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https://www.racefans.net/2012/04/16/2012-chinese-grand-prix-stats-facts/
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en
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Rosberg becomes F1’s third second-generation race winner
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[] |
[
""
] | null |
[
"Keith Collantine",
"find all their articles",
"Author Keith Collantine",
"www.facebook.com"
] |
2012-04-16T00:00:00
|
Nico Rosberg is the third son of a former Grand Prix winner to win a race himself. Read on for more stats and facts from the Chinese GP.
|
en
|
/apple-touch-icon.png
|
RaceFans
|
https://www.racefans.net/2012/04/16/2012-chinese-grand-prix-stats-facts/
|
Nico Rosberg scored his first Formula 1 race victory at his 111th attempt in the Chinese Grand Prix.
Rosberg is the third son of a former world championship race winner to win a race himself: the others being Damon Hill (son of Graham Hill) and Jacques Villeneuve (son of Gilles Villeneuve).
However Keke Rosberg is the first Grand Prix winner to see his son win a race – Graham Hill and Gilles Villeneuve died before their sons followed in their footsteps.
Of the three father-and-son teams, the Hills have three world championships and 36 race wins between them, the Villeneuves one world championship and 17 race wins, and the Rosbergs one world championship and six race wins – so far.
Only four drivers took longer to achieve their first wins than Nico Rosberg did:
Driver First win Starts Mark Webber 2009 German Grand Prix 130 Rubens Barrichello 2000 German Grand Prix 124 Jarno Trulli 2004 Monaco Grand Prix 117 Jenson Button 2006 Hungarian Grand Prix 113 Nico Rosberg 2012 Chinese Grand Prix 111
One other driver took more than 100 starts to score his first win: Giancarlo Fisichella (110).
Rosberg’s father was also a comparatively late bloomer, scoring his first F1 win at his 63rd attempt in his fifth season. He scored his last F1 win in the 1985 Australian Grand Prix (pictured) when Nico was four months old.
The younger Rosberg became the 103rd driver to win a race. The last new winner was Mark Webber in the 2009 German Grand Prix.
Rosberg also became the 95th driver to start a race from pole position. His last win and pole position in any discipline came in his final GP2 appearance at Bahrain in 2005, when he won the championship.
Mercedes scored their first win since their return to the sport as a full constructor two years ago.
Their last race win and pole position came in their final appearance in their previous incarnation, when Juan Manuel Fangio won the 1955 Italian Grand Prix from pole position (pictured). They now have ten Grand Prix wins, giving them as many as Alfa Romeo.
The Chinese Grand Prix continues to produce different winners. In nine races he have seen eighth different victors: Rubens Barrichello, Fernando Alonso, Michael Schumacher, Kimi Raikkonen, Sebastian Vettel, Jenson Button, Nico Rosberg and Lewis Hamilton – the latter driver the only one to have won more than once.
In a weekend of firsts, Kamui Kobayashi set the fastest lap of the race, becoming the 120th driver to do so. This was also the first fastest lap for Sauber as an independent constructor (they scored two as BMW-Sauber).
Third on the grid was Kobayashi’s best qualifying position to date. Michael Schumacher started second, his highest starting position since his comeback, and the 116th front row start for the driver who has made more than anyone else.
The first three races of the season have all seen Lewis Hamilton finish third and Webber finish fourth.
Sixth for Romain Grosjean gave him the first points of his F1 career, and Pastor Maldonado got his first points of the year with eighth.
That means Felipe Massa is the only driver outside of the ‘small three’ teams who is yet to score this year.
Williams had both cars in the points for the first time since the 2010 Korean Grand Prix.
Daniel Ricciardo has been more than half-a-second quicker than team mate Jean-Eric Vergne in qualifying this year. But Vergne has spent 142 out of 170 laps ahead of his team mate.
As last year, the race had 23 finishers. Only one race has seen more finishers – last year’s European Grand Prix, where all 24 runners were classified. The only other race with 23 finishers was also last year, in Japan.
The high number of finishers is a worry for Caterham, who need at least a 14th and 15th place to move ahead of Marussia into the lucrative top ten in the constructors’ championship.
Review the year so far in statistics here:
2012 F1 championship points
2012 F1 season records
2012 F1 race data
2012 F1 qualifying data
2012 F1 retirements and penalties
2012 F1 strategy and pit stops
2012 F1 driver form guides
Spotted any other interesting stats and facts from the Chinese Grand Prix? Share them in the comments.
2012 Chinese Grand Prix
F1 fans’ videos from the Chinese and Bahrain races
First win makes Rosberg the Chinese GP Driver of the Weekend
Rosberg’s China win rated fifth-best race of last five years
Rosberg becomes F1’s third second-generation race winner
Vote for your Chinese Grand Prix driver of the weekend
Browse all 2012 Chinese Grand Prix articles
|
||||
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| 87
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https://www.wikitree.com/wiki/Davison-4898
|
en
|
Alexander Nicholas Davison (1923-1965)
|
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[] |
[] |
[
"Lex Davison genealogy"
] | null |
[] |
1923-02-12T00:00:00
|
Is this your ancestor? Explore genealogy for Lex Davison born 1923 Moonee Ponds, Victoria, Australia died 1965 Melbourne, Victoria, Australia including ancestors + children + 1 photos + more in the free family tree community.
|
en
|
/favicon.ico
|
https://www.wikitree.com/wiki/Davison-4898
|
Ancestors
Profile last modified 14 Apr 2023 | Created 28 Jan 2021
This page has been accessed 616 times.
Contents
1 Biography
1.1 Business
1.2 Motor racing
1.3 Philanthropy
1.4 Death
1.5 Legacy
2 Sources
3 See also
Biography
Lex Davison is Notable.
Lex Davison was an Australian businessman and motor racing driver who won the Australian Grand Prix four times, the Australian Hillclimb Championship three times, the Australian Drivers' Championship and the Armstrong 500, forerunner of the Bathurst 1000.
Lex Davison (1923-1964)
Alexander Nicholas 'Lex' Davison was born on 12th February 1923 at Moonee Ponds, Victoria, Australia. He was the only child of Alexander Davison and Bessie Nolan. [1] He attended Xavier College, Kew, Victoria; being appoined vice-captain in his final year, 1941.
Lex Davison is a Military Veteran.
Served in the Commonwealth Militia Force 1941-1942
He was 'called-up' for militia service later that year, however, was released in August 1942 to assist his father in running the family business, Paragon Shoes Pty Ltd, a major supplier to the Australian Army. Following his father's death in 1945, Lex assumed control of the business and inherited his father's collection of fine automobiles.
Lex married Diana Crick, a dental nurse who became one of Australia's pioneer female motor racing drivers, on 2nd October 1946 in St Peter's Roman Catholic Church, Toorak, Victoria. [2] Theirs became a multi-generational racing family, with sons Jon Davison and Richard Davison, and grandsons James Davison, Alex Davison and Will Davison following in their footsteps. The couple had seven children:
Anthony Alexander Davison (1947-), married Karen Folletta
Jonathan 'Jon' Deakin Davison (1948-), not only raced cars, but took over as Sandown track promotor in 1990; married Julie Gillam, children include James
Peter Warne Davison (1949-)
Christopher Robert Owen Davison (1951-), married Janet Boyd
Diana Elizabeth Davison (1952-), married John Bynon
Richard Gilbert Davison (1954-), married Penelope Winch, children include Alex and Will
Katherine Felicity Davison (1958-), was reportedly born at Sandown Park Racing Circuit
Business
During the 1950s, Lex's business interests prospered and included Monte Carlo Motors (a General Motors Holden dealership), Killara Park (an Aberdeen Angus stud and dairy at Lilydale), as well as Paragon Shoes and an associated tannery. The profits enabled him to pursue a busy racing programme throughout Australia and overseas, using some of the best equipment available ...
Motor racing
Lex won the Australian Hillclimb Championship three consecutive years, in 1955 to 1957. He then entered in the Australian Drivers Championship, winning the inaugural series in 1957. Whilst not winning the title again, he did exceptionally well finishing 5th (1958), 4th (1960), 2nd (1961), 6th (1962), 4th (1963) and 2nd (1964). Lex won the Australian Grand Prix, now a round of the Formula 1 World Championship, four times, in 1954 (Southport, Queensland), 1957 (Caversham, Western Australia), 1958 (Bathurst, New South Wales) and 1961 (Mallala, South Australia). He finished second in 1960. He drove Cooper (1955-57, 1961-64), Ferrari (1957-59), Aston Martin (1960-61) and Brabham (1964-65) grand prix cars.
In November 1960, together with co-driver Doug Whiteford, Lex won Class A (for cars with an engine capacity of 750cc or less) in the inaugural Armstrong 500, held at Victoria's Phillip Island Grand Prix Circuit, fore-runner to today's spectacular Bathurst 1000. They drove a NSU Prinz (a car produced in West Germany by the NSU Motorenwerke AG from 1958 to 1973).
Together with fellow Victorian racing driver, Bib Stillwell, Lex competed in the 1961 24 Hours of Le Mans in an Aston Martin DB4GT Zagato. The invitation by the Essex Racing Stable was due to their involvement with Aston Martins in the Australian racing scene. Unfortunately their Le Mans adventure ended prematurely when a blown head gasket resulted in retirement on lap 25.
In 1961 Lex returned to England, winning the Aintree Grand Prix and finishing third in the British Empire Trophy.
Lex and Diana assisted Donald Campbell in his land-speed record attempt in Bluebird in 1964 at Lake Eyre, South Australia.
Philanthropy
Lex was noted by friends and peers as generous, cheerful and friendly—totally unspoiled by money and fame. Competent on the clarinet, he also showed a keen interest in spearfishing and water-skiing. He was a founder of the Victorian division of the Vintage Sports Car Club of Australia, president (1956-59) of the Light Car Club of Australia, a member of the Melbourne Swimming Club and a the founding council member of the Museum of Modern Art, Melbourne.
Death
On 20th February 1965 Lex died in a crash in his 2.5 litre Brabham Climax during practice for the 1965 International 100 at Sandown International Raceway, Springvale, Victoria. He is buried in the Box Hill Cemetery, Victoria. [3] It is uncertain whether the crash was caused by a heart attack or the attack followed the crash. He was pronounced dead, with severe head injuries, by the attending medical team. He was survived by his wife and their five sons and two daughters.
Legacy
Drivers who win the Australian Grand Prix, now a round of the Formula 1 World Championship are awarded the Lex Davison Trophy, so named to honour the four-time winner of the event. The only other four-time winner is seven-time World Champion Michael Schumacher.
Lex was inducted into the Australian Motor Sport Hall of Fame in 2017.
Sources
↑ Victoria Birth Index #/1923
↑ Victoria Marriage Index #19479/1946
↑ Victoria Death Index #18422/1965
See also
Blanden, John B. 'Davison, Alexander Nicholas (Lex) (1923–1965)', Australian Dictionary of Biography, National Centre of Biography, Australian National University, published first in hardcopy 1993; accessed online 28 Jan 2021.
Wikipedia profile: Lex Davison; accessed 28 Jan 2021.
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https://www.pirelli.com/global/en-ww/race/racingspot/jack-brabham-a-champion-by-accident-52656/
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Jack Brabham, a champion by accident
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2020-04-02T11:13:57+00:00
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The legendary Australian claimed not only three world titles, but also forged a genuine link with a seismic moment of history in Formula 1: when the cars moved
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https://www.pirelli.com/global/en-ww/race/racingspot/jack-brabham-a-champion-by-accident-52656/
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In 1966 he claimed his third and final title at 40 years old – still with a resplendent mane of jet black hair – having previously claimed the world championship titles in 1959 and 1960. It would take Jackie Stewart until 1973 to pull off a similar feat. Both of them were chasing a legend: in the 1950s, Juan Manuel Fangio had claimed no fewer than five titles. Yet Brabham, who became a driver almost by accident, was a very different animal to both of them.
For a start, he achieved something that nobody else has ever managed up to now: winning a world championship in a car that bears his name. Brabham was born on April 2 1926 at Hurstville, to the south of Sydney, and studied engineering. So it was perhaps no surprise that when the Second World War came round, the young Brabham did everything he could to join the Royal Australian Air Force. He dreamed of flying but ended up as a mechanic – which would play a formative part in his future destiny. By the time he was 20, he had opened a car repair garage in Sydney. The war was coming to a close in Europe, but there were terrible reports coming into Australia about all the country's young soldiers that had been killed as part of the allied forces fighting against Hitler. It was a friend of Brabham's from the United States, Johnny Schonberg, who first took him to a motor race, for midget cars (small, front-engined racers). Schonberg wanted Jack to build him a car; the Australian agreed, and Schonberg went on to win many races. But then he decided to stop, leaving Jack with plenty of experience of race preparation and a car that wasn't doing anything. So he decided to give it a go himself. It was the start of 1948 at Parramatta Park Speedway, in Granville: a suburb to the northwest of Sydney. He won the third race and went on to claim the national championship.
And that's how Brabham's career – which would lead on to many other triumphs – started: almost by accident. He became Australian stock car champion from 1949 to 1951 and expanded his reach abroad: contesting hillclimb competitions and tasting success as far afield as South Africa. At home, in Australia and New Zealand, he was winning everything: road races, circuit races, and hillclimbs. In 1955 he finally got to Europe, where his clear objective was Formula 1, which was in the height of the Fangio era.
Brabham looked for a team to make his F1 debut but it came to nothing. So he simply bought a car from the Cooper brothers, also suggesting that he linked up with them in a sort of sporting and technical partnership. They flatly refused (although they allowed him to put the Cooper name on his truck, just in case he came to something). It was time to improvise. Brabham bought and sold a few other racing cars to raise money for his family to come and join him in England. Making the most of every opportunity, he drove everything: Formula 2 as well as sports car races, where he began to taste success and make a name for himself in Europe. The breakthrough came in 1957, when the Cooper brothers let him drive their new rear-engined T43: a fresh technical concept that was revolutionising motorsport. Enzo Ferrari, who had swept to world championship success with drivers such as Alberto Ascari and Fangio, was not a fan, saying that: “the horses should pull the carriage, not push it.”
Providing the horsepower for the Cooper was a small 1500cc unit branded ‘Climax': in essence, the very first customer team engine in Formula 1 history, which would go on to win 40 of the 73 races that took place between 1958 and 1965. Brabham was a true workhorse, but his early F1 results weren't much to write home about. In Formula 2 and in sports cars he was highly successful though, winning the Nurburgring 1000 kilometres together with Stirling Moss. Aviation remained Jack's true passion, and in 1958 he achieved his dream by qualifying for his pilot's licence and buying a small twin-engined plane that he used to fly around to European races. In 1959 he claimed his first F1 title, thanks to two wins (in Monaco and Great Britain) as well as three other podium places. Nobody saw his title coming, with the Australian beating the favourites Tony Brooks and Stirling Moss. By contrast, he dominated the action in 1960, winning five races on the trot (Holland, Belgium, France, Great Britain and Portugal) to seal title number two. But he wasn't about to taste similar success for a while longer. In 1962, Brabham founded the team that would carry his name, yet that season (and the three that followed it) would reap comparatively little reward. In 1966 his third title came, as unexpectedly as the first one. It was helped by Brabham's switch from Climax to Repco engines and also by the acrimonious divorce between Ferrari and its star driver John Surtees. Brabham capitalised on this situation, and looked set to triumph in 1967 as well, but was beaten at the last minute by his team mate Denny Hulme: the first New Zealander in Formula 1, who unsurprisingly would later part ways with Brabham's team and move to McLaren.
Brabham would continue to race right up until 1970: the year in which he would win the first grand prix held in Australia. But by the end of that season, at the age of 44, he was persuaded to step down and leave everything in the hands of his business partner Ron Tauranac (who three years later would hand the team over to a certain Bernie Ecclestone: the owner right up to the mid-1980s). Brabham retired to his native Australia, making a few appearances in Europe and the United States, where he followed the first steps in racing of his three sons: Geoff, David and Gary.
The last two tried their hands at F1, with only a modest degree of success. But Geoff and David both won the Le Mans 24 Hours, in 1993 and 2009 respectively. One of most recent Brabhams to make his name on a track is Matthew: Geoff Brabham's son, who was a champion in America driving the fastest racing trucks in the world and has taken part in the Pirelli World Challenge as well. Sam Brabham, David's son, has also raced Formula Ford and Porsches. But Jack Brabham never got the chance to celebrate the success of his grandsons, succumbing in Australia in 2014 to a liver disease that had affected him for years.
