in fact.
The last race of this wonderful weekend, and of a long Sunday, was the G-Series, a vibrant tribute to Ayrton Senna in the presence of several members of his family (Bianca, Paola and Bruno who gave the cups and awards on the podium). And as luck would have it, a driver born in 1984, Briton Stuart Hall, won the race. In 1984, the year the Brazilian star began to rise in the F1 sky, during a memorable race in the Principality of Monaco that was interrupted by a deluge of rain. Forty years later, the sun was out and 39-year-old Stuart Hall let no one stop him from winning for the second time on Sunday. It was also his 5th win in a Monaco Grand Prix (Historique), following an inaugural success in 2016 and two more in 2022. On paper, he is now on a par with his glorious elder Graham Hill, a five-time F1 winner in the Principality in the last century. “I have to thank the stewards, because they did a fantastic job throughout the weekend”, emphasised the hero of the day, who has also made his mark in endurance racing, in the American Le Mans Series (ALMS) and at Le Mans 24 Hours (4th in 2007). A very fine winner, in a March 821 which had never won at Monaco… until this Sunday. Thanks to the talent of its driver, it beat two Lotuses, those of Marco Werner and Michael Lyons, and three Tyrrells. Two reference brands and benchmarks in the long history of F1.
|
|||||||
4902
|
dbpedia
|
3
| 6
|
https://grandprixexperience.com/australias-formula-1-history-of-race-tracks-teams-and-drivers/
|
en
|
Australia's Formula 1 History of Race Tracks, Teams, and Drivers — Grand Prix Experience
|
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[
""
] | null |
[
"coco"
] |
2022-06-07T11:43:26-04:00
|
The race down under officially joined the Formula 1 Championship in 1985. From its inception, be it the racetrack In Adelaide or Melbourne, fans worldwide were always offered amazing races that in many cases were crucial to determining the final Championship standings.
|
en
|
https://grandprixexperience.com/wp-content/uploads/favicon.ico
|
Grand Prix Experience
|
https://grandprixexperience.com/australias-formula-1-history-of-race-tracks-teams-and-drivers/
|
TABLE OF CONTENTS
F1 TRACKS
F1 TEAMS
F1 DRIVERS
UP AND COMERS
Australia over the years has developed many reputations such as being wild and vast and outright dangerous. The Australian Grand Prix, like its country’s reputation, has a vast history, has had plenty of dangerous and wild moments throughout its F1 tenure.
The race down under officially joined the Formula 1 Championship in 1985. From its inception, be it the racetrack In Adelaide or Melbourne, fans worldwide were always offered amazing races that in many cases were crucial to determining the final Championship standings.
The Australian Grand Prix which took place in Adelaide from 1985 to 1996 was scheduled as the last race of the season. Its position in the schedule would make the race one you cannot miss especially if your favorite driver or team had championship hopes on the line. From 1996 onward the Grand Prix kicked off the F1 season up until 2005 on a different track in Melbourne. This schedule change also added an allure to the track because it would immediately test teams and drivers in their first race of the season.
AUSTRALIA’S F1 GRAND PRIX TRACKS
QUICK JUMPS
BEFORE FORMULA 1
Despite Australia’s late entry into Formula 1, it did not reflect Australia’s love for racing and deep-rooted history in the sport. The Australian Grand Prix is one of the oldest races in the world and has taken place on numerous tracks dating back to 1928 way before officially joining F1.
The first official Australian Grand Prix took place on a small island off the southern tip of Australia in 1929. The track featured twelve corners that would have to be mastered for one hundred miles. The first winner was Arthur Waite and the last Australian Grand Prix took place on this track in 1935.
The Grand Prix jumped from Philips Island back to the mainland in Southern Australia in a small town called Victor Harbor. The 1937 grand Prix was a small street circuit that ran for 32 laps on a 12.55km course.
The Grand Prix continued moving throughout the country and in 1938 the race was held on the Panorama Circuit in Bathurst, New South Wales. The circuit was six kilometers long and 40 laps were needed to complete the scenic race.
Before World War 2 started there was one last race in 1939 that took place on the Lobethal Circuit, in South Australia. The race was only seventeen laps, but the length of the track was fourteen kilometers long, making it the longest in Australian Grand Prix History.
AFTER THE WAR
The hunger for racing continued in Australia after the world hit pause for nearly ten years. The Grand Prix returned to the Panorama Circuit in 1947 to reignite racing again in Australia. Like a traveling circus, the AGP continued to hop from racetrack to racetrack. Races would take place in Point Cook 1948, Leyburn 1949, and Nuriootpa 1950.
The Australian Grand Prix would not sit still on one racetrack until entering Formula 1 in 1985. Here is a list of the tracks and regions that hosted races before entering F1.
ADELAIDE STREET CIRCUIT
In 1985 the Australian Grand Prix would end its constant travels and races across the continent and settled down with Formula 1 in Adelaide. The Adelaide Street Circuit located in South Australia would become home to F1 for eleven years. As mentioned earlier, the race was placed last in the schedule making it a must-watch race.
The challenging course had sixteen turns over 3.780km of racetrack. Britain’s Damon Hill holds the record for the fastest lap with a time of 1:15.381 driving with Williams powered by Renault.
Adelaide would feature many nail-biting moments and final races that involved multiple legends of Formula 1.
KEKE ROSBERG’S LAST WIN AND LAUDA BIDS ADIEU
The inaugural race in 1985 would have Finish driver Keke Rosberg and former World Champion his last win in Formula 1 in Adelaide. Keke Rosberg and Ayrton Senna provided an intense battle that would be the first of many to occur in the future. Three-time world champion Austrian Niki Lauda would end his stellar career bowing out of the race with technical issues but nonetheless pleased fans leading most of the race.
LEGENDARY BATTLES FROM LEGENDARY DRIVERS
For the remainder of the eighty’s fans would be exposed to incredible battles with Alain Prost, Nigel Mansel, Nelson Piquet and Ayrton Senna. Every Australian Grand Prix would either have the championship on the line or at the very least the hunger to defeat their most staunch rivals. Prost and Senna would take center stage with their more than personal rivalry. Despite the hatred and bitterness that had brewed over the years, they would eventually end with the two greats hugging on the podium in Australia making their amends a public one.
GUILTY OR NOT GUILTY?
Drama and intrigue would reignite when Michael Schumacher and Damon Hill began a war of their own in 1994. Australia again would have to decide the winner of the championship and controversy was sure to follow. Schumacher was accused of taking out Damon Hill to secure his one-point lead and the driver’s title. In the following year, Hill would take back the title himself.
ALBERT PARK CIRCUIT
In 1996 the Australian Grand Prix moved to Melbourne, Victoria with the race taking place at Albert Park. The race consists of sixteen turns over a 5.303km racetrack for 71 laps. Germany’s Michael Schumacher has the fastest lap set with his Ferrari with a time of 1:24.125 in 2004. The racetrack combines both public roads and a dedicated racetrack. You can expect F1 cars to drive over 300km/h with many challenging corners for drivers to maneuver through.
HILL MAKES IT DOUBLE, MCLAREN BREAKS THE DROUGHT
Damon Hill won his second Australian Grand Prix in the opening race of the new track and the 1996 season. The race moved up the schedule from last to first and would remain that way for nearly a decade. The Grand Prix also ushered in the return of dominance with McLaren dominating the track until 1999 with David Coulthard and former two-time world champion Mika Hakkinen.
FERRARI RUNS WILD, SCHUMACHER CAN NOT BE STOPPED
From 1999 until 2003 Ferrari would own Albert Park in spectacular fashion. Schumacher claimed the podium 4 times and Eddie Irvine in 1999. Schumacher would smash the fastest time which still stands today in 2004.
AN UNFORTUNATE FATALITY
The Australian Grand Prix unlike many other race tracks would not suffer many fatalities in F1 except for Graham Beveridge who was struck by Villeneuve’s tire which flew off his chassis during a crash.
THE NEXT GENERATION OF CHAMPIONS TAKE OVER
When Schumacher retired, Australia provided wins for multiple drivers, therein many of those same drivers would become world champions. Fernando Alonso, Lewis Hamilton, Kimi Raikkonen, Jenson Button, Nico Rosberg, Sebastien Vettel all won in Australia. The list is impressive, to say the least.
AUSTRALIA WAITS
The Australian Grand Prix has been put on hold due to Covid -19 skipping the 2020 and 2021 races. The race will return in 2022 and fans can rest assured the races will continue in Melbourne for at least until 2025.
AUSTRALIAN FORMULA 1 TEAMS
MCGUIRE WHO?
Throughout Australia’s long history with racing there, unfortunately, has not been any fully Australian-founded team in Formula 1 other than an attempt by Brian McGuire with the team that bore his family name failed to qualify for the British Grand Prix in 1977. That would be their first and last attempt to join Formula 1.
BRABHAM MAKES HISTORY
However, John Brabham who worked with British Motor Racing Developments (known as MRD) would have success in Formula 1. They are not considered a full-blown Australian team but Australia’s John Brabham’s major influence on the team was one of the main reasons they were able to win.
Brabham built the motors that would make Brabham is the only driver and constructor to win a Drivers and Constructors championship in 1966. Brabham and MRD would also win the title in 1967 when driver Denny Hulme won the title for himself. For the sake of this article, I’ll consider MDR and Brabham in part to be Australian even if it is not officially recognized as such. I will not dive further into the team due to this discrepancy.
AUSTRALIA’S FORMULA 1 DRIVERS
QUALITY OVER QUANTITY
The land down under is not known for producing a plethora of Formula 1 drivers since the series’ inception in 1950. It has produced a few great drivers out of the seventeen total Australians who have ever started a race.
Australia can still be proud of its drivers who have won 4 Drivers Championships. There is currently one driver from Australia driving for McLaren in the 2021 season, a fellow I am sure you have heard of, Daniel Ricciardo. Let’s dive a little deeper into the drivers who have represented Australia in F1.
QUICK JUMPS
JOHN BRABHAM
MORE THAN JUST A DRIVER
Sir John Brabham, who was born on April 2nd, 1926 in Huntsville, New South Wales, was more than simply a driver. John was part of the Royal Australian Airforce as a flight mechanic as a teenager, He also further developed his mechanic skills during his teenage years by studying mechanical engineering and taking night classes.
Brabham had a passion for building and repairing motorbikes and eventually would build “midget” racing cars and compete on dirt ovals in Australia. Brabham would continue to combine his mechanical and driving prowess throughout his entire career, which eventually led to him being the only Drivers Championship to win the title driving a car that he constructed.
BRABHAM JOINS F1
John made his debut in Formula 1 at the ripe young age of 29 in 1955 driving for the Cooper Team. For four years John would struggle qualifying or completing the few races he would make attempts to join in Formula 1. Always competing hard but always facing mechanical issues.
PUSHING HIS WAY TO VICTORY
In 1959 his luck would change, and his mechanical skills and Cooper’s car parts finally worked in harmony when, in the very first race of the season in Monaco, John would get his first World Championship Victory. Throughout the 1959 season, Brabham would battle Britain’s sterling Moss and Tony Brooks throughout the campaign for the drivers’ championship which was decided in the final race. Brabham, in dramatic fashion, ran out of fuel on the last lap and was forced to push his car over the finish line, despite the near disaster landing him in fourth place, which gave him enough points to claim his first driver’s championship title!
WHY STOP AT ONE
John continued to work with Cooper in the 1960 campaign and continued to have success. John’s masterful engineering combined with the ever-improving Cooper parts would win five races out of the ten on the schedule. Cooper and Brabham would have their back-to-back Drivers and Constructors Championships built on John’s hard work and skill behind the scenes in the garage.
REVERSAL OF FORTUNES
During the 1961 campaign, their fortunes would flip, netting only three points the entire season. In 1962 Brabham left Cooper and created his own racing team known as Brabham. The team used cars built by Motor Racing Developments and together they would struggle for multiple years. Eventually, the two would part and in 1966 Brabham would go it alone using parts for his car from multiple manufacturers.
AN UNMATCHED FEAT
At the age of forty, he would be the first man to win a race by driving a race car that bore his name and constructed himself. Despite his critics calling him old, he won four races and stood on the podium another two times, once in second and third place. This would be the only time a constructor driving his own car would win both a driver’s and Constructors championship.
IN MY NAME
The following season John would not win but rather his teammate from New Zealand Denny Hulme exploited Brabham’s brilliant car and won once again a driver’s championship and Constructors title. John eventually retired in 1970 after an incredible career that was both unique and most likely will never be matched again.
F1 STATS
RACED FROM: 1955-1970
TEAMS: COOPER, BRABHAM
RACES: 126
CHAMPIONSHIPS: 3
WINS: 14
PODIUMS: 31
TOTAL POINTS: 253
POLE POSITIONS: 13
FASTEST LAPS: 12
ALAN JONES
FOLLOWING HIS FATHER’S FOOTSTEPS
Alan Jones was born on November 2nd, 1946 in Melbourne and is the last Australian who won a World Drivers Championship in 1980 driving with Williams. Alan’s succession into Formula1 was a difficult one and he had to earn every step of the way towards his first championship.
Stan Jones, his father, was a racing legend in Australia who at one point during the fifties was asked to try out for Ferrari and BMR. He would decline the offer, choosing to stay home and care for family and business. Racing was in Alan’s blood and he wanted to be a champion like his father before him.
DOING IT THE HARD WAY
Alan was successful in go-karting, winning his first championship at the age of fifteen. Alan continued racing and continued winning in the Mini and Cooper series. After his father’s business went bankrupt, his primary funding to race went stagnant and Alan’s career would be threatened. Unlike many drivers of today, Alan had to work and earn every dollar he made to fund his driving career.
Alan traveled to England where he created a hostel for travelers and with those profits if any, bought old racing cars and did his best with what he had. Alan would toil and scrap his way through Formula 3, Formula Ford, and Formula Atlantic. He never gave hope that eventually, he could drive in Formula 1, even if he had a terrible crash that left him with a broken leg.
GETS NOTICED, GETS AN OPPORTUNITY
Alan Jones did not quit and eventually, his persistence would finally pay off when former Formula 2/3 driver Harry Stiller decided to buy a Hesketh 308 and hired Alan as its driver for the 1975 Formula 1 Season. In his debut with Hesketh, Alan had a rough start getting zero points, and eventually, the team resigned from F1 which allowed Alan to be picked up by Graham Hill’s team. Alan would have his best finish of the year at the Nürburgring finishing in fifth and netting two points.
FINDING THE RIGHT TEAM
Alan would continue to hop from team to team avoiding the pitfalls of being unemployed with either luck by his side and his determination that garnered much respect throughout F1. Alan would race for Team Surtees and Shadow after 1975.
In 1977, Alan driving in his Shadow, both driver and constructor would taste their first victory in Formula 1 during the Austrian Grand Prix. Alan would revisit the podium in second place in New York during the American Grand Prix, he finished the season with twenty-two points, making that season his best to date.
In life, some things are meant to be and that is truly the case for Jones deciding to go race for Williams. Williams in 1978 was a young struggling team driven by the high ambitions of legendary Frank Williams. Alan and Williams shared the common characteristics of determination and the hunger to win. Despite Williams’ small budget, their cars and Jones would improve throughout the 1978 season and begin to be a threat in 1979.
WILLIAMS AND JONES ARE A PERFECT MARRIAGE
During the 1979 season, Alan would win his first race in two years in Germany and win another three towards the final stretch of the season. Alan Jones finished third in the Championship with 40 points. For over a decade Alan suffered and worked his way up to Formula 1 and during the 1980 season, all the glory would be his.
Allan and Williams’ marriage finally bore fruit with five wins and adding another four visits to the podium. Alan clinched the World Drivers and Constructors Championship during the Canadian Grand Prix with a victory. He finally reached the pinnacle of the sport and proved hard work can go a long way.
HOMESICK
Alan continued to have relative success during the 1981 campaign, finishing third in the Driving Championship. In 1982 Alan felt his homeland calling him and decided to retire and head to Australia to be a farmer. It is probably the case that the lack of adrenaline from tilling fields and riding a tractor could not fill the gap left behind by formula 1.
Alan returned to formula 1 for another three seasons and never visited the podium again, his best finishes were fourth and sixth. Alan would retire once again from racing after a brilliant hard-fought career. Alan eventually became an F1 commentator in Australia for a time and also an F1 steward. Racing was always in his blood and always will be.
F1 STATS
RACED FROM: 1975-1981, 1983,1985-1986
TEAMS: Hesketh (Harry Siller), Hill, Surtees, Shadow, Williams, Arrows, Haas Lola
RACES: 116
CHAMPIONSHIPS: 1
WINS: 12
PODIUMS: 24
TOTAL POINTS: 199
POLE POSITIONS: 6
FASTEST LAPS: 13
TIM SCHENKEN
SOME POINTS MATTER
Timothy Theodore Schenken was on September 26th, 1943 in Gordon, Sydney, and claimed to be among the only five Aussies to claim a point in Formula 1 history. Tim’s successes would come for the most part driving outside of Formula 1. Schenken competed at multiple levels of racing including Sports Car racing. Tim would win most of his races in Formula 3 and Formula Ford.
Tim began racing in F1 during the 1970 season for Williams and didn’t finish any of the four races he competed in. In 1971 Tim would experience his best finish in F1 in Austria finishing in third place driving for Brabham (Motor Racing Developments). Tim would retire his car in all three of the remaining races of the season. In 1972 Schenken would get his final points of F1 career finishing 5th during the Argentina Grand Prix, giving him a total of seven for his career. Tim’s career was short in Formula 1 but at least he could claim visiting the podium which is a feat not many race car drivers can claim.
F1 STATS
RACED FROM: 1970-1974
TEAMS: WILLIAMS, BRABHAM, SURTEES, TROJAN, LOTUS
RACES: 34
CHAMPIONSHIPS: 0
WINS: 0
PODIUMS: 1
TOTAL POINTS: 7
POLE POSITIONS: 0
FASTEST LAPS: 0
MARK WEBBER
SPARKS EXCITEMENT IN THE LAND DOWN UNDER
Mark Alan Webber was born on August 27th, 1976 in Queanbeyan, New South Wales, he began his racing career in karting at the age of twelve. It was clear he had a natural talent to drive, winning multiple karting titles at the age of fourteen and he would continue winning in the Kart series until he was sixteen. His talent was allowed to keep growing in the Australian Formula Ford Championships for multiple seasons, attaining strong results in most of his races. Eventually, Mark moved to London and continued to race in the European Formula Ford Championships and British Formula Ford Championship.
He would visit the podium multiple times, which surely turned the attention of talent scouts his way. In 1997 Webber won Rookie of the Year in the British Formula 3 Championship. Things were not always so simple because funding for his vehicles had to come from his own family and seeking out sponsorship from those who believed in him.
From 1998 to 2001, Mark competed in the Sports Car Racing and Formula 3000 driving for Mercedes where in which he would hone his skills even further. His path to F1 would involve Paul Stoddart who gave Mark an opportunity to drive in Formula 3000 where Webber driving for Arrows would Finish third in the Drivers’ Championship.
From Arrows, he jumped to Benetton where in the following season would finish as runner-up in the Drivers Championship. During his time in Formula 3000, Webber had access to F1 cars constantly working on testing with the major teams, and eventually was given the title of reserve driver for Benetton.
MINARDI OPENS THE DOOR
Mark would achieve his dream of driving in an F1 race after fellow Aussie Stoddard who had purchased Minardi signed him as one of his drivers. Mark’s first race was at the Australian Grand Prix and with a little chaos out front, he was able to please the home crowd with a fifth-place finish. The rest of his season would not go so well, never finishing better than eight and attaining a meager two points for the year.
AUSTRALIANS CANNOT SIT STILL
From Minardi Mark traded teams for Jaguar, which was led by Nikki Lauda where he had mixed success. During his stint with Jaguar, he struggled with the car in many races but still managed to have career performance highs, finishing in 10th in the Driver’s Championship. Mark continued hopping from team to team in 2005 when he landed in Williams whose car struggled for the two years Webber was there. There is a silver lining of course because he would get his first podium at the Monaco Grand Prix 2005 finishing third.
Despite his love for Frank Williams, Mark would make another move, joining his final F1 team, Red Bull Racing in 2007. His start with the team was a rocky one because the Red Bull of today has come a long way from the Red Bull Mark was driving. Red Bull and Mark struggled to get anywhere near the podium or finish in the points.
RED BULL AND PODIUMS
In 2009, despite breaking a leg and racing under harsh physical conditions, Mark and Red Bull began to seriously compete for the Drivers Championship. Mark finally won his first race in one hundred and thirty starts at the German Grand Prix. He would make it on the podium five times and added on top that a Brazilian Grand Prix victory in the last race of the year. He finished fourth for the title.
WEBBER AND VETTEL DON’T GET ALONG
In 2010 the world would be privy to one of the great battles between F1 drivers which would have Mark vying for the title most notably against his own teammate Sebastien Vettel. Both drivers would have several clashes throughout the season which left Webber feeling Vettel was favored at Red Bull. Webber led the Championship at one point during the season only to fall short by the end of the season leaving him in third and fuming at Red Bull.
Despite the rocky relationship with Red Bull, Mark would remain with the team continuing his battles with Vettel. Mark continued to win some races and achieve podiums but ultimately failed to truly challenge the German to win more titles.
Mark retired from F1 after the 2013 season but continued to race in World Endurance Championship races. Mark continues to race until today in the series Superstar Racing Experience. Webber would race in over two hundred races in F1 earning him a spot in the FIA Hall of Fame and the respect of his peers.
F1 STATS
RACED FROM: 2002-2013
TEAMS: MINARDI, JAGUAR, WILLIAMS, RED BULL
RACES: 215
CHAMPIONSHIPS: 0
WINS: 9
PODIUMS: 42
TOTAL POINTS: 1047.5
POLE POSITIONS: 13
FASTEST LAPS: 19
DANIEL RICCIARDO
THE HONEY BADGER
Daniel Joseph Ricciardo was born on July 1st, 1989 in Perth, Western Australia, and is currently driving for the racing team McLaren in the 2021 season. Daniel began karting at the age of nine. He was a major fan of Nascar and legendary Dale Earnhardt.
Daniel, at sixteen years old, joined the Western Australian Formula Ford Championship and from there he would jump to Formula 3 in 2008. He continued to race in Formula 3 until making the move to the Formula Renault 3.5 Series in 2009 where he should promise battle throughout the season netting wins and podiums despite facing heavy adversity. Daniel would come so close to winning the Championship in his rookie year by two points.
TIME TO RACE THE BIG BOYS
Ricciardo got noticed and Red Bull welcomed him into their stable of drivers. Via testing, Daniel made it clear he was ready for than being a test or reserve driver. Red Bull loaned Daniel to Hispania Racing Team where Daniel would dip his toe for the first time in a Formula 1 race at the 2011 British Grand Prix. Daniel’s 2011 season did not give him any points, but the lessons learned would prove to be valuable.
TORO ROSSO
Daniel would score his first points with Toro Rosso the following year on home soil at the 2012 Australian Grand Prix. Daniel, with an inferior car, continued to turn heads with his strong qualifying times and managed to finish in the points on many occasions. With the big team Red Bull watching it was only a matter of time for Ricciardo to make the big jump, which he would do in 2014. Driving the far superior Red Bull, Daniel could begin experiencing success more regularly.
RED BULL
Daniel would suffer in the first race of the campaign had him finish in second place only to be disqualified later at the Australian Grand Prix. Daniel tasted victory for the first time in his F1 career in Montreal at the Canadian Grand Prix but that would not be his last as he won races at the Hungarian Grand Prix and Belgian Grand Prix back-to-back! Ricciardo finished the Drivers’ Championship in third place and became Red Bull’s “lead” driver the following year with Vettel’s departure.
WHAT’S A SHOEY?
For the following two years, Red Bull struggled against Mercedes and Ferrari leaving Daniel struggling to get on the podium in 2015. Fortunes would improve in 2016 and fans would be delighted when at the German Grand Prix after finishing in second place, Daniel performed his first “shoey”.
Daniel removed his racing boot, filled it with champagne, and chugged it down, this would become a tradition for Daniel and anyone he could convince to take a sip too. Daniel had to wait until the Malaysian Grand Prix to win his first race in two seasons. Despite the lack of victories Daniel still finished in third the Drivers’ Championship due to multiple podiums and solid finishes in 2016.
Red Bull Steadily improved throughout Daniel’s tenure but unfortunately, Daniel won races sparingly and could not crack the top three drivers in the standings during the 2017-2018 seasons.
BETTING ON RENAULT
Daniel took a leap of faith hoping history would repeat itself when he joined the renaissance of Renault in F1 in 2019. His gamble would not pay off, especially in light of Red Bull beginning to surge as a contender for world titles. With Renault, Daniel only made it on the podium twice in two years when he finished third on both occasions. The lack of success at Renault would make it an easy decision to leave the team for McLaren in 2021.
FITTING IN AT MCLAREN
With McLaren, Daniel faced early struggles with the team due to adapting to the race’s cars’ particular setups and characteristics. Despite the struggles, early on in the season Daniel consistently finishes in the top ten which helps McLaren compete with their closest rival Ferrari. Ricciardo paid homage to his Italian roots when won the Italian Grand Prix alongside his teammate Lando Norris for a 1-2 finish of McLaren’s.
Daniel finished fifth at the American Grand Prix in Austin, Texas, giving him a total of 105 points and eighth place with five races to go in the season. Daniel is loved and respected by fans worldwide, he has been given the moniker of Honey Badger due to his unassuming nature, but on the track, he is a real threat.
F1 STATS
RACED FROM: 2011-CURRENT SEASON
TEAMS: HISPANIA RACING TEAM, TORO ROSSO, RED BULL, RENAULT, MCLAREN
RACES: 205
CHAMPIONSHIPS: 0
WINS: 8
PODIUMS: 32
TOTAL POINTS: 1264
POLE POSITIONS: 3
FASTEST LAPS: 16
UP AND COMING DRIVERS
Making the jump to Formula 1 isn’t an easy one, despite the difficult odds there are a few future hopefuls to follow in the footsteps of Daniel Ricciardo and other Australian F1 drivers.
QUICK JUMPS
OSCAR PIASTRI
Oscar Piastri was born on April 6th, 2001 in Melbourne and currently leads the Formula 2 Drivers Championship with 178 points and commanding lead of 36 points over his closest competitor. Oscar, like most race car drivers, began in Karting at a young age and eventually moved on to single seaters. In Formula 4 in 2017 he finished runner-up for the championship to Jamie Caroline.
In 2018, Oscar joined the Formula Renault Eurocup series and won the driving championship in 2019. Oscar continued his winning ways in Formula 3 driving for Prema Racing, claiming yet another Drivers Title in 2020. Renault has taken notice and has included Oscar into their racing academy. The question isn’t if Oscar will make the jump but rather when.
F2 STATS
RACED FROM: 2021
TEAMS: PREMA RACING
RACES: 17
CHAMPIONSHIPS: 0
WINS: 3
PODIUMS: 327
TOTAL POINTS: 178
POLE POSITIONS: 3
FASTEST LAPS: 4
JACK DOOHAN
Jack Doohan was born on January 20th, 2003 in Gold Coast and is currently driving for Trident in the Formula 3 series. Jack got his first victory in F3 during the French Grand Prix in 2021. Doohan is part of the Red Bull Junior Team. During the current 2021 campaign, Jack finished the season in second place with 179 points in the drivers’ standings. He proves to be a very consistent driver and shows much promise for a young eighteen-year-old.
F3 STATS
RACED FROM: 2021
TEAMS: TRIDENT
RACES: 20
CHAMPIONSHIPS: 0
WINS: 4
PODIUMS: 7
TOTAL POINTS: 179
POLE POSITIONS: 2
FASTEST LAPS:
CALAN WILLIAMS
Calan Williams was born on June 30th, 2000 in Perth, Western Australia, and currently drives in Formula 3 for Jenzer Motorsport. Calan won the 2017 Australian Formula 3 Series drivers’ championship. He continued working on his craft in the Euroformula Open and Toyota Racing series until 2020 joining Formula 3. Williams finished the 2021 season in 19th place with fifteen points to his name.
F3 STATS
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Ferrari through the F1 ages: Sportsmail looks at the cars from EVERY year of the Italian team's participation
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[
"https://i.dailymail.co.uk/i/graphics/2016/03/16/F1_2016/F1_2016/F1.html"
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[] |
[
"dailymail",
"sport",
"formulaone"
] | null |
[
"Dan Ripley",
"Dan Ripley for MailOnline",
"www.dailymail.co.uk"
] |
2016-03-17T07:49:55+00:00
|
Ahead of the new Formula One season starting this weekend, Sportsmail takes a look at the Ferrari team's evolution from the inaugural year of F1 championship racing in 1950 to the present day
|
/favicon.ico?v=2
|
Mail Online
|
https://www.dailymail.co.uk/sport/formulaone/article-3492423/Ferrari-F1-ages-Sportsmail-looks-cars-year-Italian-team-s-participation.html
|
Since the Formula One world championship started in 1950, you can count the consistent features on one hand - but perhaps the biggest of them all is the Ferrari team.
It's often said there is no F1 without Ferrari, who have seen the sport develop from its highly dangerous origins in the 1950s to the global sporting and commercial powerhouse it is today.
So with the 2016 season due to start this weekend for the Australian Grand Prix at Albert Park, Sportsmail has looked back at the Ferrari car from every year of the world championship to track its evolution.
|
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4902
|
dbpedia
|
2
| 13
|
https://jalopnik.com/here-are-the-most-successful-f1-drivers-with-car-in-t-1849142507
|
en
|
Here Are the Most Successful F1 Drivers With ‘Car’ in Their Names
|
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"Williams",
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"Jalopnik"
] | null |
[
"Owen Bellwood"
] |
2022-07-05T13:25:00-04:00
|
In Formula 1’s 52-year history, there have been 31 drivers with "car" in their names.
|
en
|
Jalopnik
|
https://jalopnik.com/here-are-the-most-successful-f1-drivers-with-car-in-t-1849142507
|
On Saturday, history was made when Carlos Sainz, Jr. became just the second Spanish driver to win and take pole position at a Formula 1 grand prix. But, did you know that he was also just the sixth driver with “car” in his name to claim the front spot on the grid?
After I gave up trying to remember the five other drivers to share this honor, I went through the list of all 771 drivers to have started an F1 race and found out that there are 31 current and former racers with “car” in their name.
And that list of 31 drivers includes some pretty big names. Remember Carrol Shelby? He entered three F1 grands prix. And then there’s Carl Scarborough, who has the honor of being the only F1 driver with “car” in his name, twice.
But there are some drivers called Car who have risen above the rest and even managed to score an F1 point, or two. So, let’s take a moment to celebrate the 16 points-scoring F1 drivers with “car” in their name.
|
|||||
4902
|
dbpedia
|
1
| 11
|
https://grandprixexperience.com/great-britains-formula-1-history-of-race-tracks-teams-and-drivers/
|
en
|
Great Britain's Formula 1 History of Race Tracks, Teams, and Drivers — Grand Prix Experience
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[
""
] | null |
[
"coco"
] |
2022-06-08T08:19:01-04:00
|
When it comes to Formula 1, Great Britain is amongst the all-time powerhouse nations producing world championship drivers and constructors. One cannot leave out their historic race tracks from the discussion like Silverstone whose history is deeply woven into the fabric of everything Formula 1.
|
en
|
https://grandprixexperience.com/wp-content/uploads/favicon.ico
|
Grand Prix Experience
|
https://grandprixexperience.com/great-britains-formula-1-history-of-race-tracks-teams-and-drivers/
|
TABLE OF CONTENTS
F1 TRACKS
F1 TEAMS
F1 DRIVERS
UP AND COMERS
When it comes to racing, the United Kingdom and Great Britain leave an indelible mark on motorsports. Their passionate fan base, the countless drivers, mechanics, engineers, and more have all shared a blistering love for racing across all motorsports.
When it comes to Formula 1, Great Britain is amongst the all-time powerhouse nations producing world championship drivers and constructors. One cannot leave out their historic race tracks from the discussion like Silverstone whose history is deeply woven into the fabric of everything Formula 1.
Here is a history of some of the most notable and dominant drivers, constructors, and Britain’s most famous tracks used throughout F1.
F1 TRACKS
The British Grand Prix is one of those untouchable races on the F1 schedule and has been a part of F1 since 1950. Britain has provided four different venues during its time in F1 and currently calls Silverstone which has been called the sole location for the GP since 1987.
On five separate occasions, the British Grand Prix was dubbed the European GP, which was customary between the fifties and seventies for each European country to lay claim to that title. From 1955 to 1962 the British GP was held at the Aintree circuit and from 1963 to 1986 the race alternated between the Brands Hatch Circuit and Silverstone.
Donington Park held one European Grand Prix in 1993 and nearly took over Silverstone in 2010 to host the British Grand Prix.
Here is a history of all the British tracks used in Formula 1 history.
QUICK JUMP
BROOKLANDS
The first racetrack ever constructed in Britain was the Brookland’s Circuit 1907 in Surrey, England. Brookland’s never hosted a Formula 1 race but the high-speed oval featuring banked turns was used for Grand Prix racing in the 1920s but ultimately could not survive the German blitzkrieg during WW2. The track was never rebuilt after the great war, opening the door for other tracks to take center stage.
SILVERSTONE
After World War 2, Silverstone was constructed on a military airfield in Northamptonshire, England in 1948, and even today you can still see the runways used by bombers from the Royal Air Force. The first GP was held in 1948 where nearly one hundred thousand fans watched Italian Luigi Villoresi win the race. In 1949 the title of British Grand Prix was used for the first time and Toulo de Graffenreid won that race.
F1 CHAMPIONSHIP BEGINS
In 1950 the Formula 1 Championship officially began and the first race on the schedule was the British Grand Prix at Silverstone, making the race one of the oldest in F1 history. Silverstone has had three different variations used for F1 racing in its seventy-year existence.
The current track can entertain one hundred and fifty thousand fans watching a race that takes place on a 5.891km track that incorporates eighteen turns requiring fifty-two laps to complete the race distance of three hundred and six kilometers.
Silverstone is one of the more entertaining races on the schedule where you can expect to see some passing and high speed on the various long straights the track provides. Silverstone was under threat of being removed from the calendar in 2019 to perhaps be replaced by a street circuit in London which did not come to pass. Silverstone renewed its F1 contract which lasts until 2024. Presented below are the fastest laps at Silverstone.
AINTREE CIRCUIT
The Aintree circuit which can be found in Merseyside, England was used for F1 non-championship and championship races during the fifties. Aintree was the home of the British GP five times, thrice in the fifties and twice in the sixties.
The circuit was constructed in 1954 and it ran over 4.828km of track including eight turns that initially needed ninety laps to complete but the race was reduced to seventy-five laps. The total race distance for the ninety laps races was 434.52km and for the seventy-five laps, the distance was 362.100km.
MOSS PLEASES THE HOME CROWD
Aintree could have held up to one hundred thousand fans and more in the surrounding grandstands. The first race at Aintree was won by Britain’s Stirling Moss beating out his legendary teammate Juan Manuel Fangio.
The last race was held at the circuit before being replaced by Brands Hatch in 1962 which had another Brit by the name of Jim Clark win the race and set the fastest lap in Aintree’s history with a time of 1:55.0.
BRANDS HATCH
The track is located in West Kingsdown, England on what was originally farmland.
The Brands Hatch circuit began as the training grounds for cyclists and slowly evolved throughout its life span, growing in size and speed on the track.
Brands Hatch first laid pavement down in the fifties as it introduced motorcycles and race cars and began hosting Formula 3 races. The first track did not have any hard corners and ran counterclockwise and by the mid-fifties expanded its length by including a new hairpin and running clockwise this time around.
LET’S TAKE TURNS
The track was doubled in the sixties and became eligible for F1 racing, eventually replacing Aintree as the partner to Silverstone. From 1964 to 1986 Brands Hatch would now alternate with Silverstone hosting the British Grand Prix.
It hosted the race twelve times during that span of time and Nikki Lauda won the most races there with three wins. Other than Nikki Lauda there were nine different winners on this circuit.
The track itself ran over 4.207km which included nine turns that began as an eighty-lap race and settled down to seventy-five laps that would total 277.725km to complete the F1 race. Britain’s Nigel Mansell owns the fastest lap set on the track with a time of 1:09.593 and also won the last race that took place in Brands Hatch in 1986.
DONINGTON PARK
In 1993 Formula 1 visited Britain twice for the British and European Grand Prix with Silverstone hosting the British GP and Donington Park the latter. It was the only time the Donington circuit was used in Formula 1 but nearly became a part of the schedule at the behest of Bernie Ecclestone in 2010 which never came to fruition. The track is currently used in the motorcycle championship series MotoGP and various other racing series.
The track began taking shape in the 1930s only to be halted by the World War in 1939. The track was subsequently destroyed and had to wait until 1971 for the track to be reconstructed. In 1993 Donington had its chance to show off its 4.023km track that features eleven turns requiring seventy-six laps to the 305.748km to complete the F1 race.
ONE-SHOT DEAL
In its only F1 participation pole position was taken by Williams Alain Prost, but it would be Brazil’s Ayrton Senna who won the race and set the fastest lap with a time of 1:18.029.
LAP OF GODS
Senna’s first lap is dubbed the “lap of gods” where despite the torrential rainfall and starting in fourth fell back to fifth at the start only to charge his way through four competitors taking the lead by lap’s end. Along the way, he passed Schumacher, Damon Hill, and Prost who were more than ordinary drivers. The lap is still considered one of Senna’s best laps, if not one of the best in F1 history.
F1 TEAMS
The United Kingdom has certainly produced its share of world championship drivers, but it has also provided Formula 1 with some of the most successful teams in its history, winning thirty-three constructors titles. The UK is the hands-down leader with the most titles beating out the likes of Italy, Germany, and France.
British teams have always been a part of F1 since 1950 wherein its inaugural season three British teams participated throughout the season. Cooper, Alta, and English racing Motors (ERA) were the first teams to compete in F1 but it would be Vanwall to claim the first victory for a British team in 1957 at the British Grand Prix.
Henceforth British teams became more competitive and, in the sixties, dominated with Championship wins in both the drivers and constructor’s categories. Teams like Lotus, Brabham, BRM, and Cooper gave Britain titles. The elite teams from Britain such as Lotus, McLaren, and Williams also won championships from the seventies until the last title won in 2009 by Brawn.
Here are some quick bios of some of the constructor’s champions Britain has produced.
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VANWALL
The Vanwall team was based in Acton, London and its founder was Tony Vandervell, the team entered Formula 1 in 1954 with the name Vanwall Special and subsequently changed the name the following year to Vanwall. From 1954 to 1956 the team only managed to score points at the Belgian GP when American Harry Schell finished in fourth place.
A FIRST FOR BRITAIN
Things changed for the Team when Britain’s Stirling Moss and Tony Brooks helped the team win its first races in F1 in 1957. In Monaco, Vanwall and Brooks finished in second place marking the team’s first podium and at the British GP, both Brooks and Moss shared their victory on top of the podium.
Moss went on to win two more races at the Pescara and Monza GP. Moss and Brooks helped Vanwall secure Vanwall’s only constructor’s title, winning three races each, Vanwall also got help from their third driver Stuart Lewis-Evans who added two more podium finishes to their tally.
It was the first Constructors win for a British-based team which also featured an all British driving team. Lewis Evans died driving in a Vanwall after a crash that left serious burns over his body during the 1958 Moroccan GP. His death and Tony Vandervells failing health led to Vanwall struggling in 1959 and 1960 participating in only two races in two seasons. The team folded and did not race again after 1960.
F1 STATS
RACED FROM: 1954-1960
RACES: 29
CONSTRUCTORS CHAMPIONSHIPS: 1
DRIVERS CHAMPIONSHIPS: 0
WINS: 9
PODIUMS: 13
TOTAL POINTS: 57
POLE POSITIONS:7
FASTEST LAPS: 6
COOPER
John Cooper and his father Charles founded Cooper in Surbiton, England in 1946 and their race cars were initially used to compete in Formula Three. Cooper’s cars were driven by John Cooper and his close friend who would help the team grow, Eric Brandon. Cooper was one of the first teams to place the engines at the rear of the F1 race cars and was built rather inexpensively.