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IN NUMBERS: F1’s oldest drivers and Grand Prix winners
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2024-04-28T08:22:44.220000+00:00
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Fernando Alonso recently committed to a fresh chapter in F1 with Aston Martin that means he will remain on the grid until he is at least 45, edging him further up the all-time list when it comes to the oldest drivers in the sport’s history. As the dust settles on the news, we dive into the history books and present some of the names who went even further…
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Formula 1® - The Official F1® Website
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https://www.formula1.com/en/latest/article/in-numbers-f1s-oldest-drivers-and-grand-prix-winners-as-alonso-races-through.3peCnPp4M7qZS4lMjRUySH
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Fernando Alonso recently committed to a fresh chapter in F1 with Aston Martin that means he will remain on the grid until he is at least 45, edging him further up the all-time list when it comes to the oldest drivers in the sport’s history. As the dust settles on the news, we dive into the history books and present some of the names who went even further…
Oldest drivers to start a race
5: Adolf Brudes – 52 years, 293 days – Germany 1952
Nobleman Brudes carved a reputation on the hillclimb scene through the 1920s and 1930s before branching out to sportscars and, eventually, F1, making his one-and-only appearance on home soil at the Nordschleife in 1952, where he qualified 19th and retired after five laps due to an engine problem.
READ MORE: Alonso on his new ‘lifetime’ Aston Martin deal, talks with rival teams and a Honda reunion
4: Luigi Fagioli – 53 years, 22 days – France 1951
After a successful Grand Prix career, and having battled through illness, Italian racer Fagioli claimed six podiums in seven F1 outings for Alfa Romeo across the early 1950s – including a shared victory with Juan Manuel Fangio at the 1951 French Grand Prix – only to lose his life the following year due to injuries sustained in a sportscar accident in Monaco.
3: Arthur Legat – 54 years, 232 days – Belgium 1953
Legat got behind the wheel for two privateer F1 entries in 1952 and 1953 respectively, both at home track Spa-Francorchamps. He was one of 15 finishers on his first attempt, placing 13th in a race won by Ferrari’s Alberto Ascari, before logging a retirement next time out as he encountered transmission issues that prevented him from completing a lap.
READ MORE: Lauda, Schumacher, Raikkonen and more – The drivers Vettel could follow by coming out of retirement to make an F1 return
2: Philippe Etancelin – 55 years, 191 days – France 1952
Like Fagioli, Etancelin had built up plenty of pre-war Grand Prix experience – and won the 24 Hours of Le Mans – before sampling F1 when the World Championship began in 1950. He ultimately made 11 starts in Talbot-Lago machinery and one more in a Maserati, scoring a best result of fifth on two occasions during his debut season.
1: Louis Chiron – 55 years, 292 days – Monaco 1955
Some seven decades before Charles Leclerc hit the scene, it was Chiron who flew the flag for the tiny Principality of Monaco. Having already taken an array of Grand Prix wins and podiums, he made his mark on F1 by placing an emotional third behind Ascari and Fangio at the 1950 Monte Carlo event – his second of 15 races in the category.
READ MORE: From backmarker brilliance to stand-in stars – 10 times F1 drivers put themselves in the shop window with stunning performances
Oldest drivers to win a race
5: Jack Brabham – 43 years, 339 days – South Africa 1970
The age bracket drops slightly when it comes to the oldest drivers to have won a race, with Brabham claiming the last of his 14 Grand Prix victories at South African venue Kyalami in 1970. Comparing then and now, the Australian three-time world champion was just over a year older than Alonso, who will turn 43 this summer.
4: Piero Taruffi – 45 years, 219 days – Switzerland 1952
Taruffi represented Alfa Romeo, Ferrari, Mercedes, Maserati and Vanwall in a varied F1 career that spanned the 1950s. He enjoyed the lion’s share of his success while racing for the Scuderia, earning his sole victory with the Italian marque – around several other podiums – in the 1952 Swiss Grand Prix at Bremgarten.
READ MORE: 5 bold F1 driver moves that paid off – and 5 that didn’t – as Hamilton makes his Ferrari call
3: Juan Manuel Fangio – 46 years, 41 days – Germany 1957
Talking of different brands, Fangio racked up five titles with four manufacturers from 1951 to 1957, and it was during the latter year that he clinched his 24th and final win at the Nurburgring. Opting to complete a pit stop while Ferrari pair Peter Collins and Mike Hawthorn stayed out, Fangio brilliantly charged his way past them for a famous triumph.
2: Giuseppe Farina – 46 years, 276 days – Germany 1953
A few years earlier, ‘Nino’ Farina appeared on the top step of the podium for the last time at the same fearsome German venue. After four victories with Alfa Romeo, F1’s inaugural world champion added a fifth with Ferrari in the 1953 German Grand Prix, leading home the aforementioned Fangio and Hawthorn.
READ MORE: From Seb’s stunners to Max’s magic – 10 of the best Red Bull pole positions as they join the 100 club
1: Luigi Fagioli – 53 years, 22 days – France 1951
Fagioli appears in this feature for a second time courtesy of that part-drive to victory at Reims-Gueux in 1951, where he ticked off the opening 20 laps before handing over to team mate and title contender Fangio. At 53, he was some 10 years older than Alonso’s current age in an era where drivers often raced through their 40s and 50s.
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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://s1.wp.com/i/favicon.ico
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primotipo...
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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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Thierry Boutsen
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Thierry Boutsen, Formula 1 driver from 1983 to 1993. Discover season stats and career highlights for each year he's competed in F1.
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Thierry Boutsen is a Belgian Formula 1 driver born on July 13, 1957. The first race Thierry Boutsen drove was the 1983 Belgian Grand Prix. Since then Boutsen has driven 164 races in total.
In these 164 races, Boutsen won 3 races, finshed on the podium 15 times and scored a total of 132 points. The 1993 Belgian Grand Prix was the last race Boutsen has entered.
Thierry ended his career driving for Jordan Grand Prix.
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https://f1mix.com/australian-f1-drivers
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Australian F1 Drivers: A Legacy of Speed
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2023-10-18T10:14:12+00:00
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Discover the exceptional talent of Australian F1 drivers, dominating the race tracks with their unmatched skills and determination.
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F1mix.com
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https://f1mix.com/australian-f1-drivers
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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://www.motorsportmagazine.com/articles/single-seaters/f1/which-country-has-produced-the-most-formula-1-world-champions/
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Which country has produced the most F1 world champions?
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[
""
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[
"Edward Hardy",
"Author Edward Hardy"
] |
2022-08-11T10:15:13+00:00
|
In 2021, the Netherlands became the latest nation to have an F1 world champion, but which country has produced the most?
|
en
|
Motor Sport Magazine
|
https://www.motorsportmagazine.com/articles/single-seaters/f1/which-country-has-produced-the-most-formula-1-world-champions/
|
This was the second time the Lotus 72 had won the championship, after Jochen Rindt in ’70, with Fittipaldi winning with two rounds to spare, proving to be a cut above the rest that year.
He then followed that up with a second title two years later, before Nelson Piquet won his first of three championships in the final race of 1981.
The fight that year was incredibly tight and the top five drivers were all within one race win of each other, with Piquet winning the championship by one point ahead of Carlos Reutemann, Alan Jones, Jacques Laffite and Prost.
Piquet won his second championship two years later, again in the final round, before claiming his last title win in ’87.
Piquet’s final championship was immediately followed up by the first title of fellow Brazilian Ayrton Senna, who managed to just beat McLaren team-mate Prost by three points that year in the celebrated MP4/4.
His second championship then came very controversially in 1990 at Suzuka in the penultimate round.
After claiming pole, Senna was upset that he still had to start the race on the dirty side of the track. The Brazilian persuaded authorities to switch to cleaner side, but FIA president Jean-Marie Balestre overruled them and had it changed back. Being on the racing line, Prost, now at Ferrari, managed to get off the line quicker.
However, neither driver saw the end of Turn 1 after Senna drove straight into the side of Prost which caused both to crash out, thus giving the Brazilian the title.
Senna was then crowned again the following year, winning his third and final championship once more at Suzuka in the penultimate round.
Since then, Brazil came close to a fourth champion with Felipe Massa in 2008, but while in front of his home crowd, he lost out by one point after Lewis Hamilton made a title-deciding overtake on Timo Glock for P5 in the final corner of the final lap.
Currently, Brazil’s biggest hope of its next champion is Felipe Drugovich who, at the time of writing, leads the Formula 2 championship but with many other drivers waiting for a shot at F1, his chances of breaking through into racing’s top tier are looking slim.
Fourth – Argentina (5 world championships)
There are a lot of world championships next to Argentina’s name, yet they all came through one driver – Juan Manuel Fangio.
Dubbed the ‘El Maestro’, Fangio became the second driver to win the world championship clinching the title at the final round of the 1951 season.
After a couple of years missing out, he then gave F1 its first era of true dominance by winning four straight titles between 1954 and 1957.
The first of that run has to be his most impressive after Fangio won six of the nine rounds that season, standing on the podium seven times in total, despite skipping the second ’round; of the season at the Indianapolis 500, which was then included on the F1 calendar but entered by few F1 drivers.
The closest Argentina has come to a champion since then is Reutemann, who was runner-up to Piquet in 1981.
Currently, however, the only Argentinian in the top categories of single seater racing is 19-year-old Franco Colapinto, who is ninth in the Formula 3 championship at the time of writing.
Joint-fifth – Finland, Australia, Austria and France (4 world championships each)
Australia was first of the four to produce a world champion with Jack Brabham claiming back-to-back titles in 1959 and ’60.
He then won a third in 1966 where four consecutive race wins in the core of the season, helping him to have it wrapped up with two rounds to spare.
14 years later, Alan Jones became the next Aussie to win the championship who in 1980, also becoming the first Williams driver to clinch the F1 title.
Jones is also the last Australian to become world champion but the country has still had great drivers since then with Mark Webber and Daniel Ricciardo both becoming race winners.
However, Australia also has hot prodigy Oscar Piastri who is touted, by many, as a future F1 champion after he won Formula Renault, F3 and F2 all in consecutive years.
After Australia, Austria then became the next country here to produce a world champion with Jochen Rindt winning in 1970.
However, that title win is also famous for the fact Rindt is the first and only driver to clinch the championship posthumously, after he died in a crash at Monza with three rounds to spare.
The ‘70s was a successful decade for Austria in F1 though, with Niki Lauda making his debut in the sport in ’71, before winning his first championship four years later.
The Austrian could have made it back-to-back titles had it not been for his infamous crash at the Nurburgring in ’76 – him leading the standings at that point – which caused him to miss the next two rounds, but he followed that up with a second championship in 1977.
After deciding to retire at the end of the 1979 season, Lauda came back in 1982, winning a third and final championship in ’84, which was his penultimate year in F1.
The year Lauda returned, though, was the season Finland had its first champion with Keke Rosberg clinching the title at the final round, despite only winning one race all season.
The Scandinavian country has since had two more world champions with Mika Häkkinen winning back-to-back for McLaren in 1998 and ’99, while still to this day, Kimi Räikkönen is the last driver to have won a championship for Ferrari in 2007.
The final country to produce world championships is France which, like Argentina, has a lot of titles but it’s all come via one driver.
Prost dominated the 1985 season to clinch his first title with two rounds to spare, while he then made it back-to-back championships after Mansell had a tyre blowout at Adelaide the following year.
He was caught up in the intense rivalry with new McLaren team-mate Senna, managing to pip the Brazilian to the championship in ’89 at the penultimate round in Japan.
It was decided in controversial circumstances at the final chicane in Suzuka, as Senna made a dive-bomb down the inside but with Prost still turning into him, causing them both to halt at the escape road.
Prost retired from the race while Senna continued with damage knowing if he stopped, Prost would have become champion.
After rejoining via the escape road and then pitting, Senna worked his way back up to win the race but immediately afterwards he was disqualified for allegedly missing the chicane.
McLaren and Senna furiously appealed the decision, but the FIA did not change its stance and Prost became world champion.
Prost then won his fourth and final championship in 1993, but became the sixth driver in F1 to not defend their crown as he retired immediately afterwards.
Despite not winning a title since, France still have race-winners on the current grid with Pierre Gasly and Esteban Ocon, while Frenchman Theo Pourchaire, 18, is second in F2 and is tipped as a future F1 driver.
Ninth – Italy (3 world championships)
Despite its rich history in motorsport through Ferrari, Italy has been starved of recent success via a driver.
In the 21st century, only two Italians, Giancarlo Fisichella and Jarno Trulli, have won a F1 race while one has to date all the way back to the ‘50s for the nation’s last champion.
In fact, three of the opening four F1 seasons were won by an Italian driver with Giuseppe Farina becoming the first-ever world champion in 1950.
He pipped Fangio to the title by three points, clinching the championship at the final round by winning in front of his home crowd at Monza
After Fangio managed to get his first the following year, Italian Alberto Ascari then won back-to-back championships in ’52 and ’53.
Both were done in a dominant fashion with the first being clinched with two rounds to spare, winning five of the eight races that year.
Ascari then sealed his second championship in ’53 by winning the Swiss Grand Prix in the penultimate round of the season.
With no Italian driver in F1 or F2, and none below that showing signs of getting to the top category, will there ever be another world champion from a country whose history is no entwined with motor sport?
Joint-tenth – United States and Spain (2 world championships each)
America has had a very inconsistent relationship with F1 through the years.
It produced a world champion early on, then went through various long stints without hosting a race, but from 2023 the country will have three Grands Prix on the calendar.
The first American to win the championship was Phil Hill in 1961, who won for Ferrari by just one point.
Mario Andretti was the next American win the title in 1978 who, at the time of writing, is its last to become world champion.
|
|||||
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|
dbpedia
|
3
| 25
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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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"Jr.",
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"Alberto Ascari",
"the Monaco Grand Prix",
"Open wheel racing",
"Williams",
"ferrari",
"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
|
0
| 27
|
http://petergiddings.com/news.html
|
en
|
Peter Giddings Racing news
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[
""
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[] | null | null |
Racing news about Peter from events around the world.
-------------------------------------------------------------------------------------------------
2019 NEWS
------------------------------------------------------------------------------------------------------------------------------
At the VARA British Extravaganza at Buttonwillow on May 4 & 5, the "Peter Giddings Memorial Award" was given to Leif Jacobsen, driver of the 1934 MG NA "Magnette" Special. The MG has been in Leif's family for about six and a half decades. Leif and the car are third-generation racers. Leif's grandfather raced the car up and down the West Coast including at Pebble Beach. Leif's father also raced the car.
--------------------------------------------------------------------------------------------------------------------------------
2018 NEWS
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CSRG Charity Challenge, October 6-7. 2018
Lyn St.James drives Peter's Lancia D24R at the Charity Challenge at Sonoma Raceway.
Photo by Peter Darnall.
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Danville Coucours, September 2018
Peter and his Lancia D50A and Lancia D24A were featured at the Danville Coucours d'Elegance. Peter was positioned behind his cars at a street intersection and he spent the day talking with fans and signing autographs.
Peter being interviewed at the Concours.
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U. S. Vintage Grand Prix, Watkins Glen
At the SVRA U. S. Vintage Grand Prix at Watkins Glen on September 6-9, Peter was honored with a stone on the Walk of Fame.
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Lime Rock Historic Festival 36
Peter's Bugatti T37A finished a very strong second at Lime with guest driver Don Racine.
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Monterey Historics
At the Monterey Historics at Laguna Seca, Peter's Alfa Romeo Monza finished 3rd in Group 1a following a 1934 Alfa Romeo P3 and a 1934 ERA.
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LES SOMMET DES LEGENDES
At Le Circuit Mont-Tremblant on July 12-15, Peter finished third overall in his Alfa Romeo Tipo C, s/n 50012, for a place on the podium. He ran the Alfa in all six sessions, practices and the two races/
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VARA BRITISH EXTRAVAGANZA
The VARA British Extravaganza was held on May 5 & 6 at Buttonwillow Raceway Park. Peter finished a strong second in his 1932 Alfa Romeo Monza, s/n 2111037.