The cheaper cost had droves of aspiring race car drivers purchasing their cars helping to grow the company’s financial state. Cooper made its first appearance in F1 albeit short for the 1950 Monaco GP where American Harry Schell qualified in twentieth place and on race day exited the race after a collision on the first lap.
THE GREAT INNOVATOR OF MOTORSPORT
Cooper did not return to F1 until 1957 with Australian Jack Brabham leading the way for the team. Cooper was proving to the other teams that engines placed in the rear were the way to go, performing well and generating solid speeds. Cooper won its first race in the 1958 Argentina GP at the hands of Stirling Moss and won the second race in Monaco with Maurice Trintignant at the wheel of his own Cooper.
FIRST TITLE
Cooper was providing engines and Chassis to numerous privateer teams during the late fifties. The team claimed its first Constructors title and helped Jack Brabham claim his first drivers’ championship in F1 in 1959. The team defended and retained the constructor’s championship in 1960 had Brabham winning five races and teammate Bruce McLaren winning one giving the team six wins out of the ten races on the schedule.
It was the last time the championship was won by the team and would struggle for the remainder of the sixties until the team dissolved in 1969. Cooper not only left a mark on F1 but on all motorsports by showing mechanics and engineers worldwide that rear engines were far superior to front-loaded engines. Cooper was more than a team but a great influencer in our racing times.
F1 STATS
RACED FROM: 1950, 1957-1969
RACES: 129
CONSTRUCTORS CHAMPIONSHIPS: 2
DRIVERS CHAMPIONSHIPS: 2
WINS: 16
PODIUMS: n/a
TOTAL POINTS: n/a
POLE POSITIONS: 11
FASTEST LAPS: 14
BRITISH RACING MOTORS (BRM)
British Racing Motors or simply BRM originated as an idea by Raymond Mays to build a British race car that reflected all of Great Britain’s motor industry. In 1945 in Bourne, England BRM came to fruition with help of numerous companies funding the project but sometimes when there are too many moving parts matters can get complicated. BRM lost many of its backers due to what was dubbed as a lack of progress and the results forced Alfred Owen to take over the team.
BRM changed its name to Owen Racing Organization and from 1950 to 1956, BRM or Owen Racing only raced in F1 non-championship races, Formula 2, and other smaller competitions. The team entered its first F1 race in 1956 at the Argentinian GP and Brit Mike Hawthorn managed the team’s first podium of the year in third place. Ron Flockhart ended their debut season with another third-place finish at the Italian GP.
FIRST WIN
BRM struggled and did not register any podiums in the following year, it was not until 1958 did BRM win its first race and at the wheel was Frenchman Maurice Trintignant winning in Monaco. Their team in 1958 which consisted of five drivers shared the much-improved race car managing to score podiums for at least three of their drivers.
ONE AND ONLY CONSTRUCTORS TITLE
BRM began selling its engines in an effort to fund their team and managed in 1962 to win their only constructors and drivers’ championship in their F! journey. Graham Hill performed masterfully, winning five races and handing him his first driver’s title of his career.
BRM’s success was always sporadic, performing solidly one year and then following behind in another. The team in the sixties landed as runners-up for three years in a row, losing out mostly to Jim Clark and Lotus. BRM struggled into the seventies and finally appeared in its last race at the 1977 Italian Grand Prix. BRM throughout its time in F1 has had an impressive stable of drivers that include numerous world champions such as Mike Hawthorn, Graham Hill, Nikki Lauda, Jackie Stewart, and John Surtees.
F1 STATS
RACED FROM: 1951-1977
RACES: 200
CONSTRUCTORS CHAMPIONSHIPS: 1 (1962)
DRIVERS CHAMPIONSHIPS: 1
WINS: 18
PODIUMS:65
TOTAL POINTS:499
POLE POSITIONS: 11
FASTEST LAPS: 14
TEAM LOTUS
Colin Chapman founded the team in Homsey, England in 1952 and began racing the following year in 1953. Lotus began earning its stripes racing in Formula 2, Le Mans, and other racing series. Lotus’s maiden race in Formula 1 took place in Monte Carlo at the Monaco GP where Cliff Alison finished sixth. It wasn’t until the sixties for the team to take off and become a veritable force in Formula 1.
JIM CLARK CARRIES THE TEAM
In 1961 Lotus achieved their first victory with Innes Ireland winning the American Grand Prix. Jim Clark and Lotus in 1963 dominated the season winning seven races, giving Lotus their first Constructors title and in the following year in 1954, they came close to defending their title but lost to Ferrari.
In 1965 the team won their second title again with Jim Clark at the helm. After finishing in third in the standings in 1967 Lotus rebounded in 1968 to take their third championship with Graham Hill now behind the wheel. Jim Clark won the opening race of the season and never had a chance to drive in another F1 due to his sad death driving in another racing event.
A NEW BLACK AND GOLD ERA
In 1970 Lotus won their fourth constructors title and helped Austrian Jochen Rindt win his one and only drivers’ championship of his career by winning five races that year. In 1971 the Lotus struggled by their new elevated standard only to win another two championships in 1972 and 1973.
Both championship seasons featured two F1 Hall of Famers Emerson Fittipaldi winning in 72 and Jackie Stewart in 1973 with both drivers netting five wins each for their respective campaigns.
Lotus would have to wait another five years for another championship run and this time American Mario Andretti elevated the team with his five wins on top of the standings.
During the eighties following the death of their founder and team Boss Colin Chapman, the team struggled to regain its past form only managing to finish third for the constructor’s title even with young Ayrton Senna claiming eight pole positions for their side.
Despite hiring the talents of Nelson Piquet, the team could not break the threshold of being a top team anymore. Their struggles continued in the nineties until the team exited F1 after their last race in the 1994 Australian Grand Prix.
THERE CAN ONLY BE ONE TEAM LOTUS
In 2010, racing teams made an attempt to bring back TEAM LOTUS but the Chapman family refused to allow that name to be used out of fear of tarnishing an incredible history with struggling small budget teams using their name. a compromise was reached and Lotus F1 was born.
Lotus F1 only survived in F1 from 2012 to 2015, winning only two times in seventy-seven races, perhaps proving the Chapman correct that there can only be one Team Lotus and they were not it.
F1 STATS
RACED FROM: 1958-1994
RACES: 491
CONSTRUCTORS CHAMPIONSHIPS: 7 (1963, 1965, 1968, 1970, 1972, 1973, 1978)
DRIVERS CHAMPIONSHIPS: 6
WINS: 74
PODIUMS: 165
TOTAL POINTS: n/a
POLE POSITIONS: 102
FASTEST LAPS: 65
MCLAREN
Only Ferrari has had more success than the iconic team of McLaren throughout Formula 1’s history. The team began at the hands of F1 driver Bruce McLaren in 1963 and began competing in the Tasman Series where he won the championship in 1964.
Although the team originated in Oceania the team’s racing license was a British one and called Feltham home before moving to Colinbrook from 1965 to 1981 and moving to their latest home in Surrey.
ROUGH START
McLaren’s debut was at the 1966 Monaco Grand Prix with Bruce behind the wheel, after suffering from oil problems the car retired after nine laps. McLaren only submitted their cars in a handful of races until 1968 when Bruce and McLaren won their first F1 race at the Belgian Grand Prix and fellow New Zealander won another two races propelling the team to second place for the constructor’s title. Sadly in 1970, Bruce McLaren died during a practice session and worst of all he would never see the glory that would come for the team in the future.
BECOMING A THREAT
In 1972 the team became a threat again for the constructor’s title finishing in third place including one win and numerous podium finishes. The positive progress continued in 1973 finishing in third once again and in 1974 led by Brazil’s Emerson Fittipaldi McLaren won its first Drivers and Constructors championship in F1.
In 1975 the team finished third unable to defend their title against a Ferrari and Lauda and in 1976 they failed to win the constructors title, but James Hunt won the driver’s title for the team. The 1976 battle between Lauda and Hunt is regarded as one of the best in F1 history.
McLaren’s performance dropped off for the four seasons and in 1982 the team regained some of its old form with Nikki Lauda on their side winning a couple of races helping the team finish runner up for the constructor’s title.
TOTAL DOMINATION
In 1984 McLaren changed their engine provider from Ford to Tag and were instantly rewarded with two back-to-back championships that began with Nikki Lauda beating teammate Alain Prost by half a point at season’s end. Prost turned the tables in 1985, winning his first driver’s title, winning five races and six other podium finishes.
McLaren kept its presence in the championship fight for the next two years with Alain Prost and McLaren finishing as runners-up in 1986 and 1987. McLaren decided to opt for another engine change and this time Honda from Japan would power their cars. Alongside the addition of Honda, McLaren added Ayton Senna to drive alongside Prost.
PROST AND SENNA DUEL, MCLAREN WINS
McLaren in 1988 won every single race but one at the Italian Grand Prix. Senna won the championship-winning eight races beating Prost who had seven wins. The 1988 campaign is one of the bests if not the best season for any team competed in Formula 1.
However, McLaren now had to deal with an internal battle within the team between Senna and Prost. The duel between both drivers is still talked about today as one of the most intense and quite frankly satisfying battles to watch.
In 1989 Prost won the driver’s title and McLaren grabbed their second Constructors title too. Senna rebutted the Frenchman winning the next two seasons and giving McLaren their fourth constructor’s title in a row. McLaren finished as runner-up to Williams in 1992 ending McLaren’s dominance that started in the eighties.
RETURN TO GRACE
McLaren remained a top team in Formula 1 and in 1998 the team returned to the pinnacle of the sport this time with Finland’s Mika Hakkinen leading the team to another championship title. McLaren finished as runner-up for the next three years losing out to a reborn Ferrari with Michael Schumacher leading the way against the British team. McLaren remained relevant battling for the championship but always falling short of adding another notch to their belt.
In 2008 Lewis Hamilton won the last drivers’ Championship for the team but lost the constructors title to Ferrari. McLaren was ultra-competitive until 2012 and thereafter dropped away from being a contender. McLaren won its first race since 2012 in Brazil at the Italian GP which had two of its drivers on the podium in 1-2 positions. Daniel Ricciardo won the race with Lando Norris in second. McLaren is steadily improving and hopes to become a contender for both championships in the near future.
F1 STATS
RACED FROM: 1966-CURRENT SEASON
RACES: 906
CONSTRUCTORS CHAMPIONSHIPS: 8 (1974, 1984, 1985, 1988, 1989, 1990, 1991, 1998)
DRIVERS CHAMPIONSHIPS: 12
WINS: 183
PODIUMS:493
TOTAL POINTS: 5824.5
POLE POSITIONS: 156
FASTEST LAPS: 160
WILLIAMS
In Formula 1 there are teams that when you mention their names you can’t help seeing flashes of past championships and dominance in Formula 1. Williams is one of those teams and although the team is currently at a low point its history is rich with glorious seasons. Frank Williams began his racing team after a failed attempt working with Canadian Walter Wolf in F1.
MATCH MADE IN HEAVEN
Williams began in 1977 in Grove, Oxfordshire England alongside the brilliant engineer Patrick Head. Williams racing had a rough go in its first year, failing to score points but improved slightly the following year, scoring their first podium and finishing in second place at the American GP at the hands of Alan Jones.
Williams made leaps and bounds in 1979, becoming a contender for the Constructors title and finishing as runner-up to Ferrari. Swiss-born Clay Regazzoni won the team’s first race in F1, but it was Alan Jones who had the stronger season winning four races. In only its fourth season Williams and Alan Jones won their first drivers and Constructors title together in 1980. In 1981 Williams won its second constructors title but could not beat Nelson Piquet for the drivers’ championship.
PIQUET AND MANSELL TAKE THE WHEEL
Williams did not taste glory again until 1986 after struggling for the last four years to compete with their rivals. 1985 was a solid year with the team finishing in third but it was in ’86 that the duo of Nelson Piquet and Nigel Mansell helped propel the team back to the top of F1. Piquet won the drivers’ championship in ‘86 and in 1987 Williams won the constructors once again but with Mansel taking the driver’s title this time around.
WILLIAMS IS ROYALTY
Williams alongside everyone else in F1 took a backseat to McLaren for the next four years and in 1991 Williams competed for the title finishing in second place. In 1992, Mansell and Williams powered by a much-improved Renault engine began an impressive streak of championship wins in both categories. Nigel won in ’92 and Alain Prost won his last drivers’ championship in ’93 with Williams.
In 1994 Damon Hill lost the championship to Schumacher in the last race of the season due to dubious circumstances but Williams claimed another constructor’s title for themselves. In 1995 Williams finished as a runner up and in the next two seasons Williams was not beaten in either category, striking their revenge on Michael Schumacher with championship wins for Damon Hill and Jacques Villeneuve.
A ROYAL STREAK
Williams won five constructors titles in six seasons of racing. The team took a small dip in performance in the following years, unable to challenge the emerging Ferrari’s chokehold on F1. Williams in the 2000s had BMW as their engine provider and made a serious attempt to challenge La Scuderia and Schumacher in 2002 and 2003 with Juan Pablo Montoya proving his worth.
Unfortunately for the team, that would be the last time they posed a threat until 2014 being powered by Mercedes. In 2014 and 2015, Williams finished third in the Constructors Championship and has not gotten close since. Their last win was by Pastor Maldonado at the Spanish Grand Prix in 2012 and their last real podium finish was accomplished by Lance Stroll finishing third in 2019 at the Azerbaijan GP.
In 2021 George Russel finished in second place at the Belgian Grand which was stopped after one lap due to rain conditions. Williams has been struggling for some time now and their future remains uncertain.
GOD BLESS SIR FRANK WILLIAMS
The legendary Frank Williams, who was beloved by all racing fans and respected by all in the paddock, passed away at the age of seventy-nine on November 28, 2021. His influence on F1 racing will not be forgotten.
F1 STATS
RACED FROM: 1977- CURRENT SEASON
RACES: 770
CONSTRUCTORS CHAMPIONSHIPS: 9 (1980, 1981, 1986, 1987, 1992, 1993, 1994, 1996, 1997)
DRIVERS CHAMPIONSHIPS: 7
WINS: 114
PODIUMS: 313
TOTAL POINTS: 3578
POLE POSITIONS: 128
FASTEST LAPS: 133
F1 DRIVERS
The United Kingdom is filled with royalty and Formula 1 is no different when it comes to British drivers. Since the beginning of Formula1 British drivers have been a force to reckon with and have accumulated 20 world championships up until today.
Throughout the years one hundred and sixty-four drivers have represented the union jack, there are three brits currently driving in the 2021 season and foreseeable future; Lewis Hamilton, Lando Norris, and George Russel.
Lewis Hamilton is tied for most world championships with seven with Schumacher and has the most wins in F1 with 103.
Here is a brief history of some of the more notable drivers hailing from Great Britain.
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STIRLING MOSS
Stirling Craufurd Moss, who was born on September 17th, 1929 in West Kensington, London, England, was heralded as one of the best drivers of his time. Stirling Moss didn’t solely compete in Formula 1 racing in numerous other competitions simultaneously where in some years participated in over fifty races.
A NATURAL WINNER
Overall, he managed to win nearly half of all the races he competed in across motorsport which made him a clear shoe-in for the International Motorsports Hall of Fame. Stirling joined Formula 1 in 1951, struggling in his first few years, retiring from most of his races, contrarily outside of Formula 1 he was racking up wins in nearly every win race he competed in.
In 1954 Moss achieved his best finish to date, finishing third at the Belgium Grand Prix, and in 1955 he won his first F1 race in front of the roaring home crowd at the British Grand Prix. It was the first time a Brit had won on home soil.
FANGIO IS A TOUGH ACT TO FOLLOW
Moss finished runner up for the driver’s title for four years straight winning multiple races throughout that time but could never match one of F1’s finest Juan Manuel Fangio. From 1959 to 1961 Stirling continued to win races but could never muster enough to win a championship finishing third in the driver’s rankings for those three years.
Moss’ last win was in 1961 at the German Grand Prix; he retired from Formula 1 at the end of that season. Stirling Moss is known as one of the best drivers in history because of his vast abilities behind the wheel of numerous cars made across different competitions, be it sports cars, formula 1 or Rally Cars. He is referred to as the best driver in the world who has never won a world championship.
F1 STATS
RACED FROM: 1951-1961
TEAMS: MERCEDES, MASERATI, VANWALL, ROB WALKER COOPER, LOTUS HVM
RACES: 66
CHAMPIONSHIPS: 0
WINS: 16
PODIUMS: 24
TOTAL POINTS: 186
POLE POSITIONS:16
FASTEST LAPS: 19
MIKE HAWTHORN
John Michael Hawthorn who was born on April 10, 1929, in Mexborough, England was the first British driver to win the World Championship in 1958. Mike Hawthorn joined Formula 1 in 1952 driving a Cooper and achieved his first podium at the British Grand Prix finishing in third.
In 1953 Hawthorn joined Ferrari where continued to show off his impressive driving skills winning him and the UK’s first F1 Grand Prix in France in Reims. He continued to grow with Ferrari and despite suffering serious burns from a crash, he revisited the podium three times in second place and ended his season with a victory in Spain.
TRAGEDY AT LEMANS
Hawthorn in 1955 struggled in Formula 1, never finishing in the top five in five races he participated in. He participated in and won the infamous 24 Hours of Le Mans in 1955, despite his win, Hawthorn blamed himself for one of the deadliest crashes in motorsport history.
Mike received a last-second order to pit forcing him to brake hard, which caused two of his competitors to collide behind him, which sent one of the race cars flying into the crowd killing eighty-three people.
Hawthorn continued to struggle in 1956 and 1957 bouncing from a couple of teams only to return to Ferrari and revisit the podium in 1957 at the British and German Grand Prix. Hawthorn in 1958 experienced great joy and misery that ultimately helped sway the driver to retire from Formula 1 at the season’s end.
LOSING A FRIEND
Still driving with Ferrari, Hawthorn became close friends with fellow countryman Peter Collins who was also driving for La Scuderia. The duo had a strong year with Collins winning in Britain and Hawthorn in France. The misery for Hawthorn came in Germany when Collins died in a horrific crash that had him flying out of the car and crashing into the surrounding trees.
MOSS GIVES HIM THE BEST GIFT
Hawthorn, despite only winning one race the entire season, won the Championship by being consistently on the podium sixty percent of the races. He beat out Stirling Moss by one point who could have won the title if he had not asked for Hawthorn’s disqualification at the Portuguese GP to be overturned.
Hawthorn retired after his championship season mostly because of the horrors he had seen and experienced during his races, perhaps losing his good friend Peter Collins was the final straw. Mike Hawthorn died at the age of twenty-nine in January of 1959 in a dubious car crash in which many have speculated that he was racing Rob Walker before losing control of his vehicle. The crash was ruled an accidental death and Rob Walker never truly revealed what transpired that day.
F1 STATS
RACED FROM: 1952-1958
TEAMS: FERRARI, VANWALL, BRM, COOPER, MASERATI
RACES: 45
CHAMPIONSHIPS: 1
WINS: 3
PODIUMS:18
TOTAL POINTS:112
POLE POSITIONS:4
FASTEST LAPS: 6
GRAHAM HILL
Norman Graham Hill, who was born on February 15th, 1929 in Hampstead, England, is the only driver in history to win the Indianapolis 500, 24 Hours of Le Mans, and the Monaco Grand Prix, giving him the elusive Triple Crown of Racing. Graham Hill started racing at an age if it were today would be considered old, he was twenty-four years old.
Hill joined Lotus working as a mechanic and used his British wit to convince his bosses to let him practice driving their cars. Eventually, Graham Hill was given the opportunity to race in Formula 1 in 1958 where retired in seven of the nine races he competed in.
1959 proved to be no different with Hill retiring yet again from most of his races. Hill left Lotus in 1960 to join British Racing Motors where despite having yet another similar year filled with retirements, managed his first podium, finishing third in the Netherlands.
It would take another two seasons for Graham Hill to become one of F1’s best when in 1962 he won his first race at the Dutch Grand Prix and added another three victories giving him four on the season. This amazing turnaround for Graham and his team gave Hill his first driver’s title BRM’s first and only constructors title in its history.
For the next three seasons, Hill established himself as a force to be reckoned with and finished runner-up in all three of those campaigns. During that time, he won six races and had nine podium finishes from 1963 to 1965.
MONACO’S NEW KING
Graham Hill was also dubbed the King of Monaco during this time, winning that Grand Prix for three years in a row, Hill won in Monte Carlo another two times, giving him five total in his career. His record in Monaco was matched by Michael Schumacher but Ayrton Senna beat them both with six wins.
In 1967 Graham Hill returned to his Formula 1 breeding grounds, joining Lotus wherein 1968 he won his second Drivers title beating out a stellar field of competitors such as Jackie Stewart and Denny Hulme. Unironically Graham Hill achieved his last podium in F1 winning the Monaco Grand Prix in 1969.
THE TRIPLE CROWN
From 1970 to 1975 when Graham Hill drove for a handful of different teams achieving no real success on the track. However, Graham did have some success outside of F1 when he added the last jewel needed for the triple crown by winning the 1972 24 Hours of Le Mans.
Graham Hill, at the age of forty-six in 1975, died amongst fellow Embassy Hill teammates returning from a practice session when the plane Graham was piloting crashed killing everyone on board. Hill’s son Damon eventually joined Formula 1 in the nineties and won his own driver’s title becoming the only father-son duo to achieve that feat at the time. Graham Hill will always be remembered for his Triple Crown proving his versatility across motorsports.
F1 STATS
RACED FROM: 1958-1975
TEAMS: LOTUS, BRM, BRABHAM, HILL
RACES: 179
CHAMPIONSHIPS: 2 (1962,1968)
WINS: 14
PODIUMS:36
TOTAL POINTS:270
POLE POSITIONS:13
FASTEST LAPS: 10
JIM CLARK
James Clark Jr who was born on March 4th, 1936 in Kilmany, Scotland had a stellar career cut short at age of thirty-two competing in a Formula 2 race in Germany. Before this tragic end Jim Clark was well on his way to becoming one of F1’s best and most respected drivers in history.
Jim Clark may have been born and raised on a farm, but he was made to race and even in his early days of racing he managed to win eighteen times driving in Scottish events. Clark attracted attention wherever he drove, prompting teams to give him an opportunity to step up the ladder closer to formula, he won at every level he competed in.
MORE THAN A FARM BOY
In 1960 Clark made his Formula 1 debut driving for Lotus, the only team he would drive for in his F1 career. Jim managed in the second race of his career to grab his first points in F1, finishing fifth in Belgium. Clark improved on that finish in Portugal, stepping onto the podium for the first time and finishing the GP in third place. Jim also competed in Le Mans that same year, finishing in third place alongside teammate Roy Salvador.
In 1961 Jim continued to impress with two more third-place finishes in the Dutch and French Grand Prix, unfortunately, those positive moments were marred by the events that took place at the Italian GP in Monza. Clark was involved in a crash that sent Ferrari’s Wolfgang Von trips and his car flying into the spectator’s section killing Trips and eight other people.
In 1962 Jim became a threat for the driver’s title-winning his first F1 race in Belgium, winning on home turf in Britain, and claiming the chequered flag in the United States. He finished in second place for the driver’s title, losing to Graham Hill.
G.O.A.T?
The following year, Clark proceeded to completely dominate the F1 schedule, winning seven out of ten races and missing the podium only once in Monaco. Clarks’ performance of winning 70% of his races in a single season has not and will not likely ever be matched again. Clark did not repeat winning the driver’s title in 1964 despite winning three races, he finished third by the season’s end.
1965 would prove to be an exceptional year for Clark not only winning the Drivers title for a second time but also winning the Indianapolis 500 in the United States. Clark dominated the Indy 500 leading the race for 190 laps out of 200 and in Formula 1 he won six races out of the ten on the schedule.
In 1966 Clark struggled to win only one race but followed up with a much better season in 1967 finishing third for the driver’s title. He won four races during that year and continued to prove he was a consistent winner.
A LIFE CUT TOO SHORT
He started the 1968 campaign with a win in South Africa which would become his last race and win in Formula 1. Jim Clark never had a chance to drive in Spain, the second race on the calendar because he died driving in a Formula 2 race in Germany. He was only thirty-two years old. Formula 1 mourned the tragic and sudden end of one of Britain’s best drivers, lord only knows what he might have accomplished in 1968 and onward.
F1 STATS
RACED FROM: 1960-1968
TEAMS: LOTUS
RACES: 73
CHAMPIONSHIPS: 2 (1963, 1965)
WINS: 25
PODIUMS:32
TOTAL POINTS:255
POLE POSITIONS:33
FASTEST LAPS: 28
JOHN SURTEES
John Surtees who was born on February 11th, 1934 in Tatsfield, England was a man of many talents who dominated racing on two and four wheels during his career. Surtees is the only racing competitor to have won world championships in Motorcycling and Formula 1.
TWO OR FOUR WHEELS?
John began racing motorcycles in the fifties, winning three championships in the 300cc series, and added another four titles in the 500cc category. He rightfully earned the moniker “Figlio del Vento” which means son of the wind.
In 1960 Surtees made the switch to Formula 1 and immediately carried over some of the success he had with two wheels. In only his second race in F1 Surtees had his first podium experience finishing in second place at the British GP driving for Lotus.
Leaving Lotus in 1961 he joined Cooper failing to reach the podium and in 1962 John drove for team Lola changing his luck and finishing two races in second place at the British and German Grand Prix.
FERRARI’S ROUGH RIDE
Ferrari came calling and Surtees answered the call, joining the team in 1963 still searching for his first win in Formula 1 and at the German Grand Prix, he finally tasted victory.
In 1964 John needed to battle fellow countryman Graham Hill and Jim Clark the entire season to win his first and only driver’s title by one point at season’s end. Ferrari and consequently John struggled in the 1965 campaign, managing to finish on the podium three times, never winning a race.
Surtees’ relationship with Ferrari was a rocky one, to say the least. Surtees, known as a man who spoke with no filter, got into a heated argument in 1966 after winning the second race of the season in Belgium. Ferrari and Surtees were at odds over driver selections for the 24 Hours of Le Mans which ultimately led to John leaving Ferrari to join Cooper. Both Ferrari and Surtees have agreed that their behavior cost them both a definite run at the driver’s title that year.
With Cooper Surtees struggled in his first few races, failing to finish them but mustered up three podium finishes at the tail end of the season. He finished second in Germany, third in the United States, and won the Mexican Grand Prix.
John joined Honda in 1967 and 1968 and his best result was winning the Italian Grand Prix at the Italian Grand Prix in 67’. After a short-lived run with Honda John moved to BRM in 1969 when he had his last F1 podium finishing third at the American Grand Prix.
HARDER THAN IT LOOKS
John decided to create and drive for his own team that bore his name and immediately faced financial struggles and woes on the track. With his own team from 1970 to 1972, he could not manage to finish a race higher than the fifth position, never posing any threat to the drivers or constructor’s title. John Surtees is still the only world champion on two and four wheels in motorsport today.
F1 STATS
RACED FROM: 1960-1972
TEAMS: LOTUS, COOPER, LOLA, FERRARI, HONDA, BRM, SURTEES
RACES: 111
CHAMPIONSHIPS: 1 (1964)
WINS: 6
PODIUMS: 24
TOTAL POINTS: 180
POLE POSITIONS:8
FASTEST LAPS: 11
JACKIE STEWART
Sir John Young Stewart, who was born on June 11th, 1939 in Milton, Scotland, was known worldwide for not only his amazing driving abilities but also his outspoken character, which has been showcased in numerous documentaries over the years.
LEARN THE GAME FIRST
Stewart began his racing life on the heels of his brother Jimmy, who had competed in the 1953 British GP and in 1961 Jackie stepped into race cars himself winning from the get-go. After three years of grooming and learning to race driving in Formula Junior and Formula Three, Jackie refused numerous offers to join Formula 1, opting to continue learning the craft in F3.
Stewart made his first F1 appearance in 1965 driving for British Racing Motors and in his first race scored his first point, finishing in sixth place in South Africa, and followed that up with his first podium in third place in Monaco.
HUNGER FOR FIRST
In his rookie season, Stewart continued to shine, finishing in second place in three other races and winning his first race at the Italian Grand Prix. In his debut, he finished third for the driver’s title with thirty-three points.
Steward began the 1966 season with a bang, winning the prestigious Monaco Grand Prix but did not produce more than that for the remainder of the year. Stewart experienced a near-death experience during a crash in Belgium which helped turn Jackie into a safety advocate in F1.
GETTING CLOSER
1967 wasn’t any better with Jackie only landing on the podium twice and retiring from the majority of the other races. In 1968 Stewart joined Matra and his luck immediately shifted things in the right direction winning three races (Dutch, German, American) allowing him to compete for the driver’s title where he ultimately ended up in second place to Graham Hill.
SIMPLY THE BEST
Jackie would not be denied in 1969 when he owned the schedule winning six races and winning the title easily by twenty-six points. In 1970 Jackie joined the newly created Tyrell team which took over the role of Matra and had a decent season, winning in Spain and finishing on the podium another three times.
Tyrell proved to be more reliable and powerful in 1971 alongside their world-class driver Stewart dominated yet another season. Jackie won another six races during the season which led to his second driver’s title in three years.
FINISH ON TOP
In 1972 Stewart lost the title to emerging Brazilian star Emerson Fittipaldi despite having another strong season with four wins to Jackie’s name. Stewart won his third and final driver’s title in 1973 and by season’s end decided to retire from Formula 1 at its pinnacle. Jackie won another five races and added three more podium finishes to secure his title.
LIFE SAVER
After his retirement, Jackie pushed for more security measures to help protect drivers. He had his own near-death experiences and lost many drivers who were his friends like Jochen Lindt and Piers Courge.
Formula 1 at the time was the most dangerous sport on the planet due to the high probability of death. Stewart has saved countless lives by pushing F1 to include full medical units at every track, more safety barriers, and runoff areas to protect fans and drivers. Shockingly he had to also push for full-face helmets and believe it or not, seatbelts!
Jackie Stewart was not only a great champion but a great human being who valued the life of his fellow F1 drivers over the idea of spectacle.
F1 STATS
RACED FROM: 1965-1973
TEAMS: BRM, MATRA, TYRELL
RACES: 100
CHAMPIONSHIPS: 3 (1969, 1971, 1973)
WINS: 27
PODIUMS: 43
TOTAL POINTS: 359
POLE POSITIONS:17
FASTEST LAPS: 15
JAMES HUNT
James Simon Wallis Hunt who was born on June 15th, 1947 in Belmont, England is as close as you’ll get as a Rockstar type driving a Formula 1 car winning one driver’s title in dramatic fashion. Hunt did not follow the traditional course many F1 drivers take on their journey to the top of motorsport.
UNBRIDLED
James never raced as a child or in his teens and only began chasing his wild dream of winning a championship when he was a young adult. At eighteen years of age, he watched his first F1 race at Silverstone which sparked his mad desire to join the ranks.
Hunt, you can argue, combined hard work and little luck to open his own doors progressing through the lower ranks to higher ones despite being involved in numerous accidents.
At one point his nickname was James the Shunt which may seem funny, but James nearly lost his life in one race when he crashed, and he and his race car sank to the bottom of a lake. Luckily his financial woes meant he couldn’t buy a seat built for his race car and that ultimately saved his life.
Hunt had a reluctant relationship with racing, loving the speed and intensity but fearing the reality that every race might be his last. James drove with intensity and rage and it wasn’t unheard of to see James physically fighting other drivers or race officials after races. It would seem that the cards were stacked against him even if he was winning some races in Formula 3.
GET LUCKY
This is when luck came through for Hunt because at the end of the 1972 season James was no longer employed and he met Alexander Hesketh, a multi-millionaire with a passion for racing who decided to take James and himself into F1.
In 1973 James joined Formula 1 with Hesketh as his constructor much to the chagrin of his competitors who felt he didn’t belong, but like any rebel, James didn’t care and proved his worth scoring his first points in his second race at the French Grand Prix. That wasn’t all for the feisty Brit in his rookie campaign, James stepped up on the podium twice finishing third in the Netherlands and finishing in second in the United States.
SAME OLD STORY?
The following year James had a mixed bag of results, retiring from the majority of the races scheduled but still managed to grab three third-place finishes in Sweden, Austria, and the United States. James by this point lived up to his reputation and partied like a Rockstar of the track drinking and partying to the wee hours of the morning and it was always a sure thing for beautiful groupies to be at his side.
LAUDA VS HUNT
In 1975 James won his first F1 race winning the Dutch Grand Prix after an intense battle that foreshadowed what was to come in the future with Ferrari’s legend Nikki Lauda. Nikki Lauda and James Hunt would provide a battle for the driver’s title that is still remembered to this day as one of the best ever in the 1976 season.
James got lucky because yet again at the end of the 1975 season he was without a car for the next season and McLaren had no one else to pick from so they reluctantly gave James the seat. The 76 duels with Lauda spanned the entire season with Hunt chasing the Austrian the entire way.
James had his best season to date that reflected the improved control of his emotions on the track, which led to six wins helping him keep up to par with Lauda. James had to face controversy getting disqualified from numerous races taking away precious points in the drivers’ standings, Lauda on the other hand nearly burned to death at the German GP and missed a month of racing not scoring points either.
GLORY
The championship was decided in Japan featured Lauda withdrawing from the race due to safety concerns on the track and James Hunt storming his way from the back of the pack to third place, granting him the points needed to surpass Lauda.
It was his first and last driver’s title but will always be remembered and the story of that year has been used in film and documentaries. In 1977 James could not repeat his championship run but continued to get on the podium, winning three races including a hometown victory at the British Grand Prix and his last F1 win in Japan.
A SAD END TO A WILDLIFE
In 1978 James’ fortunes had turned with a now struggling McLaren managing the last podium of his career finishing in third in France. Hunt joined Wolf racing in 1979 and chose to retire mid-way through an awful season with the team, citing it was for his own good.
James Hunt eventually worked as a commentator alongside Murray Walker on Formula 1 races providing great insight on driving in F1, unfortunately like many rock stars, his life was short-lived. He died of a heart attack on June 15th, 1993 at the age of forty-five, a fan favorite and unlikely F1 champion will always be remembered.
F1 STATS
RACED FROM: 1973-1979
TEAMS: HESKETH, MCLAREN, WOLF
RACES: 93
CHAMPIONSHIPS: 1 (1976)
WINS: 10
PODIUMS: 23
TOTAL POINTS: 179
POLE POSITIONS: 14
FASTEST LAPS: 8
NIGEL MANSELL
Nigel Ernest James Mansell who was born on august 8th 1953 in Worcestershire, England overcame numerous obstacles on his way to becoming the man to break the fifteen-year drought of Britain failing to win a driver’s title.
Mansell was inspired by the likes of Jim Clark when he was a child driving him to want to be a racer. Mansell was no stranger to crashing and winning throughout his entire racing career. Mansell loved racing so much that he quit what could have been a lucrative career in aerospace engineering and sold all his belongings in order to finance his time in Formula Ford.
YOU CAN’T STOP HIM
Mansell had a crash during a testing session at the time and was a hair away from becoming completely paralyzed from the neck down. Ignoring doctors’ orders to never race again he snuck out of the hospital to go participate in a race. This determination would never falter during Mansell’s racing life.
In Formula Ford, he managed to win six races which opened the door to Formula Three in the late seventies. During his time in Formula three, he struggled with weaker cars to win many races, but he was offered a tryout that landed him a spot as a test driver for Norfolk. In 1980 Lotus introduced Mansell into Formula 1 and his first three and only races of the season ended in retirement due to car struggles and failure to qualify.
JOINS THE F1 FRAY
Mansel was not deterred and showed his grit in 1981, getting his first podium in F1 and finishing in third place at the Belgian Grand Prix. Mansell had a habit of performing really well or crashing out of races and this trend continued in 1982 which had him on the podium only once with a third-place finish at the Brazilian GP.
1983 would be no different getting the third podium of his career once again in third place at the European GP in Britain. Unsurprisingly 1984 was a repeat of numerous retirements and a pair of third-place finishes. Mansell only began tasting real success when he joined Frank Williams and in 1985 won his first race, the European GP which took place at Brands Hatch in the UK.
BEING SECOND JUST WON’T CUT IT
He won his second GP the following race in South Africa, helping him improve his standing in the F1 ranks of top drivers. Mansell’s 1986 campaign was his best to date and he won five races while competing against Nelson Piquet and Alain Prost for the driver’s title. Nigel finished as runner up to France’s Alain Prost and in 1987 repeated with Nigel as runner up once again losing to teammate Brazil’s Nelson Piquet.
After coming so close to the drivers’ championship for two years Nigel struggled in 88’ retiring from all his races except for his two second-place finishes in Spain and Britain. Mansell joined Ferrari in 1989 and began the season with a win in Brazil and went on to solid performance for the remainder of the schedule, grabbing five other podium finishes that included a victory in Hungary.
A SMALL RIDE WITH FERRARI
Nigel’s second and final season with Ferrari entering the nineties was not an improvement from his previous year only winning only one race in Portugal. Ferrari and Mansell parted ways only to have him return to Williams in 1991 where, like in years past, his fortunes turned for the better.
HARD WORK PAYS ITS DUES
In his first back with the team, Mansell was once again runner up for the driver’s title-winning five races on top of another four podium finishes losing to Ayrton Senna. After a long fifteen years, Britain in 1992 could call one of their driver’s champions again with Mansell executing his best season ever.
The stubborn brit won nine races and finished three times in second place. He was the first driver at the time to win nine times in one year, it was also his first and last drivers’ championship.
INDY CAR? NO PROBLEM
Mansell and Williams, despite winning the Drivers and Constructors titles, were at odds with each other, which caused the sudden departure of Nigel from the team. Nigel went to the United States and in his rookie year in Indy Car won the championship-winning five races in unfamiliar territory. Nigel came back to F1 the same year and with Williams to compete in the last three races of the 1994 season where he closed the F1 season in Australia with a victory.
In 1995 Nigel participated in only two races with no success; now driving in a McLaren decided to cut ties with Formula 1, retiring from motor racing for three years. Nigel Mansel has an impressive rap sheet that includes thirty-one victories and thirty-two crashes, he has the best pole position percentage in one season with 88% and also has the closest finish to a race, losing to Senna by 0.014 seconds.
F1 STATS
RACED FROM: 1980-1992, 1994-1995
TEAMS: LOTUS, FERRARI, WILLIAMS, MCLAREN
RACES: 191
CHAMPIONSHIPS: 1 (1992)
WINS: 31
PODIUMS:59
TOTAL POINTS: 480
POLE POSITIONS: 32
FASTEST LAPS: 30
DAMON HILL
Damon Graham Devereux Hill who was born on September 17th, 1960 won the Drivers’ championship once driving for Williams in 1996. Being the son of a Formula 1 greats like Graham Hill may seem like things might have always been easy for Damon. That was not the case because the death of Graham at a young age left his family of four without any serious financial support.
Hill had to work his way into Formula 1 which eventually made him and his father the first father-son duo to win the drivers’ championship in Formula 1, Keke and Nico Rosberg were the second and only duo to match them.
IT’S ALL ABOUT THE BENJAMINS
Hill was always a solid driver in his formative years, winning multiple races in Formula Ford and British Formula Three championships. Hill had to constantly deal with funding issues to further his career, his finances were the only hindrance slowing him down from making the jump to international competitions. Eventually, his patience and hard work landed him in Formula 1 in 1991 as a test driver for Williams and in the following year made the jump to Brabham in 1992.
Hill was in the familiar territory due to Brabham’s financial woes that provided Hill with a car that could not qualify for races and ultimately the team folded before the season’s end. Luckily for Damon, he was still a part of Williams and he moved to the team, taking his seat in the 1993 season.
WILLIAMS SAVES THE DAY
With a far superior car to Brabham’s the year before, Hill stepped onto the podium in his second race finishing in second place in Brazil. Hill continued to perform well, finishing most of his races on the podium and winning his first of three wins in F1 in Hungary, Belgium, and Italy. He finished third overall in the drivers’ standings.
In 1994 Damon continued to exploit the powerful Williams, improving on last year’s performance winning six races and five second-place finishes. Damon finished in second place for the driver’s title to Michael Schumacher which was secured by the German in controversial fashion at the last race In Australia.
SCHUMACHER VS HILL
Schumacher led Hill by one-point heading into the race and both were involved in one of the most scrutinized moments in F1 history that had the German bump a faster Hill out of the race. The incident forced both drivers to retire, which left Michael on top of the standings.
This bitter outcome did not deter Damon and in 1995 made another run at the title, winning four races but would not be enough to surpass Schumacher who won his second driver’s title in a row for Benetton. Hill joined his father as an F1 champion in 1996, dominating the season with eight wins, giving no chance for his teammate Jacques Villeneuve from Canada to take the ultimate prize away from him. It was Damon’s first and only driver’s championship of his career.
PAY THE MAN
Hill decided that who deserved a better payday left Williams to join Arrows in 1997 and had a terrible year with the team. Arrows did not provide a race car remotely in the same league as Williams and could only muster a second-place finish in Hungary.
Subsequently, Damon left the Arrows in 1998 for the Jordan team where his struggles continued but he still managed to win the last race of his career at the Belgian Grand Prix. 1999 proved to be no better with Jordan retiring most of the time and never cracking the podium once. He retired at the end of that season. Damon Hill currently works as a commentator for Sky Sports covering Formula 1.
F1 STATS
RACED FROM: 1992-1999
TEAMS: BRABHAM, WILLIAMS, ARROWS, JORDAN
RACES: 122
CHAMPIONSHIPS: 1 (1996)
WINS: 22
PODIUMS:42
TOTAL POINTS: 360
POLE POSITIONS: 20
FASTEST LAPS: 19
JENSON BUTTON
Jason Alexander Lyons Button, who was born on January 19th, 1980 in Frome, England, is the only driver to win a title for Brawn Racing in its short-lived F1 history. Button, like most modern F1 drivers, began in karting moving up to single-seaters in British Formula Ford and British Formula championships.
GET’EM WHILE THEY ARE YOUNG
Button won at every level he competed in and eventually got his Formula one opportunity with Williams in the year 2000. In order to get the right to drive in F1, Button needed to receive his super licence which required him to do a grueling test session under the auspices of FIA to ensure he was indeed ready to join the elite drivers of F1.
His initial campaign in F1 showed promise for the young driver, finishing in the points in numerous races. For the 2001 and 2002 seasons, Button was loaned to Benetton where he struggled in his first year and improved in the second stint with the team finishing in the points once again in numerous races.
From Benetton Jenson moved to BAR from 2003 to 2005 and in his second year with the team he achieved his first podium finish in 2004, finishing in 3rd at the Malaysian GP. Button went on to have his best season to date finishing on the podium a total of ten times, and regardless of not winning a race he finished third for the driver’s title. In 2006, BAR became known as Honda and Jenson continued on with the team until 2008, not repeating his strong 2004 performance.
A WISE MOVE
Jenson left Honda to join Brawn racing in 2009. With a new more powerful team, Jenson and Brawn went on to have an incredible season that had the Brit start the season with a flourish of victories winning six out of the first seven races of the season.
Remaining consistently in the points and adding two other podium finishes would be enough for Britain to claim yet another world champion in F1. Jenson left Brawn to join McLaren where he would remain with the team until his retirement from F1.
Jenson left Brawn after his championship season looking for a new challenge in 2017. Jenson continued to be a solid performer, winning eight more races, the last win being in Brazil in 2012.
A GREAT CAREER
At the tail end of his career, Button stepped on the podium for the last time in 2014, finishing in third place in Australia and from then on could only manage to score points in most of his races. Jenson’s career lasted for seventeen years, which is something most drivers can only dream about accomplishing in Formula 1. Jenson is currently working as a Formula 1 commentator and you can see and hear his thoughts every race weekend on Sky Sports.
F1 STATS
RACED FROM: 2000-2017
TEAMS: WILLIAMS, BENETTON, RENAULT, BAR, HONDA, BRAWN, MCLAREN
RACES: 306
CHAMPIONSHIPS: 1 (2009)
WINS: 15
PODIUMS: 50
TOTAL POINTS: 1235
POLE POSITIONS:8
FASTEST LAPS: 8
LEWIS HAMILTON
Sir Lewis Carl Davidson Hamilton, who was born on January 7th in 1985, is currently driving for Mercedes and has the most wins and pole positions in Formula 1 history, he is also a seven-time driver’s champion. You cannot have a conversation about who is the GOAT in F1 without including Lewis who is a living breathing record-breaking machine.
BORN TO WIN
Hamilton has been winning races and championships from childhood, winning six titles in seven seasons of karting. Hamilton made a name for himself earning him a spot in McLaren’s development program. Hamilton continued to prove he was destined for F1 having solid performances in Formula Renault and winning his first championship in his second year of racing out of karting.
Hamilton moved on to Formula Three and once again in his second year won another championship with no one coming close to beating him for the title. Lewis won fifteen of twenty races. F1 came a little closer for Lewis moving up the ranks to GP2 (Formula 2 today) remaining at that level for one season, winning another championship, winning five races, finishing in second place seven times and in third two times.
A MAN OF MANY RECORDS
There was no question Formula 1 was next and McLaren, who made a bet on the young Karting Champ, paid off. Upon entering F1 in 2007, Lewis Hamilton was the first and only black driver to race in Formula 1’s history.
Immediately, Hamilton broke a record becoming the first rookie to step onto the podium nine times in a row at the beginning of his season. Lewis won his first of one hundred wins at the Canadian GP and followed it up with another victory the following race in the United States.
Hamilton won four races which is another broken record for a rookie season finished as runner up to Ferrari’s Kimi Raikkonen by one point. Hamilton already created a bitter rivalry with teammate Alonso that had the Spaniard leave the team at season’s end.
THE FIRST OF MANY
In 2008 Hamilton continued his amazing ascension by winning his first of seven driver titles, snatching it away from Felipe Massa on the last lap of the last race of the season. Hamilton secured his title by finishing in fifth place in brazil but certainly, his five wins and multiple podium finishes helped too.
From 2009 to 2012 Hamilton and McLaren continued to have solid seasons that had Lewis winning twelve races and nineteen podium finishes during that span. Lewis kept himself in the top five every season during his time at McLaren but eventually, Lewis made the move of a lifetime changing team to Mercedes in 2013.
MERCEDES GIVES HIM WINGS
In his first year with Mercedes, he won only one race as the constructor developed its car into the beast you have today. In 2014, Lewis began an unmatched sequence of performances that would span nearly over a decade. It was the perfect matchup having the world’s best driver and the best team taking on Formula 1 and in 2014 Lewis came close to breaking the record of the most wins in a season with eleven which led to his second driver’s championship.
In 2015, Lewis continued his unbelievable winning ways winning his third driver’s title by winning another ten races. Looking for his third title in a row, Hamilton was denied by his teammate Nico Rosberg by the season’s end. Despite losing the title, Lewis still won another ten races, making it clear he had the most wins of any British driver by this point.
UNSTOPPABLE
For the next four seasons, there was only one champion and that was Hamilton. Hamilton’s driving style is one of masterful control, never making any crucial mistakes in any weather conditions. His ability to remain calm and focused in any situation makes him one of the best drivers ever.
During his historic four-year championship run he won a total of forty-two races. His incredible run has tied him with Michael Schumacher for the most drivers’ titles with seven and in 2021 Lewis is knocking on the door for his eighth title if he can finish ahead of Max Verstappen at the Abu Dhabi GP.
THE G.O.A.T?
Lewis has the most wins and pole positions in Formula 1 with one hundred three in each category. Lewis Hamilton is also respected for his work outside of Formula 1, working with numerous human rights advocacy groups. Lewis is a shining star on and off the track and is certainly one of the greatest of all time.
F1 STATS
RACED FROM: 2007-CURRENT SEASON
TEAMS: MCLAREN, MERCEDES
RACES: 287
CHAMPIONSHIPS: 7 (2008, 2014, 2015, 2017, 2018, 2019, 2020)
WINS: 103
PODIUMS:181
TOTAL POINTS: 4147.5
POLE POSITIONS:103
FASTEST LAPS: 59
LANDO NORRIS
Lando Norris who was born on November 13th, 1999 in Bristol, England is currently driving with McLaren in the 2021 season. Lando followed the standard routine of racing in karting and moved his way to F1 by winning plenty of races and a few championships along the way.
McLaren in 2018 took Lando on as Junior driver who pleased the team with his impressive lap times during testing. Lando finished as runner in the 2018 Formula 2 Championship battle to fellow Brit George Russell. In 2019, Lando took part in his first F1 race, finishing in twelfth place at the Australian Grand Prix. Norris had a steady year finishing in the top ten of most of his races but failed to finish in the top ten in the drivers’ standings.
A NEW HOPE
In 2020 Lando started the season with his best finish of his career, finishing in third place at the Austrian GP, he did not revisit the podium for the rest of the season but made the top ten in the standings in ninth. 2021 is Norris’ best season to date competing with Ferrari in the next best tier after Mercedes and Red Bull. Norris finished on the podium three times and his new personal best was in Italy finishing in second place.
He is currently ranked sixth in the drivers standings. McLaren and fans alike are really pleased with Norris and his driving abilities which may very well lead into a long career in F1.
F1 STATS
RACED FROM: 2019-Current Season
TEAMS: MCLAREN
RACES: 59
CHAMPIONSHIPS: 0
WINS: 0
PODIUMS:5
TOTAL POINTS:300
POLE POSITIONS:1
FASTEST LAPS: 3
GEORGE RUSSELL
George William Russel, who was born February 15th, 1998 in Norfolk, England, is currently driving for Williams in the 2021 F1 season. George is a highly regarded prospect who is set to make the jump to Mercedes replacing Valtteri Bottas in 2022.
He will drive alongside Lewis Hamilton, who is sure to make George earn his keep. George has won championships racing at every level he has competed in, most notably the Formula 2 title in 2018. Russel joined Williams who no longer has their old form from the nineties in 2019.
A TEST DRIVE IN A MERCEDES
His first year in Formula 1 was uneventful and George would have to wait until 2020 to break the top ten in a race. One must note that he needed to drive a Mercedes to accomplish that task. He replaced Hamilton who tested positive for Covid. Russell led the race until Mercedes messed up in the pits forcing the young Brit to pit for an extra time.
Georges best result in a Williams came in 2021 when he finished in second place at the Belgian Grand Prix. The race never really came to fruition due to the weather and was stopped after one lap, which allowed Russel, who had a great qualifying the day before, to score his first podium. I am certain he would like his first podium to be with him crossing the finish line after a full race, but George was still positive about his result in Belgium.
CAN HE TAKE THE THRONE?
2022 will be an interesting year for George driving in the Best car in Formula 1 alongside one of the best of all time. Can Russel live up to the expectations? Can he win some races and possibly dethrone Hamilton at Mercedes? If there ever was a golden opportunity for a driver this has to be it for Russel.
F1 STATS
RACED FROM: 2019-Current Season
TEAMS: WILLIAMS, MERCEDES
RACES: 59
CHAMPIONSHIPS: 0
WINS: 0
PODIUMS:1
TOTAL POINTS:19
POLE POSITIONS:0
FASTEST LAPS: 1
UP AND COMERS
QUICK JUMP
DAN TICKTUM
Dan Charles Anthony Ticktum who was born on June 8th, 1999 in London, England, is currently competing in the Formula 2 Championship. This aspiring young driver has had solid performances creating the right attention for him. He has won numerous Grand Prix’s at the junior levels and even finished runner up for the Formula 3 European Championship in 2018.
Two Formula 1 teams have taken a serious look at Ticktum, the first being the Red Bull and the second Williams. Ticktum was a part of their junior driving academies up until the summer of 2021. Dan raced in Formula 2 driving for Carlin and managed to win two races and five podium finishes helping rank fourth overall in the driver’s standings.
Ticktum will be making a move in 2022 to drive in the electric Formula E series driving and one can wonder if this detour will ever lead to Formula 1.
OLLI CALDWELL
Oliver Caldwell, who was on June 11th, 2002 in Hampshire, England, split the 2021 season driving in both Formula 2 and Formula 3. Olli has had a pretty consistent career driving in multiple series during his young career. His best to date was in 2018 driving for Prema in the Italian F4 Championship where he won eleven races, landing the Brit in third place for the driver’s title.
In 2019, Caldwell competed in the Formula Regional European Championship and won another eight races but only finished fifth overall by the season’s end. Olli continued his trek upward and in 2020 joined Formula 3 driving with Trident and experienced a very rough season that included no podium finishes. Olli changed his fortunes in 2021 this time driving for Prema and won eight races which earned him a shot at Formula 2 for the last five races.
Olli did not score any points in his F2 debut but certainly scored some helpful experience that will help him grow in the next season. Olli will have to win some races in F2 to get the attention needed to have a hope of joining F1.
JACK HUGHES
Jack Hughes, who was born on May 30th in 1994 in Birmingham, England, is currently competing in the Formula 2 series. Jack Hughes’ chances to join F1 are slim because if F1 was really interested the twenty-seven-year-old would have had an opportunity by now. Nonetheless, Jack is still a talented driver who has won in the past.
He won the BRDC Formula 4 Championship in 2013 and was runner up in the 2015 Formula Renault 2.0 Alps series, and runner up for the F3 Asian Championship. Jack clearly knows how to win some races and reach the podium but can he do it at the Formula 2 level?
So far, he has not produced in Formula 2 a win and has only managed his personal best finish in 4th place. If Hughes has any intentions of joining Formula 1 he will need to have one hell of a 2022 season.
JONATHAN HOGGARD
Jonathan Hoggard was born on November 15th in the year 2000 in Spalding, England is currently racing for Jenzer Motorsport in Formula 3. This young sprite began karting at the age of thirteen and after three years he moved up to the British F4 season in 2017. The young teen only managed to step onto the podium once finishing in third.
2018 proved to be a much better with Hoggard winning eight races and finishing in third overall for the driver’s title. Hoggard continued to perform well in 2019 winning another seven races and numerous podium finishes, landing the nineteen-year-old as runner up for the championship. Hoggard was nonetheless rewarded for his season winning the Aston Martin Autosport BRDC Young Drivers award which included two hundred thousand British pounds and a Formula 1 test.
Covid-19 stalled Jonathan in twenty, limiting him to only three races in 2020. Despite the empty 2020 season, Hoggard made the jump to Formula 3 driving for Jenzer Motorsport and in seventeen races did not reach the podium, he could only score fourteen points in his debut. The future is still unclear for this young British driver but if he can learn from his 2021 campaign, 2022 will be a better year for him.
AYRTON SIMMONS
Ayrton Simmons, who was born April 29 2001 in Harlow, England, was named after the Brazilian legend Ayrton Senna. Simmons will have to work hard if he ever intends to fill those shoes. Simmons has dual nationality being British and Spanish but has chosen to drive for the union jack.
Ayrton showed great promise in karting from 2012 to 2015 and in 2016 he entered the F4 British Championship series scoring a podium finish in the last race of the year in second place. He improved the following year, winning his first race and in 2018 Simmons won four races and ended in second place in the Rookie Championship. In the same year, Ayrton moved up to BRDC British Formula 3 competing in eight races with no success. With more experience under his belt, Simmons won three races at this level and finished in third place for the driver’s title in 2019.
Simmon had his best season this year winning four races and finishing as runner-up for the championship. His solid performance earned him two races at the end of this year’s Formula 3 season. He did not score any points but the young driver will have more opportunities next season to prove his worth.
JONNY EDGAR
Jonny Edgar was born on February 13th, 2004 in White Haven, England, and was driving for Carlin Buzz Racing in Formula 3 in 2021. Edgar is a part of the Red Bull Junior team and earned his way there by having a stellar Karting career where he won five championships and finished runner-up four other times.
Edgar added more to his resume by performing well in the Italian and Spanish F4 Championships, scoring five podiums, two in Italy and three in Spain. The sixteen-year-old had his best season in the lower formulae when in 2020 he won the ADAC Formula Championship finishing the season with six wins and eleven podiums. He also achieved his personal best in Italy, finishing in fourth place for the Italian F4 title. In 2021 Edgar moved up to Formula 3 and by the season’s end, his best finish was fifth place.
He scored twenty-three points in his rookie season and is already on the move for 2022 changing teams to join team Trident in Formula 3. Edgar is a high prospect because at seventeen years old he has a great deal of room to improve his youthful abilities. Formula 1 teams will be keeping a close eye on this driver in the years to come.
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Britain's Home Race F1 Heroes
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2022-06-23T17:07:45+01:00
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From Stirling Moss to Lewis Hamilton, twelve British drivers have shared 28 home wins at the British Grand Prix.
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en
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F1Destinations.com
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https://f1destinations.com/britains-home-race-f1-heroes/
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From Stirling Moss to Lewis Hamilton, twelve British drivers have shared 28 home wins at the British Grand Prix. We take a look back at the British drivers who’ve enjoyed success at their home event!
British drivers have excelled at the British Grand Prix. At Silverstone alone, British drivers have taken three times more wins and almost three times more poles than any other nation. In terms of podium finishes, British drivers have had 45 podiums compared to 18 for nearest rivals Germany.
The British Grand Prix was first held in 1927 at Brooklands. The first event saw British driver Malcolm Campbell finish as runner-up. There was just one more British Grand Prix before the Second World War, held one year later on the same course. When the event returned after the war, it was held at former RAF airfield Silverstone. In both 1948 and 1949, Bob Gerard finished on the podium, before the event hosted the first World Championship Formula 1 race in 1950. No less than ten British drivers partook in the event and Reg Parnell became the first driver in F1 to finish on the podium at his home Grand Prix, with a third place finish for Alfa Romeo.
Moss becomes first British home winner
Mike Hawthorn would be the next British driver to finish on the podium at home, finishing second in 1952 and third in 1954. The British Grand Prix moved to Aintree for 1955, where Stirling Moss took victory, becoming the first British driver to win their home event. He won at the track again in 1957, this time in a shared drive with Tony Brooks.
Peter Collins also took a home victory, this time at Silverstone, in 1958. Having previously finished as runner-up in the 1956 event at Silverstone, the 1958 British Grand Prix marked the last of his three Grand Prix wins; and it was deemed to be one of his best. Following a tumultuous period in his relationship with the Ferrari team, Collins kept the superior Vanwall of Stirling Moss behind him until Moss’ engine blew 25 laps into the race.
Jim Clark: Star of the 60s
The result of the 1958 race saw all of the top four positions filled by British drivers. The late fifties and early sixties were a Golden Age for British drivers, with Mike Hawthorn, Graham Hill, Jim Clark and John Surtees all winning the Drivers’ Championship. The quality of British drivers is reflected by their home races successes. In 1958, 1963 and 1965, three Silverstone races saw all-British podiums, while the 1964 event at Brands Hatch also saw an all-British rostrum.
It was Clark who was the most successful home star in the sixties, winning no less than five British Grands Prix between 1962 and 1967. Three of those wins (1963, 1965 and 1967) came at Silverstone. He also won at Aintree in 1962, where John Surtees finished second in a British 1-2. Clark’s other home victory was at Brands Hatch in 1964. All five of Clark’s British Grand Prix victories were won from pole position.
Superstar Stewart
Until 2015, Jackie Stewart was the only British driver to have won the World Championship three times. He triumphed twice at Silverstone, each time in championship-winning years – 1969 and 1971. The 1969 event featured an interesting tussle between Stewart and Jochen Rindt. The pair slipstreamed each other for the lead throughout the race, until Stewart signalled to Rindt that there was damage on the Austrian’s car. Rindt was obliged to pit, and Stewart ultimately won the race by over a lap.
Hunt and Controversy
James Hunt took his only home victory at the 1977 British Grand Prix – though he’d crossed the line first at the event in the previous season. The 1976 race at Brands Hatch was highly controversial. A first lap crash saw the race red-flagged, with Hunt’s car damaged. Stewards ruled that no spare cars could be used, so McLaren had to quickly repair the Englishman’s car. Following a backlash from the partisan crowd, the stewards decided that Hunt would be allowed to restart the race. He went on to win after overtaking Niki Lauda’s ailing Ferrari. However, Hunt was stripped of the win two months later. It was decided in an FIA tribunal that, under the regulations, cars had to complete one lap in order to be eligible to take part in a restart.
Hunt went on to triumph at Silverstone in 1977, finishing eighteen seconds ahead of 1976 championship rival Lauda.
Watson Wins in ’81
When John Watson took his sole home victory for McLaren at Silverstone in 1981, James Hunt’s 1977 Japanese Grand Prix victory had been the team’s most recent win. Watson had previously taken two podiums at the British Grand Prix, but both came at Brands Hatch in 1976 and 1978. Watson’s victory in this race marked his first win in five years, plus the first time that a car with a carbon fibre monocoque won an F1 race. Read our exclusive interview with John Watson.
Mansell Mania
Nigel Mansell suggested that the home crowd can give a driver a few tenths advantage on track – and the statistics seem to back his claim up! He took the fastest lap of the race at Silverstone in six consecutive races between 1987 and 1992. Mansell won twice at Brands Hatch. Having previously taken a podium at the track in 1983, the first time he won there it was under its guise as the European Grand Prix in 1985. The second time he won at the track was in 1986, which was the last time the British Grand Prix was not held at Silverstone.
Mansell won three times at Silverstone – in 1987, 1991 and 1992 – when Mansell Mania had gripped the nation. He took victory at Silverstone following a close fought battle with Williams team-mate Nelson Piquet in 1987. His epic move on Piquet in that race is often cited as one of Formula 1’s greatest overtakes. After two further podiums at the event in 1988 and 1989, he won by over 40 seconds in 1991. In iconic scenes, Mansell gave Ayrton Senna a lift back to the pits after the Brazilian’s McLaren ran out of fuel.
Finally, in 1992, the crowd invaded the track after Mansell stormed to another British Grand Prix victory. His route eventually became completely blocked by fans, so he was taken to the podium by track marshals. This Grand Prix victory made Mansell the most successful British Formula 1 driver at the time, surpassing Jackie Stewart’s 27 wins. There were two Brits on the podium in 1992, as Martin Brundle came third for Benetton.
The 1990s
The 1992 British Grand Prix also marked the first race appearance for Damon Hill. He finished 16th in that race, but he’d go on to be Britain’s next home winner in 1994. Hill had also finished on the podium at the 1993 European Grand Prix. The event took place at Donington – the final European Grand Prix to be held in Britain. Damon was the first of three British drivers to win at home during the 1990s. Johnny Herbert claimed his debut F1 victory at Silverstone in 1995. Hill had started from pole in the race, but was eliminated following a crash with Michael Schumacher. A stop-go penalty for Williams’ David Coulthard helped Herbert on his way to his first win with Benetton.
Coulthard’s day would come at the end of the decade though, as he won the 1999 British Grand Prix. Team-mate Mika Hakkinen lost a wheel at a pit-stop, aiding Coulthard to take the lead. The Scot withstood pressure from Ferrari’s Eddie Irvine to claim his first home victory. With Irvine finishing second, the 1999 British Grand Prix marks the most recent time that two Brits finished in the top two positions at their home race. Coulthard went on to win again in 2000, nursing a failing gearbox to cross the line just one and a half seconds ahead of Hakkinen.
Button, Hamilton and the future
For much of the early 2000s, British hopes were pinned on Jenson Button – but the Brit never stood on the podium at Silverstone. From his seventeen appearances, he retired five times and finished fourth on three occasions, in 2004, 2010 and 2014.
In 2007, Lewis Hamilton made his debut and took pole position at the British Grand Prix. Although he failed to win that year, he has gone on to be more successful at his home event than Jim Clark. A supreme win in wet weather in 2008 saw him take victory by over a minute. He then went on to win in every year between 2014 and 2017 and secured a record-breaking sixth win at the track in 2019. Hamilton became the driver to have won his home race on the most occasions in 2020, despite crossing the finish line with only three fully inflated tyres! Hamilton added to his list of home wins in 2021, winning the British Grand Prix after controversially colliding with Max Verstappen on the opening lap.
The future of British talent in Formula 1 looks to be in safe hands, with Lando Norris now a proven podium finisher and George Russell seemingly destined for a bright future with Mercedes. With the British Grand Prix at Silverstone now confirmed until 2024, perhaps we’ll see more home winners added to this list in the years to come.
Who’s your favourite British F1 driver? Leave a comment below!
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https://melbourne.fandom.com/wiki/Australian_Grand_Prix
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Australian Grand Prix
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The Australian Grand Prix is a motor race held annually in Australia. The Grand Prix is the oldest surviving motor racing competition held in Australia having been held 77 times since it was first run at Phillip Island in 1928. Since 1985 the race has been a round of the FIA Formula One World...
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en
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Melbourne Wiki
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https://melbourne.fandom.com/wiki/Australian_Grand_Prix
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Some attributes
First Laps:
58
Second Circuit length
5.303 km
Third Race length:
307.574 km
Other attributes
The Australian Grand Prix is a motor race held annually in Australia. The Grand Prix is the oldest surviving motor racing competition held in Australia having been held 77 times since it was first run at Phillip Island in 1928. Since 1985 the race has been a round of the FIA Formula One World Championship. It is now held at the Melbourne Grand Prix Circuit at Albert Park in Melbourne. Prior to its inclusion in the World Championship it was held at a multitude of venues in every state of Australia. It was a centrepiece of the Tasman Series between 1964 and 1972 and was a round of the Australian Drivers' Championship on many occasions between 1957 and 1983. It became part of the Formula One World Championship in 1985 and was held at the Adelaide Street Circuit in Adelaide, South Australia from that year to 1995, before moving to Melbourne in 1996.
The Australian Grand Prix is the first round of the Championship, having been the first race of each year, excluding 2006 and 2010, since the event moved to Melbourne. During its years in Adelaide, the Australian Grand Prix was the final round of the Championship, replacing the Portuguese Grand Prix in that respect. As the final round of the season, the Grand Prix hosted a handful of memorable races, most notably the 1986 and 1994 events which saw those respective titles decided.
Australian driver Lex Davison and German driver Michael Schumacher are the most successful drivers in the 83 year history of the event taking four wins each; while McLaren have been the most successful constructors with twelve victories, their success stretching back into the pre-Formula One history of the race, their first win being in 1970.
The current naming rights sponsor of the event is Australian airline Qantas. The 2012 Australian Grand Prix was won by British former World Champion Jenson Button driving a McLaren-Mercedes. The Australian Grand Prix is contracted to remain in Melbourne until at least 2015.
History in Melbourne[]
In 1993 prominent Melbourne businessman Ron Walker began working with the Kennett government to make Melbourne the host of the event. After the government of Jeff Kennett spent an undisclosed amount, it was announced in late 1993 (days after the South Australian election) that the race would be shifted to a rebuilt Albert Park street circuit in Melbourne. The race moved to Melbourne in 1996. The decision to hold the race there was controversial. A series of protests were organised by the "Save Albert Park" group, which claimed that the race turned a public park into a private playground for one week per year. Additionally, they claimed that the race cost a great deal of money that would be better spent, if it were to be spent on motor racing, on a permanent circuit elsewhere. Finally, they said that the claimed economic benefits of the race were false or exaggerated. The race organisers and the government claimed that the economic benefits to the state, although unquantifiable, outweighed the costs, and highlighted that the park's public amenities have been greatly improved from the World War II vintage facilities previously located at Albert Park; the Melbourne Sports and Aquatic Centre (scene of many Melbourne 2006 Commonwealth Games events) being the centre piece and best known of the revitalised facilities. Opponents of holding the race in the park point out that the Aquatic Centre adds nothing to the Grand Prix, is effectively closed for weeks surrounding the event and could have been built independent of the car race.
Bernie Ecclestone, the president of Formula One Management, the group that runs modern-day Formula One in conjunction with the Federation Internationale de l'Automobile (FIA), once famously said that it took 10 minutes to do the deal with Melbourne that would see the Victorian capital host the Australian Grand Prix from 1996. It is thought that Melbourne's unsuccessful quest to stage the 1996 Olympic Games, and the subsequently successful bid by northern rival city Sydney to host the 2000 Olympics, was a driving force behind Melbourne's motivation to wrest the Australian Grand Prix away from Adelaide.
Albert Park, within easy reach of the Melbourne central business district, became home to the Australian Grand Prix in Melbourne. A 16-turn circuit, which measures 5.3 kilometres in its current guise, was built utilising a combination of public roads and a car park within the park. The circuit is renowned as being a smooth and high-speed test for Formula One teams and drivers. Its characteristics are similar to the only other street circuit set in a public park used in the Formula One World Championship, the Circuit Gilles Villeneuve in Montreal which hosts the Canadian Grand Prix.
The promotional theme for the first race in Melbourne was "Melbourne – What a Great Place for the Race". Some 401,000 people turned out for the first race in 1996, which remains a record for the event. The logistics of creating a temporary circuit and hosting an event of the magnitude of a Formula One Grand Prix from scratch weren't lost on the international visitors, with Melbourne winning the F1 Constructors' Association Award for the best organised Grand Prix of the year in its first two years of 1996 and 1997.
The move of the Australian Grand Prix to Melbourne saw a change in the time of year that the F1 teams and personnel made their annual voyage Down Under. Adelaide, for each of its 11 years, was the final race of the F1 season, usually in October or November, while Melbourne has been the first race of the season in every year since 1996 with the exception of 2006, when it was the third race of the year to allow for the Commonwealth Games to take place in the city, and 2010. As such, the Albert Park circuit has seen the Formula One debuts of many drivers in the last decade. 1997 World Champion Jacques Villeneuve made his race debut in Melbourne's first year of 1996, and became one of three men to secure pole position in his maiden Grand Prix. Other prominent names to debut in Melbourne are two-time World Champion Fernando Alonso and one-time champions Kimi Räikkönen (both in 2001) and Lewis Hamilton (2007), Australia's only current F1 driver at the time Mark Webber, also made his debut there in 2002.
As part of celebrations for the 10th running of the event at Albert Park in 2005, Webber drove his Williams F1 car over the Sydney Harbour Bridge in a promotional event, and the Melbourne city streets hosted a parade of F1 machinery and V8 Supercars, Australia's highest-profile domestic motor sport category.
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Australian Grand Prix - Racing in the Antipodes
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2020-03-09T15:43:57+00:00
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Despite this being a very difficult time in Italy and indeed in the rest of the world, the Formula 1 World Championship will start as planned in Australia and Scuderia Ferrari, the only team to have taken part in every year of the series, will be there.
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https://www.ferrari.com/fr-FR/articles/australian-gp-2020-preview
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Despite this being a very difficult time in Italy and indeed in the rest of the world, because of concerns about the spread of Coronavirus (Covid-19), the Formula 1 World Championship will start as planned in Australia and Scuderia Ferrari, the only team to have taken part in every year of the series, will be there. The 71st season of the Formula 1 World Championship gets underway at Melbourne’s Albert Park Circuit on Sunday 15 March. The venue has been the scene of the opening round on 22 occasions and this will be the 25 Australian GP to be held here. With a further eleven races in Adelaide from 1985 to 1995, it means this will be the 36th running of this race.
Nine wins. Scuderia Ferrari has nine wins to its name in Australia, the first courtesy of Gerhard Berger in Adelaide in 1987, the last back in 2018 with Sebastian Vettel. The Maranello squad also has a further 16 podium finishes, eight second places and eight thirds. A Ferrari has started from pole six times and set the fastest race lap on nine occasions.
Three DRS zones. The 5.303 kilometre-long track features 16 corners and the race distance is 58 laps. Albert Park is a street circuit, therefore the grip level gradually improves, the more running the cars do, thus rubbering-in the surface. There are three DRS zones: the main straight and the sections between turns 2 and 3 and 12 and 13.
Sebastian Vettel #5
“Say Melbourne and three things come to mind: sunshine, a buzzing atmosphere and bumps. Sunshine, because the weather is usually nice when we race there; the buzzing atmosphere because this city is full of life, making it a pleasure to start the season here, and the bumps because every year we know that the Albert Park track is going to be very bumpy.
In fact, it’s that characteristic which makes this track a real technical challenge and that’s probably the reason we drivers like it so much. The first race of the season is always special and I think it will allow us to get a better idea than we had in testing as to what the hierarchy is between the teams.”
Charles Leclerc #16
“If I had to sum up Melbourne in three words, they would be, beautiful, tricky and fun. Beautiful refers to the city that is vibrant and has a young population that makes it even more lively.
The track is definitely exciting, because it’s a street circuit and I’ve always loved racing between the walls, although it also has some very fast sections. However, it is also definitely tricky because, especially at the start of the weekend, the surface is dirty and doesn’t provide the same grip level you’d find at a permanent track.
The characteristics of the Albert Park track make it unforgiving and any mistake can come at a high price, so when you’re in the cockpit, you have to be fully focused all the time.”
Mattia Binotto Team Principal
"After a long winter working on building and developing our car, the time has come to get a first indication of our performance level and how effective are the improvements we have introduced over the past few months.
We know that the opposition is strong, but we also know that it is the start of a long season where development rate, reliability, and our operational effectiveness will be key. We are gearing up to tackle all these challenges as a united team, conscious of the progress that needs to be made and proud of the support of our fans worldwide.
At what is a difficult time for Italy and the world as a whole, as part of a global sport, it is our obligation to try and put a smile on people’s faces as they prepare to watch the first race of the season with the same sense of anticipation as ourselves."
Last week in the team
The team returned from the second pre-season test with plenty of data. In our Maranello headquarters, the engineers began preparations for the Australian Grand prix, adding to the data base of information prior to one of the most complicated races of the season. The most obvious difficulty is the fact this is the first race and so there are no solid reference points for one’s own performance or that of the others. Then there’s the track itself, being a street circuit and therefore dirty from normal road traffic and also very bumpy.
FERRARI STATS
GP contested 991
Seasons in F1 71
Debut Monaco 1950 (Alberto Ascari 2nd; Raymond Sommer 4th; Luigi Villoresi ret.)
Wins 238 (24.01%)
Pole positions 228 (23%)
Fastest laps 254 (25.63%)
Podiums 770 (77.69%)
FERRARI STATS AUSTRALIAN GP
GP contested 36
Debut 1985 (Stefan Johansson 5th; Michele Alboreto ret.)
Wins 9 (25%)
Pole positions 6 (16,66%)
Fastest laps 9 (25%)
Podiums 25 (69,44%)
Facts & Figures
1 – Eddie Irvine scored his first F1 win in Melbourne in the 1999 Australian Grand Prix at the wheel of a Ferrari F399. The Northern Irish driver took a further three wins that year, in Austria, Germany and Malaysia, making a major contribution to the team winning the Constructor’s title that year.
3 – The 2007 Australian GP podium featured three drivers having their first outing with a new team. Kimi Raikkonen won for Scuderia Ferrari, followed home by Fernando Alonso and Lewis Hamilton, on their debuts for McLaren.
4 – Michael Schumacher’s run of four wins in Australia, in 2000, 2001, 2002 and 2004, all with Scuderia Ferrari is a Formula 1 record. Australian driver Lex Davison did the same in non-championship races in 1954, 1957, 1958 and 1961.
16 – The number of drivers who have started an Australian GP counting towards the Formula 1 world championship at the wheel of a Ferrari.
1957 – The year of a maiden victory for Ferrari in the Australian Grand Prix, albeit a non-championship race, won by local drivers Lex Davison and Bill Patterson at the wheel of a 628 F1. The race was run on the perimeter roads of Caversham military airfield in Western Australia.
This week in our history
10/3 In 2017, John Surtees passed away at the age of 83. He was the only man to win the world titles in the 500cc motorcycle class and in Formula 1, the latter with Ferrari in 1964. Born in Tatsfield, England, he took part in 30 GP with the Scuderia, taking four wins and four poles, as well as 13 podium finishes and six fastest laps. He also won many times with the Maranello team in sports car races, including the 1963 Sebring 12 Hours.
11/3 The day of Arturo Merzario’s birth in 1943. The Italian raced in Formula 1 eleven times with Scuderia Ferrari in 1972 and 1973 and, at the wheel of a 312P, helped the Maranello team win the World Championship for Makes (Sports Prototypes) for the final time in 1972.
12/3 In 1947, Enzo Ferrari fired up the engine on the 125 S for the first time, the first engine ever to power a Ferrari. In 2017, this date was chosen by the company as the starting point for commemoration of it’s 70th year.
13/3 In 1977, Enzo Ferrari handed over the position of company president to Nicola Tufarelli, while taking on the role of honorary president.
14/3 In 2010, Fernando Alonso’s time with Scuderia Ferrari got off to the best possible start. The Spaniard won on his debut with the team in the Bahrain Grand Prix, the opening round of the season and the only time the race was held on the 6.299 kilometre Endurance version of the Sakhir track.
15/3 In 2015, Sebastian Vettel joined Scuderia Ferrari. The German started the Australian GP from fourth on the grid and finished third. He won second time out for the team, two weeks later in Malaysia.
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A brief history of Formula 1
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] |
[] |
[] |
[
""
] | null |
[
"Lluís Llurba / Philipp Briel",
"redbull"
] |
2016-11-18T06:50:40+00:00
|
From origin stories, via Ayrton Senna to Max Verstappen and the Drive to Survive era.
|
en
|
Red Bull
|
https://www.redbull.com/gb-en/history-of-formula-1
|
Part of this story
The Fédération Internationale de l'Automobile (FIA) organised the first World Drivers’ Championship in 1950. The Championship was initially established as a response to the World Motorcycling Championship, which had started in 1949. But this was by no means the first time people had raced one another in cars.
01
Early motor racing
Motor racing started to take shape in France around 1884, quickly evolving from simple races from one village to another to sophisticated events. So let’s have a look at what Formula One was like before the creation of the FIA World Championship...
Everything you need to know about the premier class: Our 'ABC of' series brings you closer to various sports. ABC of... Formula One provides you with all the key info.
27 min
ABC of… Formula One
Get a crash course in F1 racing, with lessons in the terminology, history, heroes and drama of the sport.
In 1900, an event that proved crucial in the racing world was held by the American publisher James Gordon Bennett Jr. Bennett was the archetype of the gregarious media mogul – the Elon Musk of his day –and his reputation for extravagant behaviour is said to be the inspiration for the phrase of incredulity, 'Gordon Bennett!'
As the owner of the New York Herald and the Herald Tribune, he did much to further the cause of sport in America, staging the first polo and tennis matches in his home country.
But it was with his creation of an international motor race in Europe that would shape the future of a brand new field: motorsports. Named the Gordon Bennett Cup – of course – the annual race attracted competitors from around the world, with each country able to register up to three cars. According to accounts of the events, the races were quite casually organised, but still did enough to popularise motor racing in the UK and Europe.
Following the example of Bennett, millionaire William Kissam Vanderbilt II launched the Vanderbilt Cup in the United States. Specifically, in Long Island, New York, in 1904.
Influenced by these competitions, Louis Chevrolet, a Swiss man who worked for a French builder, decided to move to the United States. In 1901, he became the leading figure in American races and designed the vehicles of General Motors that bore his name.
02
The first Grand Prix
In 1906, the first race that bore the name Grand Prix was organised by the Automobile Club of France (CAF) and ran for two days in the month of June. The circuit, located in Le Mans, had a total length of around 65 miles with 32 participants representing 12 different automakers. Hungarian Ferenc Szisz (1873-1944) won the race in his Renault after 783 miles.
Each country organised their own events without a formal championship to link them together, with the rules varying depending on the country.
All competing vehicles had two people on board; a driver and a mechanic. Rules stated that nobody was allowed to work on or repair the car except for them. A key factor for the success of Renault was the use of detachable wheels (developed by Michelin), which allowed them to be changed without having to dismantle the car.