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CAVALLINO COMPETITION CLASSIC
At the Palm Beach International Raceway, on January 26, Peter finished a very strong second place in the Pre-War group with a poorly running Alfa Romeo Tipo C, s/n 50012. Leaky carburetors and a weak mag led to misfires at about 5000 rpm, just when the Alfa is getting into its stride. As a result, Peter's lap times were almost five seconds a lap slower than with the same car in 2015.
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2017 NEWS
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CSGR FALL FINALE, Thunderhill, Novermber 5-6
Peter brought out his Lancia D50A for a test session.
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U. S. VINTAGE GRAND PRIX, Watkins Glen Raceway, September 10
Peter drove his Lancia D24/5 in the Group One races. He finished first in class in 1-GT.
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LIME ROCK HISTORIC FESTIVAL 35, September 1-4
Peter drove his 1935 Alfa Romeo Tipo C in the four Group 7 races, with 3 first places and 1 second place. Peter also drove his Lancia D24 in the Group 4 race. These cars dominated long distance and endurance racing in 1953 and 1954 with the top three finishes in the 1953 Carrera Panamerica and the next year winning the Mille Miglia and the Targa Florio races. Giddings alowed that the relatively tight Lime Rock course was not ideal for the car.
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MONTEREY MOTORSPORTS REUNION AND PRE-REUNION
Peter with his friend and fellow D50 driver, John Morton. Photo by Steve Snyder.
Peter's pit at the Monterey Pre-Reunion with the D50, the D24/5 and the Alfa Monza. Although for exhibition only,
the Lancia D50A(r) was a major attraction. Photo by Steve Snyder.
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SONOMA HISTORIC MOTORSPORTS FESTIVAL
Peter finished third in his 1932 Alfa Romeo Monza #2111037.
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2016 NEWS
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CORONADO SPEED FESTIVAL 2016
Peter qualified first in class in his 1932 Alfa Romeo Monza #2111037. Peter was leading the race when driveline problems caused a DNF.
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SVRA VINTAGE GRAND PRIX - WATKINS GLEN
In the Group 1, Pre-War race, Peter finished first in his 1954 Lancia D50A at Watkins Glen on 9/11/2016.
Kudos to the final group, the Pre-War cars, in their delayed post-5 p.m. start. Peter Giddings in his reconstructed 1954 Lancia D50 Grand Prix car punctuated the weekend with the enthralling cars and nothing but clear green laps. Last we saw, Giddings - in his side-saddle twin-tanker - was sashaying through the Bus Stop in beautiful drifts before disappearing out of sight down the carousel. A fitting tribute to a big, big weekend. (excerpt from the Vintage Motorsport Newsletter, October 2016, by Mike Silverman and Burt Levy).
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LIME ROCK HISTORIC FESTIVAL 34
The Historic Festival 34 was held September 1-5, 2016. Peter won both Monday races in his 1954 Lancia D50A. The high point of the weekend was the appearance of two Lancia D50A Grand Prix cars driven by Peter and by John Morton.The ex-Peter Giddings 8C2600 Monza driven by Peter Greenfield, a 1929 Bugatti 37A, a 1939 Lagonda V12, a 1933 Maserati 4CM, a 4.5 Blower Bentley, and other fascinating racing cars filled out the field.
Giddings and Greenfield. Even if you didn't know they're famous, you'd naturally pick out Peter Giddings and Peter Greenfield in the paddock at Lime Rock Park. They're elegant, over 70, and still racing. Greenfield raced a 1933 Alfa Romeo Monza and Giddings was at the wheel of a 1954 Lancia D50A. The Lancia earned much adoration from car enthusiasts, who circled it and photographed it when it was rolled out from under its protective cover. not only was it
a gorgeous car, it had also been raced in Monaco. (Excerpt from the Lakeville (Connecticut) Journal, September 8, 2016).
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MONTEREY MOTORSPORTS REUNION 2016
At the Monterey Motorsports Reunion, Group 1A included 1927-1951 Racing Cars. A total of 49 entries took to the track. Peter finished 4th overall in his 1932 Alfa Romeo Monza, following Derek Hill in a 1927 Delage powered by a mid-30s ERA engine and two mid-30s ERAs of Charles McCabe and Paddins Dowling. .
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SOMMET DES LEGENDES 2016
Among other noteworthy cars were three Lotus Formula One machines, two Devins, a 1959 Rejo Mark IV and a lovely Lotus Eleven. But the star of the weekend had to be the 1954 Lancia D50A owned by Peter Giddings. (from Sports Car Digest, article by David Ferguson).
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CAVALLINO CLASSIC COMPETITION 2016
The Cavallino Competition Classic was held January 20-21 at Palm Beach International Raceway. Peter set the fastest qualifying time for the Pre-War Race Group in his 1932 Alfa Romeo P3 on the mostly-dry Thursday. On Friday, rain was dominant and although Peter led most of the race, water ingested into the carburetor resulted into finishing the race on about six cylinders and a second place finish.
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2015 NEWS
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CORONADO SPEED FESTIVAL 2015 - September 18-20, 2015
In spite of ignition problems all weekend, Peter set the fastest qualifying time for the Pre-War Race Group and was on pole position in his Alfa Romeo Monza #2111037. In the race, Peter pulled into the pits to avoid any damage to the poorly running engine.
Photo by Emily Elizabeth Noon.
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LIME ROCK HISTORIC FESTIVAL 33 - September 4-7, 2015
Peter, in his Alfa Romeo 8C35 Tipo C, finished 2nd in both qualifying sessions and in all four races for race group 2.
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MONTEREY MOTORSPORTS REUNION - August 15-16, 2015
Peter finished 3rd in Group 1B, 1927 -1951 Racing Cars, in his Alfa Romeo Monza # 2111037.
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CAVALLINO CLASSIC 24 - January 22-23, 2015
Peter took second place in his Alfa Romeo 8C35 Tipo C in the Pre-War Racing Cars group.
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2014 NEWS
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BLACKHAWK MUSEUM - SATURDAY MORNING SPEAKER SERIES - OCTOBER 11, 2014
"Europe's Finest Grand Prix Car - 1926 Delage 15-S-8" - 10:30 am - Noon
Peter gave a presentation about his 1926 Delage and the storied racing history of the four Delage 15-S-8's that swept the 1927 World Championship. The car was on hand for the presentation. The presentation was a highlight of the series with one of the largest crowds in attendance.
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WATKINS GLEN - GLENORA WINE CELLARS SVRA VINTAGE GRAND PRIX
At Watkins Glen on September 7, Peter was again in his Alfa Romeo Tipo C 8C35 and was 1st in the Collier Cup Feature Race for Pre-War Racing Cars. His best lap time was 2:34.793.
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LIME ROCK HISTORIC FESTIVAL 32
The Historic Festival 32 was held August 28 - September 1, 2014. Peter in his Alfa Romeo Tipo C 8C35 finished 2nd in all four races for Group 2, the VSCCA Cup "The Dawn of Real Performance," Pre-War Sports and Racing Cars.
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MONTEREY MOTORSPORTS REUNION - 2014
At the Monterey Motorsports Pre-Reunion on August 9 -10, Peter began the event with his 1926 Delage S-8-15 Grand Prix car. After the Delage experienced transmission woes in practice, it was taken back to the shop and replaced by Peter's 1935 Alfa Romeo Tipo C 8C35. Peter then achieved first place in Group 2 (pre-1951 Sports Racing and Touring Cars) at the Monterey Motorsports Pre-Reunion race, with a best time of 1:59:815.
The next weekend, in the Monterey Motorsports Reunion, Peter was again in the Alfa Tipo C and finished 4th in the race for "1927 - 1951 Racing Cars" -- behind a 1958 Maserati 250F, a 1957 Maserati 250F and a 1939 Maserati 4CL!
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SVRA BRICKYARD VINTAGE RACING INVITATIONAL
Peter had his Alfa Romeo P3 at the Indianapolis Speedway for the Brickyard Invitational June 5-8. Over 700 cars competed in 12 groups on the Indy road course and a select group ran on the famed oval. Peter, in the P3, was hand-timed at over 140 mph on the oval straightaway in spite of the car's tendency to float and wander at that speed. Spectators were in shock at the speed of the 1932 Alfa!
Peter holds the trophy for Best Pre-War Car at the Brickyard Invitational.
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SONOMA HISTORIC MOTORSPORTS FESTIVAL 2014
The Sonoma Historic Motorsports Festival 2014 was held May 16 through18 at Sonoma Raceway (Sears Point). The ideal weather, sunny and warm, greeted some 300 + cars. Peter finished 3rd on both days in Group 2, 1925 - 1942 Racing Cars in his 1935 Alfa Romeo Tipo C 8C35, following a 1936 ERA and a 1939 Maserati 4CL. Peter was also featured in the 2014 Program as winner of the Sonoma Historic trophy, Pre-1940 Category in 2013.
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CAVALLINO CLASSIC 23
At the 2014 Cavallino Classic Competition races at Palm Beach International Raceway, Peter, in his Alfa Romeo P3, won both the Alfa Romeo Race Group and was overall winner of the Pre-War Race Group. Once again, Peter was awarded the Trofeo di Florida as the overall winner.
Peter receives the Trofeo di Florida and the Alfa Romeo class trophy from John and Alicia Barnes at The Breakers Beach Club.
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2013 NEWS
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U. S. VINTAGE GRAND PRIX, WATKINS GLEN
In the feature race for Pre-War cars, Peter Giddings was the spoiler in his 1931 Alfa Romeo Tipo B P3 ... From my view, it was fun to watch the drivers saw back and forth on the huge steering wheel, use the brake handle and imagine what it must have felt like to race these cars as new. (Victory Lane, November 2013)
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LIME ROCK HISTORIC FESTIVAL 2013
Peter Giddings, in his 1931 Alfa Romeo P3, finished second both days in Group 2, âThe Dawn of Performance,â early sports and racing cars. Peter Greenfield finished first in Alfa Romeo 8C35 s/n 50013, a GP car previously owned by Peter Giddings.
Photo by Michael DiPleco, Sports Car Digest
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MONTEREY MOTORSPORTS REUNION 2013
The first outing of Peter's 1926 Delage 15-S-8 Grand Prix car was at the 2013 Monterey Motorsports Reunion and Pre-Reunion. In the Group 2A race for 1927-1951 Racing Cars, Peter ran with cars with much larger engines, including a 1939 Maserati 4CL, a 1957 Maserati 250F, a 1934 Alfa Romeo P3 and a 1949 Talbot Lago T26C/DA Grand Prix. With only 1500 cc, Peter finished third overall in the Delage! This was the first time in about 60 years that anyone had heard a Delage 15-S-8 run in anger -- the scream of the engine is incredible!
Group 2A, 1927-1951 Racing Cars. The best race of the day, and possibly the whole weekend, in some of the most legendary race cars. Three drivers took turns leading and traded places at least 15 times over the course of nine laps. It was beautiful to watch - a skillful, safe and fair exhibition made more impressive by the drivers coaxing 107 mph speeds out of these great automobiles. Paddins Dowling, 1939 Maserati 4Cl, sat on the pole for this race, but slipped back to the fourth spot early as Jeffrey O'Neill's 1957 Maserati 250F, a later F-1 car somewhat out of place in this group, moved to the front, only to give up the lead on Lap 2 on a beautiful pass in the hairpin by Peter giddings in the legendary 1926 Delage 15-S-8. (from Victory Lane, October 2013)
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From VINTAGE MOTORSPORT NEWSLETTER - 6/14/2013Â
A half dozen significant sports racers from the golden era of the 1950s will be on offer at RM Auctions' flagship Monterey sale set for Aug. 16-17 at the Portola Hotel & Spa in downtown Monterey, CA. ...
It's also news that veteran vintage racer and historic racing authority Peter Giddings, seen often at the front of the grids in his Maserati 250F and prewar Alfa Romeos, recently joined RM as one of its global team of car specialists. Â Giddings stated of the developing consignment list, "Racing memories come flooding back when I eye the supreme list of cars consigned to the Monterey sale. The 750 Monza truly tugs at the heart strings; having driven both 750 and 860 variants, the Lampredi engine is a real stump-puller in the torque department. Â The Maserati A6CGS/53 is another landmark. Â Credited for inventing the twin nostril nose, Fantuzzi surely designed and built the most beautiful of all coachwork."
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SPOKANE FESTIVAL OF SPEED
At the 2013 Spokane Festival of Speed, June 1-2, Peter finished first in class and fourth overall in Race Group 1. The Alfa Romeo Tipo C 8C35 was just too big for some of the corners of this race track, but Peter put on his usual show of sliding around crossed up and then powering down the straight sections.
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SONOMA HISTORIC MOTORSPORTS FESTIVAL
At the May 18-19, 2013 Sonoma Historic Motorsports Festival, Peter was not able to run in the qualifying session due to fuel pump problems with the Alfa Romeo 8C35 Tipo C. As a result, Peter had to start at the back of the field in the race and fight his way up through the pack. He finished 3rd overall, quite a fine finish considering his starting position. In recognition of his drive, and for "excellence in presentation," Peter was given the Sonoma Historic Trophy for Pre-1940 vehicles..
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VARA BRITISH EXTRAVAGANZA
At VARA's British Extravaganza, held at Buttonwillow Raceway on May 4-5, 2013, Peter won the Group 4 Race going away. In the Alfa Romeo 8C35 Tipo C, Peter finished more than two minutes ahead of the second place car.
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SKOPE CLASSIC, NZ
Demonstrating on track this year were two totally contrasting cars - the famous Willys coupe originally raced by Red Dawson and the ex-Dick Seaman Delage; the car that brought Seaman to the attention of Mercedes-Benz who signed him to their Grand Prix team. The Delage belongs to Peter Giddings. What a privilege to see and hear the 1926 Delage GP car. (from NZ Classic Driver, Mar-Apr 2013).
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CAVALLINO CLASSIC 22
A new feature race at the Cavallino Competition Classic, held at Palm Beach International Raceway on January 24-25, 2013, was the addition of a Pre-War Racing Car class to the usual classes of Drum Brake and Disc Brake cars. Peter entered his 1931/32 Alfa Romeo Tipo B "P3" Grand Prix single-seater in the Pre-War class. In a glorious field of Bugatti's, Maserati's and Alfa Romeo's, Peter not only won his class, but he was the overall race winner.
Peter's winning ways continued in the Drum Brake class. Peter's 1953 Maserati 250F won by outdistancing a Maserati 250F lightweight and a field of Ferrari's and Maserati's including Ferrari sports racers, Ferrari 250 GTs and a Ferrari TdF, and Maserati 200S and 250S. Again, Peter was the overall race winner as well as winning his class.
Peter receives a trophy (one of four!) from Alicia Barnes on the yacht at the Cavallino Yacht Hop.
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2012 NEWS
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CSRG 44th SEASON FINALE
At the CSRG season finale at Thunderhill, Peter dominated Group 2 with his Alfa Romeo P3, finishing a half-second ahead of his nearest challenger.
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CSRG CHARITY CHALLENGE
The 9th annual Classic Sports Racing Group (CSRG) Charity Challenge was held October 6-7, 2012 at the 2.52-mile Infineon Raceway at Sears Point, Sonoma, California. The 2012 CSRG Charity Challenge featured a great field of more than 220 historic race cars, including pre-war, sports racing and formula as well as production and GT entrants. As always, Peter's 1935 Alfa Romeo 8C35 Tipo C was a crowd favorite and Peter won 1st vintage in his race..
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U.S. VINTAGE GRAND PRIX
At the U.S. Vintage Grand Prix at Watkins Glen on September 12, Peter ran both his Maserati 250F and Alfa Romeo Tipo B P3. With the Maserati 250F, he finished second in the Group 4 sprint race, behind a 1958 Echidna special. Peter won the Pre-War race in the Alfa Romeo P3.
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LIME ROCK HISTORIC FESTIVAL 30
At Lime Rock, Peter finished 2nd in his 1931 Alfa Romeo Tipo B P3 in both the Saturday and Monday races for Group 3 - Pre-War Racing Cars, behind the 1935 Alfa Romeo Tipo C of Peter Greenfield.
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MONTEREY MOTORSPORTS REUNION
In Group 2A - for1927-1951 Racing Cars, Peter finished 3rd in his 1931 Alfa Romeo Tipo B P3, behind a 1939 Maserati 4CL and a 1957 (!) Maserati 250F.