Related
03
The first racing circuits
In the early days, races were not held on purpose-built tracks. Instead, public roads were temporarily closed, and long circuits were mapped out on them. This was the origin of the Grand Prix of Le Mans in 1906, as well as Italy's Targa Fiorio, which ran along 93 miles of Sicilian roads, the 75-mile German circuit Kaiserpreis and the 47-mile French circuit Dieppe, which was used in the Grand Prix of 1907.
The exceptions were the circuits of Brooklands in England, completed in 1907, the Indianapolis Motor Speedway, first used in 1909 and the Autodromo Nazionale Monza in Italy, opened in 1922.
That same year, at Monza, Italy became the second country to host a race using the name 'Grand Prix'. The name quickly spread to Belgium and Spain in 1924, and later spread to other countries. However, it was not a formal championship, but a variety of races that were held under different rules.
04
Formula Libre
Just before World War I, various Grands Prix started sharing some rules, mainly engine sizes and weight.
In 1924 the Association Internationale des Automobile Clubs Reconnus (AIACR) formed, whose mission was to unofficially regulate Grand Prix racing. However, these regulations were abandoned in 1928, in an era known as 'Formula Libre', when the organisers decided to run with virtually no limitations.
From 1927 to 1934, the number of races that ranked as a 'Grand Prix' grew, jumping from five events in 1927, nine in 1929 to eighteen in 1934 (the maximum number of races in a year before the Second World War).
Don't miss: F1 legend David Coulthard journeys to Cuba to get under the bonnet of some vintage racers in Mechanics of Creativity
23 min
Mechanics of Creativity
Formula One driver David Coulthard travels to Cuba, to drive in a race unlike any he's run before.
Formula One track records
The longest Grand Prix track
Pescara Grand Prix in 1957 - one lap was around 16 miles long.
The shortest Grand Prix track
The Circuit de Monaco was less than two miles long in its shortened layout (which was used between 1955 and 1972).
More F1 Movies
05
First moves to a standardised World Championship
The first World Championship was held in 1925, consisting of only four races (the Indianapolis 500, the Grands Prix of Europe, France and Italy). It was only a manufacturers’ championship, with no drivers' title.
Ten years later, and thanks to the agreement of several federations, the European Drivers’ Championship took place annually until the start of World War II.
The 1933 Monaco Grand Prix was the first time in the history of the sport that the start order was decided by qualifying times. All competing vehicles were painted with their national colours, although in 1934, the Germans stopped painting their cars (Auto Union and Mercedes-Benz) in an effort to save weight. The metallic colour of course is still used on Mercedes’ ‘silver arrows’ in Formula One today.
Supported by the German government, who participated in the financing of the two manufacturers, Auto Union and Mercedes-Benz dominated the period between 1934-1939, with the two Bavarian teams winning all but three races in six seasons.
06
The creation of Formula One
Immediately after the Second World War there were only four races in the Grand Prix category. The rules for the World Championship were already established, but it wasn't until 1947 that the old AIACR was reorganised and renamed the Fédération Internationale de l'Automobile (FIA).
At the end of the 1949 season it was announced that races in 1950 would unite. This was in order to create a Grand Prix World Championship for Formula One drivers. A scoring system was established and seven races were deemed suitable to be included. The first race of the World Championship was held on May 13, 1950, at Silverstone in the UK.
The early World Championship races were dominated by Italian manufacturers and drivers. The first World Champion was Giuseppe Farina, driving an Alfa Romeo. Ferrari's appearance in the second race at Monaco, and in every season since, means they have the distinction of being the only manufacturer who has competed throughout the history of the sport.
Fewest finishers
1996 Monaco Grand Prix
18 of 21 drivers retired in this rain-soaked race, handing a win to Ligier's Olivier Panis. The only one of his career.
Behind the scenes at Silverstone: F1 Esports pro Marcel Kiefer peeks behind the curtain at the home of the British Grand Prix.
Oh no! This video is currently not available.
07
Formula One on the way to modernity
From the beginnings of the premier class to the current Formula One season, the racing series has developed significantly. As the sport has evolved, technical developments in aerodynamics, car design, engines, and better safety measures have all advanced at speed.
Back in 1966, F1 racing cars received a significant increase in performance. The racing cars in the premier class were equipped with around 220 horsepower at the time. This meant that in terms of sheer power, they were often inferior to other motorsport cars and even to some production vehicles. Doubling the cubic capacity resulted in a significant increase in performance.
In order to be able to tame this extra power, Formula One introduced mandatory spoilers and wings in the 1968 season. These were intended to improve downforce and traction and to increase safety at high speeds.
This led to some innovative engineering solutions. The legendary Matra MS10 from 1968, for example, relied on a construction of particularly high front and rear wings. This unique design brought F1 legend Jackie Stewart three Grand Prix victories in the 1968 season. However, due to a number of accidents, the design was banned by the FIA in the following season. The governing body moved to establishe the design of Formula 1 cars with a configuration of a front and a rear wing that is still common today.
Evolution in the pit lane: Formula One is also constantly evolving away from the track. The history of the pit stop.
45 min
The History of the Pit Stop
The mavericks who pioneered the modern pit stop made it a raceday staple that takes less than two seconds.
08
The ground effects era of Formula 1
At the end of the 1970s and beginning of the 1980s there was another technical revolution in Formula One. After Mario Andretti's World Championship victory in the Lotus 79, the so-called ground-effect racing cars dominated events.
Here, for the first time, side boxes with an inverted wing profile and movable side skirts were used, which further increased the downforce of the racing car and resulted in significantly higher cornering speeds.
This resulted in some of the craziest design ideas Formula One has seen to date. The legendary Brabham BT46B, including the fan installed at the rear, earned the inglorious title "vacuum cleaner" from Mario Andretti, who claimed it whirled up massive amounts of dirt and gravel. Nevertheless, the racing car gave Niki Lauda victory in the race in Anderstorp, Sweden in 1978 with a lead of almost 34 seconds over Arrows driver Riccardo Patrese. Shortly thereafter, the car was declared illegal.
In the 1976 and 1977 seasons, the Tyrrell team even used a six-wheeled F1 racing car, the P34, which had four front tires in addition to two massive rear wheels.
A different kind of ground effect: Learn how Mexico's long-lost Formula One circuit – hidden for more than 20 years – was revived...
26 min
Ground Effect
After 23 years away, Formula One returns to Mexico City’s legendary Autódromo Hermanos Rodríguez track.
09
The history of Red Bull in Formula One
From the over 1,000hp Formula One cars of the 1980s to the dominant era of seven-time world champion Michael Schumacher, the premier class has reinvented itself repeatedly over the years.
Red Bull Racingentered Formula One for the first time in the 1995 season as a sponsor of the Swiss Sauber team. That same year, German F1 driver Heinz-Harald Frentzen secured the first podium in the team's history by finishing third in the Italian Grand Prix.
Adelaide, 1991: the shortest-ever Grand Prix
24 minutes
The 1991 Australian Grand Prix was stopped after only 24 minutes (or 14 laps) due to heavy rain.
32.88 miles
Fewer than 33 miles were driven in the race - also a record!
In 2005, after taking over Jaguar Racing, Red Bull got involved in the Formula One circus as an independent team for the first time. Scotsman David Coulthard was signed as the first driver, with Christian Klien and Vitantonio Liuzzi alternating as second drivers at his side.
The new team got off to a great start, with one or both drivers scoring points in the first five races of the season. By the end of year, Coulthard had bagged 24 championship points and was twelfth in the drivers' standings.
The Coulthard, Webber and Vettel era
From the 2007 season, the Australian Mark Webber took a seat alongside 'DC' in the Red Bull Racing car. In 2009, Coulthard moved on, and Webber was joined by Sebastian Vettel, who had caught the eye with his victory in the 2008 Italian Grand Prix for Toro Rosso.
The rest is history: Red Bull Racing and Sebastian Vettel share an incredible success story. Together they secured a total of four constructors' and drivers' world championship titles in the years 2010 - 2013.
The youngest world champion
Sebastian Vettel tops the leaderboards
Sebastian Vettel still holds the record as the youngest driver double world champion.
Youngest four-time world champion
Vettel is also the record holder as the youngest three- and four-time world champion.
The first 15 years of Red Bull Racing: Celebrate the team's 300th race at the 2020 Turkish Grand Prix.
10 min
8 Best Red Bull Racing Moments
To celebrate our 300th Race at the Turkish Grand Prix we take a look at our standout moments so far.
10
Formula One: 2014–present
The 2014 season marked one of the most disruptive rulebooks the sport has ever seen. The premier class finally said goodbye to the 2.4-litre V8 engines that were used before.
A new type of energy recovery system was added to the V6 turbo engines with a displacement of 1.6 litres, which replaced the previous KERS system.
Follows Carlos Sainz in the 2014 F1 season:Road to 55 delivers a unique look behind the scenes.
In addition to the kinetic energy recovery (ERS-K), another system (ERS-H) also uses the waste heat from the engine via the turbocharger to generate energy. Combined with this, the ERS is limited to 120kW of power, which is available to the driver for 33 seconds in each lap. In 2014 it was still 60kW of power for a maximum of 6.7 seconds per lap.
The 2014 season also marked the first of an incredible seven successive Drivers' titles (six for Lewis Hamilton, one for Nico Rosberg), and eight consecutive Constructors' Championships for Mercedes.
From the 2017 season onwards, further changes came into force that were intended to make the vehicles more spectacular and significantly faster. Formula One racing cars became wider, while front and rear wings and the diffuser could be significantly larger. At the same time, the tire width at the front and rear was noticeably increased in order to improve the mechanical grip of the vehicles.
As a result of an accident in 2014, a roll bar was introduced for the 2018 Formula One World Championship to protect the drivers from head injuries. The protective ring is known as the halo.
11
Max Verstappen: The new high-flyer in Formula 1
In the 2021 Formula 1 season, Red Bull Racing showed its strength, especially in the form of Dutchman Max Verstappen. After Verstappen secured third place in the Drivers' World Championship in the 2019 and 2020 seasons, the young Dutchman was crowned Drivers' World Champion in the 2021 Formula One season.
Nothing and nobody can upset Max.
But that's not all. Verstappen was not satisfied with winning the title in 2021 and went further. The masterminds Christian Horner and Adrian Newey cobbled together a car for Verstappen and Pérez that should dominate the 2022 season.
48 min
Unfiltered: Horner and Newey
Christian Horner and Adrian Newey took Red Bull to the very top. Go behind the steadfast F1 alliance.
Verstappen was crowned driver's world champion for the second time in a row at the 2022 Japanese Grand Prix. A little later, in Austin, Texas, the Constructors' World Championship for Oracle Red Bull Racing soon followed.
All of which means that Red Bull Racing enter the 2023 F1 season, which includes 23 races, defending two world championship titles at the same time. We will know whether they've managed it by the season finale on November 26, 2023 in Abu Dhabi. Shortly before that, on November 18, Formula One will be making its debut on the brand new Las Vegas Street Circuit.
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4902
|
dbpedia
|
1
| 89
|
https://f1destinations.com/every-italian-f1-circuit/
|
en
|
Every Italian Circuit which Formula 1 has Visited
|
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] |
[] |
[] |
[
""
] | null |
[
"Nicky Haldenby"
] |
2023-05-16T15:08:06+01:00
|
Four different Italian circuits have hosted a round of the F1 World Championship since 1950 – including two venues which hosted only a single race each.
|
en
|
F1Destinations.com
|
https://f1destinations.com/every-italian-f1-circuit/
|
There’s yet to be a Formula 1 season which has not featured a race in Italy. Four different Italian circuits have hosted a round of the World Championship since 1950. We take a look at every Italian circuit which F1 has visited.
Formula 1’s history is rich in Italian names, Italian manufacturers and Italian circuits. Drivers such as Giuseppe Farina and Alberto Ascari were among the first to be crowned World Champion, while Ferrari have been a constant in Formula 1 almost since its inception.
Italy is the only country to have played host to over 100 World Championship Grands Prix, with those 100 races taking place across four different circuits, from the enduring Monza track to recently re-instated Imola and one-timers Pescara and Mugello.
Monza, 1950-present
Monza has hosted more World Championship races than any other circuit. The circuit, near Milan, has been present as host of the Italian Grand Prix in every season except 1980. The 2023 Italian Grand Prix will be the legendary venue’s 73rd appearance on the calendar.
In 2022, Monza celebrated its centenary, being only the third purpose-built racing circuit after Brooklands and Indianapolis. Over the past 100 years, the circuit has changed plenty – but signs of its history are still abundant around the track. The old banked track, on which F1 raced on a handful of occasions in 1955, 1956, 1960 and 1961, is still in situ.
Due to its placement on the calendar, Monza was the scene of many title-deciding races in Formula 1’s formative years. Despite crowning its last World Champion back in 1979, Monza retained its position at the top of the list of circuits which have hosted the most title deciders until 2022, when it was finally overtaken by the Suzuka circuit in Japan.
Formula 1 has had two Italian World Champions: Giuseppe Farina and Alberto Ascari. Farina won the title at Monza in the sport’s inaugural season and remains the only driver to secure the title on home soil. Meanwhile, Ascari won the Italian Grand Prix at Monza twice, but would lose his life at the circuit in a sportscar crash in 1955. Ascari remained the driver to have led the most laps at Monza until his tally was finally overtaken by Lewis Hamilton in 2020.
Imola, 1980-present
In 1980, Monza was undergoing renovations which saw the Italian Grand Prix relocated to Imola. Imola’s call up came as a result of the fatal accident of Ronnie Peterson at Monza in 1978, after which the FIA demanded the track undergo improvements in the name of safety. The renovations had actually been completed in time for the race but F1 had already signed a contract with Imola meaning that – after a non-championship race in 1979 – the Imola circuit made its debut on the calendar.
While the Imola race was a success, the Italian Grand Prix returned to Monza in 1981. However, Imola remained on the calendar. As Italy already had a race, the Imola event was designated the title of ‘San Marino Grand Prix’. The small microstate of San Marino sits around 60km southeast of the track. The San Marino Grand Prix was held every year from 1981 to 2006, notably becoming a worldwide focal point in 1994 when both Roland Ratzenberger and Ayrton Senna lost their lives in a tragic race weekend.
Following extensive renovation work, a comeback for the track had been mooted for a number of years. Imola’s return to the Formula 1 calendar was nevertheless a surprise, coming in 2020 amid the coronavirus pandemic.
Hosting a unique two-day race weekend, the Imola event was renamed the ‘Emilia Romagna Grand Prix’, in honour of the region in which the Imola circuit sits. The event returned in 2021, replacing the cancelled Chinese Grand Prix, before signing a longer-term contract in 2022 to remain on the schedule until at least 2025.
Pescara, 1957
Pescara featured on the Formula 1 calendar only once, in 1957. It did so somewhat unexpectedly and at short notice, with the Belgian, Dutch and Spanish Grands Prix having been cancelled in a dispute over fees.
The Pescara circuit is the longest on which F1 has ever raced. With most of the drivers unfamiliar with the 26km layout, many had concerns over the safety of the event. There were particular concerns at the time following the Mille Miglia disaster earlier in the year, which had resulted in the death of 13 spectators. Enzo Ferrari refused to send his team to the event for this exact reason.
Only 16 drivers qualified for the 1957 Pescara Grand Prix. Stirling Moss was one of the drivers who did have past experience of the track and his experience showed, winning the race by over three minutes.
It’s estimated that 200,000 fans lined the track to watch the action. Due to the length of the track, there was no attempt to issue tickets for the event. Also, such was the length of the track, between practice sessions the roads forming the circuit were re-opened to the public. Jack Brabham made a notable pit stop during the race, by pulling into a roadside station to top his car up!
The Pescara circuit had been raced on since 1924 and, while the 1957 Pescara Grand Prix was the only World Championship race held at the venue, it continued to host racing events until 1961. Pescara’s inclusion on the calendar gave Italy the distinction of being the first country to host two World Championship Grands Prix in a single year.
Mugello, 2020
Amid the coronavirus outbreak, Formula 1 added a number of events at new circuits to bolster its pandemic-struck 2020 calendar. While Imola was one of the additions to the schedule, so too was Mugello. Located in the Tuscany region of Italy, the Mugello race was named the Tuscan Grand Prix – or to give it its full title the “Formula 1 Pirelli Gran Premio della Toscana Ferrari 1000 2020”.
Ferrari celebrated their milestone 1,000th Grand Prix appearance at the event, with a revised livery. Sadly for the Scuderia, their poor 2020 form did not pick up for the race, with Charles Leclerc finishing eighth and Sebastian Vettel languishing outside of the points.
The 2020 Tuscan Grand Prix was punctuated by two red flag periods – the first the result of a pile up on the main straight and the second as a result of a crash for Lance Stroll. Lewis Hamilton took the 90th win of his career, joined by his Mercedes team-mate and Alex Albon, who secured the first podium result of his F1 career. Unlike Imola, Mugello has not become a regular fixture on the calendar and the 2020 Tuscan Grand Prix remains the only F1 race to have taken place at the track.
Which Italian F1 circuit is your favourite? Have you attended races at Monza or Imola? Leave a comment below.
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1956 Australian Grand Prix
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1956 Australian Grand Prix Formula Libre race[1]Race detailsDateLocation Albert Park, Melbourne, VictoriaCourse Temporary street circuitCourse length 5.03 km (3.125 miles)Distance 80 laps, 402.25 km (250 miles)Weather SunnyPole positionDriver Officine Alfieri MaseratiFastest lapDriver Stirling Moss Officine Alfieri MaseratiTime 1'52.2PodiumFirst Officine Alfieri MaseratiSecond Officine Alfieri MaseratiThird Scuderia Ambrosiana
Motor car race
The 1956 Australian Grand Prix was a motor race for Formula Libre cars held at Albert Park Street Circuit, in Victoria, Australia on 2 December 1956. The race, which had 22 starters, was held over 80 laps of the five kilometre circuit, the longest of all the Australian Grands Prix at 402 kilometres. It attracted a crowd of over 120,000 spectators.[2]
The race was the twenty first Australian Grand Prix and the second to be held on a street circuit situated around the Albert Park Lake, the current location of the race. It had been moved to the end of the year, and the rotational system which shifted the race from state to state was suspended to allow the AGP to capitalise on the publicity generated around the 1956 Olympic Games which were being held in Melbourne. With the presence of the works Officine Alfieri Maserati racing team, bringing with them Stirling Moss, Jean Behra and a fleet of 250F, and fellow European based racers Ken Wharton, Peter Whitehead and Reg Parnell, the race became the most important motor racing event held in Australia's history to that point.
Moss and Behra dominated the two-week festival which began the previous weekend with the Australian Tourist Trophy sports car race in which the duo placed first and second, each driving a Maserati 300S. In the Grand Prix the two were again dominant, but Moss was a class above Behra coming close to lapping his teammate. The two Scuderia Ambrosiana entered Ferraris of Peter Whitehead and Reg Parnell were not a serious threat but Whitehead did have the measure of the local drivers with the 1938 Australian Grand Prix winner finishing two laps clear of the first of the Australians, Maserati 250F driver Reg Hunt. Parnell finished sixth, behind another domestic Maserati 250F driven by Stan Jones. Both finished on the same lap as Hunt, while Lex Davison's older sports car engined Ferrari 625 was another two laps distant. Doug Whiteford's Talbot-Lago was the first non-Italian car home in eighth place. With defending champion Jack Brabham absent the best of the Cooper sourced machinery was Len Lukey's much modified Cooper-Bristol in ninth. Wharton's European-based Maserati 250F failed to reach the finishing line.
Moss's fastest lap of 1:52.2 (100.25 mph) was a new lap record for the Albert Park Circuit.[3]
Classification
[edit]
Pos[4] No.[4] Driver[4] Car Entrant[5] Laps[4] Time[4] 1 7 Stirling Moss Maserati 250F / Maserati 2.5L[6] Officine Alfieri Maserati 80 2h 36m 15.4s 2 1 Jean Behra Maserati 250F / Maserati 2.5L[6] Officine Alfieri Maserati 80 2h 38m 27.4s 3 3 Peter Whitehead Ferrari 555 F1 / Ferrari 3.4L Scuderia Ambrosiana 79 4 5 Reg Hunt Maserati 250F / Maserati 2.5L Reg Hunt Motors P/L 78 5 8 Stan Jones Maserati 250F / Maserati 2.5L Stan Jones Motors P/L 77 6 2 Reg Parnell Ferrari 555 F1 / Ferrari 3.4L Scuderia Ambrosiana 77 7 9 Lex Davison Ferrari 625 F1 / Ferrari 3.0L Ecurie Australie 75 8 11 Doug Whiteford Talbot-Lago T26C / Talbot-Lago 4.5L D Whiteford 72 9 25 Len Lukey Cooper T23 / Bristol 2.0L RH Hunt Motors P/L 70 10 19 Julian Barrett Alta GP-2 / Alta S/C 1.5L J St Q Barrett 70 11 18 Tom Clark HWM / Alta 2.0L TE Clark 66 12 23 Jack Myers Cooper T20 / Holden 2.4L J Myers 66 Ret 6 Kevin Neal Maserati A6GCM / Maserati 2.5L Reg Hunt Motors P/L 68 Ret 20 Bill Willcox Alta / Alta 2.0L W Wilcox 39 Ret 26 Bill Craig Alta / Holden 2.4L WJ Craig 26 Ret 24 Alec Mildren Cooper T20 / Bristol 2.0L AG Mildren 21 Ret 4 Ken Wharton Maserati 250F / Maserati 2.5L Ecurie Du Puy 19 Ret 16 Ted Gray Tornado II / Ford 4.5L LJ Abrahams 15 Ret 22 Reg Smith Cooper T40 / Bristol 2.0L Smith's Radio P/L 13 Ret 28 Harry McLaughlin Ford V8 Special 4.3L H McLaughlan 6 Ret 17 Tom Hawkes Cooper T23 / Holden 2.3L TV Hawkes 5 Ret 12 Owen Bailey Talbot-Lago T26C / Talbot-Lago 4.5L O Bailey 0
References
[edit]
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A brief history of Formula 1
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2016-11-18T06:50:40+00:00
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From origin stories, via Ayrton Senna to Max Verstappen and the Drive to Survive era.
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en
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Red Bull
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https://www.redbull.com/gb-en/history-of-formula-1
|
Part of this story
The Fédération Internationale de l'Automobile (FIA) organised the first World Drivers’ Championship in 1950. The Championship was initially established as a response to the World Motorcycling Championship, which had started in 1949. But this was by no means the first time people had raced one another in cars.
01
Early motor racing
Motor racing started to take shape in France around 1884, quickly evolving from simple races from one village to another to sophisticated events. So let’s have a look at what Formula One was like before the creation of the FIA World Championship...
Everything you need to know about the premier class: Our 'ABC of' series brings you closer to various sports. ABC of... Formula One provides you with all the key info.
27 min
ABC of… Formula One
Get a crash course in F1 racing, with lessons in the terminology, history, heroes and drama of the sport.
In 1900, an event that proved crucial in the racing world was held by the American publisher James Gordon Bennett Jr. Bennett was the archetype of the gregarious media mogul – the Elon Musk of his day –and his reputation for extravagant behaviour is said to be the inspiration for the phrase of incredulity, 'Gordon Bennett!'
As the owner of the New York Herald and the Herald Tribune, he did much to further the cause of sport in America, staging the first polo and tennis matches in his home country.
But it was with his creation of an international motor race in Europe that would shape the future of a brand new field: motorsports. Named the Gordon Bennett Cup – of course – the annual race attracted competitors from around the world, with each country able to register up to three cars. According to accounts of the events, the races were quite casually organised, but still did enough to popularise motor racing in the UK and Europe.
Following the example of Bennett, millionaire William Kissam Vanderbilt II launched the Vanderbilt Cup in the United States. Specifically, in Long Island, New York, in 1904.
Influenced by these competitions, Louis Chevrolet, a Swiss man who worked for a French builder, decided to move to the United States. In 1901, he became the leading figure in American races and designed the vehicles of General Motors that bore his name.
02
The first Grand Prix
In 1906, the first race that bore the name Grand Prix was organised by the Automobile Club of France (CAF) and ran for two days in the month of June. The circuit, located in Le Mans, had a total length of around 65 miles with 32 participants representing 12 different automakers. Hungarian Ferenc Szisz (1873-1944) won the race in his Renault after 783 miles.
Each country organised their own events without a formal championship to link them together, with the rules varying depending on the country.
All competing vehicles had two people on board; a driver and a mechanic. Rules stated that nobody was allowed to work on or repair the car except for them. A key factor for the success of Renault was the use of detachable wheels (developed by Michelin), which allowed them to be changed without having to dismantle the car.
Related
03
The first racing circuits
In the early days, races were not held on purpose-built tracks. Instead, public roads were temporarily closed, and long circuits were mapped out on them. This was the origin of the Grand Prix of Le Mans in 1906, as well as Italy's Targa Fiorio, which ran along 93 miles of Sicilian roads, the 75-mile German circuit Kaiserpreis and the 47-mile French circuit Dieppe, which was used in the Grand Prix of 1907.
The exceptions were the circuits of Brooklands in England, completed in 1907, the Indianapolis Motor Speedway, first used in 1909 and the Autodromo Nazionale Monza in Italy, opened in 1922.
That same year, at Monza, Italy became the second country to host a race using the name 'Grand Prix'. The name quickly spread to Belgium and Spain in 1924, and later spread to other countries. However, it was not a formal championship, but a variety of races that were held under different rules.
04
Formula Libre
Just before World War I, various Grands Prix started sharing some rules, mainly engine sizes and weight.
In 1924 the Association Internationale des Automobile Clubs Reconnus (AIACR) formed, whose mission was to unofficially regulate Grand Prix racing. However, these regulations were abandoned in 1928, in an era known as 'Formula Libre', when the organisers decided to run with virtually no limitations.
From 1927 to 1934, the number of races that ranked as a 'Grand Prix' grew, jumping from five events in 1927, nine in 1929 to eighteen in 1934 (the maximum number of races in a year before the Second World War).
Don't miss: F1 legend David Coulthard journeys to Cuba to get under the bonnet of some vintage racers in Mechanics of Creativity
23 min
Mechanics of Creativity
Formula One driver David Coulthard travels to Cuba, to drive in a race unlike any he's run before.
Formula One track records
The longest Grand Prix track
Pescara Grand Prix in 1957 - one lap was around 16 miles long.
The shortest Grand Prix track
The Circuit de Monaco was less than two miles long in its shortened layout (which was used between 1955 and 1972).
More F1 Movies
05
First moves to a standardised World Championship
The first World Championship was held in 1925, consisting of only four races (the Indianapolis 500, the Grands Prix of Europe, France and Italy). It was only a manufacturers’ championship, with no drivers' title.
Ten years later, and thanks to the agreement of several federations, the European Drivers’ Championship took place annually until the start of World War II.
The 1933 Monaco Grand Prix was the first time in the history of the sport that the start order was decided by qualifying times. All competing vehicles were painted with their national colours, although in 1934, the Germans stopped painting their cars (Auto Union and Mercedes-Benz) in an effort to save weight. The metallic colour of course is still used on Mercedes’ ‘silver arrows’ in Formula One today.
Supported by the German government, who participated in the financing of the two manufacturers, Auto Union and Mercedes-Benz dominated the period between 1934-1939, with the two Bavarian teams winning all but three races in six seasons.
06
The creation of Formula One
Immediately after the Second World War there were only four races in the Grand Prix category. The rules for the World Championship were already established, but it wasn't until 1947 that the old AIACR was reorganised and renamed the Fédération Internationale de l'Automobile (FIA).
At the end of the 1949 season it was announced that races in 1950 would unite. This was in order to create a Grand Prix World Championship for Formula One drivers. A scoring system was established and seven races were deemed suitable to be included. The first race of the World Championship was held on May 13, 1950, at Silverstone in the UK.
The early World Championship races were dominated by Italian manufacturers and drivers. The first World Champion was Giuseppe Farina, driving an Alfa Romeo. Ferrari's appearance in the second race at Monaco, and in every season since, means they have the distinction of being the only manufacturer who has competed throughout the history of the sport.
Fewest finishers
1996 Monaco Grand Prix
18 of 21 drivers retired in this rain-soaked race, handing a win to Ligier's Olivier Panis. The only one of his career.
Behind the scenes at Silverstone: F1 Esports pro Marcel Kiefer peeks behind the curtain at the home of the British Grand Prix.
Oh no! This video is currently not available.
07
Formula One on the way to modernity
From the beginnings of the premier class to the current Formula One season, the racing series has developed significantly. As the sport has evolved, technical developments in aerodynamics, car design, engines, and better safety measures have all advanced at speed.
Back in 1966, F1 racing cars received a significant increase in performance. The racing cars in the premier class were equipped with around 220 horsepower at the time. This meant that in terms of sheer power, they were often inferior to other motorsport cars and even to some production vehicles. Doubling the cubic capacity resulted in a significant increase in performance.
In order to be able to tame this extra power, Formula One introduced mandatory spoilers and wings in the 1968 season. These were intended to improve downforce and traction and to increase safety at high speeds.
This led to some innovative engineering solutions. The legendary Matra MS10 from 1968, for example, relied on a construction of particularly high front and rear wings. This unique design brought F1 legend Jackie Stewart three Grand Prix victories in the 1968 season. However, due to a number of accidents, the design was banned by the FIA in the following season. The governing body moved to establishe the design of Formula 1 cars with a configuration of a front and a rear wing that is still common today.
Evolution in the pit lane: Formula One is also constantly evolving away from the track. The history of the pit stop.
45 min
The History of the Pit Stop
The mavericks who pioneered the modern pit stop made it a raceday staple that takes less than two seconds.
08
The ground effects era of Formula 1
At the end of the 1970s and beginning of the 1980s there was another technical revolution in Formula One. After Mario Andretti's World Championship victory in the Lotus 79, the so-called ground-effect racing cars dominated events.
Here, for the first time, side boxes with an inverted wing profile and movable side skirts were used, which further increased the downforce of the racing car and resulted in significantly higher cornering speeds.
This resulted in some of the craziest design ideas Formula One has seen to date. The legendary Brabham BT46B, including the fan installed at the rear, earned the inglorious title "vacuum cleaner" from Mario Andretti, who claimed it whirled up massive amounts of dirt and gravel. Nevertheless, the racing car gave Niki Lauda victory in the race in Anderstorp, Sweden in 1978 with a lead of almost 34 seconds over Arrows driver Riccardo Patrese. Shortly thereafter, the car was declared illegal.
In the 1976 and 1977 seasons, the Tyrrell team even used a six-wheeled F1 racing car, the P34, which had four front tires in addition to two massive rear wheels.
A different kind of ground effect: Learn how Mexico's long-lost Formula One circuit – hidden for more than 20 years – was revived...
26 min
Ground Effect
After 23 years away, Formula One returns to Mexico City’s legendary Autódromo Hermanos Rodríguez track.
09
The history of Red Bull in Formula One
From the over 1,000hp Formula One cars of the 1980s to the dominant era of seven-time world champion Michael Schumacher, the premier class has reinvented itself repeatedly over the years.
Red Bull Racingentered Formula One for the first time in the 1995 season as a sponsor of the Swiss Sauber team. That same year, German F1 driver Heinz-Harald Frentzen secured the first podium in the team's history by finishing third in the Italian Grand Prix.
Adelaide, 1991: the shortest-ever Grand Prix
24 minutes
The 1991 Australian Grand Prix was stopped after only 24 minutes (or 14 laps) due to heavy rain.
32.88 miles
Fewer than 33 miles were driven in the race - also a record!
In 2005, after taking over Jaguar Racing, Red Bull got involved in the Formula One circus as an independent team for the first time. Scotsman David Coulthard was signed as the first driver, with Christian Klien and Vitantonio Liuzzi alternating as second drivers at his side.
The new team got off to a great start, with one or both drivers scoring points in the first five races of the season. By the end of year, Coulthard had bagged 24 championship points and was twelfth in the drivers' standings.
The Coulthard, Webber and Vettel era
From the 2007 season, the Australian Mark Webber took a seat alongside 'DC' in the Red Bull Racing car. In 2009, Coulthard moved on, and Webber was joined by Sebastian Vettel, who had caught the eye with his victory in the 2008 Italian Grand Prix for Toro Rosso.
The rest is history: Red Bull Racing and Sebastian Vettel share an incredible success story. Together they secured a total of four constructors' and drivers' world championship titles in the years 2010 - 2013.
The youngest world champion
Sebastian Vettel tops the leaderboards
Sebastian Vettel still holds the record as the youngest driver double world champion.
Youngest four-time world champion
Vettel is also the record holder as the youngest three- and four-time world champion.
The first 15 years of Red Bull Racing: Celebrate the team's 300th race at the 2020 Turkish Grand Prix.
10 min
8 Best Red Bull Racing Moments
To celebrate our 300th Race at the Turkish Grand Prix we take a look at our standout moments so far.
10
Formula One: 2014–present
The 2014 season marked one of the most disruptive rulebooks the sport has ever seen. The premier class finally said goodbye to the 2.4-litre V8 engines that were used before.
A new type of energy recovery system was added to the V6 turbo engines with a displacement of 1.6 litres, which replaced the previous KERS system.
Follows Carlos Sainz in the 2014 F1 season:Road to 55 delivers a unique look behind the scenes.
In addition to the kinetic energy recovery (ERS-K), another system (ERS-H) also uses the waste heat from the engine via the turbocharger to generate energy. Combined with this, the ERS is limited to 120kW of power, which is available to the driver for 33 seconds in each lap. In 2014 it was still 60kW of power for a maximum of 6.7 seconds per lap.
The 2014 season also marked the first of an incredible seven successive Drivers' titles (six for Lewis Hamilton, one for Nico Rosberg), and eight consecutive Constructors' Championships for Mercedes.
From the 2017 season onwards, further changes came into force that were intended to make the vehicles more spectacular and significantly faster. Formula One racing cars became wider, while front and rear wings and the diffuser could be significantly larger. At the same time, the tire width at the front and rear was noticeably increased in order to improve the mechanical grip of the vehicles.
As a result of an accident in 2014, a roll bar was introduced for the 2018 Formula One World Championship to protect the drivers from head injuries. The protective ring is known as the halo.
11
Max Verstappen: The new high-flyer in Formula 1
In the 2021 Formula 1 season, Red Bull Racing showed its strength, especially in the form of Dutchman Max Verstappen. After Verstappen secured third place in the Drivers' World Championship in the 2019 and 2020 seasons, the young Dutchman was crowned Drivers' World Champion in the 2021 Formula One season.
Nothing and nobody can upset Max.
But that's not all. Verstappen was not satisfied with winning the title in 2021 and went further. The masterminds Christian Horner and Adrian Newey cobbled together a car for Verstappen and Pérez that should dominate the 2022 season.
48 min
Unfiltered: Horner and Newey
Christian Horner and Adrian Newey took Red Bull to the very top. Go behind the steadfast F1 alliance.
Verstappen was crowned driver's world champion for the second time in a row at the 2022 Japanese Grand Prix. A little later, in Austin, Texas, the Constructors' World Championship for Oracle Red Bull Racing soon followed.
All of which means that Red Bull Racing enter the 2023 F1 season, which includes 23 races, defending two world championship titles at the same time. We will know whether they've managed it by the season finale on November 26, 2023 in Abu Dhabi. Shortly before that, on November 18, Formula One will be making its debut on the brand new Las Vegas Street Circuit.
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4902
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https://adelaidegprix.com/2018/03/22/feature-the-six-periods-of-the-australian-grand-prix/
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FEATURE! The six periods of the Australian Grand Prix
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The Australian Grand Prix debuted on the Formula 1 world championship schedule in 1985, but the event predates the championshipContinue Reading
|
en
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Adelaide Grand Prix
|
https://adelaidegprix.com/2018/03/22/feature-the-six-periods-of-the-australian-grand-prix/
|
The Australian Grand Prix debuted on the Formula 1 world championship schedule in 1985, but the event predates the championship itself. In fact, that first race in Adelaide in 1985 was the 50th running of the Australian Grand Prix.
The first Australian Grand Prix was held at Phillip Island in 1928 and then traversed around the country and run under various regulations with intermittent involvement from international stars.
These are the six periods of the Australian Grand Prix over 90 years:
Formula Libre years, 1928 – 1963
The Australian Grand Prix was run under the what was known as Formula Libre regulations, essentially an open rulebook for purpose-built racing cars of various types from a number of different manufacturers.
The event was held at Phillip Island from 1928 to 1935 before moving across the country, including races in South Australia at Port Elliot-Victor Harbor in 1936, Lobethal in 1939, Nuriootpa in 1950, Port Wakefield in 1955 and Mallala in 1961.
Australian Lex Davison scored the most Australian Grand Prix wins in this era with four – 1954, 1957, 1958 and 1961.
Tasman Series years, 1964 – 1969
The Australian National Formula (ANF) rules came into place in 1964 to align the technical regulations of the Australian Grand Prix to the Formula 1 world championship.
With that came the growth of the Tasman Series, combining events run in Australia and New Zealand that would pit local entrants up against visiting Formula 1 teams escaping the European winter for an Antipodean summer.
The Australian Grand Prix headlined the Tasman Series with races at Sandown, Longford, Lakeside and Warwick Farm with Formula 1 world champions Jack Brabham, Graham Hill, Jackie Stewart and Jim Clark amongst the winners. British teams such as BRM, Brabham and Cooper dominated with the V8 engine becoming the standard powerplant in this era.
Formula 5000 years, 1970 – 1979
As the professional and demands of the Formula 1 season increased, teams became unwilling to participate in the Tasman Series. This meant Australia needed to come up with a new open-wheel formula, as maintaining the Formula 1-spec regulations would be cost prohibitive for local racers.
The solution came in the form of Formula 5000, a series that had originated in the USA with its high-powered V8 aligning well with the Australian motorsport landscape.
The Australian Grand Prix was held at Sandown four times and twice at Warwick Farm and Oran Park in this era with New Zealand’s Graham McRae the most successful driver with three wins – 1972, 1973 and 1978. However, the event lagged in popularity as touring cars became the most popular form of motorsport in Australia.
Calder Park years, 1980 – 1984
Former racer turned tyre magnet and circuit owner Bob Jane sought to restore the Australian Grand Prix to “the importance it deserves” by acquiring the rights to host it at his at Calder Park Raceway from 1980.
That first event saw Australian Formula 1 world champion Alan Jones return home to drive his championship-winning Williams FW07 Ford to victory, following an amendment to the regulations to allow Formula 1 cars to race alongside Formula 5000 entries.
In order to be sustainable and move on from the declining popularity of Formula 5000, the Australian Grand Prix would be run to the cost effective Formula Pacific rules (based on Formula Atlantic cars) from 1981, with the Ralt RT4 1.6-litre Ford the car to beat.
Jane’s bid to elevate the status of the grand prix involved bringing the best talent to Australia, including world champions such as Jones, Nelson Piquet, Alain Prost, Niki Lauda and Keke Rosberg.
Prost won the 1982 Australian Grand Prix, though Brazilian up-and-comer Roberto Moreno stamped his authority on the event with three wins in 1981, 1983 and 1984.
Adelaide years, 1985 – 1995
The Australian Grand Prix entered the Formula 1 world championship from 1985. Adelaide won the right to host the event with the initial motivation being as a way to celebrate South Australia’s sesquicentenary (150th anniversary of European settlement) in 1986, though the race was awarded from 1985 on a street circuit in the heart of the state’s capital city.
Adelaide would host the season-ending grand prix till 1995 with the championship decided in the final race of the year in dramatic style in 1986 and 1994.
Prost, Gerhard Berger and Ayrton Senna each won two races with the event in Adelaide coinciding with what’s often described as a golden era for Formula 1, with turbocharged engines run until 1988 before a move to normally-aspirated engines.
Adelaide held its final Australian Grand Prix in 1995 with a then world-record crowd of 210,000 on race day.
Albert Park years, 1996 – present
The Australian Grand Prix moved to Melbourne, Victoria, from 1996 on a street circuit around Albert Park, three kilometres south of the capital.