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LEGENDS OF MOTORSPORT
At Le Circuit, Mont Tremblant, Quebec, July 27-29, Peter driving his Maserati 250F, won the Group One race for 1940-1969 Drum Brake racing cars. Photo by W. H. Murenbeeld from the Ottawa Citizen, November 2012.
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FIRST ANNUAL SONOMA HISTORIC MOTORSPORTS FESTIVAL RACING SEMINAR A SUCCESS
A standing-room-only crowd witnessed the first annual Racing Seminar at the Raceway in Sonoma, Calif., during the 2012 Sonoma Historic Motorsports Festival. The first half was moderated by event organizer Steve Earle, who drew out amusing recollections from California Corvette racer and designer/fabricator Dick Guldstrand. He told stories about his early days competing in California and at iconic races such as the 24 Hours of LeMans and Daytona, and the Trans-Am and Can-Am Series. Peter Giddings, whose racing dossier includes competing in numerous significant race cars in Europe before emigrating to the United States in 1971, where he continued his racing career, also shared his war stories. (Press release by Judy Stropus).
Steve Earle, Peter Giddings, Dick Guldstrand and Grand Marshall Bill Pollack. Photo by Nate Jacobson.
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The theme of the 2012 Sonoma Historic Motorsports Festival at Infineon on June 1-3 was " Moments in Time." An incredible field of more than 340 cars competed in 15 groups. Peter, in his 1931 Alfa Romeo Tipo B P3 finished second in Group 8 behind a 1939 Maserati 4CL.
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During the annual "Rolling Thunder" CSRG event at Thunderhill Park, May 25-27, Peter had to start from the rear of the field in his 1931 Alfa Romeo P3 -- however, he was able to make his way through the field and finished first!
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In the VARA British Extravaganza at Buttonwillow on May 5-6, Peter won the Group 4 race over several historic race cars.
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At the CSRG Season Opener at Infineon on March 31-April 1, Peter in his 1935 Alfa Romeo Tipo C finished 1st vintage and 3rd overall behind a 1959 Lotus 17 and a 1960 Lola Mk 1.
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Peter won the Trofeo di Florida for the fourth time at the Cavallino Classic races at Palm Beach International Raceway on January 21. Peter was winner of the drum brake race in his Maserati 250F.
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The January 2012 issue of Alive - East Bay magazine features Peter in its coverage of the Danville Councours d'Elegance, tribute to Phil Hill. Brian Douglas and Charles Donaldson write:
"The event included a parade of rumbling racing vehicles led by Peter Giddings and his 1962 Ferrari Lusso, last year's winner of the Concours d'Elegance top honor. Mr. Giddings has owned Ferrari's all of his adult life and purchased his 1962 Lusso four years ago at an auction. The 1962 Ferrari Lusso is one of only three that ever raced. Mr. Giddings' involvement with the Danville Concours d'Elegance stems from close friendship with Phil Hill and his long time love of cars and racing. Peter, originally from England, races year 'round and was voted the 2010 Motor Sportsman of the Year."
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2011 NEWS
CSRG Fall Finale at Thunderhill
Peter was the winner in Group 1 at the CSRG 44th Season Finale in his 1931 Alfa Romeo P3.
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September 30 - October 2 - CSRG Charity Challenge, Infineon raceway
Peter finished in first place with his Alfa Romeo 8C -35 .
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U. S. Vintage Grand Prix at Watkins Glen
Peter continued to win at the U. S. Vintage Grand Prix at Watkins Glen on September 9-11. Peter won both the Pre-War Races in his Alfa Romeo 8C35 Tipo C, but it was a close call at the final race. Going in to Turn 11, the Tipo C popped out of 3rd gear and the second place car passed and took the lead. Peter gathered up the Alfa and set off in pursuit. The torque of the 3 liter Alfa engine took over and he just got the nose across the finish line ahead of the competition, winning by 0.026 second!
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Lime Rock Historic Festival
At the Lime Rock 29th Historic Festival, held on September 2-5, Peter continued his winning ways, winning both Group 1 races in his ever-faithful Alfa Romeo 8C35 Tipo C.
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Monterey Motorsports Reunion and Pre-Reunion
Peter Giddings in his Alfa Romeo Tipo B "P3" won the Group 1A races at both the Monterey Motorsports Pre-Reunion and the Monterey Motorsports Reunion. In the Monterey Motorsports Reunion race, Peter finished 33 seconds ahead of Jon Shirley in Jon's similar but slightly later Alfa Romeo "P3."
In Group 6A, for Ferrari 250 GT cars, Peter in his Ferrari Lusso, finished 6th in a field of 14 of these magnificent cars, leading several Ferrari GTOs and Competition SWBs.
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Peter is honored as Motorsportsman of The Year by the Motorsports Press Association (MSPA), The MSPA is comprised of Northern California writers, photographers and broadcasters who cover motorsports. Peter received this award at the MSPA banquet on March 9, 2011 held at the Blackhawk Museum. Among the other honorees at the banquet was Scott Pruett, who was voted the Closed Wheel Road Course driver of the year.
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Vintage Racecar magazine reports the following: "Well-known vintage racer Peter Giddings has been honored by Northern California's Motor Sports Press Association as its Motorsportsman of the Year for 2010. The award was bestowed during a March banquet at the Blackhawk Museum in Danville, California, spotlighting Giddings for his dedication to preserving vintage racing internationally and for his success as a driver. It is the first time a vintage racer has been so honored by the MSPA".
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Vintage Motorsport magazine May/June 2011 says: "Peter Giddings is one of the most active and respected owner/drivers in vintage racing -- not only in the United States but also around the world. In recognition of his achievements on the track and his behind-the-scenes efforts to promote and support vintage racing in several countries, Giddings was presented with the 'Motorsportsman of the Year' award by the Motor Sports Press Association of Northern California. The presentation was made at the 49th annual awards banquet at the Blackhawk Automobile Museum." ..." Giddings' racing career began in 1959 with a 1928 Frazer Nash and two years later he qualified for a full FIA International License." "Congratulations, Peter, on this well-deserved award and we look forward to seeing you and your wonderful cars this year and in future vintage racing seasons." Gary Horstkorta
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Peter is chosen as Honorary Ambassador of the Victorian Historic Racing Register on March 19, 2011 at Phillip Island Classic Festival of Motorsports, Victoria, Australia.
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2010 NEWS
In 2010, Peter was inducted into the Road Racing Drivers Club, thus joining the likes of Sir Jackie Stewart, Mario Andretti, Sir Jack Brabham, Bobby Rahal, Sir Stirling Moss, Emerson Fittipaldi, "Skip" Barber, Bob Bondurant, Dan Gurney, Roger Penske, and Dario Franchitti -- indeed a great honour.The Road Racing Drivers Club is a US organization made up of many of America's and Europeâs most successful racing drivers. Members are elected by their peers and include Formula One World Champions, Indy-500 winners, Champion Sports Car Drivers, and top American amateur road racers.
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At the 2010 Cavallino Classic at Palm Beach International Raceway, Peter qualified on the pole and was the overall winner in the drum brake class in his Maserati 250F. After completion of the day's races, on Friday, January 22, Peter was awarded the Trofeo di Florida at the Cavallino Classic Yacht Hop. A detailed account can be viewed at Veloce Today, click on the following link:
http://www.velocetoday.com/archives/4817
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On June 9, 2010, Sports Car Digest gave the results of the Sonoma Historic Motorsports Festival at Infineon Raceway. Peter was the winner of Group 1B (1914-1949 Pre-War Sport and Racing Cars) in his 1935 Alfa Romeo 8C35 Tipo C. See the article at http://www.sportscardigest.com/
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At the Monterey Historics in August 2010, Peter received the Road & Track Magazine Award. This award was presented by Tom Bryant "to the car we would most like to race," to Peter Giddings for his 1931 Alfa Romeo Tipo B P3.
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On August 9, 2010, Sports Car Digest gave the results of the Monterey Motorsports Pre-Reunion, along with a terrific photo gallery by Dennis Gray.
"Saturday Results - Peter Giddings won the Pre-War and Bugatti Race Group in his 1931 Alfa Romeo Tipo B P3. He beat out a field of beautiful Bugatti Type 35s, 39As, 43s, 51s, 57SC, and Romulus, the most successful of all privately campaigned ERAs."
"Sunday Results - The Pre-War Group took first to the sunny track on Sunday and once again Peter Giddings dominated the field in his Alfa Romeo P3."
See http://www.sportscardigest.com/
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Ninth U.S. Bugatti Grand Prix
The Ninth US Bugatti Grand Prix was held at the 2.24 mile Mazda Raceway at Laguna Seca on August 14, 2010. As 2010 is the fiftieth anniversary of the American Bugatti Club, the race was held in conjunction with the ABC International Bugatti Rally with over thirty entries from seven countries.
At 2:40 p.m., thirty Bugattis took the green flag for the eight lap race, and it was a sight that those who were there will not soon forget. Peter Giddings took the lead at the start, but by the time the leaders reached the Corkscrew, Charles Dean's T51 had passed Charles McCabe's T59. Charles Dean then used the superior horsepower of his T51 to pass Peter's T35B and take over first place. ... Charles Dean went on to win the race and Class I, followed by Peter Giddings in second and Charles McCabe in third..
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In the Official Race Results from the Rolex Monterey Motorsports Reunion, August 14 & 15, 2010, Peter finished second in Group 4A, the Bugatti Grand Prix Cars Race, in his 1926 Bugatti Type 35B.
In Group 1B, the Pre-1949 Sports and Racing Cars race, Peter finished third in his 1931 Alfa Romeo Tipo B P3, following the two 1934 ERA cars. These three cars were the only cars on the lead lap, having lapped all the other 20+ cars.
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On July 9-11, 2010, Peter participated in the Legends of Motorsports, a Bobby Rahal Signature Event, at Circuit Mont-Tremblant, Quebec. Peter is featured in a "participant profile" that can be seen at http://legendsofmotorsports.com/multimedia.cfm. This event was also featured on Forbes.com Sports Money program.
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At the Lime Rock (Connecticut) Historic Festival, held on September 4 - 6, 2010, Peter raced his Alfa Romeo Tipo B P3 in the Pre-war Sports and Racing Class. He finished 1st in the Saturday race, and placed 2nd in both Monday races. He also raced his Maserati 250F in the 1950s Competition Cars class, finishing 12th and 8th in races against much newer and more modern competition. Also at Lime Rock, in the "Risky and Racy" pre-war competition car class in the Councours, Peter's Alfa Romeo Tipo B P3 won second place, followed by the 1933 Alfa Monza that Peter previously owned, now campaigned by Peter Greenfield.
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U.S. Vintage Grand Prix at Watkins Glen - September 9-12, 2010 - excerpt from an article by Ron Levanduski in the Watkins Glen Star-Gazette
Peter Giddings won the Pre-War Race in his 1931 Alfa Romeo Tipo B P3. For Giddings, who resides in Alamo, California, it was his second vintage win here in the rain. In 2007, he braved dangerous conditions in winning the Bugatti U.S. Grand Prix in an equally rare and valuable 1926 Bugatti Type 35B Grand Prix car.
"It's always a thrill to win, especially under these conditions at Watkins Glen," he said. Giddings also ran a historic 1953 Maserati 250F Grand Prix car, finishing second in Group 4. It's the first of 26 that were made. Juan Manuel Fangio won world titles in 1954 and 1957 in a 250F.
Giddings' Alfa Romeo Tipo B (P3) was among the first genuine single-seat Grand Prix cars. His multiple Grand Prix winner is the sole surviving one of the first six built. It was driven by many great racers, including Tazio Nuvolari. "We are only custodians," Giddings said. "It's a privilege to be among those that have driven them."
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2009 NEWS
June 2-28 - Shell Historic Challenge, Road America
The Drum Brake Races belonged to Peter Giddings - again. Giddings qualified his Maserati 250F on pole for the Saturday race, but an observer could have been forgiven for thinking he'd been transported back to 1957. Sharing the front row with Giddings was a second Maserati 250F driven by Jeff O'Neill. Giddings led from the start, shadowed for a few laps by O'Neill, but Giddings began to pull away to a lead of over 30 seconds at the checkered flag. The results set the grid for Sunday, so Giddings and O'Neill again shared the front row, and the results were the same: Giddings led into the first turn and O'Neill was never able to challenge.
July 3-5 - Pacific Raceways - SOVREN Pacific Northwest Historics
Twenty-five cars were featured in this group (Group 1). Peter Giddings had his 1948 Talbot Lago 26C up to speed and finished 4th. Saturday was a new day and Giddings had the Talbot circulating at a rapid pace to clinch first place. Sunday saw Giddings back on top. ..(excerpt from an article by Gary Bannister, Victory Lane, September 2009)
May 30-31 - 23rd Annual Wine Country Classic, Sears Point
If the really old cars get your ticker pumping, you could have gone into fibrillation with race Group 1. Among the 23 that assembled for the feature, there were even more in the paddock. ... Pole sitter, Tom Price in his 1932 Alfa Romeo 8C-2300 showed the rest the fast way around the 2.52 miles of Infineon Raceway. Hot on his tail was Peter Giddings' 1931 Alfa Corto 2500. At the finish it was an all Alfa show. Price first, Giddings was second and Jon Shirley's 1932 8C2300 took third -- which was one for the record book. Peter Giddings later told me: ..."the last time Alfa 8C short chassis race cars took first, second, and third was in 1932." (story by Greg Petrolati, Victory Lane, August 2009)
May 4 - Shell Historic Ferrari Challenge , Sears Point
Peter Greenfield qualified on the pole for the Drum Race on a wet track, driving the oldest car in the field, a 1935 Alfa Romeo 8C35 once raced by the great Tazio Nuvolari. Peter Giddings was alongside in the front row in his Maserati 250F Grand Prix car, a former Sir Stirling Moss mount. Jeff Abramson upheld the Ferrari marque by qualifying third in his Ferrari 500 Mondial. Greenfield's lead was brief in the Saturday Drum Race, as Giddings passed almost immediately on the drying track, taking a lead which was never challenged. Giddings margin of victory was 54 seconds for the overall win. The sky remained overcast on Sunday but the track was dry. Giddings started from pole. Jeff O'Neill seemed to enjoy the dry track and was able to stay with Giddings for the entire race, the pair of Maserati 250F cars carving through the field. Giddings won over O'Neill, but his margin was only 11 seconds.
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Ferrari North America Historic Challenge
Peter once again participated in the Ferrari Historic Challenge series in 2009. He won the Drum Brake class at all four events: at Infineon Raceway, Road America, Mount Tremblant (Quebec, Canada), and New Jersey Motorsports Park. As a result of this effort, he was named "2009 Drum Brake Champion" at the season final event, held at New Jersey Motorsports Park on September 18 - 20. Peter first won the Drum Brake Championship in 2000, and he was one of the first two drivers to be named a "Grand Master" the following year, 2001, when he won his second championship.
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September 25-27 - CSRG Charity Chllenge, Infineon Raceway
Peter Giddings (that man must have one of the best toy boxes in the known world) led from green to checker in his beautiful 1935 Alfa Romeo 8C-35 Grand Prix Car. (review of the CSRG Charity Challenge by E. Gregory Petrolati, excerpted from Victory Lane, January 2010)
Lobethal (Queensland, Australia)
Peter in his Alfa P3 #5006, joined with Jon Shirley in his P3 #5005, and over 100 other historic cars, in participating in a re-creation of the 1939 Australian Grand Prix. On the 70th anniversary of the 1939 GP, in October 2009, the event was held on the same country road circuit that was used in 1939. The course, nestled in the Adelaide Hills, is 14 kilometers long, with 47 corners, a ribbon of road so frighteningly fast, so steeped in mystery, so revered, that it was once acclaimed by multiple Australian Grand Prix winner, Doug Whiteford, as the greatest racing circuit in Australia. (excerpted from the Lobethal Grand Carnival news release).
Peter in Alfa P3 #5006 leading a group of cars at Lobethal.
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2008 NEWS
"At the Rolex Monterey Historics, next came the 1925-1950 Racing Cars and Indy Roadsters. This group continued the specter of unfolding history. No stranger to first place was Peter Giddings and his very special '30 Alfa Romeo Tipo B P3. Next were Peter Greenfield's '35 Alfa Romeo Monoposto and Jon Shirley's '34 Alfa Romeo P3". (excerpted from Vintage Motorsport, Nov/Dec 2008).
Shell Historics at the Monterey Historics. Due to the tight schedule each group raced only once, as the first two races of the weekend. Jeff O'Neill led the first lap in his Maserati 250F, but was overtaken by Peter Giddings, racing his newly acquired Alfa Tipo B (P3) for the first time in the series. Giddings, in the oldest car in the race, led to the finish, with O'Neill only a half-second back. from David Seibert, Shell Ferrari Historic Challenge, October 2008.
A few other cars are admitted to the cast (of historic Ferraris), bringing different history to the grid. Enzo Ferrari's original Scuderia Ferrari served as the Alfa Romeo factory squad during the 1930s and so those Alfas are eligible (for the Ferrari Historic Challenge).. Peter Giddings is something of a legend at Lime Rock for driving one of those Alfas, a 1935 8C35 once raced by Tazio Nuvolari, in the rain for 30 minutes or so -- spray and rooster tails everywhere -- to keep the Lime Rock fans entertained. (from the program for the Rolex Vintage Festival at Lime Rock Park, August 28 - September 1, 2008)
Antipodean Adventures by Mac Hurlbert. From his report on the races at Phillip Island, Australia in March 2008: A number of striking cars graced the paddock, among them Peter Giddings' newly restored Tipo B Alfa Romeo. from the VSCC Bulletin, No. 260, Summer 2008.
The 2008 Ferrari Shell Historic Challenge opened January25th at the Cavallino Classic at Palm Beach. Peter Giddings was the standout driver in the drum group. Giddings races a Maserati 250F, a Grand Prix car once operated by the legendary Sir Stirling Moss. Goddings took an immediate lead. He finished in first place, a common result for his very capable Maserati 250F. During the 2007 season it was Peter Giddings in the Drum Brake group as the overall winner. If this first race is an indication of the rest of the season, 2008 will be similar to 2007.
Peter Giddings and his 1932 Alfa Romeo P3 form a true multinational combination in historic racing. The Englishman, who lives in the US, has a burning passion for Italian cars and travels the globe racing them, this year bringing to the Australian Phillip Island meeting a famous racing car he had rebuilt in Christchurch, NZ. The Alfa P3 was one of a handful built by the factory Scuderia Ferrari team... from The Age Newspaper, Melbourne, Australia, Drive Classics, March 15, 2008.
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2007 NEWS
Peter drives his Alfa Romeo P3 at Ruapuna Park, February 2007, from the Timaru Herald, Feb 10, 2007.
At the Phillip Island Historic race Meeting in March 2007, Peter finished 6th out of 55 cars in Regularity Division 1 in his Talbot Lago. He ran 2:14.5, 2:10.5, 2:13.7, and 2:09.6 against his target time of 2:10.0.
The Wine Country Classic took place at Infineon Raceway on June 2-3, 2007. Jon Shirley and Peter Giddings had an Alfa Romeo chase up front with Shirley driving his 1934 Alfa Romeo Tipo B in the lead position from start to finish to get the win. Giddings was right behind him in his 1933 Alfa Romeo Mille Miglia for second. (Victory Lane, Vol. 22, No. 8, August 2007).
At Watkins Glen in September, the green flag came down on the start of the 8th US Bugatti Grand Prix at the Glen, and fourteen cars raced off into the pouring rain on the 20th anniversary of the 1st US Bugatti Grand Prix at Elkhart Lake. The race was a smashing success with Peter Giddings holding on for a remarkably narrow victory in his Bugatti Type 35B and thereby winning the 2007 New York Governor's Cup presented by the Glen management. Congratulations, Peter!
8th U. S. Bugatti Grand Prix - Sunday was the day of the race, and it was wet! When the results were in, Peter Giddings (Bugatti T-35B) had won the Governor's Cup and we had a full presentation ceremony complete with an army of photographers. (Pur Sang, Fall 2007, by Chrisso Rheault)
Coronado Speed Festival, October 5-7, 2007. Group 1 was for Pre-war Sports and Racing Cars. The cars are so different and unique that one should declare each car a class winner. Peter Giddings in his magnificent 1935 Alfa romeo 8C-35 took the checkered flag in first. ( Victory Lane, Vol 23, No 1, January 2008).
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2006 NEWS
At the Lime Rock Historic Festival Peter Giddings was the winner in Group 1 with his 1926 Bugatti T-35B. (from Victory Lane, November 2006).
Road America, July 10th, Ferrari/Maserati Historic Challenge. Peter Giddings driving the ex-Whitney Straight Maserati 8CM passed Tom Price in Turn One of the first lap. Giddings driving the oldest car in the field maintained his lead until the last 100 feet of the race when Tom Price in his Maserati 200 SI passed to take the win.
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2005 NEWS
Ferrari Historic Challenge, Mont Tremblant, Canada, June 25
Peter Giddings won the drum brake class with his 1954 Maserati 250F Grand Prix car with an average speed of over 80 mph on the challenging Mont Tremblant track.
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Ferrari/Maserati Historic Challenge at the California Speedway, April 1-3
Peter Giddings drove both race days, and to victory on Saturday, with a Maserati 250F, formerly raced by Sir Stirling Moss. The car succumbed to transmission failure on Sunday while in the lead. (from Victory Lane, Vol. 20, No. 7, July 2005)
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British cars and drivers starred at Australia's premier historic racing festival at Phillip Island on 26-27 February which attracted its biggest entry of 460 cars. James Diffey made his ERA debut guest-driving Dean Butler's ERA. After racing with American Peter Giddings in his magnificent ex-Bira Maserati 8CM (#3011), Diffey blasted ahead to win in style with his dream racer. (excerpt from Classic & Sports Car, May 2005)
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Historic Ferrari Challenge , Cavallino Classic
Recognized Alfa Romeo and Maserati driver, Peter Giddings, fielded a spectacular, and I might add, very fast Maserati 250F Grand Prix car. In the first race, for earlier race cars fitted with drum brakes, Peter Giddings took the lead from pole position in his Maserati 250F, a car once driven by Sir Sterling Moss. Giddings, a former series champion and Masters Award winner, appeared to have the race well in hand when a driveline failure left him coasting to a stop at the halfway mark.
Victory Lane, April 2005. Vol. 20, No. 4
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CSRG Fall Finale, Thunderhill Raceway, October 30-31, 2004
Group 3 racers followed behind Peter Giddings in his 1954 Maserati 250F as he led from flag to flag. (from Victory Lane, Vol. 20, No. 3, March 2005)
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2004 NEWS
Le Sommet des Legendes at Circuit Mont Tramblant, Canada on July 2-4. In the "Fifties Sports_Racing Cars" race, Peter Giddings drove his wonderful '35 Alfa Romeo Tipo C 8C35, finishing eighth overall against a field of much newer cars. In the "Formula Classic Race", the outstanding car was Peter Giddings' Maserati 250F. Fresh from restoration in Europe, the previous weekend's Ferrari Challenge meet was the first time in eight years the Giddings had sat in the car. In spite of brake problems, Peter finished 16th overall. (Victory Lane, Vol 19, No 9, September 2004).
Ferrari was the featured marque for the 2004 Monterey Historic Races at Laguna Seca. Saturday's star race included 19 Ferrari GTO's. something to behold. Regular spectators enjoy an annual scrap between Mark Gillies (ERA) and Peter Giddings (Alfa 8C35, but this year a broken drive shaft put Giddings out early. Gillies took the podium. (excerpt from Historic Motor Racing News,London, UK, Vol. 10, No. 8, September 2004.)
Wine Country Classic, main events were contested in eight vintage racing groups on Infineon raceway's 12-turn, 2.52 milesroad course, with Alamo, CA's Peter Giddings winning his second consecutive Group 1 (Pre-'53 Cars) championship. He started the 10-lap feature race 25th in his 1935 Alfa Romeo 8C35, but moved to the top spot after just two laps and never looked back. (from Drive Magazine, August 2004).
Lime Rock, July 2004. Peter Giddings is a favorite of the fans at Lime Rock Park. One year, when tooo much rain prevented racing, Giddings took his ex-Tazio Nuvolari Alfa Romeo 8C35 to the track and entertained the crowd for more than 30 minutes with lurid slildes and giant rooster tails from his tires. Consistent crowds around Giddings' cars in the Lime Rock paddock offer further proof of the former Shell Historic Champion's popularity. This weekend Giddings drove his Maserati 250F, the first one built, to overall wins in both Drum Brake races in the Shell Ferrari/Maserati Historic Challenge. (Victory Lane, September 2004)
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2003 NEWS
At the 30th Monterey Historic Automobile Races, August 15-17, Peter finished third in his 1932 Alfa Romeo Monza behind 1934 and 1936 ERA race cars. (from Victory Lane, Vol 18, No 11, November 2003).
Peter Giddings won the Group One race at the 2003 Wine Country Classic, May 31 through June 6, at Sears Point raceway, driving his 1932 Alfa Romeo Monza. Peter started on pole and led every lap finishing with an overall average speed of 68.321 mph.
At the New York Auto Show at Javits Center in April, the new 2003 Maserati Spyder was presented. Lucky Maseratisti could attend the evening charity event. Guests enjoyed cocktails and hors d'oeuvres served amid a selection of current Ferraris and Maseratis as well as five very important historic cars. The latter included Peter Giddings' 1935 ex-Scuderia Ferrari Alfa Romeo 8C35 (s/n 50013) the only complete and original surviving Tipo C 8C35. Noted Ferrari historian David Seibert introduced each of the cars to the crowd, then the owner fired the engine! It was truly an incredible display that captivated the audience and absolutely filled the Javits Center's Crystal Palace with the historic sounds of power and perfornmance from some of the greatest race cars ever made. (from Forza Magazine, number 47, August 2003).
In the 50th anniversary of round-the-houses racing in New Zealand, the Southern Festival of Speed held the Dunedin street races. With a number of quicker cars striking trouble, Peter Giddings drove his immaculate 1933 Bugatti Type 59 to third place in the opening vintage race. Second time out he had to be content with a fifth place finish.
In the Southern Festival of Speed at the Dunedin street race, Peter Giddings finished third in the Vintage race in his 1933 Bugatti Type 59. from the Otago Daily Times,February 17, 2003
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2002 NEWS
Early Racing Cars at Terretonga. An interesting field this, with Peter Giddings in the Tipo C 8C Alfa Romeo showing an amazing pace for a car built in 1935 and with just 3-litres of straight eight. Giddings recorded a second, third, fourth, and six finishes in the big, impressive-sounding car. from the southern Festival of Speed report on Terretonga
Peter received a Founder's Award in February 2002 for his 1934 Whitney Straight Maserati 8CM for it's period correct appearance, presentation and performance.
Eoin Young's Diary on the 2002 Southern Festival of Speed in New Zealand, remarked that Peter Giddings wonderful 1935 3-litre 8C35 Grand Prix Alfa Romeo had a bllue nose band in memory of his old friend, Rene Dreyfus. Giddings is something of a master of classic motor racing, shipping his ex-Whitney Straight Maserati 8CM from Christchurch to Australia for the classic meet at Phillip Island. from Victory Lane, April 2002.
CSRG at Sears Point, March 23-24, In the Pre-War cars of Group Six, the '32 Alfa Monza of Peter Giddings led flag to flag and was flying around the track. Peter next ran the same 1932 Alfa Romeo Monza at the HMSA Laguna Seca Spring Event on April 13-14. (from Victory Lane, Vol 17, No 6, June 2002).
At the inaugural Sommet des Legendes at Circuit Mont Tremblant (Quebec) in July, Peter Giddings qualfied on pole in his Alfa Romeo 8C35 but near the end of the races fuel problems led to a third place finish. (from Pur Sang, Fall 2002)
At the Monterey Historic Races, Peter finished second in Group 2A in his 1935 Alfa Romeo 8C35.
Peter Giddings' pre-World War II Alfa Romeo Monza, bearing the weathered scars of a dull and worn maroon finish reflecting its 70-year age didn't stand out among the featured GT Prototypes at Watkins Glen. Of the very few intact pre-war Grand Prix cars that remain, most are typicaly displayed in museums. But Giddings races them. He pushes them nearly as hard as they were driven in their heyday. He finished fourth out of 32 modern-era sports cars at the Glen, averaging more than 78 mph on hte 3.4 mile circuit. from the Star-Gazette, September 11, 2002
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2001 NEWS
At the 2.25 km Coronet Peak Hillclimb in New Zealand, Peter Giddings of California finished 23rd overall in 94.6 seconds in his rare 1932 Alfa Romeo Monza. from Otago Daily Times, February 16, 2001
Ferrari Challenge 2001. Rain -- the bane of seemingly every Lime Rock race weekend-- precluded the second race scheduled for Saturday afternoon. Peter Giddings took his Alfa 8C35 out for laps on the wet track, keeping the spectators entertained and judging from the crowd around his car in the paddock, making friends for the series.
The Third U. S. Bugatti Grand Prix was held at the Virginia International Raceway in Danville, Virginia on May 6, 2001. Peter Giddings was dominant in his Bugatti Type 59, the most powerful car of the group, as he rocketed off into the lead at the green flag. He never let off in attempt to beat the 2-minute mark, which he did on the final lap of the race after reaching over 140 mph on the straight. excerpt from Pur Sang
The Wine Country Classic was held at Sears Point Raceway on May 20. Peter Giddings streaked through the field from the back of the grid in his 1933 Maserati 8CM as the pole sitters in many of the groups were assigned to the rear to challenge their driving abilities and to demonstrate the vehicles' agility. Peter managed to get second place - after starting last! from Victory Lane, August 2001
Vintage Motorsport magazine May/June 2001: "King for a Day" reports on the CSRG event at Sears Point Raceway. "With cars ranging from an 8C35 Alfa to a '20 Rajo Mercury Special, the Early Production Class could easily have been called 'Run What Ya Brung.' Having won the top honors at the Louis Vuitton Classic in New York five weeks prior did not keep Peter Giddings from running his Alfa 8C 35 full bore -- and winning. No trailer queen that car! Tom Price, having started on the pole with his Alfa 8C 2500 came in fourth just behind a Jag 120 driven by Vintage Motorsport's Burt Levy. It is absolutely fantastic to see these very early cars driven so very quickly by early drivers.
At the Formula Junior races at Seattle International Raceway on July 1-3, 2001, expatriate Englishman Peter Giddings won the Monday race outright in his Stanguellini FJ over a fifteen car field. (from the Formula Junior Newsletter UK, Spring 2001)
At the CSRG Fall Vintage Races at Sears Point Raceway, won Group 3 in his 1932 Alfa Romeo Monza, leading a field of 27 cars.
The "Vintage on Avon" meeting in the country town of Northam, Australia was held April 2001. In the pre-war sports and racing class, visiting driver Peter Giddings in an Alfa Romeo 8C Monza took the first two races comfortably. Peter Giddings is returning after enjoying himself so much last year driving his Talbot Lago Grand Prix. car. West Australia Motoring, 2001.
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2000 NEWS
At the Western Australia Vintage Stampede on October 26, 2000, Peter Giddings in his 1933 Alfa Romeo Monza set a fastest lap speed of 89.53 mph on the long circuit. Peter was also awarded an Honarary Membership in the Vintage Sports Car Club of Western Australia.
The 4th annual speed festival at Coronado finally attracted the wrath of the weather gods. Despite the less than perfect weather, the entry was impressive. The star car both in the paddock and on the track was Peter Giddings' 1935 Alfa Romeo 8C-35. Driven with his normal brio, Giddings' ex-Scuderia Ferrari 8C-35 is the only complete and original Alfa Romeo of this type in the world. In the capable hands of Giddings the Alfa easily won Sunday's Group One race for pre-1941 sports and racnig cars. from Speedvision.com
The Monterey Historics featured Maserati this year. Contrary to the normal script, Peter Giddings failed to mount a challenge with his 1933 Maserati 8CM. Though lacking the power of the bigger front-running Grand Prix cars, Giddings can always be counted on to give his all in any car from his impressive stable. Despite the problem that caused his retirement at half-distance, it's always a genuine treat to watch Giddings drive the wheels off the ex-Whitney Straight Maserati. from Speedvision
Fifty of the world's finest cars gathered at the Rockefeller Center in New York for the fifth annual Rockefeller Louis Vuitton Classic concours d'elegance. The 1935 Alfa Romeo Tipo C of Peter Giddings won the Louis Vuitton Trophy for Best of Show. from Classic Cars, December 2000.