Albert Park hosted the pre-world championship Australian Grand Prix in 1953 and 1956, on a slightly different configuration that ran in the opposite direction.
The Australian Grand Prix switched to the season-opening race on the Formula 1 schedule and has been the first round ever since with the exception of 2006 (moving to the third round to avoid the Commonwealth Games in Melbourne) and 2010 (when it shifted with Bahrain to the second round).
The circuit utilises public roads and a car park within Albert Park, though led to a series protests by groups determined to protect the parklands.
Spectator attendance peaked at 401,000 across the four days in 1996, failing to match Adelaide’s weekend crowd of 520,000 the previous year, with the current average attendance around 275,000.
Michael Schumacher is the most successful driver at Albert Park with four wins for Scuderia Ferrari in 2000, 2001, 2002 and 2004.
Engines have been downsized throughout the Albert Park era with V10s from 1995 to 2005, V8s from 2006 to 2013 and 1.6-litre V6 turbos from 2014.
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https://www.jaguarusa.com/jaguar-racing/racing-dna.html
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Our Motorsport Milestones
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[] |
[] |
[
""
] | null |
[] |
2024-02-16T00:00:00
|
Explore Jaguar's rich motorsport history. Learn about Jaguar's racing milestones and the innovations we have taken from the racetrack to the road.
|
en
|
/etc.clientlibs/jlr/clientlibs/clientlib-libs/resources/icons/favicon-jdx.ico
|
Jaguar
|
https://www.jaguarusa.com/jaguar-racing/racing-dna.html
| |||||
4902
|
dbpedia
|
1
| 8
|
https://f1mix.com/australian-f1-drivers
|
en
|
Australian F1 Drivers: A Legacy of Speed
|
[
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[] |
[] |
[
""
] | null |
[
"Tom Thorns"
] |
2023-10-18T10:14:12+00:00
|
Discover the exceptional talent of Australian F1 drivers, dominating the race tracks with their unmatched skills and determination.
|
en
|
F1mix.com
|
https://f1mix.com/australian-f1-drivers
|
Australia has had a powerful impact on the world of Formula 1. In total, since the beginning of the sport, there have been 18 drivers from Australia. And 15 of them have participated in at least one race in every season since 1952.
We’ll go through every section below, so keep reading to learn more about Australian drivers in F1!
Australian Driver Performance Overview in F1
First, I’ll show you a general overview of the historic performance of Aussie F1 drivers in Formula 1:
It’s noteworthy that Australia has taken part in F1 almost since the sport took off. In 1952, they added their first driver to the roster – Tony Gaze. While he didn’t make a big impact, future Aussie drivers did.
Let me show you what I mean by that!
All-Time Australian F1 Drivers
Below, you’ll see the list showing all 18 F1 drivers from Australia, with their performance on the track:
Most of the Australian drivers didn’t have a lasting impact in F1 races but a few, like Jack Brabham or Alan Jones, went on to become world champions.
The most recent addition to the roster, Oscar Piastri, is especially looking good, having already earned 36 points in the 2023 season. But more on him later!
In total, Australia won four F1 World Championships, during the 1959, 1960, 1966, and 1980 seasons. Its performance is above average compared to all the 34 countries that have ever hosted Formula One Championship races.
How Many Australian Drivers Are Now on the Grid?
The two Australian drivers who are part of the current F1 driver lineup are Oscar Piastri and Daniel Ricciardo. However, Ricciardo was replaced by team mate Liam Lawson after the former broke his hand in a free practice session at the Dutch Grand Prix.
It’s quite likely that Ricciardo will return during the 2023 season, as he won’t want to miss it for anything in the world.
Now, let me tell you more about the two Aussie drivers on the 2023 grid!
Daniel Ricciardo
Daniel Joseph Ricciardo was born on July 1st 1989, so that makes him 34 years in the 2023 season. He’s a bit older than most other drivers but that doesn’t necessarily make him a weaker driver. Just look at 38-years-old Lewis Hamilton!
He’s originally from Perth, Western Australia, and his first entry in F1 was during the 2011 British Grand Prix. He was 21 back then.
Despite never winning any championships, Ricciardo won 8 races during his career. He reached the podiums 32 times, and scored 1311 career points as of the 2023 season.
He’s a consistent performer who always puts it all on the line.
Most importantly, he has tons of experience on the racing track, having participated in Formula 3, Formula Renault 3.5 Series, Formula Renault Eurocup, and more. He’s been driving since 2005, all in all.
Oscar Piastri
Oscar Piastri is a newcomer to F1. He made his debut during the 2023 Bahrain Grand Prix, in March this year. He was born on April 6th, 2001, so that makes 22 years old.
He was born in Melbourne, Victoria, Australia, and he took up karting ever since he was big enough to drive them.
Piastri doesn’t have much to show for himself in F1 since he barely started participating. However, he won the FIA Rookie of the Year Award and the Anthoine Hubert Award in 2021.
He also has a history of competing in Formula 2, Formula 3, the Formula Renault Eurocup, the F4 British Championship, and the Formula 4 UAE Championship.
In short, he’s far from a novice behind the wheel of an F1 car. He can handle the pressure and brings consistent results.
Oscar Piastri had a remarkable debut in 2023 after already scoring his first points and achieving a fastest lap on the track.
How Many Australian Drivers Have Won Championships?
Only two Australian drivers have ever won Formula One championships: Jack Brabham and Alan Jones.
Let me tell you more about them below.
Jack Brabham
Sir John Arthur Brabham was born on April 2nd 1926 in Hurstville, New South Wales, Australia, and became a Formula One World Champion three times: in 1959, 1960, and 1966. He had a very long career and managed to put Australia on the map in F1!
Here’s his performance in F1:
Brabham was a Royal Australian Air Force flight mechanic, and he was both a mechanic and driver for the Cooper Car Company’s racing team in F1. He took part in the design of the mid-engine cars that Cooper took to F1 and the Indianapolis 500.
Brabham won the most F1 Championships of any Australian driver before and after him, and in 1962, he established the Brabham racing car brand. In fact, he won his last championship in 1966 driving one of his own cars, which was a considerable success at the time.
His first two victories (1959 and 1960) happened when driving for the Cooper Car Company and one (1966) while driving for the Brabham Racing Organisation.
To this day, Jack Brabham remains the most successful Australian driver in Australian motorsport with an illustrious career after winning three world titles.
Alan Jones
Alan Stanley Jones was born on November 2nd, 1946, in Melbourne, Victoria, Australia and he became the second Australian to win a Formula One World Championship, in 1980.
Here’s more about his performance on the track:
Alan Jones is most known for giving the Williams team the first World Championship after he became champion in 1980. The Williams team is still active today, and Jones is one of the reasons for their continued existence.
He’s also the only Australian driver to have won the Australian Grand Prix in the history of Formula 1 and one of the most successful Australian drivers.
Through his achievements, Alan Jones put Australia back in the spotlight of Formula One, continuing the legacy of Jack Brabham before him.
In conclusion, Australia has had 18 F1 drivers throughout its history. Four of them are most notable now:
Jack Brabham for winning three World Championships
Alan Jones for winning one World Championship
Daniel Ricciardo for being a multiple Grand Prix winner on the 2023 grid
Oscar Piastri for being on the 2023 grid and a new addition to the roster
Checkout the drivers from other countries in our other nationality-based posts:
|
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4902
|
dbpedia
|
3
| 45
|
https://www.motorsportmagazine.com/articles/single-seaters/f1/90-years-of-qualifying-f1s-greatest-one-lap-performances/
|
en
|
90 years of qualifying: F1's greatest one-lap performances
|
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[
"Cambridge Kisby",
"Author Cambridge Kisby"
] |
2023-04-24T12:27:51+00:00
|
90 years on from the 1933 Monaco Prix - the birth place of the first timed qualifying session - we list some of the greatest one lap performances in F1 history
|
en
|
Motor Sport Magazine
|
https://www.motorsportmagazine.com/articles/single-seaters/f1/90-years-of-qualifying-f1s-greatest-one-lap-performances/
|
Alfa Romeo‘s Rudolf Caracciola had been one of the favourites for pole position and the race win, having earned a reputation as one of the most calculating and successful drivers in the paddock. But his charge to the front was short-lived, when in the first practice session of the Monaco Grand Prix weekend, the German locked his front wheels and plowed into a concrete balustrade – breaking his legs on impact.
This left Bugatti’s Achille Varzi and hometown favourite Louis Chiron to take centre stage – the former coming out on top. Around Monaco’s tight and twisted streets, Varzi outqualified the rest of the field by a second – his lap (2min 2sec) being set on a drying track during the final practice session of the weekend.
In familiar fashion to a modern Monaco Grand Prix, pole-winner Varzi went on to win the race itself after a heated duel with Tazio Nuvolari.
Timed qualifying was here to stay.
Eugenio Castellotti
1955 Belgian Grand Prix
In an era of Mercedes dominance, led by the all-star duo of Juan Manuel Fangio and Stirling Moss, it was rare that any other driver would be deemed ‘the fastest’. But not so at the 1955 Belgian Grand Prix.
In just his third world championship race, Eugenio Castellotti, a 24-year old kid from Lodi, shocked the F1 paddock by stealing pole position from the German frontrunners in a Lancia D50.
Around the 8.7 miles of Spa-Francorchamps, there were plenty of opportunities to make mistakes but Castellotti persevered. He “did very nearly a whole Grand Prix race during the evening [practice],” reported Motor Sport and, in the end, it was consistency that gave Castellotti his defining moment in F1 – setting a lap of 4min 18sec and outqualifying Fangio by half a second.
The Italian would fail to finish in the race itself, retiring on lap 16 due to a gearbox failure, but his performance was enough to be signed by Ferrari for the rest of the 1955 season.
Juan Manuel Fangio
1957 German Grand Prix
Determining which of Juan Manuel Fangio’s 29 F1 pole positions is the greatest is a near-impossible task – but a strong case could be made for the 1957 German Grand Prix.
Racing at the ‘Green Hell’ that is the Nürburgring, Fangio proved to be in a league of his own. Whilst Vanwall‘s Stirling Moss and Tony Brooks found the physical strain of the 14.1 mile lap almost unbearable, Fangio was seen powersliding his way through the trees, going 10 seconds clear of his nearest competitor almost immediately.
Ferrari’s Mike Hawthorn emerged as the only true threat, but even through gritted teeth, he still failed to lap within almost three seconds of Fangio, who took pole position with a time of 9min 25.6sec.
His triumph would transfer into the grand prix itself, recovering from a catastrophic mid-race pit stop to chase down Hawthorn’s Ferrari – which had a 45 second lead with 10 laps to go. Numerous record-breaking laps later, Fangio passed Hawthorn with just a few miles remaining and claimed his fifth and final F1 world championship.
Jim Clark
1965 South African Grand Prix
In a year where he arguably became the greatest motor racing driver of all time, winning his second World Championship, the Indy 500, the British and French F2 championships — as well as the Tasman Series, Jim Clark rose to new heights at the 1965 South African Grand Prix.
The season began with what would become familiar dominance, as Clark set the fastest time in each of the three practice sessions. A final lap at the end of the first day saw a 1min 27.6sec lap, and an average speed of just over 100mph.
The next day brought a crushing display as Clark reeled off a series of sub-1min 28sec laps, bringing his fastest time down to 1min 27.2sec, while also avoiding a spinning local driver. Next quickest was defending champion John Surtees, 0.9sec behind. Windy conditions at the 2.4-mile East London circuit meant that Clark couldn’t improve in the final session, but still went quicker than any other driver.
Clark’s pace would translate into the race, winning the first race of the 1965 season by almost half a minute and whilst nursing a slipped disc.
Jackie Stewart
1970 Canadian Grand Prix
Remembered as one of the more chaotic qualifying sessions in F1 history, Jackie Stewart’s pole position at the 1970 Canadian Grand Prix was nothing short of mesmerising.
Racing a March under legendary team boss Ken Tyrrell, Stewart was enduring a mixed season in 1970, persevering with an older chassis whilst chief designer Derrick Gardner was building Tyrrell‘s first in-house challenger – the 001.
The car still wasn’t quite race-ready when the F1 circus entered Canada, Stewart forced to spend critical practice sessions switching between cars to ensure progress was being made. But in the dying moments of the final practice session of the weekend – with grid places now up for grabs – the older March broke down, forcing Stewart into the underdeveloped car.
“Stewart leapt into the Tyrrell, did a spectacular standing start in the pit area and roared away,” wrote Denis Jenkinson for Motor Sport. “The last lap of the day he did in a shattering 1 min 31.5 sec to snatch pole-position from [Jacky] Ickx, and as someone remarked ‘How professional can you get?'”
During the grand prix itself, the Tyrrell-001’s lack of development caught up with it, as an axle broke 31 laps into race, forcing Stewart to retire. But its raw one-lap pace showed promise, and led to the car that would deliver Stewart his second world title in 1971.
Carlos Reutemann
1972 Argentine Grand Prix
Of the many ways a driver can mark their F1 debut, there are few better than claiming a pole position on home soil.
Partnered with Graham Hill at Brabham, Carlos Reutemann entered the 1972 Argentine Grand Prix as a hometown hero but left as a serious F1 prospect, snatching the fastest time from reigning world champion Jackie Stewart.
The Buenos Aires circuit had attracted hordes of screaming crowds and in the final hour of the last practice sessions, they got their fair share of F1 action. Denny Hulme and Peter Revson of McLaren were in a joint battle for pole alongside paddock favourite Stewart, as the only cars to break the 1min 13sec mark – but Reutemann was up next.
In a frantic five-lap effort, the Argentine driver delivered a Jim Clark-esque performance, going faster and faster before setting a time that would not be beaten – a 1min 12.46sec lap – two-tenths quicker than Stewart and almost seconds quicker than Hill.
Sadly, Reutemann was unable to complete his dream start to F1, falling to seventh during the grand prix itself after a prolonged pitstop – but his qualifying performance had already put the paddock on notice.
Keke Rosberg
1985 British Grand Prix
Keke Rosberg left the paddock after qualifying for the 1985 British Grand Prix as the fastest man on the planet – for one weekend at least.
The Finn’s pole lap at Silverstone – a 1min 5.951sec – saw his Williams average 160.9mph, thanks to some of the fastest corners on the F1 calendar. It was a pace not beaten until Juan Pablo Montoya‘s 161.4mph pole lap at Monza in 2002.
Battling the likes of Ayrton Senna, Nelson Piquet and eventual world champion Alain Prost, Rosberg flew around 2.92-mile circuit to claim the front slot on the grid — outqualifying teammate Nigel Mansell by over a second and later discovering he had suffered a slow puncture on his final qualifying run.
Rosberg would go on to retire during the race due to an exhaust failure but record-breaking qualifying performance ensured his place in F1 history.
Ayrton Senna
1988 Monaco Grand Prix
Ayrton Senna‘s pole lap at the 1988 Monaco Grand Prix was never actually captured with on-board film, but survives in F1 history as perhaps the greatest qualifying performance of all time.
Battling team-mate and rival Alain Prost, every qualifying session was considered critical in the Brazilian’s attempt to claim his first F1 world title and he certainly stepped up to the mark on the hazard-filled streets of Monte Carlo.
“I was over two seconds quicker than anybody else, including my team-mate with the same car,” Senna told Jenks. “Not because he was going slowly, but because at that stage I was going too fast. You understand?
“I realised suddenly that I was over a level that was reasonably safe. There was no margin whatsoever, in anything. When I had that kick, I immediately lifted. I didn’t have to, but I was not at the same level you work in all the time. I didn’t and still don’t really understand, fully understand, that different level.
“I backed off, came slowly back to the pits and stopped. I said to myself, ‘Today is special. That’s enough. You just don’t go out any more because you are vulnerable in terms of putting yourself in an area you don’t really understand. You’re doing it more from your subconscious.’”
Senna continued his blistering pace in the race, pulling out a 55-second advantage over the rest of the field before an uncharacteristic mistake forced him to retire with just a handful of laps remaining. Nevertheless, his qualifying performance remains part of Monaco history.
Roberto Moreno
1992 Monaco Grand Prix
The Monaco Grand Prix has produced its fair share of miracles, but few are more meaningful than Roberto Moreno‘s blistering qualifying lap in 1992.
To be clear, this Brazilian wasn’t competing for a slot at the front of the grid – those honours left to Nigel Mansell and fellow countryman Ayrton Senna. Instead, he was fighting just to get on the grid for the race itself, whilst driving for what is often considered the worst F1 team of all time: Andrea Moda.
Operating on a minimalist budget and with a car barely holding itself together, Moreno willed himself to 26th in the overall standings – 0.036 seconds quicker than Brabham‘s Eric van de Poele. Critically, this would be the difference that would qualify the team for its first and only F1 grand prix, a moment Moreno described to Motor Sport as a “unique, an amazing feeling.”
Moreno’s Andrea Moda career lasted just 11 laps the following day, after which he retired due to engine failure but his qualifying performance will remain as one of Monaco’s greatest.
Michael Schumacher and Mika Häkkinen
2000 Japanese Grand Prix
Qualifying for the 2000 Japanese Grand Prix was the setting for a titanic battle between two of F1’s greatest ever drivers – Ferrari’s Michael Schumacher and McLaren’s Mika Häkkinen.
The pair traded places throughout the session, leading the rest of the field by four-tenths in a true showcase of their title-conquering dominance. Schumacher was the first to lead before Häkkinen bested his rival his next attempt – a theme that continued until qualifying’s dying moments.
The Flying Finn set a blistering time of 1min 35.834sec with just moments remaining, leaving Schumacher just one lap to eclipse his rival. 3.6 miles and 19 corners later, the German crossed the line to claim pole position – just 0.009sec faster. Häkkinen’s disappointment was tangible in the subsequent press conference and a stark contrast to the bouncing Schumacher sat alongside.
Sunday’s grand prix was equally as dramatic, Schumacher battling Häkkinen for lap after lap of qualifying-level commitment; the Ferrari driver crossing the line to take a critical victory which sealed his third F1 world championship.
Jenson Button
2004 San Marino Grand Prix
In the midst of Michael Schumacher’s F1 dominance, Jenson Button‘s pole lap at the 2004 San Marino Grand Prix stood out as a performance to remember.
The Briton had burst onto the scene in 2000, and had already earned a reputation as one of the series’ future stars, but whilst at the wheel of a BAR Honda, little was expected of him. Nevertheless, around Imola’s sloping yet punishing track layout, Button catapulted himself to the top of the time sheets.
Full commitment through Variante Alta sent his BAR flying down toward the circuit’s final corners, still almost neck-and-neck with Schumacher, before negotiating the final chicane. Three purple sectors saw Button take pole position with a final time of 1min 17.753sec – three tenths clear of the eventual world champion.
Lewis Hamilton
2018 Singapore Grand Prix
As F1’s greatest ever qualifier — a title he holds thanks to a record 103 pole positions — it’s no easy task to pick out Lewis Hamilton‘s best one-lap performance.
Honorary mentions include his record-breaking lap at Monza, which saw his Mercedes average 164.26mph, and in Styria, where he out qualified the rest of the field by over 1.2 seconds. But the Briton’s performance at the 2018 Singapore Grand Prix is widely considered as one of his best.
Under blinding lights and in excruciating heat, Hamilton was among the underdogs for pole position on the streets Marina Bay – Red Bull and Ferrari having dominated all three practice sessions. But when the pressure was at its peak, the five-time world champion delivered, going fastest in every sector to take pole position by three-tenths of a second. “That lap felt like magic,” said Hamilton. “I don’t really know where it came from but it all came together… I’m super overwhelmed, absolutely overwhelmed, my heart’s racing. I might have an anxiety attack in a second.”
The lap’s chaotic nature makes it one of Hamilton’s most memorable qualifying performances and would ultimately help him secure victory at the grand prix the following night.
|
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4902
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dbpedia
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2
| 3
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https://grandprixexperience.com/australias-formula-1-history-of-race-tracks-teams-and-drivers/
|
en
|
Australia's Formula 1 History of Race Tracks, Teams, and Drivers — Grand Prix Experience
|
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2022-06-07T11:43:26-04:00
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The race down under officially joined the Formula 1 Championship in 1985. From its inception, be it the racetrack In Adelaide or Melbourne, fans worldwide were always offered amazing races that in many cases were crucial to determining the final Championship standings.
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Grand Prix Experience
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https://grandprixexperience.com/australias-formula-1-history-of-race-tracks-teams-and-drivers/
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TABLE OF CONTENTS
F1 TRACKS
F1 TEAMS
F1 DRIVERS
UP AND COMERS
Australia over the years has developed many reputations such as being wild and vast and outright dangerous. The Australian Grand Prix, like its country’s reputation, has a vast history, has had plenty of dangerous and wild moments throughout its F1 tenure.
The race down under officially joined the Formula 1 Championship in 1985. From its inception, be it the racetrack In Adelaide or Melbourne, fans worldwide were always offered amazing races that in many cases were crucial to determining the final Championship standings.
The Australian Grand Prix which took place in Adelaide from 1985 to 1996 was scheduled as the last race of the season. Its position in the schedule would make the race one you cannot miss especially if your favorite driver or team had championship hopes on the line. From 1996 onward the Grand Prix kicked off the F1 season up until 2005 on a different track in Melbourne. This schedule change also added an allure to the track because it would immediately test teams and drivers in their first race of the season.
AUSTRALIA’S F1 GRAND PRIX TRACKS
QUICK JUMPS
BEFORE FORMULA 1
Despite Australia’s late entry into Formula 1, it did not reflect Australia’s love for racing and deep-rooted history in the sport. The Australian Grand Prix is one of the oldest races in the world and has taken place on numerous tracks dating back to 1928 way before officially joining F1.
The first official Australian Grand Prix took place on a small island off the southern tip of Australia in 1929. The track featured twelve corners that would have to be mastered for one hundred miles. The first winner was Arthur Waite and the last Australian Grand Prix took place on this track in 1935.
The Grand Prix jumped from Philips Island back to the mainland in Southern Australia in a small town called Victor Harbor. The 1937 grand Prix was a small street circuit that ran for 32 laps on a 12.55km course.
The Grand Prix continued moving throughout the country and in 1938 the race was held on the Panorama Circuit in Bathurst, New South Wales. The circuit was six kilometers long and 40 laps were needed to complete the scenic race.
Before World War 2 started there was one last race in 1939 that took place on the Lobethal Circuit, in South Australia. The race was only seventeen laps, but the length of the track was fourteen kilometers long, making it the longest in Australian Grand Prix History.
AFTER THE WAR
The hunger for racing continued in Australia after the world hit pause for nearly ten years. The Grand Prix returned to the Panorama Circuit in 1947 to reignite racing again in Australia. Like a traveling circus, the AGP continued to hop from racetrack to racetrack. Races would take place in Point Cook 1948, Leyburn 1949, and Nuriootpa 1950.
The Australian Grand Prix would not sit still on one racetrack until entering Formula 1 in 1985. Here is a list of the tracks and regions that hosted races before entering F1.
ADELAIDE STREET CIRCUIT
In 1985 the Australian Grand Prix would end its constant travels and races across the continent and settled down with Formula 1 in Adelaide. The Adelaide Street Circuit located in South Australia would become home to F1 for eleven years. As mentioned earlier, the race was placed last in the schedule making it a must-watch race.
The challenging course had sixteen turns over 3.780km of racetrack. Britain’s Damon Hill holds the record for the fastest lap with a time of 1:15.381 driving with Williams powered by Renault.
Adelaide would feature many nail-biting moments and final races that involved multiple legends of Formula 1.
KEKE ROSBERG’S LAST WIN AND LAUDA BIDS ADIEU
The inaugural race in 1985 would have Finish driver Keke Rosberg and former World Champion his last win in Formula 1 in Adelaide. Keke Rosberg and Ayrton Senna provided an intense battle that would be the first of many to occur in the future. Three-time world champion Austrian Niki Lauda would end his stellar career bowing out of the race with technical issues but nonetheless pleased fans leading most of the race.
LEGENDARY BATTLES FROM LEGENDARY DRIVERS
For the remainder of the eighty’s fans would be exposed to incredible battles with Alain Prost, Nigel Mansel, Nelson Piquet and Ayrton Senna. Every Australian Grand Prix would either have the championship on the line or at the very least the hunger to defeat their most staunch rivals. Prost and Senna would take center stage with their more than personal rivalry. Despite the hatred and bitterness that had brewed over the years, they would eventually end with the two greats hugging on the podium in Australia making their amends a public one.
GUILTY OR NOT GUILTY?
Drama and intrigue would reignite when Michael Schumacher and Damon Hill began a war of their own in 1994. Australia again would have to decide the winner of the championship and controversy was sure to follow. Schumacher was accused of taking out Damon Hill to secure his one-point lead and the driver’s title. In the following year, Hill would take back the title himself.
ALBERT PARK CIRCUIT
In 1996 the Australian Grand Prix moved to Melbourne, Victoria with the race taking place at Albert Park. The race consists of sixteen turns over a 5.303km racetrack for 71 laps. Germany’s Michael Schumacher has the fastest lap set with his Ferrari with a time of 1:24.125 in 2004. The racetrack combines both public roads and a dedicated racetrack. You can expect F1 cars to drive over 300km/h with many challenging corners for drivers to maneuver through.
HILL MAKES IT DOUBLE, MCLAREN BREAKS THE DROUGHT
Damon Hill won his second Australian Grand Prix in the opening race of the new track and the 1996 season. The race moved up the schedule from last to first and would remain that way for nearly a decade. The Grand Prix also ushered in the return of dominance with McLaren dominating the track until 1999 with David Coulthard and former two-time world champion Mika Hakkinen.
FERRARI RUNS WILD, SCHUMACHER CAN NOT BE STOPPED
From 1999 until 2003 Ferrari would own Albert Park in spectacular fashion. Schumacher claimed the podium 4 times and Eddie Irvine in 1999. Schumacher would smash the fastest time which still stands today in 2004.
AN UNFORTUNATE FATALITY
The Australian Grand Prix unlike many other race tracks would not suffer many fatalities in F1 except for Graham Beveridge who was struck by Villeneuve’s tire which flew off his chassis during a crash.
THE NEXT GENERATION OF CHAMPIONS TAKE OVER
When Schumacher retired, Australia provided wins for multiple drivers, therein many of those same drivers would become world champions. Fernando Alonso, Lewis Hamilton, Kimi Raikkonen, Jenson Button, Nico Rosberg, Sebastien Vettel all won in Australia. The list is impressive, to say the least.
AUSTRALIA WAITS
The Australian Grand Prix has been put on hold due to Covid -19 skipping the 2020 and 2021 races. The race will return in 2022 and fans can rest assured the races will continue in Melbourne for at least until 2025.
AUSTRALIAN FORMULA 1 TEAMS
MCGUIRE WHO?
Throughout Australia’s long history with racing there, unfortunately, has not been any fully Australian-founded team in Formula 1 other than an attempt by Brian McGuire with the team that bore his family name failed to qualify for the British Grand Prix in 1977. That would be their first and last attempt to join Formula 1.
BRABHAM MAKES HISTORY
However, John Brabham who worked with British Motor Racing Developments (known as MRD) would have success in Formula 1. They are not considered a full-blown Australian team but Australia’s John Brabham’s major influence on the team was one of the main reasons they were able to win.
Brabham built the motors that would make Brabham is the only driver and constructor to win a Drivers and Constructors championship in 1966. Brabham and MRD would also win the title in 1967 when driver Denny Hulme won the title for himself. For the sake of this article, I’ll consider MDR and Brabham in part to be Australian even if it is not officially recognized as such. I will not dive further into the team due to this discrepancy.
AUSTRALIA’S FORMULA 1 DRIVERS
QUALITY OVER QUANTITY
The land down under is not known for producing a plethora of Formula 1 drivers since the series’ inception in 1950. It has produced a few great drivers out of the seventeen total Australians who have ever started a race.
Australia can still be proud of its drivers who have won 4 Drivers Championships. There is currently one driver from Australia driving for McLaren in the 2021 season, a fellow I am sure you have heard of, Daniel Ricciardo. Let’s dive a little deeper into the drivers who have represented Australia in F1.
QUICK JUMPS
JOHN BRABHAM
MORE THAN JUST A DRIVER
Sir John Brabham, who was born on April 2nd, 1926 in Huntsville, New South Wales, was more than simply a driver. John was part of the Royal Australian Airforce as a flight mechanic as a teenager, He also further developed his mechanic skills during his teenage years by studying mechanical engineering and taking night classes.
Brabham had a passion for building and repairing motorbikes and eventually would build “midget” racing cars and compete on dirt ovals in Australia. Brabham would continue to combine his mechanical and driving prowess throughout his entire career, which eventually led to him being the only Drivers Championship to win the title driving a car that he constructed.
BRABHAM JOINS F1
John made his debut in Formula 1 at the ripe young age of 29 in 1955 driving for the Cooper Team. For four years John would struggle qualifying or completing the few races he would make attempts to join in Formula 1. Always competing hard but always facing mechanical issues.
PUSHING HIS WAY TO VICTORY
In 1959 his luck would change, and his mechanical skills and Cooper’s car parts finally worked in harmony when, in the very first race of the season in Monaco, John would get his first World Championship Victory. Throughout the 1959 season, Brabham would battle Britain’s sterling Moss and Tony Brooks throughout the campaign for the drivers’ championship which was decided in the final race. Brabham, in dramatic fashion, ran out of fuel on the last lap and was forced to push his car over the finish line, despite the near disaster landing him in fourth place, which gave him enough points to claim his first driver’s championship title!
WHY STOP AT ONE
John continued to work with Cooper in the 1960 campaign and continued to have success. John’s masterful engineering combined with the ever-improving Cooper parts would win five races out of the ten on the schedule. Cooper and Brabham would have their back-to-back Drivers and Constructors Championships built on John’s hard work and skill behind the scenes in the garage.
REVERSAL OF FORTUNES
During the 1961 campaign, their fortunes would flip, netting only three points the entire season. In 1962 Brabham left Cooper and created his own racing team known as Brabham. The team used cars built by Motor Racing Developments and together they would struggle for multiple years. Eventually, the two would part and in 1966 Brabham would go it alone using parts for his car from multiple manufacturers.
AN UNMATCHED FEAT
At the age of forty, he would be the first man to win a race by driving a race car that bore his name and constructed himself. Despite his critics calling him old, he won four races and stood on the podium another two times, once in second and third place. This would be the only time a constructor driving his own car would win both a driver’s and Constructors championship.
IN MY NAME
The following season John would not win but rather his teammate from New Zealand Denny Hulme exploited Brabham’s brilliant car and won once again a driver’s championship and Constructors title. John eventually retired in 1970 after an incredible career that was both unique and most likely will never be matched again.
F1 STATS
RACED FROM: 1955-1970
TEAMS: COOPER, BRABHAM
RACES: 126
CHAMPIONSHIPS: 3
WINS: 14
PODIUMS: 31
TOTAL POINTS: 253
POLE POSITIONS: 13
FASTEST LAPS: 12
ALAN JONES
FOLLOWING HIS FATHER’S FOOTSTEPS
Alan Jones was born on November 2nd, 1946 in Melbourne and is the last Australian who won a World Drivers Championship in 1980 driving with Williams. Alan’s succession into Formula1 was a difficult one and he had to earn every step of the way towards his first championship.
Stan Jones, his father, was a racing legend in Australia who at one point during the fifties was asked to try out for Ferrari and BMR. He would decline the offer, choosing to stay home and care for family and business. Racing was in Alan’s blood and he wanted to be a champion like his father before him.
DOING IT THE HARD WAY
Alan was successful in go-karting, winning his first championship at the age of fifteen. Alan continued racing and continued winning in the Mini and Cooper series. After his father’s business went bankrupt, his primary funding to race went stagnant and Alan’s career would be threatened. Unlike many drivers of today, Alan had to work and earn every dollar he made to fund his driving career.
Alan traveled to England where he created a hostel for travelers and with those profits if any, bought old racing cars and did his best with what he had. Alan would toil and scrap his way through Formula 3, Formula Ford, and Formula Atlantic. He never gave hope that eventually, he could drive in Formula 1, even if he had a terrible crash that left him with a broken leg.
GETS NOTICED, GETS AN OPPORTUNITY
Alan Jones did not quit and eventually, his persistence would finally pay off when former Formula 2/3 driver Harry Stiller decided to buy a Hesketh 308 and hired Alan as its driver for the 1975 Formula 1 Season. In his debut with Hesketh, Alan had a rough start getting zero points, and eventually, the team resigned from F1 which allowed Alan to be picked up by Graham Hill’s team. Alan would have his best finish of the year at the Nürburgring finishing in fifth and netting two points.
FINDING THE RIGHT TEAM
Alan would continue to hop from team to team avoiding the pitfalls of being unemployed with either luck by his side and his determination that garnered much respect throughout F1. Alan would race for Team Surtees and Shadow after 1975.
In 1977, Alan driving in his Shadow, both driver and constructor would taste their first victory in Formula 1 during the Austrian Grand Prix. Alan would revisit the podium in second place in New York during the American Grand Prix, he finished the season with twenty-two points, making that season his best to date.
In life, some things are meant to be and that is truly the case for Jones deciding to go race for Williams. Williams in 1978 was a young struggling team driven by the high ambitions of legendary Frank Williams. Alan and Williams shared the common characteristics of determination and the hunger to win. Despite Williams’ small budget, their cars and Jones would improve throughout the 1978 season and begin to be a threat in 1979.
WILLIAMS AND JONES ARE A PERFECT MARRIAGE
During the 1979 season, Alan would win his first race in two years in Germany and win another three towards the final stretch of the season. Alan Jones finished third in the Championship with 40 points. For over a decade Alan suffered and worked his way up to Formula 1 and during the 1980 season, all the glory would be his.
Allan and Williams’ marriage finally bore fruit with five wins and adding another four visits to the podium. Alan clinched the World Drivers and Constructors Championship during the Canadian Grand Prix with a victory. He finally reached the pinnacle of the sport and proved hard work can go a long way.
HOMESICK
Alan continued to have relative success during the 1981 campaign, finishing third in the Driving Championship. In 1982 Alan felt his homeland calling him and decided to retire and head to Australia to be a farmer. It is probably the case that the lack of adrenaline from tilling fields and riding a tractor could not fill the gap left behind by formula 1.
Alan returned to formula 1 for another three seasons and never visited the podium again, his best finishes were fourth and sixth. Alan would retire once again from racing after a brilliant hard-fought career. Alan eventually became an F1 commentator in Australia for a time and also an F1 steward. Racing was always in his blood and always will be.
F1 STATS
RACED FROM: 1975-1981, 1983,1985-1986
TEAMS: Hesketh (Harry Siller), Hill, Surtees, Shadow, Williams, Arrows, Haas Lola
RACES: 116
CHAMPIONSHIPS: 1
WINS: 12
PODIUMS: 24
TOTAL POINTS: 199
POLE POSITIONS: 6
FASTEST LAPS: 13
TIM SCHENKEN
SOME POINTS MATTER
Timothy Theodore Schenken was on September 26th, 1943 in Gordon, Sydney, and claimed to be among the only five Aussies to claim a point in Formula 1 history. Tim’s successes would come for the most part driving outside of Formula 1. Schenken competed at multiple levels of racing including Sports Car racing. Tim would win most of his races in Formula 3 and Formula Ford.
Tim began racing in F1 during the 1970 season for Williams and didn’t finish any of the four races he competed in. In 1971 Tim would experience his best finish in F1 in Austria finishing in third place driving for Brabham (Motor Racing Developments). Tim would retire his car in all three of the remaining races of the season. In 1972 Schenken would get his final points of F1 career finishing 5th during the Argentina Grand Prix, giving him a total of seven for his career. Tim’s career was short in Formula 1 but at least he could claim visiting the podium which is a feat not many race car drivers can claim.
F1 STATS
RACED FROM: 1970-1974
TEAMS: WILLIAMS, BRABHAM, SURTEES, TROJAN, LOTUS
RACES: 34
CHAMPIONSHIPS: 0
WINS: 0
PODIUMS: 1
TOTAL POINTS: 7
POLE POSITIONS: 0
FASTEST LAPS: 0
MARK WEBBER
SPARKS EXCITEMENT IN THE LAND DOWN UNDER
Mark Alan Webber was born on August 27th, 1976 in Queanbeyan, New South Wales, he began his racing career in karting at the age of twelve. It was clear he had a natural talent to drive, winning multiple karting titles at the age of fourteen and he would continue winning in the Kart series until he was sixteen. His talent was allowed to keep growing in the Australian Formula Ford Championships for multiple seasons, attaining strong results in most of his races. Eventually, Mark moved to London and continued to race in the European Formula Ford Championships and British Formula Ford Championship.
He would visit the podium multiple times, which surely turned the attention of talent scouts his way. In 1997 Webber won Rookie of the Year in the British Formula 3 Championship. Things were not always so simple because funding for his vehicles had to come from his own family and seeking out sponsorship from those who believed in him.
From 1998 to 2001, Mark competed in the Sports Car Racing and Formula 3000 driving for Mercedes where in which he would hone his skills even further. His path to F1 would involve Paul Stoddart who gave Mark an opportunity to drive in Formula 3000 where Webber driving for Arrows would Finish third in the Drivers’ Championship.
From Arrows, he jumped to Benetton where in the following season would finish as runner-up in the Drivers Championship. During his time in Formula 3000, Webber had access to F1 cars constantly working on testing with the major teams, and eventually was given the title of reserve driver for Benetton.
MINARDI OPENS THE DOOR
Mark would achieve his dream of driving in an F1 race after fellow Aussie Stoddard who had purchased Minardi signed him as one of his drivers. Mark’s first race was at the Australian Grand Prix and with a little chaos out front, he was able to please the home crowd with a fifth-place finish. The rest of his season would not go so well, never finishing better than eight and attaining a meager two points for the year.
AUSTRALIANS CANNOT SIT STILL
From Minardi Mark traded teams for Jaguar, which was led by Nikki Lauda where he had mixed success. During his stint with Jaguar, he struggled with the car in many races but still managed to have career performance highs, finishing in 10th in the Driver’s Championship. Mark continued hopping from team to team in 2005 when he landed in Williams whose car struggled for the two years Webber was there. There is a silver lining of course because he would get his first podium at the Monaco Grand Prix 2005 finishing third.
Despite his love for Frank Williams, Mark would make another move, joining his final F1 team, Red Bull Racing in 2007. His start with the team was a rocky one because the Red Bull of today has come a long way from the Red Bull Mark was driving. Red Bull and Mark struggled to get anywhere near the podium or finish in the points.
RED BULL AND PODIUMS
In 2009, despite breaking a leg and racing under harsh physical conditions, Mark and Red Bull began to seriously compete for the Drivers Championship. Mark finally won his first race in one hundred and thirty starts at the German Grand Prix. He would make it on the podium five times and added on top that a Brazilian Grand Prix victory in the last race of the year. He finished fourth for the title.
WEBBER AND VETTEL DON’T GET ALONG
In 2010 the world would be privy to one of the great battles between F1 drivers which would have Mark vying for the title most notably against his own teammate Sebastien Vettel. Both drivers would have several clashes throughout the season which left Webber feeling Vettel was favored at Red Bull. Webber led the Championship at one point during the season only to fall short by the end of the season leaving him in third and fuming at Red Bull.
Despite the rocky relationship with Red Bull, Mark would remain with the team continuing his battles with Vettel. Mark continued to win some races and achieve podiums but ultimately failed to truly challenge the German to win more titles.
Mark retired from F1 after the 2013 season but continued to race in World Endurance Championship races. Mark continues to race until today in the series Superstar Racing Experience. Webber would race in over two hundred races in F1 earning him a spot in the FIA Hall of Fame and the respect of his peers.
F1 STATS
RACED FROM: 2002-2013
TEAMS: MINARDI, JAGUAR, WILLIAMS, RED BULL
RACES: 215
CHAMPIONSHIPS: 0
WINS: 9
PODIUMS: 42
TOTAL POINTS: 1047.5
POLE POSITIONS: 13
FASTEST LAPS: 19
DANIEL RICCIARDO
THE HONEY BADGER
Daniel Joseph Ricciardo was born on July 1st, 1989 in Perth, Western Australia, and is currently driving for the racing team McLaren in the 2021 season. Daniel began karting at the age of nine. He was a major fan of Nascar and legendary Dale Earnhardt.