In April, Peter Giddings drove his 1949 Talbot Lago Grand Prix car at the Western Australia Festival of Speed events at Barbagallo Raceway and at the street races and hillclimb at Northam.
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1999 NEWS
PeterGiddings debuted the ex-Bob Sutherland Type 59 Bugatti at an extremely wet Winton, Australia meet in May 1999.
The 13th Annual Wine Country Classic was held on May 22-23. In Group 1, there wasn't a doubt as to who was the star of the field as Peter Giddings in his beautiful 1932 Alfa Romeo Monza, put the car into fantastic four-wheel drifts, arms moving back and forth to control the Alfa as he motored into 7th place overall, passing with apparent ease a lot of the younger cars. From Victory Lane, August 1999.
At the Monterey Historics, Peter Giddings' 1935 Alfa Romeo Tipo C 8C35 led most of the race, followed by his 1933 Maserati 8CM which was driven by Murray Smith. After the Alfa suffered mechanical woes, Smith went on to win in Peter's Maserati.
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1998 NEWS
The SOVREN Pacific Northwest Historics took place on July 3-5. In Group 1, Peter Giddings brought his 1932 Alfa Romeo which he drove to first place in the pre-war F1 class. from Victory Lane, September 1998
At the Lime Rock Fall Festival, Peter Giddings started from the pole position and held the lead for the entire race. From Pur Sang.
At the Third Annual British Extravaganze at Buttonwillow, May 2-3, Peter participated in The Historic Group. The group began with a bang and a clatter as over a dozen pre-war machines sputtered to turn one and suddenly had to sort themselves out to get through it without contact. These guys came to race! Eventual winner Peter Giddings took off and bested eveyone's lap time by twenty seconds. (by Brian Kennedy, Victory Lane, Vol 13, No 7, July 1998).
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1996 NEWS
Monterey Historics -- Peter Giddings, replaced his entered Bugatti with a gorgeous Talbot-Lago Grand Prix car. In true Giddings Fashion, he drove the car hard, sliding it around the corners with great gusto, arms and elbows flying. Why aren't modern cars this much fun to watch ? ( Victory Lane, September 1996)
At the Pacific Northwest Historics and Seattel International Raceway on July 7, 1996, Peter finished fourth in his 1950 Talbot Lago behind more modern cars such as a 1959 Devin SS and a 1959 Ferrari TR59.
At the 20th Historic Winton Races (Australia), May 25-26, Peter Giddings was very busy, finishing 2nd in Class RC with his 1954 Maserati 250F and getting another 2nd place in Class LBr with his 1950 Talbot Lago.
The Geelong Speed Trials have always had a magnetic attraction for drivers who regularly return to participate in the event with its picturesque beachfront setting. Marques capturing attention include many famous cars, and from the Peter Giddings collection, the Whitney Straight Maserati 3011, a 1932 Alfa Romeo Type 80 Monza, plus the 1950 T26C Talbot Lago. Peter's 1956 Maserati 250F will be making a return visit to Australia for the Melbourne Grand Prix, and Peter will also be coming over from America for the event. (from Motor Racing Australia, No. 20, March/April 1996)
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1994 NEWS
Monterey Historics -- August - At the 20th Monterey Historics, in Race 2A, Peter Giddings once again showed his mastery of the track with a win going away in the Whitney Straight 1934 Maserati 8CM. Peter also ran his Maserati 250F in Group 6A, giving a demonstration of drifting through the corners. (from Victory Lane)
At the Portland Historic Vintage Races on July 10, Peter Giddings in his 1954 Maserati 250F won Group One, leading Peter Lovely in his 1959 Ferrari TR59 and John Mozart in a 1958 Lister Chevy. from Victory Lane
From The Vintage Drift, Sovren, July 1994: At the Pacific NW Historics on July 2-3, several unique cars were in attendance, led by Peter Giddings in the fabulous Maserati 250F Grand Prix car.
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1992 NEWS
The New Zealand Southern Festival of Speed was a two-race series in February with races at Timaru and Dunedin. An enthusiastic 10-car American contingent brought cars ranging from Peter Giddings' ex-Whitney Straight 8CM Maserati with the distinctive heart-shaped radiator through TR3s to a Saab Sonnet. Peter Giddings's Maserati 8CM suffered carburetion problems and the 8C Maserati of Bob Sutherland had a water leak. from Classic and Sportscar, May 1992
Last year, Peter Giddings won the major event of the Levels meeting at Timaru, the Grand Prix, in his Maserati 250F. This year, despite help from his New Zealand friends keeping the car prepared, he had to withdraw his 1933 8CM Maserati about halfway through the race when the car started overheating. from the Otago Daily Times
The 60-year-old Whitney Straight Maserati 8CM owned and driven by Peter Giddings is one of the stars at the 1992 Historic Winton vintage motor race in Benalla this weekend (May 31, 1992). from the Melbourne Herald-Sun, May 28, 1992
The car that attracted most attention at Winton was undoubtedly Peter Giddings' beautiful Whitney Straight 8CM Maserati. With a competition history which stretches from 1935, it has one of the longest and most consistent racing histories of all international cars. It was indeed a privilege to witness the sight and sound of this great car as it undertook quite a busy weekend competing in J and K class racing events. from Australian Auto Action, June 12, 1992
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1991 NEWS
VARA members competed in the New Zealand Southern Festival of Speed in February. The main event was the New Zealand Historical Grand Prix, a handicap race of 10 laps in 100 degree heat. Ten laps of intense driving later, it was Peter Giddings' Talbot Lago 26C Grand Prix car first, followed by Mocket's Cooper second, and Sutherland's Maserati 4CLT third. from NZ Car, April 1991
At Ruapuna Park in New Zealand, Peter drove his 1954 Maserati 250F to the fastest qualifying time in the F1 class and finished third in race three behind the Lycoming Special.
Southern Festival of Speed. Peter Giddings comes from the USA with two cars -- his 250F Maserati and his magnificent Lago Talbot Grand Prix car. Overweight and underpowered the Lago Talbot was never a front runner in the 4.5 litre formula. The Giddings car is the ex-Philippe Entancelin car and was built in 1948. from New Zealand Motoring, February 1991.
F1 Report, reviewing the Austalian Grand Prix at Adelaide. Adelaide hosted F1 world champions James Hunt, Jackie Stewart, Denis Hulme, Nelson Piquet, Juan Manuel Fangio, Ayrton Senna and Sir Jack Brabham at a press conference. Also, in the 'supporting acts' Fangio drove a W196 Mercedss Benz car of 1954-55 plus the Alfa Romeo 158 that not only won the first ever Formula One World Championship Grand Prix at Silverstone in 1950, but also the world title for Farina and Fangio.from New Zealand Motoring, February 1991.
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1990 News
Sears Point HMSA Races. Group 1 - Peter Giddings '32 Alfa Monza had qualified on the pole on Sunday after being a DNF in Saturday's race due to mechanical gremlins, which would continue to plague the car. Mark Donaldson's Jaguar XK-120 held down second with Don Baldocchi's bright yellow Nardi-Crosley third. Giddings was not the only one with mechanical problems as six cars couldn't make the start. At the green, Giddings maintained his pole position but by lap 2 Donaldson's Jaguar had claimed the lead and held it to the end. On Lap 4, Giddings' Alfa was missing badly. The last lap saw Don Baldocchi nip past Giddings into second spot. (September Surprise by Wendell Bain, Victory Lane Dec 1990)
At the RMVR Steamboat Springs Labor Day race in 1990, I was working corner 4. There were a fair number of cars in the pre-war group, most driving rather sedately, a few vigorously. One of the vigorous ones was an old Alfa. Every lap the Alfa would come through our corner in a partial drift, with the rear trying to spin out, and the driver sawing at the wheel, but with the hammer down. Sure enough, on one lap the car did skid, sending the car off the road to the inside, then starting to roll when the left front wheel hit a slight bank, then completing the roll as the front end jumped the ditch. The car came to rest about 100 feet from the corner with the front on one side of the ditch and the rear on the other side, and the back of the car resting on the driver's head! Of course, no roll bar! We thought we had a fatality for sure. The corner captain and I rush over with the fire bottle and crouch down in the ditch beside the car. A voice from inside the car says, "Undo my helmet!" The captain does and the driver comes slithering out of the car, unhurt! I was told that the driver was Peter Giddings who had spun in oil or gasoline on the track. excerpted from letter from Stan Edwards, October 2002
Peter had a very good day at the San Diego Grand Prix at Jack Murphy Stadium. Peter finished first in the Group One Race for Pre-War cars, driving his 1927 Bugatti Type 37A. Though he started well back in the field due to a DNF on Saturday, he quickly motored to the front. Giddings' Bugatti is a four-cylinder model with 1500 cc's built for the "amateur" formula vs. F1. Well-driven, and Peter doesn't hold back just because the car might be 63 years old.
The Group Four race at the San Diego Grand Prix was for Formula cars and classes F1, Fb, Fc, FJr, and Fv all ran together, 22 cars strong. Peter Giddings was running his just-into-the-country Cooper T-51A F1 car which he spirited out of Australia recently. Peter finished a creditable sixth ahead of some much newer formula cars. (from Victory Lane, Vol 5, No 7, July 1990).
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1989 News
Peter Giddings in his Maserati 250F finished in first place in the class D scratch race. July 22 1989. from Vantage, August 1989.
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1988 News
At the Monterey Historics on August 20, 1988, Maserati was the features marque. Peter debuted his newly acquired 1934 Maserati 8CM, the famous Maserati 3011, known as the Whitney Straight Special. Although Peter built up a substantial lead, a carburetor fitting came off causing a loss of fuel pressure and resulting in a DNF. Peter also drove his 1954 Maserati 250F to a second place finish in its class.
Peter Giddings in his 1932 Alfa Romeo Monza won the Group J/K race at the Historic 88 Races at Oran Park, Sydney, Australia over a field of some 38 cars.
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1987 NEWS
Riverside Raceway - May 30-31 - VARA Races - The fourth event Sunday featured Peter Giddings in his 250 Maserati, complete with poised trident and bumpy rows of rivets on blood-red aluminum. Peter was positioned in the middle of the pack, preferring to feel his way through the more agile and less costly Formula Fords and Formula Juniors. The race of the weekend had to be the final segment of run-for-fun events. In one of these, Vern Jaques (Lotus MK51) seemed to dog the Maserati of Peter Giddings in virtual awe of the 250F. He took a lot of good-natured kidding later because he wasn't able to pass, but as he recalled: "Just watching Peter working the big car through the turns was an experience I'll never forget." Possibly we can all relate to Vern's encounter with the twilight zone. Imagine yourself chasing Fangio in his Maserati 250F as he streaks to a win at the 1957 Italian Grand Prix. Ah, nostalgia, you will not be easily overtaken. (from Victory Lane, July 1987)
The Tacoma Vintage Formula One single-seat senior tour race was held on a street(?) circuit that was laid out around the Tacoma Dome , the largest wooden dome in the world, which made an impressive air-conditioned paddock. Take Peter Giddings' Maserati 250F, for instance: 1956 was the Fangio era, and this is what the Old Man might have looked like blasting by -- sitting high in the saddle for people to see everything right down to the elbows. The car evoked Fangio, but the grin was all Giddings. How he does enjoy his cars. (excerpted from an article by Denise McCluggage, in Autoweek, September 21, 1987)
The First U. S. Bugatti Grand Prix was held at the 1987 Elkhart Lake Vintage Festival. The Bugatti Type 51s of David Heimann and Peter Giddings, running on alcohol, were the two fastest cars in practice. In the race for the supercharged class, David Heimann's Type 51 was first, Peter Giddings' Type 51 second, Tom Clifford's Type 37A third, Ben Roses's Type 35B fourth, Sandy MacArthur's Type 35B fifth, and Don Koleman's Type 35B sixth.
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1986 NEWS
Notes from Monterey. Peter Giddings, lending out his Talbot Lago and Alfa P3 to drivers John De Boer and Phil Reilly. Why? Because Peter had been offered a ride in Yoshiyuki Hayashi's W-125 Mercedes GP car. Peter says: "It's coughing and spitting a lot, but this is my dream come true." (from Victory Lane, Sept-Oct 1986)
RMVR's Third Annual Vintage Race at Steamboat Springs: Group Five featured many of the wild and exotic marques on hand. None could match the power of the '34 Alfa Tipo B P3 nor the skill of its' driver, Peter Giddings. Arms straining at the wheel, brakes squealing at the approach of each turn, he held off all atttempts of Bob Williams and his '52 Cunningham C4R. (from Victory Lane, Nov/Dec 1986)
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1985 NEWS
1985 Palm Springs Vintage Grand Prix
The premier issue of Victory Lane, April, 1986, featured a report on the 1985 Palm Springs Vintage Grand Prix. The big event on Sunday was the Vintage Formula One race, with a host of famous drivers competing including Dan Gurney, Stirling Moss, Bobby Unser, Pete Lovely, Rodger Ward, Sam Hanks, Bob Bondurant, George Follmer, Ronnie Bucknum, Jim Hall, Scooter Patrick, Bill Stroppe, Bob Drake, Jack McAfee, Danny Ongias, and many others. World Champion Phil Hill drove Peter Giddings' 1950 Talbot Lago T26 GP car. The race was won by Bob Bondurant in a 1967 Formula One Ferrari.
Peter Giddings drove both his 1950 Talbot Lago and his 1932 Alfa Romeo Monza in the Saturday races. On Sunday, he won Race Group 7 in the 1932 Alfa Romeo Monza.
Phil Hill drives Peter's Talbot Lago through Turn One at Palm Springs, 1985.
In August 1985, Alfa Romeo was the featured marque for the second time. Both Phil Hill and Juan Manuel Fangio drove teh Alfa factory's Alfetta Tipo 159 for some exhibition laps. In the races, Peter placed first in class at the Monterey Historic Races in his 1932 Alfa Romeo Monza.
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1982 NEWS
The CSRG newsletter describes the "strangest" racetrack at Portland, Oregon. A lot of the time the track is a dragstrip so there is one hell of a front straight. You belt down the straight bit flat-out and into a hairpin, come through the wiggly bits, then the staging area for the dragsters and back onto the straight. Peter Giddings was suffering from transmission woes (in his Talbot Lago) that have bedeviled him all year, but still ran away and hid from the rest.
Next Peter headed north for Vancouver, Canada. He was given a 2 1/2 minute handicap for the Sunday race against a flock of MG TDs.That meant he had to catch and pass the TDs two times in seven laps. Peter almost did it. He caught them up on the last lap but the Talbot was a tiny bit too wide to pass three TDs all duking it out insanely abreast dashing for the checker.
Next Peter was at the Monterey races. In the Saturday race for pre-1948 All-Comers, Peter Giddings led relentlessly in his ailing Talbot G.P. car whose gearbox had again become dyspeptic, but you would never know it to watch the calm assurance with which Peter flings the old French lady about. She's graceful and remembers the steps, resulting in a first place finish.
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1981 NEWS
At the Monterey Historic Automobile Races of 1981, there were a number of competition Ferrari 250 GT's. One of the better races was between Ed Swart in his SWB Berlinetta, s/n 2015, a car famous for its exploits in Portuguese racing, and Chuck Reid in his SWB Berlinetta, ex-Carlo Abate, s/n 2083. Joe DeMartino had his SWB Berlinetta, s/n 2725, an ex-NART car, there as well while Peter Giddings brought out his SWB Berlinetta, s/n 1741, as a last-minute substitute for his Talbot Lago. (excerpt from the Ferrari Market Letter, V. 6, No. 18, September 1981)
Circuit Trois-Rivières, May 1981. Peter raced in his Taraschi Formula Junior.
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1980 NEWS
Riverside International Raceway. At the Warner-Hodgdon Historic Car Races, April 1980, the best show of the day was the most incongruous dice ever seen, Peter Giddings in his lovely Talbot-Lago GP car towering over Bill Molle's Lotus 23. It was a pitched battle from the second lap. They changed position every other lap and were hard at it until they entered Turn 9 side by side for the last time. Giddings took the checkered flag for eighth with Molle somewhere under the Talbot's tail. (Vintage Racer, Winter 1981, article by Gerald Caan)
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1978 NEWS
Peter again had his Talbot Lago Grand Prix car at the Monterey Historics at Laguna Seca and had the fastest lap and finished first in the Group 2 race.