Daniel, at sixteen years old, joined the Western Australian Formula Ford Championship and from there he would jump to Formula 3 in 2008. He continued to race in Formula 3 until making the move to the Formula Renault 3.5 Series in 2009 where he should promise battle throughout the season netting wins and podiums despite facing heavy adversity. Daniel would come so close to winning the Championship in his rookie year by two points.
TIME TO RACE THE BIG BOYS
Ricciardo got noticed and Red Bull welcomed him into their stable of drivers. Via testing, Daniel made it clear he was ready for than being a test or reserve driver. Red Bull loaned Daniel to Hispania Racing Team where Daniel would dip his toe for the first time in a Formula 1 race at the 2011 British Grand Prix. Daniel’s 2011 season did not give him any points, but the lessons learned would prove to be valuable.
TORO ROSSO
Daniel would score his first points with Toro Rosso the following year on home soil at the 2012 Australian Grand Prix. Daniel, with an inferior car, continued to turn heads with his strong qualifying times and managed to finish in the points on many occasions. With the big team Red Bull watching it was only a matter of time for Ricciardo to make the big jump, which he would do in 2014. Driving the far superior Red Bull, Daniel could begin experiencing success more regularly.
RED BULL
Daniel would suffer in the first race of the campaign had him finish in second place only to be disqualified later at the Australian Grand Prix. Daniel tasted victory for the first time in his F1 career in Montreal at the Canadian Grand Prix but that would not be his last as he won races at the Hungarian Grand Prix and Belgian Grand Prix back-to-back! Ricciardo finished the Drivers’ Championship in third place and became Red Bull’s “lead” driver the following year with Vettel’s departure.
WHAT’S A SHOEY?
For the following two years, Red Bull struggled against Mercedes and Ferrari leaving Daniel struggling to get on the podium in 2015. Fortunes would improve in 2016 and fans would be delighted when at the German Grand Prix after finishing in second place, Daniel performed his first “shoey”.
Daniel removed his racing boot, filled it with champagne, and chugged it down, this would become a tradition for Daniel and anyone he could convince to take a sip too. Daniel had to wait until the Malaysian Grand Prix to win his first race in two seasons. Despite the lack of victories Daniel still finished in third the Drivers’ Championship due to multiple podiums and solid finishes in 2016.
Red Bull Steadily improved throughout Daniel’s tenure but unfortunately, Daniel won races sparingly and could not crack the top three drivers in the standings during the 2017-2018 seasons.
BETTING ON RENAULT
Daniel took a leap of faith hoping history would repeat itself when he joined the renaissance of Renault in F1 in 2019. His gamble would not pay off, especially in light of Red Bull beginning to surge as a contender for world titles. With Renault, Daniel only made it on the podium twice in two years when he finished third on both occasions. The lack of success at Renault would make it an easy decision to leave the team for McLaren in 2021.
FITTING IN AT MCLAREN
With McLaren, Daniel faced early struggles with the team due to adapting to the race’s cars’ particular setups and characteristics. Despite the struggles, early on in the season Daniel consistently finishes in the top ten which helps McLaren compete with their closest rival Ferrari. Ricciardo paid homage to his Italian roots when won the Italian Grand Prix alongside his teammate Lando Norris for a 1-2 finish of McLaren’s.
Daniel finished fifth at the American Grand Prix in Austin, Texas, giving him a total of 105 points and eighth place with five races to go in the season. Daniel is loved and respected by fans worldwide, he has been given the moniker of Honey Badger due to his unassuming nature, but on the track, he is a real threat.
F1 STATS
RACED FROM: 2011-CURRENT SEASON
TEAMS: HISPANIA RACING TEAM, TORO ROSSO, RED BULL, RENAULT, MCLAREN
RACES: 205
CHAMPIONSHIPS: 0
WINS: 8
PODIUMS: 32
TOTAL POINTS: 1264
POLE POSITIONS: 3
FASTEST LAPS: 16
UP AND COMING DRIVERS
Making the jump to Formula 1 isn’t an easy one, despite the difficult odds there are a few future hopefuls to follow in the footsteps of Daniel Ricciardo and other Australian F1 drivers.
QUICK JUMPS
OSCAR PIASTRI
Oscar Piastri was born on April 6th, 2001 in Melbourne and currently leads the Formula 2 Drivers Championship with 178 points and commanding lead of 36 points over his closest competitor. Oscar, like most race car drivers, began in Karting at a young age and eventually moved on to single seaters. In Formula 4 in 2017 he finished runner-up for the championship to Jamie Caroline.
In 2018, Oscar joined the Formula Renault Eurocup series and won the driving championship in 2019. Oscar continued his winning ways in Formula 3 driving for Prema Racing, claiming yet another Drivers Title in 2020. Renault has taken notice and has included Oscar into their racing academy. The question isn’t if Oscar will make the jump but rather when.
F2 STATS
RACED FROM: 2021
TEAMS: PREMA RACING
RACES: 17
CHAMPIONSHIPS: 0
WINS: 3
PODIUMS: 327
TOTAL POINTS: 178
POLE POSITIONS: 3
FASTEST LAPS: 4
JACK DOOHAN
Jack Doohan was born on January 20th, 2003 in Gold Coast and is currently driving for Trident in the Formula 3 series. Jack got his first victory in F3 during the French Grand Prix in 2021. Doohan is part of the Red Bull Junior Team. During the current 2021 campaign, Jack finished the season in second place with 179 points in the drivers’ standings. He proves to be a very consistent driver and shows much promise for a young eighteen-year-old.
F3 STATS
RACED FROM: 2021
TEAMS: TRIDENT
RACES: 20
CHAMPIONSHIPS: 0
WINS: 4
PODIUMS: 7
TOTAL POINTS: 179
POLE POSITIONS: 2
FASTEST LAPS:
CALAN WILLIAMS
Calan Williams was born on June 30th, 2000 in Perth, Western Australia, and currently drives in Formula 3 for Jenzer Motorsport. Calan won the 2017 Australian Formula 3 Series drivers’ championship. He continued working on his craft in the Euroformula Open and Toyota Racing series until 2020 joining Formula 3. Williams finished the 2021 season in 19th place with fifteen points to his name.
F3 STATS
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1957 Australian Grand Prix
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Posts about 1957 Australian Grand Prix written by markbisset
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https://primotipo.com/tag/1957-australian-grand-prix/
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Jack Myers may well have been the very first Holden Hero, but if not he was certainly an early bird in the very long line of touring car champs to race General Motors Holdens’ products.
Here he is in front of the pack aboard his very quick, self modified 48-215 during a South Pacific Trophy support race at Gnoo Blas, Orange in January 1956.
The Kingsford, NSW racer/mechanic/engineer/retailer was up to his armpits in Holden 48-215s from early on, racing a 110mph cream Humpy from 1953.
Myers soon offered 100 mph Holden motoring to all for £130. His kit involved boring your block to 3 3/16 inches, new pistons and rings, a shaved-head, re-ground cam, 12 inner valve-springs, an additional Stromberg carb, Myers inlet manifold and extractors, sports air-cleaners and a Lukey muffler. Seems as-cheap-as-chips!
Bathurst’s first ‘Production Car Race’ was held in October 1950; the first Holden entered at Mount Panorama was R Isackson’s Uni Motors car during the Easter 1951 meeting, but he didn’t start the race. The first Holden finisher on this holiest of racing turf was the 48-215 driven by R Mitchell who was fifth in a six lap sedan handicap in 1954. He was timed at 91mph down Conrod.
Fittingly, the first Mount Panorama Holden winner was Jack. John Medley anointed him “the Holden wonder-man of the mid-1950s, his black-roofed yellow car going progressively more quickly over the years.” 109.9mph down Conrod during the Easter 1956 weekend to be precise. He took that win in a six lap handicap in October 1955, the following year he was back in one of the swiftest Greys of all.
After campaigning the winning Holden far and wide: Mount Druitt, Gnoo Blas, Mount Panorama, Strathpine, Lowood, Fishermans Bend and Port Wakefield, Myers was up for the next challenge.
He bought Stan Coffey’s, rolled Cooper T20 (#CB-1-52) single-seater and repaired it at his Anzac Parade ‘shop. Then, together with Merv Waggott, he built and progressively developed the big-daddy of early Holden engined racers, the 2.4-litre DOHC Waggott-Holden WM Holden.
It was always fast among the high-priced European exotica of the day, a front of the grid heat-start in the ’59 Bathurst 100 was indicative of its place in the pecking order. But the machine was an ongoing development exercise so finishing results weren’t great. See here for a feature about the car: https://primotipo.com/2015/02/10/stirling-moss-cumberland-park-speedway-sydney-cooper-t20-wm-holden-1956/
Stirling Moss was so fascinated by this home-grown application of technology to a Cooper type he knew so well, he did some demonstration laps in it at Sydney’s Cumberland Speedway whilst in Oz for the November 1956 AGP at Albert Park. Jack was twelfth at the Park and first Australian car home.
Myers was typical of so many Holden Heroes from the 1950s to 1970s, he serviced them for customers, modified them, made and sold hot-bits and raced them.
Etcetera…
Holden 48-215s on the production line – ‘the car floor press’ – at the GMH Woodville plant in South Australia, 1949. Holden’s early days are covered here: https://primotipo.com/2018/12/06/general-motors-holden-formative/
Myers Holden 48-215 at Mount Druitt, Sydney in the early 1950s.
Myers in the form-up area, or dummy-grid depending upon your religion, Craven-A International meeting at Mount Panorama in October 1960. That’s Austin Miller’s Cooper T51 at left.
While early on in his ownership of the ex-Stan Coffey Cooper T20, the car was rightly called a Cooper, but as Jack crashed and rebuilt the car/developed it, the machine became more Myers than Cooper, and fitted with that extraordinary twin-cam six fitted, more Waggott-Myers than Cooper!
Note the disc brakes above, albeit the front suspension still looks kosher-Cooper T20, the stylised Jack Myers brandmark in a neat touch. Myers didn’t start the car in the feature won by Jack Brabham’s Cooper T51 Climax.
Brabham was present at Bathurst for the first time since 1955, 6,000 people turned up for practice to see the twice World Champ. Unfortunately, as John Medley wrote, “Jack Myers crashed the newly disc-braked WM Cooper on top of the mountain, bending the chassis and destroying the suspension. There would be no overnight (or any) rebuilds this time. The motor was sold, the remains of the car sold separately, Myers borrowed the little Dalro Reno to run at this meeting, and would then turn his attention to his little hillclimb special – the ex-Saywell/Reynolds Mark IV Cooper with his Triumph ‘twin-twin’ engine.”
Tragically, Jack died at the wheel of the Cooper Triumph at Catalina Park, Katoomba on January 21, 1962 (7/1/18-21/1/62). The WM Holden was ultimately restored and lives at the National Motor Museum, Birdwood Mill campus, in the Adelaide Hills.
Myers – famous for racing in these horizontally hooped T-shirts – and crew in the Mount Panorama paddock, Easter 1959. Bonus points for crew-members names folks? That is a Cooper alloy wheel.
The boys push start that Waggott-Holden twin-cam six into life before the start of the 1959 Bathurst 100 on March 31. Stan Jones’ Maserati 250F is in the middle and race victor Ross Jensen’s 250F on pole at right. All the fun of the fair, look at that crowd! Jack was an excellent fourth behind Jensen, Len Lukey, Cooper T45 Climax, and Arnold Glass, Maserati 250F.
Stan is in the early stages of his best season and a bit ever, he was the reigning Gold Star Champion (1958) and at this stage of the year had won the Australian Grand Prix at Longford a month before. Jensen was seriously quick, he ran the Maserati at Bathurst in ’58, but failed to finish the 100, and finish the job he did a year later in convincing style!
While it is true that the WM-Holden was the sexiest and quickest Holden-powered racing car of the period, the most successful was Tom Hawkes’ Cooper T23 Repco-Holden (below). Chassis #CB/Mk2/1/53) was no less a car than the ex-Jack Brabham Redex Special – a Bristol 2-litre six cylinder powered T23 – albeit continuously evolved by Hawkes after Jack sold the car (to Stan Jones then on to Hawkes) when he left for Europe in early 1955. Its Repco Hi-Power crossflow headed engine was far less exotic than Merv’s twinc, but was more reliable.
Tom Hawkes aboard his Cooper T23 Repco-Holden during the 1956 AGP weekend at Albert Park. The potent, reliable, twin SU fed, Repco Hi-Power crossflow 2.3-litre engine on display; his best was a tremendous second in the 1957 Gold Star and third in the 1958 AGP at Bathurst. See here for features on this car: https://primotipo.com/2017/08/16/tom-hawkes-1958-australian-grand-prix/ and here: https://primotipo.com/2016/06/24/jacks-altona-grand-prix-and-cooper-t23-bristol/
Very late in its in-period competitive life the T23 was fitted with a Chev 283cid V8, a task commenced by Tom Hawkes and Murray Rainey, and finished by Earl Davey-Milne. It’s still owned by the Davey-Milnes and is shown below last week. Mighty fine it is too…
Back where we started, Gnoo Blas in 1956, how did Jack do in the touring car races that weekend, and who is at the wheel of in that little VW Beetle 1200!?
Credits…
Cec Lynch-Pix-State Library of New South Wales, Bob Williamson Collection, Les Mortimer, David Medley, Ken Devine, Kelsey Collection, Kaleda Family Collection, National Archives of Australia, ‘Bathurst:Cradle of Australian Motor Racing’ John Medley
Tailpieces…
“Don’t even think about it kid, my 48-215 has been worked over by Jack Myers, you don’t have a chance!”
This shot is from a Pix puff-piece in 1955 promoting Italian toy cars for David Jones, a national department store chain. The little dude appears to be a handy-mechanic and would be 80’ish now. Chassis number and make of EV unknown…
Finito…
Jack Brabham’s tiny Cooper T41 Climax takes on the big Ferrari 555 Super Squalo’s of Peter Whitehead #5 and Reg Parnell #4- to the right is Syd Jensen in another T41, Ardmore, New Zealand Grand Prix 1957…
Jack’s ‘slingshot’ didn’t topple the big guys that weekend but Stirling Moss ‘put the writing on the wall’ with his Argentinian GP Cooper win twelve months hence and by 1959 it was all over-red rover for the big front-engined glorious Grand Prix cars.
Brabham built this car at Coopers late in 1956 racing racing it twice in the UK before shipment to Australia- in the 22 September Oulton Park Gold Cup, DNF, the race won by teammate, Roy Salvadori’s T41, and then the BRSCC F2 race at Brands Hatch on October 14 where he again failed to finish with piston failure, again a T41 headed the field, Tony Brooks was at the wheel of Rob Walker’s car.
Off to the Antipodes he contested the NZ Internationals, the AGP at Caversham in March, and then the Victorian Trophy at Albert Park the following weekend- he then returned to Europe at the end of the summer having sold the car to Alec Mildren.
T41 chassis number ‘F2/P/56′ was fitted with a 1476cc Coventry Climax FWB sohc, two valve engine which gave circa 100 bhp @ 6500 rpm- it was a trend-setter in that it was the first of many, very many Climax engined Coopers to come to Australia. The design and construction progression of these Coopers (T41-T53) is covered in detail here; https://primotipo.com/2019/10/04/cooper-t41-43-45-51-53/
Despite giving away 2 litres in engine capacity to the Ferraris, Brabham was third at Ardmore until lap 100 of the 120 lap race when his engine temperature soared and he retired with a burst radiator hose which had fried the Climax engines cylinder head gasket- Parnell won from Whitehead and Stan Jones’ Maserati 250F.
Brabham was Q3 and second at Wigram behind Whitehead, started from pole in the Dunedin Road Race this time finishing second to Parnell and then retired after completing 9 laps of the wild Southland Road Race at Ryal Bush where Peter Whitehead again prevailed.
Off to Perth for the 4 March AGP Jack was third in the scorching hot event behind the 3 litre Ferrari 500/625 of Lex Davison and Bill Patterson and Stan Jones’ Maserati 250F which did that event with its 300S motor.
Then it was back across the continent for the Moomba meeting at Albert Park where the little car contested the 32 lap 100 mile Victorian Trophy Gold Star round finishing second behind Davison’s Ferrari 500/625 and in front of Doug Whiteford’s Maserati 300S.
Jack then returned to Europe but not before, Graham Howard wrote, driving Ron Tauranac’s new Ralt Vincent at Mount Druitt- i wonder who has a shot of that test day?
Alec Mildren raced the T41 only briefly ‘finding that the chassis kept breaking due to it being too light’ John Blanden wrote- in short order the car was owned and raced by Arthur Griffiths and John Roxburgh before passing to Lyn Archer in Tasmania who raced it very successfully, ultimately with a highly modified Hillman Imp engine, he sold it to buy an Elfin Catalina Ford, a machine he raced for years and is still owned by his family.
The T41 passed through many hands in the decades which followed before Tom Roberts acquired it with David Rapley heading up the restoration of the car, which made its debut at the 2003 Albert Park AGP.
Etcetera…
Australian colours aren’t they?- green with the gold nose, lovely profile shot by racer/photographer David Van Dal at Caversham, ditto below in the paddock.
Credits…
‘History of The Australian Grand Prix’ Graham Howard and others, ‘Glory Days: Albert Park 1953-58’ Barry Green, ‘Racing Cars in Australia’ John Blanden, sergent.com, Ken Devine Collection, David Van Dal, MotorSport, F2 Index
Tailpiece…
Lets go back to where we started, Ardmore 1957, and another cracker of a shot, this time just after the start.
Up front it’s all Ferraris- Ron Roycroft’s 375 V12 from the two four cylinder Super Squalos of Whitehead and Parnell. Then out wide on the left is Jack’s Cooper, the Peter Whitehead owned, fourth placed #18 Ferrari 750 Monza driven by Ross Jensen and far right the HWM Alta I wrote about not so long ago being driven by Tom Clark.
The Cooper T39 Climax Bobtail is Ronnie Moores- to the right of him is the Talbot Lago T26C of Allan Freeman, and then, perhaps, Horace Gould’s #2 250F, whilst in the middle of the pack the unmistakable, regal lines of the Alfa Romeo Tipo B/P3 raced by John McMillan, the almost as ancient Maserati 4CLT-48 of Pat Hoare is out to the right- alongside him is the Jones 250F. I’ll take advice on the rest…
Click here for an article on the Super Squalo; https://primotipo.com/2015/08/25/arnold-glass-ferrari-555-super-squalo-bathurst-1958/ and here for the HWM Alta; https://primotipo.com/2019/12/13/tony-gaze-hwm-alta-new-zealand-1954/
Finito…
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FORMULA 1 ROLEX BELGIAN GRAND PRIX 2024 - RACE RESULT
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] |
[] |
[] |
[
""
] | null |
[] | null |
Enter the world of Formula 1. Your go-to source for the latest F1 news, video highlights, GP results, live timing, in-depth analysis and expert commentary.
|
en
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/assets/result/_next/static/media/favicon.b81fa41e.ico
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Formula 1® - The Official F1® Website
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https://www.formula1.com/en.html
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Note - Russell disqualified for an underweight car. Perez scored an additional point for setting the fastest lap of the race.
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4902
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dbpedia
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1
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https://www.autosport.com/f1/news/top-five-australian-f1-drivers-ranked-brabham-ricciardo-webber-and-more/9705943/
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en
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Top five Australian F1 drivers ranked: Brabham, Ricciardo, Webber and more
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https://www.autosport.com/f1/news/top-five-australian-f1-drivers-ranked-brabham-ricciardo-webber-and-more/9705943/
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Fourteen Australians have started world championship GPs since 1950. Five have taken podiums, four have won races and two became world champions.
There have been several Australian talents who made it to F1 but didn’t get decent machinery. David Brabham and Larry Perkins suffered torrid times and failed to score a point but went on to success elsewhere.
Dave Walker’s promising career was destroyed by a troubled season at Lotus in 1972, when team-mate Emerson Fittipaldi took the drivers’ title and Walker failed to score a point.
So, here is our list of the top five Australian drivers that did have a big impact on F1. Our ranking is based on what they achieved in F1, factoring in the cars at their disposal.
If there is any motorsport justice, Oscar Piastri – a champion in F2, F3 and the Formula Renault Eurocup – will make his F1 debut in the not-too-distant future. Given the signs so far, the 21-year-old will be a strong contender for a future version of this list.
5. Tim Schenken
Tim Schenken, Brabham BT33 Ford
Photo by: Motorsport Images
Years: 1970-74
Starts: 34
Best finish: 3rd
Podiums: 1
Best qualifying: 5th
Titles: 0
Outside of the ‘big four’, Schenken is the only Australian driver to have scored points in F1. Schenken was a star in F3 and made his world championship debut in 1970 while still competing in F2.
His first F1 races came in Frank Williams’s uncompetitive De Tomaso chassis, but he joined Brabham for 1971. Schenken showed well alongside Graham Hill, despite running the older BT33 to Hill’s BT34, and scored a fine third place in the Austrian GP after a battle with Fittipaldi’s Lotus.
Schenken left the now Bernie Ecclestone-owned team in favour of Surtees for 1972, but it was not a successful move. His only points came with fifth in the season-opener in Argentina and things went downhill from there.
One outing with an Iso run by Williams in 1973 preceded a part-season with the hopeless Trojan effort the following year. His final outing came in the 1974 US GP in the troubled Lotus 76, but he was disqualified – he shouldn’t have started as he had qualified 27th!
Although Schenken’s promise went unfulfilled in F1, he was a successful sportscar driver. He won the 1972 Buenos Aires 1000Km and Nurburgring 1000Km, sharing a works Ferrari with Ronnie Peterson, was a GT/DRM frontrunner in the second half of the 1970s, and finished second in class at the 1976 Le Mans 24 Hours in a Porsche 934.
Schenken was a co-founder of Tiga Race Cars and continues to be a key figure in Australian motorsport in the 21st Century. He helped open the new Albert Park configuration in a Maserati 250F.
4. Mark Webber
Mark Webber, Red Bull Racing RB8
Photo by: Sutton Images
Years: 2002-13
Starts: 215
Wins: 9
Podiums: 42
Poles: 13
Titles: 0
A race winner in F3000, Webber scored a sensational fifth on his F1 debut with Minardi, the team’s first points for more than two years.
That set the tone for Webber’s first three years in F1, performing strongly in mediocre equipment, first at Minardi and then at Jaguar. There were some star qualifying efforts, most notably second in the 2004 Malaysian GP, but when Webber joined Williams for 2005 his best finish was still that famous fifth.
Webber arrived at Williams at just the wrong time, the team starting a long-term dip as its relationship with engine supplier BMW deteriorated. He narrowly beat team-mate Nick Heidfeld in the standings and scored his first podium in the Monaco GP, but the following year’s Cosworth-powered contender was less competitive and points were scarce.
Webber made the key move of his F1 career for 2007, joining Red Bull alongside David Coulthard. The team was on the up and, by 2009, was a frontrunner, Webber taking his first pole and victory in the German GP.
But that was also the year Red Bull protege Sebastian Vettel arrived. The inexperienced German made the odd error but was fast – and it was Vettel who took the fight to Brawn’s Jenson Button in the championship, Webber finishing fourth after a second win in Brazil.
PODCAST: Top 10 Red Bull F1 drivers ranked
The 2010 season was Webber’s big chance. The RB6 was the fastest car of the season and wins in Spain, Monaco, Britain and Hungary helped Webber into a 14-point lead with just three GPs to go. But then two crucial things happened.
The first was Webber’s mistake in the wet Korean GP, crashing out while chasing leader Vettel. And the second was the team allowing Vettel to lead a Red Bull 1-2 in Brazil.
That meant Webber went to the Abu Dhabi finale eight points behind Ferrari’s Fernando Alonso and seven ahead of Vettel. Famously, Webber pitted too soon in the race, Ferrari made the same mistake trying to cover him and Vettel was left to take victory and the title.
Thereafter, Vettel was increasingly dominant within the team. Not only usually faster, he also had the support of the management, as shown by the fallout (or lack thereof) from Vettel’s misjudgement at the 2010 Turkish GP and ignoring of team orders in the 2013 Malaysian GP.
Webber’s ninth and last F1 win came in the 2012 British GP, though he had earlier underlined his abilities around the challenging streets of Monte Carlo with a second Monaco GP success.
Overall, Webber was left trailing as Vettel scorched to four consecutive drivers’ crowns. After a winless 2013, when Vettel won 13 times, Webber retired from F1 to embark on a successful World Endurance career with Porsche that peaked with the title in 2015.
3. Daniel Ricciardo
Daniel Ricciardo, McLaren, 1st position, performs a shoey on the podium
Photo by: Glenn Dunbar / Motorsport Images
Years: 2011-present
Starts: 212
Wins: 8
Podiums: 32
Poles: 3
Titles: 0
Ricciardo has fewer wins, fewer podiums and hasn’t yet come as close to winning a world title as Webber, so why is he ahead on this list?
Ricciardo has never had as consistently a competitive package as Webber had with those Red Bulls of 2009-13 and he managed something his predecessor never did, outscore team-mate Vettel over a season.
After making his debut with minnow squad HRT and impressing at Toro Rosso, Ricciardo graduated to Red Bull just as the turbo-hybrid era began. The team lost its competitive advantage to Mercedes, but Ricciardo brilliantly took three wins on his way to third in the championship and finished 71 points clear of Vettel, who then left for Ferrari.
Although narrowly outscored by new team-mate Daniil Kvyat in 2015, Ricciardo still led the Red Bull charge more often than not. He did so again in 2016, despite the victorious arrival of rising star Max Verstappen, and Ricciardo finished best-of-the-rest behind Mercedes duo Nico Rosberg and Lewis Hamilton, and for the second time topped Autosport’s Top 50 list at the end of the year.
PLUS: Rating the best drivers of the century so far
Ricciardo beat Verstappen to fifth in the 2017 standings and started 2018 with superb victories in China and Monaco, but the momentum at Red Bull was shifting. Sensing that Verstappen was the team’s future, Ricciardo jumped ship to Renault.
There were some challenging moments and no wins at the French manufacturer but Ricciardo outscored team-mates Nico Hulkenberg and Esteban Ocon. He topped his time there with podiums at the Nurburgring and Imola before heading to McLaren.
Ricciardo struggled to get on terms with the MCL35M in 2021 and was largely outperformed by new colleague Lando Norris. He did, however, show his class when the opportunity arose at Monza, leading a McLaren 1-2 in the Italian GP.
At his peak, Ricciardo was probably good enough to be world champion, or at least challenge for a title, but he never got the chance. It remains to be seen whether he will ever get that opportunity – or if he can overcome Norris at McLaren – but there is little doubt that he is a winner of great GPs, almost all eight of his wins coming in dramatic style.
2. Alan Jones
Alan Jones, Williams FW07B Ford
Photo by: Motorsport Images
Years: 1975-81, 1983, 1985-86
Starts: 116
Wins: 12
Podiums: 24
Poles: 6
Titles: 1 (1980)
Perhaps underrated by history, Jones was a tough racer who probably would have won more had he not decided to retire at the end of 1981. As it is, he is one of only two Australians to win the world championship and is tied with American legend Mario Andretti on 12 GP victories.
Top 10: American F1 drivers ranked: Andretti, Hill, Gurney and more
Son of respected 1950s racer Stan, Jones struggled financially to get his career going in the 1970s but kept plugging away. He made his first world championship F1 starts in 1975, driving a Hesketh for Harry Stiller, who Jones had raced for previously.
Jones was then picked up by Graham Hill’s Embassy team to replace the injured Rolf Stommelen, scoring his first points with fifth in the German GP. He joined Surtees for 1976 but found team boss and former world champion John Surtees difficult to work with despite the potential of the TS19.
Such was the depth of the problem at Surtees that Jones was prepared to walk away, only to get back into F1 with Shadow following Tom Pryce’s terrible death during the 1977 South African GP, round three of the campaign. Thereafter, Jones was a points threat in the solid but unspectacular DN8.
The undoubted highlight of the year was a remarkable victory in the rain-affected Austrian GP. Starting 14th, Jones climbed the order in the early slippery conditions and inherited victory when James Hunt’s leading McLaren blew its engine.
PLUS: The wild Austrian GP that launched a future world champion
After courting Ferrari, Jones joined the fledgling Williams team. The no-nonsense Jones quickly gelled with Frank Williams and Patrick Head, with some promising performances in the simple FW06.
PLUS: The best F1 cars never to win a GP
Once the team got on top of the FW07, Head’s version of the ground-effects Lotus 79, Jones became the pacesetter in the second half of 1979. He won four of the last six GPs and finished third in the championship.
All the promise was realised in 1980. Jones won five time and took five other podium finishes to beat Brabham’s Nelson Piquet and Williams team-mate Carlos Reutemann to the crown. He also won the Spanish GP, later stripped of its points status thanks to the FISA-FOCA war, and the non-championship Australian GP.
Jones was arguably even better in 1981 but some bad luck and the odd error limited him to two victories and third in the table. Jones surprised Williams by retiring from F1 at the end of the season, thereby giving up the chance to drive the FW08 that Keke Rosberg would take to the 1982 title.
He flirted with Ferrari for a late 1982 return, made a brief return with Arrows in 1983 and then joined the Team Haas Lola operation for 1985-86.
The project was not a success, Jones taking its best result with fourth in the 1986 Austrian GP, and closed at the end of the season. Jones then became a commentator, though continued to compete in sportscars and mainly touring cars through to the end of the 1990s.
1. Jack Brabham
John Surtees, Cooper, Race Winner Jack Brabham, Brabham, Jochen Rindt, Cooper
Photo by: David Phipps
Years: 1955-70
Starts: 126
Wins: 14
Podiums: 31
Poles: 13
Titles: 3 (1959-60, 1966)
Brabham is one of F1’s legends, not just because he won three world titles during his long career but also because he founded his eponymous team, with which he took his final F1 crown.
He had already built up considerable technical and mechanical experience before he went racing in Australia, first in Midget cars on dirt ovals – where he honed a dramatic style that he would carry to F1 – and then circuit racing.
Brabham was successful and made the trip to the UK in 1955. He soon became part of the Cooper concern’s efforts and, having made one world championship start per season in 1955 and 1956, joined Cooper’s F1 effort in 1957.
The agile mid-engined Coopers were at an engine capacity disadvantage until 1959, when the 2.5-litre Coventry Climax unit arrived. Brabham scored his F1 win in the BRDC International Trophy in the T51 and took his maiden world championship GP success just a week later in Monaco.
Brabham fought Ferrari’s Tony Brooks and the privateer Rob Walker Cooper of Stirling Moss for the championship. He had greater reliability than either, scoring two wins and three other podiums, and clinched the title at the Sebring finale, famously pushing his car over the line after it ran out of fuel.
The improved T53, combined with the fragility of the rapid Lotus 18, helped Brabham dominate in 1960. He recorded three poles and five wins, including a victory against the more powerful Ferraris in the French GP, which Brabham later picked as his greatest race.
Race of My Life: Jack Brabham on the 1960 French GP
Cooper lost its edge as the 1500cc era begin in 1961 and Ferrari gained an advantage before Lotus and BRM took over. Brabham’s ambitions were greater and in 1962 he left to race for his own team, Brabham Racing Organisation, supplied with cars built by the Motor Racing Developments concern he had founded with Ron Tauranac.
Reliability problems hampered the early Brabhams, plus Jack was happy to play second fiddle to Dan Gurney when it came to driving. Indeed, it was Gurney who took Brabham’s first win as a constructor in the 1964 French GP and Jack considered retiring from driving.
But Gurney’s decision to leave the team to start his own operation and the promise of the Brabham-Repco for the new three-litre regulations for 1966 meant Jack continued. Always at his best when he knew the machinery was competitive, Brabham rose to the occasion and stormed to the 1966 crown with four victories, his first world championship GP successes for six years. He remains the only driver to win the F1 title in a car bearing his own name.
PLUS: Jack Brabham's 10 greatest drives
Brabham liked to try new parts first and this contributed to him being beaten to the 1967 crown by team-mate Denny Hulme. The team once again scooped the constructors’ championship, helped by the poor finishing record of the pacesetting Lotus 49.
PLUS: Revealing F1’s fastest losers
Repco’s response to the Cosworth DFV for 1968 was woefully unreliable and Jochen Rindt was the team’s pacesetter. Jacky Ickx played that role as a switch to DFVs boosted the team in 1969 and the Belgian scored two GP victories, while Jack did manage a fine win in the non-championship International Trophy.
Brabham was again prepared to retire ahead of 1970 if Rindt could be persuaded to return from Lotus, but that didn’t happen. So Jack continued for one more year and showed he was still competitive at the age of 44.
The BT33 was a on the pace. Brabham won the season-opening South African GP and should have won at Monaco (denied by his famous last-corner error that allowed Rindt past) and Brands Hatch (where he had Rindt beaten before running out of fuel on the final tour).
PLUS: The forgotten F1 car that could have been champion
Brabham finally bowed out of F1 at the end of 1970, after finishing sixth in the standings, and sold his share of the team to Tauranac.
Brabham went on to develop other business interests but stayed involved in motorsport. His sons all became racers and Jack continued to appear at historic events, such as the Goodwood Revival, well into the 2000s. He died in 2014, aged 88.
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" . . . the driver is alone in the cockpit but it's a team effort which puts him there"
(Sir Jack Brabham)
Motor racing legend Sir Jack Brabham, a three-time F1 World Champion, the oldest living Formula 1 champion, has quietly passed away. He died at his home on the Gold Coast, Australia, on 19 May 2014, aged 88, following a lengthy battle with liver disease. He was eating breakfast with his wife, Margaret, when he passed away. He was a towering figure of his era, becoming a triple World Champion in Formula 1, the first motor racing knight of the modern era. In a career spanning 15 years, Brabham competed in a total of 128 Grands Prix, won 14 races and drivers' titles in 1959, 1960 and 1966, with the latter achieved at the age of 40. His first two titles in the Cooper Climax marked the end for front-engined Formula 1 cars. The third made him the only driver in history to win a World Championship in a car of his own making, the Brabham BT19 â a thing unlikely to ever be repeated.
Sir Jack Brabham (aka Black Jack, bestowed because of both his dark hair and his propensity for maintaining a shadowy silence) was a pretty damned good, albeit sometimes under-rated driver, but it was the engineering challenge which gave him the real satisfaction.
The grandson of a Londoner from the Cockney area of East London, who emigrated to Australia in 1885 and opened a grocer’s shop in Adelaide, John Arthur Brabham, nicknamed "Black Jack", was born on 2 April 1926 in Hurstville, a southern suburb of Sydney, Australia. His father who owned a grocery store just outside of Sydney was a keen motorist who taught Brabham how to drive a car at the age of 12. At 15 Brabham left school and got a job in a local garage while spending his evenings studying engineering technical college at Kogarah Tech, preferring basic metalwork, carpentry and technical drawing. Soon he started his own business selling motorbikes, which he bought and repaired for sale, using his parents' back veranda as his workshop.
On May 19, 1944 - just one month after turning 18 - Brabham enlisted with the Royal Australian Air Force. His final posting was No. 5 Operational Training Unit, based at Williamtown and operating a number of aircraft including the Beaufighter and Mosquito. Brabham was then discharged from the RAAF on April 2, 1946 - his 20th birthday - with the rank of Leading Aircraftman.
Sir Jack Brabham in one of his midget cars 1948
In 1946 after two years duty in the Air Force Brabham opened a small repair business. He soon made the acquaintance of an ex-patriot American by the name of Johnny Schonberg who raced midget cars. Brabham records that he was not taken with the idea of driving, being convinced that the drivers "were all lunatics" but he agreed
to build a car with Schonberg. At first Schonberg drove the homemade car, powered by a modified JAP motorcycle engine built by Brabham in his workshop. When Schonberg decided to stop, after his wife forced him to quit racing, Brabham thought he might try himself and after some sketchy instructions he took part in his first race at the Paramattta Speedway in the suburbs of Sydney, winning on his third night's racing. He was soon winning races and in the years that followed he became one of the stars of the midget racing scene in Australia until his original engine blew itself up. In his first season he won the New South Wales Championship. During this time he would form a partnership with Ron Tauranac that would continue into Formula One and Europe. This friendship resulted in a switch to hill climbing in 1951 and from there he moved into road racing with a Cooper-Bristol which had been shipped for him out from Europe. He found sponsorship to run the car but the Confederation of Australian Motor Sport forced him to remove the name of his sponsor from the car and Brabham decided that he would go racing in New Zealand instead. During this time, he picked up the nickname "Black Jack", which has been variously attributed to his dark hair and stubble, to his "ruthless" approach on the track.
McLaren and Brabham dicing late in the race
Having seen that he could be competitive with some of the best international racers, 1955 Brabham headed off to England, financing the trip by selling virtually every piece of motor racing hardware he owned. He later regretted selling his lathe and other workshop machinery. Ones in Europe, he send a letter of introduction to Maserati and Ferrari, and went by train to Moderna, first the Maserati factory and then to Ferrari. Ferrari turned him down. Jack will later say:
"Ferrari later turned me down and I had great pleasure in beating them."
Brabham briefly and unsuccessfully campaigned his own private second hand Formula One Maserati 250F during 1956, but his season was saved by drives for Cooper in sports cars and Formula Two, the junior category to Formula One.
There he raced a Cooper-Alta without much success. It was not until he switched to a Bristol engine that thing begun to improve and he was soon working at the Cooper Car Company in Surbiton where in lieu of payment, he was allowed to build a car which he raced and then sold. Back in the late 1950s, the UK and Europe were the global centers of motor sport; they probably still are. Arrivals from the colonies were viewed with some amusement and, tolerated. When Jack arrived at the Cooper Car Company to take up their offer of a car, he was shown a pile of tubes in a rack and told to start building, and before too long, the Coopers understood what they had on hands.
Bobtail - Cooper - Bristol without panels prepared for British GP 1955. Note the chassis.
He made his Grand Prix debut at the age of 29 driving the car at the 1955 British Grand Prix with Bobtail mid-engined sports car, intended for Formula One. It had a 2-litre engine, half a liter less than permitted, and ran slowly with a broken clutch before retiring.
Jack also competed in the US at Indianapolis, qualifying the first modern mid-engined car at the 500 and finished ninth.
Jack’s engineering knowledge helped in the development of the Coopers, the first serious rear-engined grand prix cars, with which he won his 1959 and 1960 world titles. 1959 Cooper obtained 2.5-litre Coventry Climax engine for the first time and Brabham put the extra power to good use by winning his first world championship race at the season-opening Monaco Grand Prix after Jean Behra's Ferrari and Stirling Moss's Cooper failed. He took his first F1 crown in spectacular fashion at the United States Grand Prix, pushing his Cooper Climax across the finishing line after it ran out of fuel two corners before, to finish fourth and become Australia’s first Formula 1 World Champion.
Brabham preparing for Brands Hatch race 1957
This year at the Portuguese Grand Prix at Monsanto Park, Brabham was chasing race leader Moss when a backmarker moved over on him and launched the Cooper into the air. The airborne car hit a telegraph pole, throwing Brabham onto the track, where he narrowly avoided being hit by one of his teammates but escaped with no serious injury. On the end, Brabham won the World Championship.
In 1960 he repeated this feat with a new low-line model, which included a streak of five straight victories. Brabham helped design the more advanced, low-line Cooper T53, including advice from Tauranac. Brabham spun the new car out of the next championship race, the Monaco Grand Prix, but then embarked on a series of five straight victories. He won from the front at the Dutch, French and Belgian Grands Prix, where title rival Moss was badly injured in a practice accident that put him out for two months. Two other drivers were killed during the race.