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1977 NEWS
At the Toyota Grand Prix at Watkins Glen on 9/30/1977, Peter qualified 13th on the grid in his 1959 1100 cc Stanguellini.
On May 1, 1977, Peter drove his Talbot Lago in the CSRG spring race and finished the race in an unknown position.
In the Monterey Historic races in August, Peter in the Talbot Lago achieved a third-place finish.
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1976 NEWS
Watkins Glen, October 9, 1976. Peter ran his newly acquired Talbot Lago, but retired after six laps. He was still classified in 28th place out of a field of 51 cars!
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1974 NEWS
Peter was at the first Monterey Historics on August 10, 1974 driving his 1962 Ferrari Berlinetta.
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Lime Rock Raceway Park -- July 3, 1974. Peter had a great day at Lime Rock in his Taraschi Formula Junior, winning two races and finishing secoond in another two.
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1973 NEWS
At the first vintage race held at Watkins Glen in October 1973, the Lowenbrau Vintage Grand Prix, Peter Giddings finished second in his 1952 Ferrari 250MM.
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1966 NEWS
Brighton Concours d'Elegance -- Sunday, June 12, 1966 - Class 1 - Veteran and Vintage Cars up to 1930 - P Giddings, 1924 Bugatti, lady passenger, C Giddings
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1964 NEWS
Brands Hatch -- March 30, 1964 - Event 8, Historic Race Cars - P H Giddings, Frazer-Nash
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1963 NEWS
Peter's mum didn't know that he was in this race, but she was watching on television. Peter says: "It snowed!!! My water pump froze, and mum fainted upon seeing me on our little black and white TV enveloped in steam, with an over-enthusiastic commentator shouting: "Giddings is on fire!" However, as it ended with my taking home several tri-magnums of Long John whiskey, all turned out okay!"
Brands Hatch -- Boxing Day, Dec 26, 1963 - Long John Trophy Race, P H Giddings, Frazer-Nash.
Brighton Speed Trials -- Sept 14, 1963 - Class 1, Member's Handicap Race, P Giddings, Frazer-Nash; Class 6, Sports & Grand Touring Cars, P Giddings, Frazer-Nash
Crystal Palace -- National Race Cars Meeting - Event 5, Historic Racing Cars, P H Giddings, Frazer-Nash
Silverstone -- Saturday, July 27, 1963 -- Boulogne Trophy Race, P H Giddings 1928 Frazer-Nash, Peter raced in both the Inter-Team Relay Race and the Allcomers Scratch Race.
Silverstone -- July 6, 1963 -- Martini Trophy Meeting -- Scratch Race for Vintage and Venerable Sports Cars, P H Giddings, Frazer-Nash
Oulton Park -- June 22, 1963 - Richard Seaman Trophies Meeting - Handicap race for Chain Driven GN and Frazer Nash Cars - P Giddings, 1928 Frazer-Nash. Peter also ran in the scratch race 8 for vintage sports cars.
Firle Hill Climb -- May 26, 1963 - Class 7, Special Touring and Grand Touring Cars 1602 cc - 2000 cc -- P H Giddings, Frazer-Nash, 1991 cc
Snetterton -- May 5, 1963 - Stanley Sears Trophy Meeting, Event 4, P Giddings, Frazer-Nash, 1991 cc
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1962 NEWS
Wiscombe Park Hill Climb -- Sept 23, 1962 - Event 6, Specials - P Giddings Frazer-Nash, 1991 cc. Peter notes that he finished second behind the J.H.S. supercharged special.
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https://vault.si.com/vault/1978/10/02/bravo-mario-hard-charging-mario-andretti-experienced-both-triumph-and-tragedy-on-his-way-to-becoming-the-second-american-to-win-the-world-driving-championship
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BRAVO, MARIO!
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1978-10-02T00:00:00
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A few summers ago, Mario Andretti found time for a rare break from the whirligig world of cars and speed. It was only his second vacation since he started
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Sports Illustrated Vault | SI.com
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https://vault.si.com/vault/1978/10/02/bravo-mario-hard-charging-mario-andretti-experienced-both-triumph-and-tragedy-on-his-way-to-becoming-the-second-american-to-win-the-world-driving-championship
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A few summers ago, Mario Andretti found time for a rare break from the whirligig world of cars and speed. It was only his second vacation since he started racing full time in 1965. He took his family out to Lake Powell, the impoundment behind Glen Canyon Dam on the Arizona-Utah border, for a week of house-boating, water skiing and just general relaxation. Parnelli Jones, a former rival but then manager of the Indy car team Andretti drove for, was there with his family, too, as were a few other racing people.
Andretti proved as much a daredevil on water skis as he is behind a racing wheel. He loved nothing better than ripping along behind Parnelli's Campbell ski boat and seeing how close he could come to the red stone cliffs. He also seemed to enjoy rolling giant boulders off the cliffs and hearing them crash far below. The week went quickly—sun and sandstone, cold nights frosted with stars, good fishing, cool water and plenty of iced Olympia beer (at the time one of Parnelli's sponsors). Then the group headed back to the marina and the high-dollar, high-pressure world of motor racing. En route a spectacular thunderstorm cut loose overhead. Rain sluiced the red cliffs so that in places they looked as if they were gushing blood. Lightning bolts clouted the peaks and ridges, sending great chunks of stone and sand flying into the sky.
Andretti was steering a rented houseboat, "The Quaking Madonna," as he had named it, with one hand and aiming a 35-mm. camera with the other.
"What are you up to?" someone yelled to him from another boat.
"Trying to shoot the lightning just when it hits," Andretti answered, not looking away from the viewfinder.
A few moments later, when a great bolt smacked a peak, Andretti's shutter finger clicked and he turned with a wide grin.
"I think I got it," he said.
It was a fitting gesture: if anyone can capture lightning in midair, it's Mario Andretti.
On Sept. 10 at Monza, Italy, Andretti actually caught the lightning, but he was singed. In his third full season on the Formula I Grand Prix circuit, he clinched the world driving championship, a title he has wanted more than any other in his 21-year racing career. In so doing, he became only the second American ever to win the world's most honored racing crown. Phil Hill, who had won the title in 1961 while driving for Ferrari, cabled Andretti from Santa Monica, Calif.: DEAR MARIO: SINCERE CONGRATULATIONS ON ATTAINING YOUR DREAM OF WORLD CHAMPION AFTER A HARD-FOUGHT AND HONORABLE CLIMB TO THE TITLE. MAY THE FUTURE BRING YOU MUCH JOY AND CONTENTMENT. Dan Gurney, who himself won four Grand Prix races over a 10-year career as one of the most respected drivers on the circuit, wired: WELL DONE, CHAMP. IF ANY FORMULA I GRAND PRIX CHAMPION DESERVES THE TITLE WORLD CHAMPION, YOU GET MY VOTE AND CONGRATULATIONS. IT'S FROM MY HEART, AMICO.
But despite all the congratulations, the victory was a painful one for Andretti. His teammate, 34-year-old Ronnie Peterson of Sweden, died after a horrendous 10-car crash on the opening lap of the race (see box, page 92). "This is no time to think about celebrating," Andretti said. "I just can't begin to talk about the championship at this stage. We worked so hard, so close together this year, to make it all happen, and now it seems a kind of hollow victory. It's been a tragic day all the way around."
With only three of the season's 16 Grand Prix races left to run—the one at Monza, the United States GP at Watkins Glen this Sunday, and the Canadian at Montreal next week—Peterson had been the only driver with a mathematical chance of edging Andretti for the title. To some observers, Peterson's death seemed to taint Andretti's championship, to make it somehow too easily won. But they were not aware of the contract Peterson had signed early this year when he joined Colin Chapman's John Player Team Lotus. "I knew the terms and conditions which I would have to accept when I joined the team," Peterson had said at Zandvoort, Holland two weeks before the Italian race, "and part of the deal was that I was No. 2 to Mario. Now he's in a very good position to take the title, and since I'm the only driver who still has a chance at overtaking him, I won't do anything to present a threat to his chances."
That is the way it is in motor racing, but any suggestion that Andretti's was an easy championship does not take into account the hard facts. Formula I racing is the most demanding test of skill, nerve and judgment in sport. That Peterson was about the 50th person to die at the Monza Autodrome simply underscores the point. Guiding a 1,180-pound open-wheeled race car through traffic on twisting tracks at speeds in excess of 200 mph requires superb reflexes and hairline balance—not to mention total concentration and total suspension of the imagination. Even the best driver in the world is subject to misjudgments on the part of other drivers, and to mechanical failures that, at such high speeds, can be fatal. To this day no one knows why Jimmy Clark, judged by some to be the greatest of drivers, crashed to his death negotiating a long sweeping curve while alone in the lead of a Formula II race at Hockenheim, Germany in 1968. Peterson was judged one of the quickest drivers the sport has ever seen, and with 122 GPs behind him he was also among the most experienced. For example, even Jackie Stewart, three-time world champion with an unmatched record of 27 Grand Prix victories, started only 99 Formula I races in his career.
Andretti, who has started 78 Grands Prix since 1968 (although it is only in the past three seasons that he has been able to run enough of them in a single season to be a serious contender for the points title), has 12 wins. His six victories so far this year equal the most Stewart ever won in a single season. Andretti actually crossed the finish line at Monza ahead of everyone else, but he and Ferrari's Gilles Villeneuve were penalized a minute each for allegedly jumping the restart of the race after the crash. Had his victory held up, Andretti would have tied Clark's record number of wins for a single season. With the two North American races still to be run, the chances are good that Andretti will yet equal or better the mark his predecessor on the Lotus team set in 1965.
But the true significance of Andretti's performance this year gets lost in the welter of numbers and the shadow of Peterson's tragic death. "Mario is not just a champion," argues Phil Hill, outraged at any suggestion that it was a cheap success. "He's a great champion. Mario is a fine, strong, talented driver, a wise driver and a good man." Hill was struck by the similarities between his championship and Andretti's. He won it on the same track, Monza, and on the same date, Sept. 10. And his own Ferrari teammate, Wolfgang Graf Berghe von Trips, who died that day at Monza, was Hill's only rival for the title. On the second lap von Trips was bumped from behind by Clark, who was driving his first Formula I race ever, entering the high-speed curve called the Parabolica. Von Trips' car caromed off the earthen banking and crashed into the crowd on the far side of the track, killing him and 14 onlookers. Hill went on to win the race and the championship, 34 points to 33.
What makes the Formula I title particularly gratifying to Andretti is that only two years ago many people were saying he was washed up. The golden boy of the late '60s—winner of USAC's Rookie of the Year award in 1965, points champion in '65, '66 and '69, winner of the Daytona 500 for stock cars, winner of the 12 Hours of Sebring for Sports/Prototype racers; in fact, winner at all he turned his hand to—seemed now a has-been. He always was near the top in the Indy car point standings but he hadn't scored many major victories since 1971, when he took a Ferrari home first in South Africa's Grand Prix at Kyalami. Such things are not uncommon in motor sports—under the constant strain of travel, cockpit heat, the view from the ragged edge and the deaths of racing friends, a hot young driver, hungry, quick and ambitious, turns overnight into a burnt-out case. Maybe his hands shake in his sleep. Maybe he drinks or takes dope or chases pit kittens. Maybe he has seen so many crashes that the fire wall between imagination and nerve erodes, and the demons ride his shoulders through every race. Certainly the middle '70s represented a nadir in Andretti's career. Was he spooked?
"Nah," he says, "I just had bum rides." And he laughs.
But of course there is more to it, things that take shape only within the contours of a career.
He has wanted it from childhood: the world championship. Mario Gabriele Andretti was born 38 years ago in Montona, Italy, a village near Trieste, then part of Italy, the elder (by a few hours) of a set of identical twins. His father, Alvise, was a landowner in that harsh country.
After World War II, Trieste was ceded to Yugoslavia, and the Andrettis lost everything. They spent some time in a displaced-persons' camp, which may account for Mario's inability to sit still for very long. Then they moved to Lucca, a city near Florence.
In Lucca, the Andrettis lived across the street from a garage, and the twins, Mario and Aldo, hung out there whenever they could, fascinated with the guts of cars. One year the garagemen took the boys to watch the Mille Miglia pass near Florence. The Mille Miglia was one of the last tough, open-road races. It ran in a great, ragged 1,000-mile circle from Brescia down through the Apennines and back up the coast, over real roads, flat-out, and anything went. That was until 1957 when the Marquis de Portago, driving a Ferrari with an American friend, Edmund Nelson, blew a tire at high speed not 50 miles from the finish, flew over an embankment and killed himself, Nelson, 11 onlookers and the race as well. But to the young boys from Montona, watching the race in an earlier year, there was nothing more exciting—the crowds, the stink of burned rubber, castor oil and sweat, the great roaring noises ripping past, blurs of color within color. They were hooked.
"In those years, local clubs in Italy were sponsoring a driving program for young drivers," Andretti recalls. "You had to be 14 to get in it, but Aldo and I lied about our age and started racing at 13. Our folks were dead set against us racing, so we had to do it on the sly. The only one who knew we were racing was the priest, but we had told him in the confessional, so he couldn't fink on us. We had a motorbike that we shared, and whenever we got banged up in a race—the cars were dinky little things with Fiat Topolino engines and you couldn't really get hurt too bad—we'd tell our folks that we'd come off the bike."
As Andretti speaks, using the argot of the track and contemporary American idioms, there is nevertheless a subtle giveaway that English is his second language. His words come with a staccato rhythm and he pays careful attention to the enunciation of consonants, so that it seems to the listener that everything he says has been thought out and weighed. It is this trait that leads many people to think that Andretti never lets his guard down. In fact, the opposite is the case.
In 1955, Italy was in an economic nose dive, so Papa Andretti moved the family to Nazareth, Pa., where an uncle of Mario's owned a gas station. While Papa went to work in the steel mills, the twins took jobs as pump jockeys with their uncle and saved enough money to buy a 1948 Hudson. In 1958, they again set off racing on the sly, this time on the tiny, tough dirt tracks of eastern Pennsylvania. The boys did well from the start, winning their first couple of races. But then the male fortuna they had successfully evaded in Italy caught up with them in the form of plain old American rotten luck. In his last race of the season Aldo rolled the Hudson and fractured his skull. He was in a coma for nearly a week.
"The truth had to come out, I guess," Andretti says. "But I hated to be the one to spill it. At first I made up some cock-and-bull story about Aldo falling off a truck. But then I had to tell. It was a bad scene. Italian sons do not disobey their fathers, and they sure don't lie to them. For a long time our father wouldn't speak to us."
Aldo raced off and on for 10 more years, but without much luck. In 1969 another accident prompted him to retire. Mario, though, continued nonstop, working his way up through midgets, sprint cars and modifieds, and building a reputation as a hard-charging, win-at-all-costs hot shoe. One day at Hatfield, Pa., on the same track where Aldo had flipped their jalopy, Mario won two midget main events and, that night, at Flemington, N.J., he won another midget race. It was Labor Day of 1963, and after that sweep he felt that he was ready for the big time, for the Indy-type "champ cars." He was 23 years old.
Early in 1964 he got his chance: a ride at Trenton, N.J. for Doug Stearly in a classic Offenhauser roadster, his first championhip race on the USAC circuit. He made the field all right, and though he promptly spun out of the race, he went on to finish eighth. “I learned a lesson that day,” he says ruefully, “a lesson about speed and tires and road surfaces. It was a rude awakening.” Later in the season, when Chuck Hulse was injured in a sprint-car race at New Bremen, Ohio, Andretti hit up Hulse’s chief mechanic, Clint Brawner, for an Indy ride in the Dean Van Lines Special that Hulse had been slated to drive. Brawner knew Andretti wasn’t ready for Indy—not quite yet—but he was impressed enough by Andretti’s performance in a sprint-car race at Terre Haute to let him finish out the season for Al Dean. Andretti did not let Brawner down. He actually led a couple of races and finished with enough points to end up third in the U.S. Auto Club driver standings for sprint cars that year.