Unable to have greater input in car building, he went out on his own, forming Motor Racing Developments Ltd. (MRD) in 1961 in partnership with an old friend from Australia, Ron Tauranac. MRD initially produced cars for Formula Junior, with the first one appearing in mid-1961. Soon, Jack and Brabham cars were competing in what was then the 1.5 liter Formula One. A newly introduced engine limit in Formula One of 1500 cc did not suit Brabham and he did not win a single race with a 1500 cc car. It was left to American Dan Gurney to take the team's maiden victory at Rouen.
For 1966 and 1967, Repco and Brabham had been on top of the world.
For 1966 a new 3 liter formula came into existence. With the traditional engine companies all talking big V12 powerhouses, Jack reasoned that they’d probably have a hell of a time getting them sorted and reliable. In the meantime, something a little smaller and reliable might just do the trick. Brabham found an engine in his own backyard, he persuaded Australian engineering company Repco to develop a new 3-litre eight-cylinder engine for him.
"When Leonard Lee announced that his Coventry Climax company would not build racing engines for the new 3-litre F1 of 1966, we had to look elsewhere for motive power. Ron (Tauranac) and I contacted Repco in Australia. I believed the new Formula's opening races would see the big teams in development trouble with over-sophisticated new engines.
Repco of Melbourne had taken over the old Climax 4-cylinder FPF engine stock and its servicing for Tasman racing. By 1964-1965 they were keen to defend their market with a replacement engine. I pointed them towards a V8, perhaps based on a production cylinder block. A cast-iron "stock block" would have been too heavy so I hunted down a suitable aluminium one."
From that thought came the relationship with Repco, and a ground-up V8 engine designed and built in Australia. Repco had no experience in designing complete engines and Brabham had find a supply of suitable engine blocks obtained from Oldsmobile's twin-cam F85 light-alloy block engine and persuaded the company that an engine could be designed around the block, largely using existing components. It was light and reliable, not as powerful as some of the ferocious V12s would be, but it was just the right thing at the right time. About finding the right engine block supply Jack was righting:
"In Japan in 1964, I inspected an alloy V8 Prince block - but with wet cylinder liners it looked too fragile. I then examined an alloy GM Buick block in a GM distributorship near Los Angeles Airport. Someone there suggested a near-sister unit, developed for a stillborn Oldsmobile project. It had one extra stud retaining each cylinder head. That offered greater potential. One cost pennies and I took it back to Melbourne and outlined a program to Repco's boss, Charles McGrath. The Oldsmobile block could provide a 2-1/2-litre V8 for Tasman racing and a 3-litre F1 V8 for us. It'd be a modest unit with chain-driven single overhead camshafts and two valves per cylinder but it should provide decent torque and drivability - we might just get lucky! Repco's consulting engineer was Phil Irving - an Australian of enormous experience, particularly with Phil Vincent on his world-famous motorcycles. Phil began drawing in Australia, and then came to Britain for 1965 taking a flat near Croydon where we spent hours in the evenings looking over his shoulder as he drew the first engine. Ron advised on location of ancillaries etc so this new V8 would fit our cars ideally.
"The first Repco V8 racing engines used original Oldsmobile blocks modified in Melbourne. We stiffened the bottom end with a steel plate with apertures allowing the con-rods to pass through and to which the big-end bearing caps were bolted. It produced a rigid, reliable, yet lightweight unit which was powerful enough!"
The combination of the Repco engine and the Brabham BT19 chassis designed by Tauranac worked. The Repco-Brabham would provide Brabham a car with which he won the French, British, Dutch and German Grands Prix and that year World Championship. Jack stated that the BT19 was "beautifully balanced" and he loved its readiness to "drift" through fast curves. Jack Brabham took his first Formula One world championship win since 1960 and became the first man to win championship in a car of his own construction. Only his two former team mates, Bruce McLaren (Belgium GP in 1968, McLaren-Ford) and Dan Gurney (1967 Belgian Grand Prix, Eagle-Weslake), have win the race in a car of his own construction. The unthinkable had been achieved â a driver from Australia had not only won his third world title, this one was in a car he’d built himself. Imagine the logistics alone â engines being built on the opposite side of the world, and flown backwards and forwards during development.
1966 Nurburgring, Germany, "the most satisfying" victory. on the top during the race, and exhausted after the race.
Perhaps his most famous race was at the extremely demanding Nürburgring, and one of his most satisfying of victories in 1966. Conditions at Nurburgring were variable all round the 14-mile (20-km) circuit. Some sections were almost dry, others merely wet and several "absolutely swimming", he commented.
The next year, 1968 season, would follow with another championship for the team, this time the title went to his teammate Denis Hulme. Jack suffered from the unreliability that comes with trying new things ‘on the run’. He retired from the first seven races, before scoring two points for fifth place at the German Grand Prix. He retired from the remaining four races.
Eventually, the rest â particularly with the arrival of the brilliant Ford Cosworth engine â caught up and the Repco program came to its end. Brabham’s cars switched to the ubiquitous Ford and remained among the most competitive cars for some years. 1968 belonged to Lotus and Ford-Cosworth despite the tragic death of Jimmy Clark. For 1969 Jack Brabham also had a Ford-Cosworth engine deal but a broken ankle during a test crash ruined his title chances.
Following serious injuries to his foot in a testing accident in the 1969 season and under pressure from his wife, Brabham intended to retire in 1970 but he find impossible to hire top driver, he raced for one more year, Rather than going through the motions he won the season opener at the South African Grand Prix and led the always difficult Monaco Grand Prix until the final corner of the last lap while under pressure of the onrushing Jochen Rindt. The Mexican Grand Prix would be his last race but even at 44 his fires still burned strong.
Jack Brabham and Jochen Rindt 1968, big friends
But during the qualifying for the Italian Grand Prix Jochen Rindt was killed in a needless crash driving a Lotus. This time Jack listened to his wife and at the end of the year hung up his white and gold helmet and walked away.
After retiring from driving he sold his interest in the team to his partner Ron Tauranac and returned to his native Australia to live on a farm and set up garage and car businesses, to the relief of his wife who had been "scared stiff" each time he drove. Later in his life Brabham would regret making such a clean break from Formula One. In an interview to Motor Sport Jack say:
"I felt very sad, [...] I didn't feel I was giving up racing because I couldn't do the job. I felt I was just as competitive then as at any other time, and I really should have won the championship in 1970. [...] I'd have been a lot better off if I'd stayed, but sometimes family pressures don't allow you to make the decisions you'd like to."
Brabhams last Formula 1 race car
Besides maintaining his garage business he still makes appearances at the various vintage races that seem to be springing up everywhere. Despite a large accident at the 2000 Revival, the first racing accident to put him in hospital overnight, he continued to drive until at least 2004. He also set up Engine Developments Ltd. (originally marketed as Jack Brabham Conversions) in 1971 with former Repco engineer John Judd, who had worked for Brabham on the Repco engine project in the mid 1960s. The company builds engines for many racing applications.
The Brabham team continued in Formula One, winning two further drivers' championships in the early 1980s under Bernie Ecclestone's ownership. Although the original organization went into administration in 1992, the name was attached to a German company selling cars and accessories in 2008, and an unsuccessful attempt to set up a new Formula One team the following year. On both occasions the Brabham family, which was not interested in the ventures, announced its intention to take legal advice. Brabham is a shareholder in Jack Brabham Engines Pty Ltd., an Australian company marketing Jack Brabham memorabilia.
Brabham was the first post-war racing driver to be knighted when he received the honor in 1978 for services to motorsport.
By the late 2000s, ill-health was preventing him from driving in competition. In addition to the deafness caused by years of motor racing, his eyesight was reduced due to macular degeneration and he has kidney disease for which by 2009 he was receiving dialysis three times a week. Nonetheless, that year he attended a celebration of the 50th anniversary of his first world championship at the Phillip Island Classic festival of motorsport, and in 2010 flew to Bahrain with most of the other surviving Formula One world drivers' champions for a celebration of 60 years of the Formula One world championship. Brabham was the oldest surviving F1 champion.
Brabham and his first wife Betty had three sons together: Geoff, Gary and David. All three became involved in motorsport with varying degrees of success, with support from Jack in their early years. Jack and Betty divorced in 1994 after 43 years. 1995 he married his second wife, Lady Margaret and they lived on the Gold Coast, Queensland, Australia.
Brabham made his last public appearance on 18 May 2014, appearing with one of the cars he built. In Australia he was one of the greatest sporting legends, while in the wider world he was one of the few whose name became synonymous with the sport.
Brabham greets another Australian F1 driver, Mark Webber, in 2004
Given the enormity of the modern Formula One, Jack’s achievement â winning in a car bearing his own name (and with an Australian-built engine) â simply cannot be repeated. He owns a unique spot in motor sport history and Australia should be very, very proud. He lived an incredible life, achieving more than anyone would ever dream of and he will continue to live on through the astounding legacy he leaves behind. He was one of only 4 Australians to win Formula 1 race. He won 14 between 1959 (the year he won the first of his three world championships) and 1970. Alan Jones, the 1980 world champion, won 12 GPs between 1977 and 1981, Mark Webber won nine between 2009 and 2012 and 2014 in Kanada was first win of Red Bull rocky Daniel Ricciardo.
To show appreciation to Australia's most successful racing driver, country recognised all this through a commemorative 50cent coin by an iconic national institution, the Royal Australian Mint. The Coloured 50c uncirculated coin serves to pay tribute to his legacy of achievements and will be a collectors item among motorsport fans around the world and coin collectors alike. Just 30,000 coins will be minted, and are available from the Royal Australian Mint for $23.50 including receipted delivery.
Sir Jack Brabham, OBE - "The Legend" from jack-brabham-engines.com
Formula One World Drivers’ Champion 1959, 1960 and 1966
Formula One World Constructors’ Champion 1966 and 1967
Only driver in Formula One history to win the championship in a car of his own construction
British Saloon Car Championship 1965
Australian of the Year 1966
Awarded Order of the British Empire in 1976
Knighted for services to motor sport in 1979
Contested 126 Grand Prix from 1955 to 1970
Winner of both the Australian and New Zealand Grand Prix three times
Four time winner of the European Formula Two Championship
Fourteen Grand Prix wins
Thirteen Formula One Pole positions
Ten second and seven third place finishes
2006 recipient of Gregor Grant Award, AutoSport, UK
Voted "Australia's greatest driver" by panel of 16 judges "Auto Action"
Order of Australia 2008
|
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https://jalopnik.com/here-are-the-most-successful-f1-drivers-with-car-in-t-1849142507
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en
|
Here Are the Most Successful F1 Drivers With ‘Car’ in Their Names
|
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"Williams",
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] | null |
[
"Owen Bellwood"
] |
2022-07-05T13:25:00-04:00
|
In Formula 1’s 52-year history, there have been 31 drivers with "car" in their names.
|
en
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Jalopnik
|
https://jalopnik.com/here-are-the-most-successful-f1-drivers-with-car-in-t-1849142507
|
On Saturday, history was made when Carlos Sainz, Jr. became just the second Spanish driver to win and take pole position at a Formula 1 grand prix. But, did you know that he was also just the sixth driver with “car” in his name to claim the front spot on the grid?
After I gave up trying to remember the five other drivers to share this honor, I went through the list of all 771 drivers to have started an F1 race and found out that there are 31 current and former racers with “car” in their name.
And that list of 31 drivers includes some pretty big names. Remember Carrol Shelby? He entered three F1 grands prix. And then there’s Carl Scarborough, who has the honor of being the only F1 driver with “car” in his name, twice.
But there are some drivers called Car who have risen above the rest and even managed to score an F1 point, or two. So, let’s take a moment to celebrate the 16 points-scoring F1 drivers with “car” in their name.
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https://racingnews365.com/every-world-champion-in-formula-1-history
|
en
|
F1 World Champions by Year | Full Historical Overview
|
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"max verstappen",
"Ferrari",
"daniel ricciardo",
"f1 live",
"f1 standings",
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"f1 results"
] | null |
[] |
2021-03-20T22:36:00+01:00
|
A list of all F1 World Championship winners by the drivers and teams. Overview of all F1 world title winners.
|
en
|
RacingNews365
|
https://racingnews365.com/every-world-champion-in-formula-1-history
|
A list of all F1 world title winners
The first World Championship of Formula One occurred in 1950, where Giuseppe Farina won the first F1 world title ever. A lot of legendary drivers have made it onto the F1 world champion driver list, such as Alain Prost, Ayrton Senna, Michael Schumacher, and many more. Currently, both Lewis Hamilton and Michael Schumacher hold the record for the most F1 world titles ever, with an outstanding total of seven championships each.
In total, there are currently 34 different F1 world title winners, with only three drivers having won five or more world championships, namely:
Juan Manuel Fangio
Lewis Hamilton
Michael Schumacher
The Youngest F1 World Title Winner
Currently, Sebastian Vettel is the youngest world champion in F1 history. He won his first F1 world title in 2010 at the age of 23 years and 134 days with the team Red Bull. The German driver is known as one of the most successful drivers in Formula One history and won from 2010 until 2013 with the same team. Vettel finished his last season in F1 at Aston Martin, retiring at the age of 36 at the end of the 2022 season.
To view all F1 world title winners, watch the overviews below.
|
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https://en.wikipedia.org/wiki/1957_Formula_One_season
|
en
|
1957 Formula One season
|
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https://en.wikipedia.org/wiki/1957_Formula_One_season
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11th season of FIA Formula One motor racing
The 1957 Formula One season was the 11th season of FIA Formula One motor racing. It featured the 8th World Championship of Drivers which was contested over eight races between 13 January and 8 September 1957. The season also included nine non-championship races for Formula One cars.
Juan Manuel Fangio driving for Maserati won his fourth consecutive championship. It was his fifth in total, a record that would not be beaten until Michael Schumacher in 2003. Especially in the latter half of the season, Stirling Moss was Fangio's main rival, but the Brit would finish runner-up for the third year in a row.[1]
Excluding the Indianapolis 500, which counted towards the F1 championship although there was very little overlap in contestants, every race was won by a constructor with their own engine. This would not happen again until 2006.
Three Formula One drivers lost their lives this year while racing in other categories. On 14 March, Ferrari driver Eugenio Castellotti suffered a fatal accident when he tested a new chassis for the team at Modena Autodrome. Trying to beat the lap record by Maserati's Jean Behra, he hit a chicane in a bad way and was thrown out of the car. A skull fracture caused his instant death.[2] On 12 May, Ferrari lost another driver: Alfonso de Portago was competing in that year's Mille Miglia when his tire blew and his car spun into the crowd. De Portago was killed along with his co-driver and nine spectators.[3][4][5] Herbert MacKay-Fraser made his debut with BRM in the French Grand Prix but was killed a week later in a sports car race at Reims-Gueux.[6]
The following teams and drivers competed in the 1957 World Championship of Drivers. The list does not include those who only contested the Indianapolis 500.
Entrant Constructor Chassis Engine Tyre Driver Rounds Officine Alfieri Maserati Maserati 250F Maserati 250F1 2.5 L6
Maserati 250F1 2.5 V12 P Juan Manuel Fangio 1–2, 4–8 Stirling Moss 1 Jean Behra 1, 4–8 Carlos Menditeguy 1–2, 4–5 Giorgio Scarlatti 2, 6–8 Harry Schell 2, 4–8 Hans Herrmann 2 Scuderia Ferrari Ferrari 801 Ferrari DS50 2.5 V8 E
P Peter Collins 1–2, 4–6, 8 Luigi Musso 1, 4–8 Eugenio Castellotti 1 Mike Hawthorn 1–2, 4–6, 8 Wolfgang von Trips 1–2, 8 Cesare Perdisa 1 Alfonso de Portago 1 José Froilán González 1 Maurice Trintignant 2, 4–5 Scuderia Centro Sud Maserati 250F Maserati 250F1 2.5 L6 P Harry Schell 1 Jo Bonnier 1, 7–8 Masten Gregory 2, 6–8 André Simon 2 Hans Herrmann 6 Ferrari 500 Ferrari 625 2.5 L4 Alejandro de Tomaso 1 Luigi Piotti Maserati 250F Maserati 250F1 2.5 L6 P Luigi Piotti 1–2, 7–8 Owen Racing Organisation BRM P25 BRM P25 2.5 L4 D Ron Flockhart 2, 4 Roy Salvadori 2 Herbert MacKay-Fraser 4 Jack Fairman 5 Les Leston 5 Connaught Engineering Connaught-Alta B Alta GP 2.5 L4 D Stuart Lewis-Evans 2 Ivor Bueb 2 Cooper Car Company Cooper-Climax T43 Climax FPF 2.0 L4 A
D Jack Brabham 2, 4, 7 Les Leston 2 Mike MacDowel 4 Roy Salvadori 5, 7 T43 Climax FPF 1.5 L4 D Roy Salvadori 6 Vandervell Products Vanwall VW 5 Vanwall 254 2.5 L4 P Stirling Moss 2, 5–8 Tony Brooks 2, 5–8 Stuart Lewis-Evans 4–8 Roy Salvadori 4 H.H. Gould Maserati 250F Maserati 250F1 2.5 L6 D Horace Gould 2, 4–8 Jo Bonnier Maserati 250F Maserati 250F1 2.5 L6 P Jo Bonnier 5 Gilby Engineering Maserati 250F Maserati 250F1 2.5 L6 D Ivor Bueb 5 R.R.C. Walker Racing Team Cooper-Climax T43 Climax FPF 2.0 L4 D Jack Brabham 5 T43 Climax FPF 1.5 L4 D Jack Brabham 6 Bob Gerard Cooper-Bristol T44 Bristol BS2 2.2 L6 D Bob Gerard 5 Bruce Halford Maserati 250F Maserati 250F1 2.5 L6 D Bruce Halford 6–8 Dr Ing F. Porsche KG Porsche RS550 Porsche 547/3 1.5 F4 ? Umberto Maglioli 6 Edgar Barth 6 Ridgeway Management Cooper-Climax T43
T41 Climax FPF 1.5 L4
Climax FWB 1.5 L4 D Tony Marsh 6 Paul England 6 Ecurie Maarsbergen Porsche RS550 Porsche 547/3 1.5 F4 D Carel Godin de Beaufort 6 J.B. Naylor Cooper-Climax T43 Climax FPF 1.5 L4 D Brian Naylor 6 Dick Gibson Cooper-Climax T43 Climax FPF 1.5 L4 D Dick Gibson 6 Francesco Godia Sales Maserati 250F Maserati 250F1 2.5 L6 P Paco Godia 6–8 Ottorino Volonterio Maserati 250F Maserati 250F1 2.5 L6 P Ottorino Volonterio 8 André Simon 8
Pink background denotes F2 entrants to the German Grand Prix
After a year and a half at Mercedes and a season at Ferrari, reigning champion Juan Manuel Fangio returned to his 1953 team, Maserati.
After introducing their first own chassis in the 1956 British Grand Prix, British Racing Motors entered three races in 1957, ahead of their first full-time season in 1958.
Gordini withdrew from Formula One after 1956. Many of their drivers, most notably Robert Manzon, had been involved with the team for multiple years but would quit the sport as well.
Scuderia Ferrari brought back one of their 1955 drivers, Mike Hawthorn.
After the season opener in Argentina, Stirling Moss moved from Maserati to Vanwall, who had not competed in the first race. He was joined by Tony Brooks, in his first full season.
Between the first and second race of the season, Ferrari driver Eugenio Castellotti suffered a fatal accident in testing.[2] Teammate Cesare Perdisa retired from the sport in reaction to the loss. Just two months later, Ferrari lost another driver, Alfonso de Portago, when he crashed in that year's Mille Miglia.[3][4][5] The team brought back one of their 1955 drivers, Maurice Trintignant.
Ex-Vanwall driver Harry Schell joined Maserati from the second race on.
From the French Grand Prix on, Stuart Lewis-Evans joined Vanwall.
After a couple of entries in previous years, Cooper increased their operations to full-time during the season. They signed future champion Jack Brabham and ex-Gilby driver Roy Salvadori, among others.
Round Grand Prix Circuit Date 1 Argentine Grand Prix Autódromo Oscar Alfredo Gálvez, Buenos Aires 13 January 2 Monaco Grand Prix Circuit de Monaco, Monte Carlo 19 May 3 Indianapolis 500 Indianapolis Motor Speedway, Speedway 30 May[a] 4 French Grand Prix Rouen-Les-Essarts, Orival 7 July 5 British Grand Prix Aintree Motor Racing Circuit, Merseyside 20 July 6 German Grand Prix Nürburgring, Nürburg 4 August 7 Pescara Grand Prix Pescara Circuit, Pescara 18 August 8 Italian Grand Prix Autodromo Nazionale di Monza, Monza 8 September
Three rounds on the provisional calendar were cancelled due to the Suez Crisis: the Belgian Grand Prix on 2 June, the Dutch Grand Prix on 16 June and the Spanish Grand Prix on 20 October.[7] The Dutch Grand Prix had been cancelled in 1956 as well. The Pescara Grand Prix was added to the 1957 calendar as a replacement.
The French Grand Prix was moved from Reims-Gueux to Rouen-Les-Essarts for a year.
The British Grand Prix was moved from Silverstone Circuit to Aintree Motor Racing Circuit, in keeping with the event-sharing arrangement between the two circuits.
Fangio chose to switch teams again, joining Maserati before the start of the season. The decision to switch proved to be a masterstroke, with Ferrari's line-up of Peter Collins, Eugenio Castellotti and the returning Mike Hawthorn failing to win a race. Castellotti and Alfonso de Portago were killed during the season (neither in Formula One crashes), making this a truly disastrous year for Ferrari.
The man Fangio replaced at Maserati, Stirling Moss, moved to Vanwall, a team beginning to fulfill their promise. Between them, Fangio and Moss won every championship race of the season except the Indianapolis 500, with Fangio taking four victories to Moss' three. Fangio's drive at the Nürburgring, where he overtook Collins and Hawthorn on the penultimate lap after a pit stop had put him nearly a minute behind, is regarded as a particularly notable one.[citation needed]
At the end of the year, it was announced Fangio would not return for another season. Maserati also pulled out, citing financial reasons. This was also the final year in which points were awarded for shared drives.
The first race of the season was in January at the Buenos Aires Autodrome in Argentina's capital city. Briton Moss took pole ahead of Fangio, Behra, and Ferrari drivers Castellotti, Collins, Musso, and Hawthorn. At the start of the race, Behra took the lead from Fangio and Castellotti. Moss was taken by surprise, and a juddering start damaged the throttle mechanism, and he pitted at the end of the first lap. While Moss sat in the pits, Castellotti led but was then overtaken by Behra. Soon afterwards, Collins worked his way to the front, but within a few laps, he was in trouble with his clutch and had to pit. This left Behra in the lead again, but Fangio soon passed him. Castelotti had lost his third position after a spin, so now Hawthorn was leading the charge, although both he and Musso would retire after a while with clutch problems. Castellotti remained the only challenge to the Maseratis at the front, but his race ended when a wheel fell off with 24 laps to go. Menditeguy and Schell were promoted to third and fourth when Castellotti went out, so Maserati started the season by romping home with a 1-2-3-4 result, with Fangio winning his 4th Argentine Grand Prix in a row ahead of Behra.
Argentina '57 would be Castellotti's last Grand Prix. He was killed testing a Ferrari at the Modena Aerodrome in March. A non-championship race was held in Syracuse on the southern Italian island of Sicily; Peter Collins won this race for Ferrari. The Pau Grand Prix, held on the city streets of the southwestern French town of Pau, was won by home favourite Behra in a Maserati, while on the same day, the Glover Trophy at the Goodwood circuit in southern England was won by Briton Stuart Lewis-Evans in a Connaught-Alta. Six days after these two events, Collins won the Naples Grand Prix. Another works Ferrari driver, Spaniard Alfonso de Portago, was killed in May while contesting the Mille Miglia sportscar race in Italy for Ferrari.
Four months after the Argentine round and several non-championship races, the teams assembled in Monaco for the second championship round of the season. Moss had joined Vanwall from Maserati, driving a car designed by Colin Chapman and financed by Tony Vandervell, a wealthy British industrialist, leaving Fangio as the undisputed team leader at Maserati. Fangio took pole position. However, Moss took the lead at the first corner with Fangio behind him, but on the second lap, Collins got ahead of the Argentine driver. Moss went off and crashed at the chicane on lap 4, and Collins swerved to avoid the crash and ended up hitting a stone wall. Fangio managed to get through without a problem, and Brooks braked hard only to be rammed from behind by Hawthorn. Only Brooks could keep going, but he was five seconds behind Fangio by the time he was up to speed again. Von Trips was third, with Menditeguy fourth and Schell fifth. Menditeguy would have to stop early for new tyres after hitting a curb, so Schell moved to fourth until his suspension broke. Brabham was next in the little Cooper with Trintignant chasing him, but the Frenchman soon dropped away with a stop to cure a misfire. After several retirements, Australian Jack Brabham was up to third, but a fuel pump failure left him to push the car to the line. He was classified sixth, and Fangio won again ahead of Brooks, Masten Gregory in a Maserati, Lewis-Evans, and Trintignant.
The Indianapolis 500 was the 3rd round of the championship, but since that race was not run to Formula One rules, no competitors who raced in Formula One raced at the Indy 500, and vice versa. The Belgian and Dutch Grands Prix, scheduled for 2 and 16 June, were both cancelled because of disputes over money affected by the Suez crisis in Egypt. This resulted in a six-week break between Monaco and the French GP, which was to be held at the Rouen-Les-Essarts public road circuit in northern France, extended from its previous layout used in 1952.
In practice, Fangio was fastest, with Behra and Musso alongside on the front row. Behind them were Schell and Collins, with the third row consisting of Salvadori, Hawthorn, and Trintignant. Behra went into the lead at the start, but Musso soon got ahead. Fangio followed in third, with Collins and Schell giving chase. Then came a fast-starting McKay-Fraser. Fangio worked his way past Behra on the second lap and took Musso for the lead on lap four. BRM suffered a setback when Flockhart seriously damaged his car in a high-speed accident, although he himself was not hurt. Collins worked his way past Behra, and the order remained unchanged at the front all the way to the flag, with Fangio winning from Musso and Collins. Behra slipped behind Hawthorn, allowing the Englishman to give the Lancia-Ferraris a 2-3-4 finish behind Fangio. McKay-Fraser's promising run ended with a transmission failure at one-third distance, but the American would not be seen again in Formula 1. He was to die a few days later in the annual Formula 2 race at the Reims public road circuit before the Reims Grand Prix, which Musso won in a Lancia-Ferrari.
The British Grand Prix was held at the Aintree circuit in Liverpool instead of at the Silverstone circuit between London and Birmingham the previous year. The Aintree circuit was located in the middle of the horse-racing course where the famous Grand National was held. Both Vanwall drivers missed the French Grand Prix and were back in action for their home race. This was to be a landmark race for British motorsports. At the start of the race, Behra took off into the lead with Moss in hot pursuit, and the Englishman emerged ahead at the end of the lap, to the delight of the partisan crowd. Brooks was third, with Hawthorn fourth and Collins fifth. There were four British drivers in the top five positions. Then came Schell, Musso, and Fangio. Moss was able to build up his lead, but the car began to sound rough, and he pitted. Behra took the lead with Brooks behind him, but the second Vanwall driver was soon called into the pits to give his car to Moss, who re-joined in ninth position. He began to work his way through the field. Behra remained ahead, with Hawthorn unable to challenge him. Then came Lewis-Evans and Collins. Moss was quickly back up to fifth. The field was thinned out by a series of mechanical failures, including Fangio and Collins. Moss caught Lewis-Evans, but on lap 69, the whole race changed when Behra's clutch exploded. Hawthorn ran over some of the wreckage and suffered a puncture. Lewis-Evans took the lead but was passed almost immediately by Moss. The dream of a Vanwall 1–2 was punctured when Lewis-Evans suffered a broken throttle linkage which dropped him to seventh place. Moss duly won the race, claiming the first World Championship victory for a British car. Musso was second, with Hawthorn third.
The Caen Grand Prix, another important non-championship Formula One race held in the town of Caen in northern France (further west of Rouen), held between the British and German Grands Prix, was won by Behra in a BRM.
At the Nürburgring in Germany, the field was as expected, with Lancia-Ferrari fielding Mike Hawthorn, Peter Collins, and Luigi Musso and Maserati running Juan Manuel Fangio, Jean Behra, and Harry Schell in their leading cars. The field was bolstered for the first time by Formula 2 machinery, which included a trio of Porsches and various Cooper-Climaxes; the length of the circuit allowed for these cars to run alongside each other.
Pole position went to Fangio, with Hawthorn, Behra, and Collins completing the front row. Then came Brooks, Schell, and Moss. At the start, Hawthorn and Collins went into a battle for the lead, with Fangio and Behra giving chase. On the third lap, Fangio passed Collins and soon took the lead. Collins then passed Hawthorn and chased after Fangio, but the Argentine driver was edging gradually away. A slow mid-race pit stop lasting 1 minute and 18 seconds (originally supposed to be 30 seconds) dropped Fangio one minute behind the two Lancia-Ferraris, but he chased back hard, broke the lap record ten times, and passed first Collins and then Hawthorn on the penultimate lap. Fangio thus won the race and his fifth World title.
Main article: 1957 Pescara Grand Prix
The cancellation of the Belgian and Dutch Grands Prix earlier in the season enabled the FIA to include the Coppa Acerbo Pescara Grand Prix in the World Championship for the first time, although it had been contested since 1924. It was held during the 1930s Grand Prix days of Mercedes, Auto Union, and Alfa Romeo and continued as a non-championship race throughout the 1950s. The 25.6 kilometres (15.9 mi) public road circuit, the longest ever used for a Formula One race (even longer than the Nürburgring), was very dangerous. Practice was limited, and Enzo Ferrari did not bother to send cars for Mike Hawthorn and Peter Collins, partly because the World Championship had already been won by Juan Manuel Fangio and partly in protest against the Italian government's moves to ban road racing following Alfonso de Portago's accident earlier in the year in the Mille Miglia. Luigi Musso managed to convince Ferrari to lend him a car and entered the race as a privateer.
Maserati's Fangio set the fastest time in qualifying, with Stirling Moss second in his Vanwall. Musso was third. The second row of the 3-2-3 grid featured the Maseratis of Jean Behra and Harry Schell, while row three had Vanwall's Tony Brooks and Stuart Lewis-Evans split by the Scuderia Centro Sud Maserati of Masten Gregory.
The weather was hot, at the start, Musso took the lead. Maserati privateer Horace Gould hit a mechanic who was slow to get off the grid. Vanwall's challenge was blunted when Brooks retired with mechanical troubles on the first lap. Moss took the lead from Musso on lap two, but the two cars remained together. Fangio ran third, but the field thinned out quickly as the hot temperatures took their toll, with Lewis-Evans losing nearly a lap because of two tyre failures and Behra suffering an engine failure. On lap 10, Musso disappeared when his engine blew, the oil causing Fangio to have a spin which damaged one of his wheels. By the time Fangio re-joined, Moss was un-catchable. Moss's lead was even able to stop for a drink and to have his oil topped up, and he won the race ahead of Fangio. Schell finished third, with Gregory fourth and Lewis-Evans grabbing fifth at the end of the race from the fourth Maserati factory driver Giorgio Scarlatti. The Coppa Acerbo was never again used for a Formula One championship race; the race was last held in 1961 as a sportscar race.
The Italian Grand Prix at Monza was held only on the road circuit without the poorly constructed concrete banking this year, as it had caused problems for the Italian constructors the year before. The track was very like the Monza of today, although without the chicanes. Ferrari was back in action for this most important of Italian races after boycotting Pescara. So it was a three-way fight between the Lancia-Ferraris, the Maseratis, and the Vanwalls. The British cars were strong, with pole position going to Stuart Lewis-Evans with Stirling Moss and Tony Brooks alongside him. Juan Manuel Fangio put his Maserati on the outside of the 4-3-4 grid while his teammates Jean Behra and Harry Schell shared row two with Peter Collins's Lancia-Ferrari. There were three more cars on row three with Wolfgang von Trips, Luigi Musso, and Mike Hawthorn alongside the Scuderia Centro Sud Maserati of Masten Gregory.
Although the Vanwalls went away from the grid at the front, Behra moved up to second on the first lap. Fangio attached himself to the train of cars ahead of him, and the five began to pull away from the rest of the field while indulging in a traditional Monza slipstreaming battle which saw the lead constantly changing between Moss and Behra. On lap seven, Fangio took the lead, but he was soon toppled in favour of Moss, Brooks, and then Lewis-Evans. On lap 20, Brooks dropped out of the fight with a sticking throttle. Then Lewis-Evans ran into trouble and pitted. This left Moss in the lead with Fangio and Behra behind him, although Behra would pit soon afterwards for new tyres. This moved Schell into third place, but he disappeared with an oil leak which meant that third was passed on to Collins. At two-thirds distance, Collins ran into engine trouble and pitted. This promoted Hawthorn to third, but a split fuel pipe dropped him to sixth in the closing laps, leaving third place to Von Trips.
Three more non-championship races were held, all of which were won by Jean Behra. The BRDC International Trophy at Silverstone in England, Jean Behra won driving a BRM; the Modena Grand Prix at the Modena Aerodrome (where Eugenio Castellotti had been killed previously) and the Moroccan Grand Prix at the Ain-Diab public road circuit in Casablanca, both won in a Maserati.
All seven FIA-mandated championship races had been won by two drivers in 1957: Argentine Juan Manuel Fangio and Briton Stirling Moss. Although Moss took over an ill Tony Brooks's car during the British Grand Prix, he won with it on the road at that event.
Round Grand Prix Pole position Fastest lap Winning driver Winning constructor Report 1 Argentine Grand Prix Stirling Moss Stirling Moss Juan Manuel Fangio Maserati Report 2 Monaco Grand Prix Juan Manuel Fangio Juan Manuel Fangio Juan Manuel Fangio Maserati Report 3 Indianapolis 500 Pat O'Connor Jim Rathmann Sam Hanks Epperly-Offenhauser Report 4 French Grand Prix Juan Manuel Fangio Luigi Musso Juan Manuel Fangio Maserati Report 5 British Grand Prix Stirling Moss Stirling Moss Tony Brooks
Stirling Moss Vanwall Report 6 German Grand Prix Juan Manuel Fangio Juan Manuel Fangio Juan Manuel Fangio Maserati Report 7 Pescara Grand Prix Juan Manuel Fangio Stirling Moss Stirling Moss Vanwall Report 8 Italian Grand Prix Stuart Lewis-Evans Tony Brooks Stirling Moss Vanwall Report
All Grand Prix races were run for Formula One cars, while the Indianapolis 500 was run for USAC National Championship cars and also counted towards the 1957 USAC Championship. The ongoing Suez crisis, which affected oil tankers delivering oil to their respective countries, affected several countries, such as the Netherlands, Belgium, and Spain. These countries were to each have Grands Prix, but they were all cancelled because of the very high oil prices in those countries.[8]
Points were awarded to the top five classified finishers, with an additional point awarded for setting the fastest lap, regardless of finishing position or even classification. Only the best five results counted towards the championship. Formula 2 cars competing in Grands Prix were not eligible for Championship points. Shared drives result in shared points for each driver if they finished in a points-scoring position, except if the driver was deemed to have completed "insufficient distance" in the finishing car (e.g. Peter Collins at the British Grand Prix). If more than one driver set the same fastest lap time, the fastest lap point would be divided equally between the drivers. Numbers without parentheses are championship points; numbers in parentheses are total points scored. Points were awarded in the following system:
Position 1st 2nd 3rd 4th 5th FL Race 8 6 4 3 2 1 Source:[9]
Pos. Driver ARG
MON
500
FRA
GBR
GER
PES
ITA
Pts. 1 Juan Manuel Fangio 1 1 1 Ret 1 2 (2) 40 (46) 2 Stirling Moss 8 Ret 1† / Ret† 5 1 1 25 3 Luigi Musso Ret 2 2 4 Ret 8 16 4 Mike Hawthorn Ret Ret† / Ret 4 3 2 6 13 5 Tony Brooks 2 1† / Ret† 9 Ret 7 11 6 Masten Gregory 3 8 4 4 10 7 Harry Schell 4 Ret† / Ret 5 Ret 7 3 5† / Ret 10 8 Sam Hanks 1 8 9 Peter Collins 6† / Ret Ret 3 Ret / 4†‡ 3 Ret 8 10 Jim Rathmann 2 7 11 Jean Behra 2 6 Ret 6 Ret Ret 6 12 Stuart Lewis-Evans 4 Ret 7 Ret 5 Ret 5 13 Maurice Trintignant 5 Ret 4† 5 14 Wolfgang von Trips 6† Ret† 3 4 15 Carlos Menditeguy 3 Ret Ret Ret 4 16 Jimmy Bryan 3 4 17 Paul Russo 4 3 18 Roy Salvadori DNQ Ret 5 Ret1 Ret 2 19 Andy Linden 5 2 20 Giorgio Scarlatti Ret† 10 6 5† 1 21 Alfonso de Portago 5† 1 22 José Froilán González 5† 1 — Jack Brabham 6 7† / Ret Ret Ret1 7 0 — Johnny Boyd 6 0 — Bob Gerard 6 0 — Cesare Perdisa 6† 0 — Jo Bonnier 7 Ret Ret Ret 0 — Marshall Teague 7 0 — Mike MacDowel 7† 0 — Ivor Bueb Ret 8 0 — Pat O'Connor 8 0 — Paco Godia Ret Ret 9 0 — Alejandro de Tomaso 9 0 — Bob Veith 9 0 — Luigi Piotti 10 DNQ Ret Ret 0 — Horace Gould Ret Ret DNS Ret Ret 10 0 — Gene Hartley 10 0 — Bruce Halford 11 Ret Ret 0 — Jack Turner 11 0 — Ottorino Volonterio 11† 0 — André Simon DNQ 11† 0 — Johnny Thomson 12 0 — Bob Christie 13 0 — Chuck Weyant 14 0 — Tony Bettenhausen 15 0 — Johnnie Parsons 16 0 — Don Freeland 17 0 — Ron Flockhart Ret Ret 0 — Hans Herrmann DNQ Ret 0 — Les Leston DNQ Ret 0 — Eugenio Castellotti Ret 0 — Jimmy Reece Ret 0 — Don Edmunds Ret 0 — Johnnie Tolan Ret 0 — Al Herman Ret 0 — Fred Agabashian Ret 0 — Eddie Sachs Ret 0 — Mike Magill Ret 0 — Eddie Johnson Ret 0 — Bill Cheesbourg Ret 0 — Al Keller Ret 0 — Jimmy Daywalt Ret 0 — Ed Elisian Ret 0 — Rodger Ward Ret 0 — Troy Ruttman Ret 0 — Eddie Russo Ret 0 — Elmer George Ret 0 — Herbert MacKay-Fraser Ret 0 — Jack Fairman Ret 0 Drivers ineligible for Formula One points because they drove with Formula Two cars — Edgar Barth 12 — Brian Naylor 13 — Carel Godin de Beaufort 14 — Tony Marsh 15 — Umberto Maglioli Ret — Paul England Ret — Dick Gibson Ret Pos. Driver ARG
MON
500
FRA
GBR
GER
PES
ITA
Pts.
Key Colour Result Gold Winner Silver Second place Bronze Third place Green Other points position Blue Other classified position Not classified, finished (NC) Purple Not classified, retired (Ret) Red Did not qualify (DNQ) Did not pre-qualify (DNPQ) Black Disqualified (DSQ) White Did not start (DNS) Race cancelled (C) Blank Did not practice (DNP) Excluded (EX) Did not arrive (DNA) Withdrawn (WD) Did not enter (cell empty) Text formatting Meaning Bold Pole position Italics Fastest lap
Italics indicate the fastest lap (1 point awarded – point shared equally between drivers sharing fastest lap)
Bold indicates pole position
† Position shared between more drivers of the same car
‡ Too few laps driven to receive points
Only the best five results counted towards the championship. Numbers without parentheses are championship points; numbers in parentheses are total points scored.
1 – Ineligible for Formula One points because he drove a Formula Two car.
The following Formula One races, also held in 1957, did not count towards the World Championship of Drivers.
Race name Circuit Date Winning driver Constructor Report VII Gran Premio di Siracusa Syracuse 7 April Peter Collins Lancia-Ferrari Report XVII Pau Grand Prix Pau 22 April Jean Behra Maserati Report V Glover Trophy Goodwood 22 April Stuart Lewis-Evans Connaught-Alta Report X Gran Premio di Napoli Posillipo 28 April Peter Collins Lancia-Ferrari Report II Grand Prix de Reims Reims 14 July Luigi Musso Lancia-Ferrari Report V Grand Prix de Caen Caen 28 July Jean Behra BRM Report IX BRDC International Trophy Silverstone 14 September Jean Behra BRM Report V Gran Premio di Modena Modena 22 September Jean Behra Maserati Report VI Grand Prix de Maroc Ain-Diab 27 October Jean Behra Maserati Report
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1957 Maserati 200Si
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One of 28 200S/SI chassis constructed by Maserati between 1956 and 1958 Driven by John Fitch to multiple class victories in the 1957 and 1958 racing seasons Loaned to Camoradi for the 1960 Cuban Grand Prix, in which it was driven by Dan Gurney Retained, in unrestored state, from 1978 until 2007 by the Fielding family of Forres, Scotland One of only a handful of 200S/SI chassis
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https://www.classicdriver.com/sites/default/files/favicon.ico
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https://www.classicdriver.com/en/car/maserati/200si/1957/907943
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One of 28 200S/SI chassis constructed by Maserati between 1956 and 1958
Driven by John Fitch to multiple class victories in the 1957 and 1958 racing seasons
Loaned to Camoradi for the 1960 Cuban Grand Prix, in which it was driven by Dan Gurney
Retained, in unrestored state, from 1978 until 2007 by the Fielding family of Forres, Scotland
One of only a handful of 200S/SI chassis to retain its numbers-matching engine and body
Eligible for numerous vintage events including the Mille Miglia Storica, Le Mans Classic, and Goodwood Revival
“The 200SI was one of the best handling front-engined, drum-braked racing cars from that period. It was wonderful to hang on in curves with it, and it clearly followed your line. It was a pleasure to drive.”
John Fitch
Although occasionally still achieving respectable results with their aging A6GCS, by 1954 Maserati had acknowledged its creeping obsolescence and were simultaneously developing their new 150S and 200S models as suitable replacements. Somewhat illogically designated the Tipo 53 and Tipo 52, respectively, both shared broadly similar conventional tubular chassis, as well as 1.5- and 2-liter versions of the same all-new, twin-plug four-cylinder engine. Front suspension on both models was via conventional double wishbones and coil springs, although the 150S employed a De Dion tube and transverse leaf-spring arrangement at the rear while the 200S—initially at least—used a live axle. However, following complaints from early 200S customers, rear suspension on all but the first few cars was subsequently modified to mirror that of its smaller sibling.
Development of the 200S proved troublesome, with transmission problems plaguing the car in longer distance and road racing events. However, wins in 1956 for Jean Behra at the Gran Premio di Bari and Gran Premio di Roma salvaged considerable pride, as did Stirling Moss and Cesare Perdisa’s fine 2nd place to Mike Hawthorn and Peter Collins’ Ferrari 500 Testa Rossa in that year’s Supercortemaggiore at Monza. The move to Appendix C regulations for 1957 precipitated the car’s transformation into 200SI, or Sport Internazionale, guise—a move which saw such cars fitted with a full-width windscreen, two functioning doors, provision for a spare wheel, and a somewhat makeshift fabric top to ensure compliance.
RUNNING WITH THE EAST COAST SCCA FRATERNITY
One of just 20 200SI-specification cars constructed, chassis 2427 was completed at Maserati’s fabled Modena works on 9 August 1957. As with all but five 200S/SI chassis, it was constructed with the later, and more attractive, Fantuzzi coachwork; the car was further specified with Jaeger instruments, Cibie headlights, and Pirelli-shod Borrani wire wheels. It was originally imported by United States concessionaire Maserati Corporation of America on behalf of its first owner, New York-based philanthropist and respected art authority Vincent Dyckman Andrus. The car was destined to be driven by road racing legend John Fitch—by this time a winner of both the Sebring 12 Hours and the RAC Tourist Trophy—principally in East Coast SCCA events.
Fitch’s first competitive outing in 2427 was in the Queen Catherine Cup at Watkins Glen on 21 September 1957, in which he finished a promising 4th, and 1st in class, with Bob Holbert’s Porsche 550RS victorious. The following weekend, both Fitch and Maserati travelled to Bridgehampton, where the 25-lap SCCA feature race included no less than four Briggs Cunningham-entered Jaguar D-types, and Phil Hill in a Ferrari 857S. Against formidable opposition, Fitch finished 5th, and once again took a class victory, with Walt Hansgen securing overall honors for Cunningham.
In December 1957, Fitch and 2427 headed south for the popular International Bahamas Speed Week; the car now sported a new white-with-blue-underbelly color scheme in place of its previous red. A preliminary five-lap heat for the Governor’s Trophy race yielded an excellent 2nd overall and 1st in class behind Ed Crawford’s Porsche 550RS—and ahead of similar cars driven by the Rodriguez brothers, and Olivier Gendebien’s Ferrari 500 TRC—but the feature race itself ended in retirement. However, the Nassau Memorial Trophy race the following day provided the most significant result of the car’s career, with Fitch finishing 3rd overall—and 1st in class yet again—beaten only by Stirling Moss’ Scuderia Buell Ferrari 290MM and Ritchie Ginther’s fearsome 5-liter John Edgar-owned Ferrari 410 Sport.
The East Coast SCCA fraternity reconvened on 27 April 1958 at Lime Rock Park, Connecticut, although in the 20-lap under 2-liter race, Fitch could manage only 2nd overall (and 2nd in class) to Gaston Andrey’s Ferrari 500 TRC. However, normal service was resumed when the pair returned in June, with Fitch finishing 4th overall, and 1st in class once again, in the feature 40-lap Sports Car Race, behind Walt Hansgen’s new Lister-Jaguar, Bob Oker’s Aston Martin DBR2, and Holbert’s Porsche 550RS.
By mid-1958, Fitch was evidently at a crossroads with 2427. In terms of pace, he was, unsurprisingly, some distance away from the newer and more powerful Cunningham Listers, yet in his own class he was virtually unchallenged. Inquiries were made as to the cost of a new, factory-built 2.5-liter engine, although his (and Andrus’) subsequent decision to offer the car for sale suggests that either they thought better of the idea, or that the cost was prohibitive. Either way, the July SCCA meeting at Lime Rock marked Fitch’s final outing in the car; his 3rd overall and final class win behind the two Cunningham Listers of Crawford and Hansgen ensured that the pair signed off on a high.
2427 HEADS SOUTH
In September 1958, 2427 was advertised for sale by Carroll Shelby Sports Cars Inc.; the car was purchased shortly thereafter by Floridian John J. Packo, who had previously campaigned a Lotus XI in local SCCA events. However, despite reinstating the original red paintwork, “J.J” apparently raced the car only once, at Boca Raton in March 1959, where he finished 2nd in the Preliminary race to Lucky Casner’s Ferrari 250 Testa Rossa and then 3rd in the feature race behind the similar cars of Jim Hunt and E.D. Martin.
As competitors on track, Packo and Casner—proprietor of the ambitious Camoradi team—had forged a close friendship, and when one of Casner’s two Maserati Tipo 61 Birdcages failed to materialize for the Cuban Grand Prix of February 1960, it was Packo who generously stepped in and lent the team his car. Duly entered by Camoradi, and with no lesser driver than Dan Gurney at the wheel, 2427 unfortunately retired in the race, although not before sharing track time in the rarefied company of winner (and Camoradi teammate) Moss, Maurice Trintignant, Jack Brabham, Carroll Shelby, Masten Gregory, and both Rodriguez brothers.
THE PRIDE OF COLLECTORS WORLDWIDE
Having been advertised for sale in February 1963, this car was duly purchased by emerging Ferrari and Maserati collector Carl Bross of Bloomfield Hills, Michigan; it was a stablemate to his ex-Moss, 1956 Italian Grand Prix-winning 250F. However, after Bross’ death in 1971, much of his collection, including 2427, passed to Anthony Bamford of Rocester, United Kingdom, before joining the collection of discerning Scottish Maserati enthusiast Ray Fielding in 1978. Exhibited for many years in the Doune Motor Museum near Falkirk, Scotland, the car remained in the Fielding family for almost three decades, and remerged in highly original condition before being sold to Anton Bilton, of London, in July 2007.
In late 2007, 2427 was entrusted to renowned restorers GPS Classic of Soragna, Italy, who embarked on an overhaul of its the chassis, numbers-matching engine, and gearbox with the objective of preparing the car for vintage racing. The restoration of its highly prized original body, meanwhile, was entrusted to Quality Cars of Padova. Duly completed and resplendent once again in its original color, it made its post-restoration debut in the 2008 Mille Miglia Storica. However, Bilton kept the car only briefly, selling it to Dr. Wolf Zweifler of Munich, Germany—who has owned a remarkable series of Maseratis from this wonderful era—in July 2008. Dr. Zweifler campaigned the car extensively over the next few years, including several participations in the Ferrari Maserati Challenge, 2009 Mille Miglia Storica, and the 2010 Le Mans Classic, before selling the car.
After its acquisition by Oscar Davis in 2012, Leydon Restorations of Lahaska, Pennsylvania began the painstaking task of bringing 2427 back to its as-built mechanical and cosmetic specification. The safety structure previously added was removed, interior panels were reworked to their original appearance, and original components were refitted—all to return this Maserati to its original 1957 presentation. It has remained in the Oscar Davis Collection ever since.
Although the Maserati 200S/SI did little to distinguish itself in contemporary European long-distance events, it proved highly effective in shorter-format races in North America—a fact underlined by John Fitch’s considerable achievements driving this particular car. However, the impressive competition record of 2427 is but one facet of its remarkable life; its subsequent enjoyment, preservation, documentation and restoration by some of the world’s most discerning collectors being no less noteworthy. Its impressive provenance is substantiated by an accompanying history file containing copie
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MELBOURNE ALBERT PARK CIRCUIT
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Albert Park first opened as a Motor racing circuit in 1953, The Australian Grand Prix was also hosted at the track that year.
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en
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speedwayandroadracehistory
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http://www.speedwayandroadracehistory.com/melbourne-albert-park-circuit.html
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1953 - ALBERT PARK AUSTRALIAN GRAND PRIX 21st November 1953
Albert Park first opened as a Motor racing circuit in 1953, The Australian Grand Prix was also hosted at the track that year.
1953 - DOUG WHITEFORD
Doug Whiteford driving his Lago Talbot has outclassed the entire field to win the very first motor racing event at this Melbourne street circuit.
This 36 year old Victorian had just won his third Australian Grand Prix in 4 years.
He drove the French built Lago Talbot car in which he also won Bathurst in last year.
It was a comfortable win in the end, By 5 laps in-fact after a tight race with Stan Jones who retired after 55 laps of 64.
Gordon Dobie recalls: The 1956 event sponsored by the Argus Newspaper, The first Australian Newspaper to print colour photos, The paper was purchased by the owner of the Herald and Weekly Times, Sir John Williams and immediately closed it down.
Williams then led a campaign in the 1950's which resulted in racing at Albert Park being banned for the next 38 years.
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dbpedia
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https://sportscardigest.com/1957-sebring-12-hour-grand-prix-race-profile/
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Race History, Profile and Photos
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[] |
[] |
[
""
] | null |
[
"Louis Galanos"
] |
2011-03-04T14:00:19+00:00
|
Profile of the 1957 Sebring 12 Hour Grand Prix of Endurance road race, including race history, more than 45 period racing photos and more.
|
en
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/wp-content/uploads/fbrfg/apple-touch-icon.png
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Sports Car Digest
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https://sportscardigest.com/1957-sebring-12-hour-grand-prix-race-profile/
|
1957 Sebring 12-Hour Grand Prix Race Profile – “El Chueco” Rides A Hot Seat
Story by Louis Galanos
In 1957 Sebring was holding only its sixth installment of the 12-hour race. With the growing popularity of sports car racing in post World War II America, the event was finally coming into its own since its creation by impresario Alec Ulmann in 1952.
To many sports car fans in America at that time the Sebring race was second only to the 24-Hours of Le Mans. The fact that it was the only event in North America that qualified for points toward the Federation Internationale de l’automobile (FIA) World Sportscar Championship (WSC) didn’t hurt. As a result, Sebring became the premier sports car event in the U.S. and a must-attend if you were an aficionado of sports car racing.
Always on the look out to help promote Florida, and tourism, the then governor of Florida, Leroy Collins, proclaimed March 18-23, 1957 as International Sports Car Race Week thus gaining additional media attention for the event at Sebring.
Not everyone in Florida was thrilled with all the hoopla surrounding the Sebring event. Bernard Kahn, sports editor for the Daytona Beach Morning Journal, had a few choice words in his regular newspaper column about the Sebring 12 hour race and the folks who raced there.
In his writings Mr. Kahn did recognize the obvious talents of driving “artists” like four-time world driving champion Juan Manuel Fangio (affectionately known as “El Chueco” or knock-kneed by his fans) and British driving ace Stirling Moss. However, Mr. Kahn referred to many of the lesser known drivers at the Sebring event as that “nameless number of café society snobs trying to get their kicks by being ‘sportsmen’ for a day.”
This “snobbish” remark was obviously designed to appeal to the large numbers of NASCAR fans who lived and worked in the Daytona area and may have resented anyone who drove a “furrin” automobile.
Besides the governor of Florida, the folks in New York and Detroit were also well aware of the significance of this race. For weeks national newspapers, magazines and wire-services fed the public’s interest by reporting on the international celebrities who would attend the Sebring race in 1957 or drive in it, like the Marquis de Portago of Spain and Count Wolfgang von Tripps of Germany.
Of the several media stories making the rounds about this year’s race was that General Motors Chevrolet Division would challenge the European dominance of this event by entering four Corvette sports cars (two modified & two production). In this group would be a radically new car made of lightweight materials.
General Motors interest in the Sebring race was purely business. There was a mantra taking hold in Detroit back then that went something like this, “Win on Sunday, sell on Monday.” With that in mind the folks at GM arrived at the track in early March for some testing. One of those cars undergoing tests and a shakedown was a magnesium-alloy bodied Chevrolet Corvette Super Sport (SS.) It was equipped with a 4,638 c.c. engine with lightweight aluminum heads that produced 30 more horsepower (315) than the production Corvette and with 1000 fewer pounds. The power plant on the SS would have the largest displacement of any car to race at Sebring that year.
Paul O’Shey, who was scheduled to drive one of the GM team Corvettes in the race, commented that the power-to-weight ratio on the Corvette Super Sport or “space-frame Vette” was such that you could burn rubber in all four gears.
This ‘concept car’ was the brainchild of Chevy competition director Zora Arkus-Duntov who was now the Director of Performance for General Motors. History would later refer to Duntov as the “Father of The Corvette”.
In addition to this elegant metallic-blue Corvette SS there was a practice SS built that was equipped with the less powerful standard Corvette engine and painted with a large letter “P” on the body. Also, the body was plastic and not magnesium and looked so shabby, when compared to the other car, that it got the dubious moniker of “mule”. However, it was very fast and in the days prior to the race other drivers were constantly peppering Duntov for a chance to drive one of the SS’s.
Not wanting to risk having another driver wreck the one-of-a-kind magnesium-bodied concept Vette he allowed a selected few to drive the “mule”. After finishing practice in their Maserati team cars both Juan Fangio and Stirling Moss were allowed by Duntov to take a courtesy run in the practice car.
Fangio got into a car he has never driven before and on his first two laps broke the course record of 3:29.7 set the previous year by Mike Hawthorn of England in a Jaguar. On the third lap Fangio broke the course record by almost three seconds (3:27.4). Not to be outdone by his team-mate, Stirling Moss also broke the 1956 record with a time of 3:28 in the Corvette. When John Fitch, who was the designated SS driver for the race, took the “mule” out for a run the best he could do was get a couple of seconds closer to the course record but not break it.
When Fangio returned to the pits he was ecstatic. He claimed he could have gone at least two seconds faster “if he had tried.” This was an obvious testament to the driving skill of one of the greatest, if not the greatest, driver who ever lived. Note: According to Sports Illustrated magazine, General Motors representatives had been in negotiations with Fangio to drive the new Corvette SS at Sebring up to a week before the race. They were offering what some say was a “huge” amount of money. However, Fangio felt the car was too new and untested and he decided to stay with Maserati. GM also had similar talks with Moss.
The Duntov folks tried to keep quiet the news that an American car had broken the track record so resoundingly. But the word got out and as both the foreign and domestic drivers were arriving at the track for practice the next day the main topic was that an American Corvette had broken the track record. The press descended on the Corvette pits but both the drivers and crew were uncharacteristically mum with no one willing to comment. It was assumed that Duntov had ordered everyone to keep quiet until he was ready to go public with the news.
This didn’t stop the media from reporting it as an “unconfirmed story” and this fueled speculation that an American car had a chance to end European dominance of the premier sports car racing event in America. This might have encouraged undecided race fans to attend and possibly witness history in the making. Besides watching the new Corvette in action was reason enough to attend.
1957 Sebring 12-Hour Grand Prix – Race Profile Page Two
The other major story in international racing news that year was the defection of world champion Juan Fangio from the Ferrari team to drive for arch-rival Maserati. Fangio had won for Ferrari at Sebring the previous year in a Ferrari 860 Monza with co-driver Eugenio Castellotti.
Speculation abounded as to why Fangio would leave the Ferrari team of his own volition. Everyone knew that the only way you leave Ferrari is if Enzo Ferrari personally fired you. Some wrote that Fangio had a history of not staying long with any particular team and the thought of driving the new 4.5 liter Maserati V8 brute of a car was too much to resist.
This turned out to be the case. In their successful attempt to lure Fangio from the Ferrari ranks the Maserati factory offered to supply him with no less than six brand new race cars for testing. Each of those cars would cost, in today’s dollars, between $170,000 and $190,000 each. The car he picked was the one he eventually drove to victory at Sebring in 1957.
Maybe Fangio’s only reason to leave Ferrari was that he was just looking for a better car to drive than Ferrari had in its stable and maybe not. For the moment let’s take a look at what happened at Sebring the previous year (1956). Fellow countryman Carlos Menditeguy, who was second only to Fangio in popularity in Argentina, was driving for factory Maserati while Fangio was with Ferrari. During the race Menditeguy missed the first turn in the Esses and flipped his car which landed upside down trapping him (no roll bars in those days).
He was badly injured and bleeding from cuts and head injuries but the corner workers were able to extract him from the car and eventually he was dispatched to Weems Hospital in Sebring.
Fangio and co-driver Eugenio Castellotti went on to win the race in their Ferrari 860 Monza and after the awards ceremony Fangio immediately went to the hospital to be with Menditeguy.
Seeing what terrible shape Carlos was in Fangio made the decision to stay by his bedside until Mrs. Menditeguy could arrive from Argentina. All the while Fangio was talking to doctors, hospital and Maserati officials to see if Carlos could get transferred to a hospital specializing in the kind of trauma that Carlos had experienced. At the time Menditeguy’s injuries were considered life threatening and Fangio was deeply concerned for his friend.
After Mrs. Menditeguy arrived her husband was transferred to a hospital in Palm Beach where x-rays showed he was suffering from two skull fractures. All during these trying days Fangio received numerous and sometimes angry telegrams from Ferrari in Modena requesting his presence to prepare for the next race. It was during this time that the relationship between Fangio and Ferrari began to sour.
Alec Ulmann was well aware of what Fangio was risking by staying with his friend and had referred to his actions as, “a remarkable act of sportsmanship.” Carlos Menditeguy eventually recovered from his injuries and raced for several more years. He retired from racing after competing in the Argentine Grand Prix in 1960.
Following the defection of Fangio to Maserati the burden for winning for Ferrari at Sebring fell on the shoulders of the 26-year-old Castellotti. On the 14th of March 1957, Castellotti was testing a new Ferrari car that was designed to compete with the new 4.5 liter Maserati that Fangio would drive.
In a private testing session, attended by Enzo Ferrari, at the Modena Autodrome in Italy a signal was given for Castellotti to pick up the speed but coming into a curve he lost control and the car impacted heavily. His body was thrown three hundred feet from the car. His tragic death from a skull fracture just one week before the Sebring race cast a somber mood over the team.
Probably due to his enormous world-wide popularity neither the Ferrari officials nor their drivers at Sebring that year would officially comment about Fangio’s defection to Maserati. However, that didn’t stop some of them from putting in their two cents regarding the new 4.5 Maserati that Fangio and Frenchman Jean Behra would drive.
Ferrari factory driver Alfonso de Portago, driving the #12 Ferrari 315 S (Sport), was very blunt when asked if he thought the Maserati “four-five” would last the race. “No I don’t,” he said.
Ferrari team leader Peter Collins, driving the #11 Ferrari 315 S, had little confidence in the four-five when he said, “It (the Maserati) hasn’t held together yet.” That was a reference to the first race of the season in Argentina that Ferrari had won after the new Maserati had retired.
There probably hasn’t been a Sebring race run that didn’t include some drama both on and off the track and 1957 was no exception.
Just days before the race the F.I.A. issued an appendix to its rules concerning the race, mandating that during the first tire change a team had to use the spare tire that all cars were required to carry.
This didn’t affect the Corvettes and some other cars but for Ferrari and Maserati it was the “kiss of death” because on their cars the wheels on the front and rear of the cars were of different sizes. So, if you came into the pits with a damaged wheel or flat tire and your spare didn’t match the size of the wheel to be replaced you were prohibited from changing the wheel. You would then have to withdraw your car from competition.
Ferrari team leader Peter Collins, a representative from Maserati and Alec Ulmann then met to discuss the problem. Collins, who was very knowledgeable about FIA rules, told the press that the new appendix was in violation of FIA’s own rules concerning how such changes were adopted. Supposedly such changes had to be approved unanimously by all the competitors or it couldn’t be put into effect. It is assumed that this argument carried the day with the FIA.
The ever-vocal Collins had a few choice words to say about the use of 55 gallon oil drums to outline the course and turns at Sebring. He protested that they should be “banned” and their use was “very, very dangerous…” Despite this complaint oil drums were used at Sebring for several more years.
1957 Sebring 12-Hour Grand Prix – Race Profile Page Three
Considering the press coverage the race was getting it was apparent to all that the Sebring 12-hour event was finally coming into its own since it was created by Alec Ulmann in 1952. Since that first event it has gained in popularity each year and 1957 would see a record crowd of 30,000 in attendance at the 5.2 mile road course laid out over the landing strips and taxi-ways of the old B-17 bomber base formerly known as Hendricks Field.
The town of Sebring, population 7,000 in 1957, benefited economically each year from the event but there was the expected group of locals who resented this annual invasion and disturbance of the peace by all those loud cars and milling strangers who didn’t speak “American.”
Some residents objected to the factory Ferrari cars being housed at the Pontiac dealership and the Maserati team housed at the Weaver Auto Parts garage in the heart of Sebring. The garage owners, however, didn’t mind the rental fee they were paid. To some locals having those teams in the heart of Sebring only added to the congestion downtown during the week before the race and the fact that some of these unlicensed and unmuffled race cars were driven the seven miles to and from the track during the days before the race upset a few residents. For the most part the citizens of Sebring welcomed the newcomers because it literally put Sebring on the map for one week of the year.
Added to the complaints by some of the older folks was the fact that the young ladies of Sebring thought that many of the Italian drivers and mechanics were “cute.” Maybe they should have put up a sign in town for the locals to “Lock up you wives and daughters.”
Some of the Ferrari and Maserati race cars were driven by mechanics and drivers from the downtown to the track and back along a stretch of highway today known as Kenilworth Boulevard. If you drove the rather desolate road back then you couldn’t help notice several abandoned housing developments that were left over from the Florida real estate boom of the 1920’s. All that was left from those heady times were the dilapidated gates and faded signs marking someone’s dream of life in paradise.
There was a rumor circulating at the track that the local police had arrested Ferrari driver Alfonso de Portago and had taken him to the police station. It seems that the Spanish Marquis was going a little too fast in town and when stopped he tried to feign ignorance of local speed limits by not speaking English, despite the fact that he was fluent in several languages including English. Only with the help of Alec Ulmann and a pile of cash was he released lest he spend race day in the “hoosegow.” Unfortunately this was de Portago’s last Sebring because he would die tragically at the Mille Miglia less than two months later when his car left the road at high speed killing him, his co-driver and a number of spectators including several children.
Many of the fans attending the only FIA sanctioned sports car race in North America traveled great distances in an era when Interstate highways like I-95 and I-75 didn’t exist. Automotive license tags from just about every New England state could be seen on cars in the spectator enclosure on race day and some West Coast tags were also seen. Added to this was a hoard of foreign cars, especially Jaguar automobiles, and for some reason the Jag drivers would give each other a modified salute every time their cars would cross paths.
Sports car clubs from around the nation were there with early arrivals already staking out an enclosure for their members who might arrive late. Probably the largest contingent was the Miami Sports Car Club who came to see several of their members who had entered the race. As with many of the clubs, banners and club flags announced their viewing area. Some spectators and club members would even show up with a truck load of scaffolding to build elaborate viewing stands that would need a building permit in today’s world.
As anyone who ever attended a Sebring race during that era will tell you, the event was as much an endurance event for spectators, especially at Sebring, as it was for the cars and drivers entered. The record crowd in 1957 only added to the perennial problem of long lines for bathrooms, food, drinks and everything else.
But, this didn’t stop the crowd from having a good time and the race organizers would sometimes turn a blind eye to the wild parties that would be legendary for years to come. The police who provided security in the spectator area seemed more concerned over the dogs that some spectators would smuggle into the track. In the past loose dogs were serious problems with some crossing the track in the middle of the race. In 1957 one officer had to threaten to shoot an owner’s dog if he didn’t keep it on a leash.
Sebring was a great place to show off your car to others who owned the same make and show off yourself if you were so inclined. Hats and outfits of all kinds were in vogue at Sebring in 1957 with one woman parading around the spectator enclosure wearing a broad-brimmed straw hat with a large stuffed pheasant mounted on it. A male spectator was seen walking around with a Nassau policeman’s “topee” helmet on his head.
As was to be expected numerous young women paraded around in skimpy shorts and tops or in two-piece swimsuits with some coming close to bikini standards. None of these outfits went too far lest the local constabulary take an interest in them. However, in the city of Sebring the French Renault team was housed at the Kenilworth Lodge. Some of the drivers were women and one, Mademoiselle Gilberte Thirion, decided to take advantage of the warm Florida weather by wearing her very skimpy French bikini to the hotel pool. This made several hotel employees and guests do a double-take. One can only guess what happened at the hotel once the word spread through the town.
1957 Sebring 12-Hour Grand Prix – Race Profile Page Four
Race day, March 23, 1957, dawned clear and sunny which seemed like heaven for all the sports car aficionados who had come down from the frozen northeast.
Early risers, who camped out at the track, began the familiar trek to the restrooms to try and beat the crowds and be the first to use the facilities before they got too nasty. Some experienced hands were seen even carrying their own toilet paper supplies.
There were already lines of cars at the front gates of the raceway as fans hoped to get in to the track, parked and in viewing position prior to the 10 a.m. start.
By 8 a.m. activity began to build in the paddock and on the grid as pit stewards arrived and mechanics began to do some last minute checking of engines and suspensions.
At 8:30 a.m. a driver was seen going up and down the pit lane muttering expletives and looking into each pit stall. His helmet had been misplaced and he was desperate to find it. He eventually did.
By 9 a.m. the public address system in the pit area was cranking out one announcement after another. Pit stewards are ordered repeatedly to begin moving spectators and “unauthorized personnel” from the pit area.
The throaty and distinctive roar of Ferrari and Maserati engines could be heard as mechanics began warming up engines. Fangio could be seen talking to Behra, who would take the first turn at the wheel of their 450 S Maserati. Mechanics began to move the cars to the “stalls” on the starting grid in preparation for the Le Mans-style start.
Gene Bussian, a 21-year-old, had traveled from Illinois to be the Chief Porsche Pit Steward at the Sebring race. He had been recruited for the job by Chief Steward Tex Asche because he knew a bit of the German language.
He remembers the atmosphere in the pits and on the grid that day. The drivers were in an upbeat mood and devoid of the tension found in today’s races. Back then racing was still a gentleman’s sport and drivers often treated each other as good friends instead of competitors. Sometimes this convivial attitude would get out of hand. During the opening ceremonies of the 1956 Sebring race a group of drivers surrounded the female majorettes of the Sebring High School Band stopping the entire band in the midst of their marching and playing. Everyone had a good laugh and the band eventually was allowed to continue.
A small crowd of photographers was snapping away at the Renault Dauphine pits. It seemed that the women drivers, who were scheduled to drive one of the three 845 cc (smallest engines in the race) Renault Dauphines this year, were posing for the press. Only one or two photographers could be seen at the Corvette and Maserati pits. I guess that John Fitch and Juan Fangio were not as pretty as the French women.
Near the Renault pits were the four factory Lotus-Elevens brought over from England by Colin Chapman. Chapman had an innovative way of financing the Factory Lotus team effort at Sebring this year. All four entries were pre-sold to American customers. If you had purchased one of the cars you got to drive it at Sebring in 1957. However, you couldn’t take possession of the car until after the race. During the race the car was a “Factory Lotus.” After the race the car was yours or what was left of the car was yours.
With minutes remaining Alec Ulmann conducted a driver’s meeting by opening with the statement, “You are all experienced drivers so you don’t need any briefing….” He then went on at length to brief them about passing, looking out for slower cars and so on. In what some will laugh about later he announces that Ferrari had “erroneously” entered engine displacements for their #11 and #12 Ferrari 315 S cars. With pressure from FIA the Ferrari folks had come clean. The actual engine displacement on the two cars was 3800 cc’s and not 3442 cc’s. This announcement received a chorus of boos and whistles from the assembled drivers much to the embarrassment of Ferrari drivers Collins, Trintignant, de Portago and Musso.
1957 Sebring 12-Hour Grand Prix – The Start
Thirty seconds before the 10 a.m. race start Chief Starter Joe Lane began the countdown. At zero the flag dropped and the drivers sprinted the short distance to their cars.
Peter Collins in the #11 Ferrari was first away with Moss not far behind but the 3-liter engine on Moss’s #20 Maserati 300 S sputtered for a brief moment and Collins gained a commanding lead. The rest of the field followed with the tiny Renault Dauphines bringing up the rear. By the end of the first lap Collins was ten seconds ahead of Moss with Behra in the Maserati 450S not far behind.
Within the first hour the new and relatively untested Corvette SS began to experience brake trouble and pitted to have them checked and for new tires. A Cunningham Jag driven by Bill Lloyd was out with engine problems as Collins continued to lead with Behra now in second place just seconds behind Collins. Stirling Moss was third in his 3.0 Maserati, Portago fourth in his Ferrari 315 S, fifth was Masten Gregory in his Ferrari 290 S and sixth was Phil Hill’s Ferrari 290 MM.
Behra broke the old course record with a time of 3:24.5 in pursuit of Collins and finally takes the lead on the 19th lap. John Fitch had already made two pit stops in the Corvette SS and was now stranded on the race course with a burned-out coil. He made the repair himself in 30 minutes and returned to the race 20 laps behind the leader.
During the second hour of the race the heat began to take its toll on car and driver alike. The Maserati 150 S of Jo Bonnier and Giorgio Scarlatti blew an engine and retires. Jean Behra was still in the lead by one minute over Collins with Portago, Moss, and Gregory rounding out the top five.
Phil Hill brought in the #14 Ferrari 290 MM ahead of schedule with electrical problems. It could have been a faulty generator or voltage regulator and it caused the battery to weaken and die. He later told Bill Grauer, recording the race for Riverside Records, that the Ferrari brakes needed a lot of muscle to engage. He trained for this by doing deep knee bends with 100 pounds on his back. He said the other Ferrari drivers were always complaining about the brakes but he was not having any problems. Hill felt that Ferrari may have been the last race constructor to go to any kind of brake booster.
During the third hour tragedy struck as Chicago Driver Bob Goldich, who drove the #39 Arnolt Bristol for Team Arnolt, went into the Esses too fast and flipped his car several times. He died instantly of a skull fracture and broken neck. Later, team owner Stanley H. “Wacky” Arnolt withdrew the rest of the team in honor of Goldich. This marked the first death of a driver in the history of Sebring race. There was talk in the pits that Goldich may have hit one of those “dangerous” 55-gallon oil drums and this caused him to wreck.
At 1:15 p.m. Behra entered the pits and finally turned the car over to Fangio. During his three hours in the car he broke the course record several times and at this point had a fairly large lead. Moss was second, Collins was third, Portago fourth and Carroll Shelby’s 2.5 liter Maserati was fifth.
1957 Sebring 12-Hour Grand Prix – Race Profile Page Five
By 3 p.m. there were 15 cars officially withdrawn with one of them being the Corvette SS. Word was that persistent overheating problems led to the withdrawal. The official records showed the cause to be failed rear suspension. There were also two more cars in the pits for lengthy repairs. Fangio was still in the lead and Moss finally decided to turn his car over to his co-driver, Harry Schell. After waiting for 5 hours Schell was probably wondering if he would ever get a chance to drive. Lou Brero brought his #15 Ferrari 290 S into the pits and collapsed due to the heat. Masten Gregory took over. Brero recovered and returned later.
The burning sun and relentless heat were taking their toll on the spectators with many seeking any shady spot they could. Several of the concession stands temporarily ran out of cold beverages. Literally hundreds and hundreds of empty drink cups littered the ground in the spectator enclosure and the 55 gallon oil drums being used as trash receptacles were overflowing.
At 3:19 p.m. Portago brought in his #12 Ferrari 315 S with serious brake trouble. The mechanics couldn’t seem to remedy the problem and the car returned to the race with Luigi Musso at the wheel. Portago said the car has “no brakes.” Right before 4 p.m. Hawthorn brought in his D-Jag for a remarkably quick 6-minute brake change. Remarkable when you consider they had to reline the brakes on the Jag instead of change pads.
At the half-way point (4 p.m.) Fangio still led but a major mistake by the Maserati team led to a disqualification for one of their cars. It seemed that both Fangio and Carroll Shelby were running low on fuel. Shelby brought in his #21 Maserati 250 S and had just begun refueling when he was told to get back on the course because Fangio was coming in. After Fangio was serviced, Shelby returned for much needed fuel but was immediately disqualified. There was an FIA rule that you had to drive at least 20 laps before you can come in for more gas and the Maserati pits had forgotten about that rule. Maserati was forced to retire the car.
Between 4 & 6 p.m. Fangio and Behra maintained their lead. The Hill/von Tripps Ferrari came in for a regular pit stop but refused to start (dead battery) and was retired. The angle of the sun at that time of day was blinding for some of the drivers. Spectators were amazed when they observed Moss, sans goggles, take one hand off the steering wheel of his Maserati to shade his eyes as he went through the hairpin.
Drivers at Sebring that year commented later about the driving ability of Juan Fangio. While they were constantly fighting the steering wheel going through the turns they were amazed to watch Fangio take each turn gently holding the steering wheel on the big 4.5 Maserati turning it a little this way and a little that way. To some of them it seemed that Fangio was out for a Sunday drive. “He didn’t ever look like he was racing,” said Lotus driver Joe Sheppard.
By 8 p.m. Fangio was still first with Hawthorn, Portago and Schell following. That order hadn’t changed in over an hour. Portago had to pit because of a problem with his fuel pump. The stop cost him 30 minutes. Moss continued to gain on the leaders.
At 9 p.m. Fangio was still at the wheel of his car and was now four laps ahead. Because of pit stops and driver changes Moss was now in second with Hawthorn third, Masten Gregory fourth and Walt Hansgen fifth. Peter Collins was way off the pace with four minute laps due to failing brakes. The small but reliable Porsches were now in 8th, 9th and 10th position. They also had the Index of Performance well in hand.
At 9:30 there was some commotion in the Maserati pits. It seemed that during the scheduled final pit stop a mechanic had spilled a large quantity of gasoline on Fangio’s seat. If you ever wondered why drivers were required to exit the car during refueling then here is your answer.
In typical Italian fashion there was a lot of yelling and hand gestures. The team manager went off to find a replacement seat. They found one and Fangio returned to the race with his lead now at four laps. Just 30 minutes to go and everyone in the Maserati pits was holding his breath.
At 10 p.m. fireworks appeared over the track. It signaled the end of the race and a tremendous victory for Maserati. Coming in first were Fangio and Behra at the wheel of their Maserati 450 S with the Moss/Schell Maserati 300 S second. Mike Hawthorn and Ivor Bueb were third in their Jaguar D-Type, Masten Gregory and Lou Brero were fourth in a Ferrari 290 S, Walt Hansgen and Russ Boss were fifth in a Cunningham D-Type Jag, Peter Collins and Maurice Trintignant were sixth in a factory Ferrari 315 S, Alfonso de Portago and Luigi Musso were seventh in factory Ferrari 315 S, Art Bunker and Charles Wallace were eighth in a Porsche 550 RS, Jean Pierre Kunstle and Ken Miles were ninth in a Porsche 550 RS, Howard Hively and Richie Ginther were tenth in a Ferrari 500 TRC. Bunker and Wallace also came away with a first in the Index of Performance which rated cars according to performance.
When Fangio brought the winning car into the pit area he was surrounded by fans and press alike. Under the bright lights of the motion picture cameras he graciously called over Jean Behra to join him in the victory celebration. Dozens of flash bulbs were going off at once. Once the camera lights were turned off and the flash bulbs faded Fangio unexpectedly excused himself and left Behra alone to talk to the people from the print media. Some reporters felt slighted by his quick departure.
Not until several days later was it revealed that Fangio left early to get medical attention for painful burn blisters he was suffering from his waist down to his knees on his right side. It seems that the insulation on the exhaust pipes, which ran along the driver’s side of the car, had worn away and his lower body was exposed to very hot temperatures. His discomfort had not been evident when he brought the car into the winner’s circle.
So, for those last three-and-one-half hours of the race El Chueco (“Knock-Kneed”) drove riding a very hot seat. No wonder his other nickname was El Maestro or “The Master.”
1957 Sebring 12-Hour Grand Prix Epilogue:
The winning car of Fangio and Behra was 20 miles ahead of the second place Moss/Schell Maserati at the finish. They broke all existing Sebring records establishing a new distance record of 1,024.4 miles, a new average speed of 85.45 mph and Behra’s time of 3 minutes, 24.5 seconds was an amazing five seconds faster than the record set by Mike Hawthorn in 1956, driving for Jaguar.
Juan Manuel Fangio would go on to win his fifth and final World Driver’s Championship in 1957. This record would not be broken for 46 years.
The 1957 Sebring race would be Fangio’s last appearance at this event as a driver. In February of 1958 Fangio would be kidnapped by Fidel Castro’s rebels while at the Cuban Grand Prix. The rebels released Fangio after the race unharmed. Until his death Fangio and Castro would remain friends.
The Corvette Super Sport (SS) would never race competitively again because General Motors would sign on to the Automobile Manufacturer’s Association opposition to factory involvement in racing. To celebrate the first race at the new Daytona International Speedway in 1959, General Motors brought out the retired Corvette Super Sport. It did a lap of 155 mph during the opening-day ceremonies.
On December 1, 1957 Maserati announced that it would be withdrawing from factory support for racing because they were losing money. However, they would continue to build race cars for private entries.
For Further Reading & Listening:
The Sebring Story, Alec Ulmann, Chilton Book Company, 1969
“The Sebring-Winning Special, Escape Roads,” Autoweek January 5, 2004, p.29
The Sounds of Sebring 1957, Riverside Records, Bill Grauer Productions
“Fantastico Is For Fangio,” Kenneth Rudeen, Sports Illustrated Magazine, April 01, 1957
[Source: Louis Galanos]
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