Jack Brabham, the Australian Grand Prix driver, had revolutionized Indy racing in 1961 when he appeared at the Brickyard in a tiny, rear-engined Cooper-Climax. The hotshots of American big-car racing had scoffed at first, calling the Cooper a "Tinker Toy" and worse. Yet when Brabham finished ninth in the Memorial Day race, a slow move began toward more stable, quicker-cornering rear-engined cars. Andretti had started for Brawner and Dean in a traditional front-engined roadster that was little different in concept from the Marmon Wasp in which Ray Harroun won the first Indianapolis 500 in 1911. In 1965, Brawner made the jump to a rear-engined car based on the Brabham design. He called it a Hawk, and on the first day of qualifying for Indy that May, Andretti proved it could fly. Though still nominally an Indy rookie, he set qualifying records of 159.405 for a single lap and 158.849 for the full four in his initial appearance. Jimmy Clark, A. J. Foyt and Gurney would beat those marks later in the day, but they were known entities. The crowd buzzed with excitement at a new star rising.
Starting fourth on the grid that year, Andretti finished third behind Clark and Parnelli Jones, and became Rookie of the Year. He finished the season with 3,110 points to become the first Indy rookie to take the USAC driving championship since Johnnie Parsons did it in 1949.
He won the pole at Indy the following year, and though he dropped out of the race on the 18th lap with engine trouble, he collected enough points in later races—winning eight of the 15—to take the points championship a second time. He won his third in 1969.
Dean had died in 1967, and Andretti was rich enough by then to buy his whole outfit, lock, stock and supercharger. That also was the year that Andretti began to diversify and beat the NASCAR stars at their own game. Driving a Ford Fairlane prepared by the lightly disguised Ford factory team of Holman-Moody, he won the Daytona 500—stock-car racing's biggest event.
Andretti was becoming known all right, by style as well as by name. And while he was unfailingly deferential to reporters, sponsors and sponsors' pals, he could be demanding when it came to his car. Andretti wanted his Ford to be set up "loose" at Daytona so that he could go deep into the corners and allow the rear of the car to break away. It's a driving technique that requires split-second timing and unceasing concentration. That's why most of the NASCAR drivers do not use it regularly. It is tiring enough to contend with the G forces that come with racing at 180 mph on a high-banked track for 200 laps without asking that a driver delicately flip a car's rear out in every turn as well. But by setting up his Ford in such a way, Andretti also did one other thing in the corners—he used up a lot of track, making passing more difficult. In less talented hands a "loose" car at Daytona would have been an ambitious folly. For Andretti it was a winner.
The next year, Andretti qualified fourth at Indy but blew his engine after two laps and finished badly in some other races, though he placed second in the national championship standings. The big bucks—and especially the hot new four-wheel-drive Lotus-Fords fresh from Colin Chapman's Lotus shop in England—that Andy Granatelli offered Andretti to become a member of the STP team for the '69 season were too tempting to turn down. Andretti did not refuse.
"I don't care what anyone thinks about Andy personally," he says. "You've got to admit that he was a heck of an innovator. The Novis were something else, and so were the turbine cars. He'd been jacked around a lot, by the fates and by the Establishment. He wanted to win that race as bad as I did."
And win it they did, the hard way.
Three days before qualifying, Andretti shed the right rear wheel of his Lotus in practice and smacked the outside wall in Turn Four at 150 mph. The body work flew clear and the car burst into flames. Andretti bailed out with second-degree burns on his face.
Suspicious of the Lotus design, even though it was the fastest car on the track that year, Andretti chose to drive his backup car, another Hawk. He managed to put the car in the middle of the front row, next to pole-sitter A. J. Foyt. The early going was a four-way duel among Andretti, Foyt, Roger McCluskey and Lloyd Ruby. But McCluskey dropped back after running out of gas before his first pit stop, Foyt cracked a manifold intake, and Ruby's pit crew fouled up on a fueling stop. The final 125 miles became merely a matter of Andretti's keeping his car together. When the checkered flag fell, Granatelli sprinted down the pit road like a 300-pound gazelle, enveloped his 5'6" driver in one of history's most memorable abbracci, and then hoisted him to his gargantuan shoulders for the victory lap. At the age of 29, Andretti had reached a pinnacle.
But the Indy win, though it enriched his bank account by $205,727.06 and made his name, seemed to mark a kind of turning point in Andretti's oval-track career. He had been a quick study, an overnight whiz, but now he made a bad decision. He fell out with Granatelli in 1971 and joined the "dream team" put together by Parnelli Jones and Los Angeles tire dealer Vel Miletich. The team consisted of Andretti, who was the 1969 points champion, and Al Unser and Joe Leonard, who had won the title in '70 and '71 respectively.
The dream proved a nightmare. First off, the radically new car, called a Parnelli, simply did not work well. Then Leonard broke a leg in a California 500 race and was finished with racing. Most important, though Miletich and Jones had promised Andretti a full commitment to the Formula I circuit, the road-racing version of the Parnelli failed as dreadfully as its cousin had on the oval tracks.
"I always got on with Parnelli," Andretti says. "He was a racer. But when Firestone backed out of racing in 1975, Miletich began to lose interest, because he felt that he couldn't get the proper backing. He didn't share the enthusiasm I had for Formula I racing. We mutually decided to part ways." Andretti departed for the place he had always wanted to be—full-time on the Formula I circuit with selected USAC rides for Roger Penske's team.
"I used to envy Peter Revson, driving the USAC 500-milers and the whole GP circuit," Andretti mused recently in the lounge of the Oude Bouwes Hotel in Zandvoort. He had just nailed down the pole position for the Grand Prix he would win the next day. His 14-year-old son Jeff was with him, but his wife Dee Ann and the other two children were at home in Pennsylvania. "Revvy had the best of both worlds. It took me a while, but finally in 1976 I was in a position to do the same, and it felt like heaven."
Andretti had offers from three teams—Ferrari, the American-owned but English-based Shadow operation, and from Chapman at Lotus. He had driven endurance races for Ferrari and had even won the South African GP for the marque back in 1971, and certainly there was a strong temptation to sign on with the top Italian outfit. "They always treat me well in Italy," he says. "When I win I'm Italian, but when I lose I'm American." Still, Enzo Ferrari is a notoriously difficult man to drive for, as every top driver from Juan Manuel Fangio to Niki Lauda has learned. The Shadow offer had the American identification going for it, but little else. That left Lotus, but like Andretti, Chapman's team seemed to be on a downslide from its preeminent position in the late '60s. It had not held the Grand Prix championship since Emerson Fittipaldi won it in 1972.
"Still, the more I thought about it," Andretti recalled, "the better the Lotus deal looked. I drove for Colin Chapman in my first GP ever, in 1969 at Watkins Glen, and put the car on the pole. Colin is a great constructor and a top-notch team manager. Also he was going to build this new car, the Lotus 79. He's the only guy in the business who has a grasp of the underside of a car as an aerodynamic surface. Nobody had done much about the bottoms of the machines; they were only concerned with the superstructure when it came to aerodynamics. Colin spent a lot of time and effort on this new concept and you can see the results. The Lotus 79 just flat sticks to the road."
But the new car would not be ready for more than a year. Andretti did well enough in the old one. In the rain at Mount Fuji for the Japanese Grand Prix, the last race of the 1976 season, he sloshed home ahead of everyone to nail down sixth place in that year's points championship. "You couldn't see a thing on that track at the start," he recalls. "Fog and rain, rivers as deep as the Delaware across the road. You had to drive by feel, and it felt damned scary."
Last season Andretti won four more GPs—in Long Beach, Spain, France and Italy—and finished third in the point standings. When the 1978 season began, both Andretti and the new car were ready. Actually Mario was ready sooner, because the Lotus 79 didn't make its first official appearance until the Belgian GP toward midseason, but he had been doing extensive testing for most of the year, in close secrecy.
The rest, as they say, is for the record books: victories in Argentina, Belgium, Spain, France, Germany and Holland; a second place at Long Beach; a fourth in Brazil; the controversial sixth at Monza; a whopping great total of points (64 in all thus far); and the championship.
It's all been paid for, though, in travail, both physical and psychic. Thus far this season Andretti has logged over 250,000 miles and enriched the coffers of various airlines by more than $30,000 in traveling the GP circuit and running seven USAC races for Penske. Even between races Andretti keeps on the go as a limited partner in the brokerage firm of John Muir & Co. as well as franchising himself via Mario Andretti Grand Prix International (four tracks for mini Grand Prix cars) and a fast-food chain called Mario's Italian Way. Dee Ann, whom Mario has known since high school, does not care much for extensive traveling. "She'd rather stay up at the lake," Andretti says, referring to his 630-acre country home in the Poconos. "Anyway, the weather's been lousy this summer in Europe."
As a result of his wife's stay-at-home proclivities, and the overtouted glamour of the GP circuit, gossip writers have speculated long and erroneously about the off-track activities that Andretti's nomadic life-style permits. "They make it sound like Dee Ann and I have some sort of 'European understanding,' that I mess around," he says. Rather, Andretti is a man of impeccable discretion, a paragon of the proud Italian father and husband. Any suggestion that he is a loose-living man completely misses the mark.
There have been dozens of good drivers over the years on the Grand Prix circuit, and a handful of great ones. Where does Andretti fit in the rankings?
Up near the top, thinks Gurney, whose four GP victories marked the previous high total for an American driver. "Mario has a fund of experience that may be second to none," says Gurney. "Among his peers there's always been great respect for his talent, his desire and his commitment to being a champion. His reputation among his fellow drivers isn't one of great virtuosity but rather of great determination. He still has that youthful drive. He runs a car hard—heck, he runs it off the road a lot, and he runs very close to the wall at places like Indy. He still breaks cars, but that's part of the game. He's admired, respected, and he keeps growing. With luck he'll end up one of the best—one of the best five or six drivers ever."
Penske echoes Gurney and then some. "Mario wants to do the job right," he says. "He's got the desire of a guy in his early 20s. The key thing about him is his enthusiasm. An hour or so after a race, even if we've broken and lost, he's talking about the next one and what we should do to get ready for it. Also he has tremendous loyalty. The fact that he stayed with Vel and Parnelli as long as he did, when he could have been elsewhere, speaks for it, as does the fact that he stayed with Lotus this year when, as I heard it, Ferrari made him a great offer."
What about the charge that Andretti is a car-breaker, too hard on equipment?
"He drives a car ten-tenths," says Penske. "If you don't have a car that can take it, then get a lightweight to drive it."
What impresses Penske most is Andretti's uncanny "street sense," his ability to sort out a racing machine and set it up for the conditions of any given track. Penske had one of the best sorters ever in Mark Donohue, who died three years ago in Austria when he crashed during practice for the Grand Prix at Zeltweg. Donohue was an automotive-engineering graduate of Brown University and had that great educational edge on Andretti, who never went to college. "Mark could analyze a car from an engineer's point of view," Penske says, "and then add to it the driver's feeling. Mario is nearly as good, and he does it entirely by feel. Mario's spent the time—time he could well have spent more profitably elsewhere—learning the Formula I courses. Now it's paying off." Penske pauses and considers. "He's the most versatile driver I've ever known."
Stewart, the articulate three-time world driving champion, agrees. "Mario is the guy who gives the mechanics the good info on how to make the Lotuses run fast. He's a marvelous sorter, with a very sensitive touch. But he still has one habit that has gotten him into trouble again and again: he passes on the outside when there's a queue, devil take the hindmost. Most of the times he hasn't finished this year, he's done it to himself. They're the direct result of this all-too-American bullheadedness that he learned on the USAC ovals. He's not very concerned with safety on the track. Back when USAC ordered roll cages be put on all the sprint cars, Mario threatened to boycott sprint racing. In the drivers' meetings, he loses interest when questions of track safety come up. 'Let's race,' he says."
The final word, though, has to come from Phil Hill. Hill is not at all reluctant to move over on his pedestal to make room for Andretti. "He's a neat guy," Hill says from his garage in Santa Monica, where he and a partner restore vintage cars. "He's either tremendously clever or else he's a very square guy, a straight shooter. No, wait. That's unfair. He's a good driver and a good man. I'm sure of it. No one could fake that kind of honesty and openness."
A cold wind mixed with rain blows down I the track. It could be any track, anywhere on the circuit, but it happens to be Zandvoort. In the pits, uniformed mechanics rev the engines of the gaudy cars and the sound has an edge even sharper than the weather. But the noise is muted inside the trailer and the air smells warm with coffee. Andretti leans back in a cushioned corner, his body bulky in a black and gold John Player Lotus parka. His face has grown a bit jowly with all that first-class airline fare and rich European cuisine. And after all, he is 38 years old now. But he is tanned and happy, and his black eyes sparkle more brightly than they have in years as he tells the story.
"Last week after some testing at Monza, a friend asks me to drive this little Fiat 127 back to the Villa D'Este on Lake Como. Ronnie Peterson's following in a 280 Mercedes and I ask him to push me when we hit the steep grade that takes you up into Como. The Swede gets in tight behind me all right and we're bumper to bumper and going like a bat up that hill. Then when we hit the top, I look in the mirror and Ronnie's all scrunched over the wheel—like Jimmy Cagney at Indy in The Crowd Roars—and he's laughing! The guy's gonna keep pushing—downhill!
"So we come pouring off that ridge flat-out, at about 120 miles an hour, and the car ain't built for more than 90, and the motor's going phut-phut-phut and I'm like this"—Andretti saws away at an imaginary wheel—"and then we're coming into this red intersection. I kind of squinch my eyes and pray. Zip-zip! We're through.
"There's a car coming in from the right—a Lancia I think—and the driver's all buggy-eyed, cranking the wheel. He probably figured he was hallucinating. Anyway, when we get to the hotel and shut off the motor, we can't get it started again. Every valve in that Fiat must of been bent sideways." Andretti shakes his head and laughs. "Heck, we took more chances on that ride than we would in 50 GPs."
Peterson had come into the trailer toward the end of the yarn, and he nodded his head, smiling. It is good to remember him that way.
TWO PHOTOS
TWO PHOTOS
As a rookie, Andretti drove a Hawk to the 1965 Indy car title. After winning at Sebring in a Ford GT40, he won again for Ferrari in 1970 (above).
TWO PHOTOS
Andretti's Ford stock car won the Daytona 500 in 1967, but even he—and Paul Newman as sponsor—didn't make the "Honker" a Can-Am winner.
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| 7
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https://www.theracetorque.com/2020/03/a-history-of-the-gold-star/
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en
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A HISTORY OF THE GOLD STAR – The Race Torque
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https://www.theracetorque.com/2020/03/a-history-of-the-gold-star/
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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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| 31
|
https://jimbarclay.nz/1953-maserati-250f/
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en
|
1953 Maserati 250F
|
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"Nicola"
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2022-05-10T11:37:25+12:00
|
Chassis# 2501 (#2523) – Owner: Peter Giddings, USA Of all the Maserati 250Fs built, without doubt the one now campaigned by Peter Giddings has one of the most complex and fascinating of histories. #2501 was in fact the very first 250F built and test-driven during...
|
en
|
Jim Barclay
|
https://jimbarclay.nz/1953-maserati-250f/
|
Chassis# 2501 (#2523) – Owner: Peter Giddings, USA
Of all the Maserati 250Fs built, without doubt the one now campaigned by Peter Giddings has one of the most complex and fascinating of histories. #2501 was in fact the very first 250F built and test-driven during 1953. It was subsequently displayed at the Paris Salon in October 1954, and at the end of the Salon #2501 was whisked away for its racing debut at the Spanish Grand Prix – the last F1 race of the season. This race was also the first team drive for Maserati’s new star, Stirling Moss.
#2501 continued to be the successful mainstay team car throughout 1955. Raced throughout Europe and Argentina, with second places achieved at the Bordeaux, Naples, and Syracuse Grand Prix (Musso). In 1956 #2501 continued as a prime factory team car, primarily driven by Menditeguy and Behra. At Syracuse, Jean Behra raced #2501 fitted with a new experimental fuel-injected engine and aerodynamic body. Moss elected to drive #2501 at the German Grand Prix, and won a hard-fought second place on this most challenging of circuits. Subsequently, on 2 December Moss again chose to drive #2501 in the 1956 Australian Grand Prix, this time gaining first place.
In 1957 #2501 remained a factory team car, being driven by Schell, Behra, Hermann, Fangio, and Scarlatti, Behra achieving a second place at the Rheims GP. In 1958 the Maserati factory rebuilt #2501 to the latest specification, installing a new engine #2523, and changing the chassis number to #2523. The new owner was the plucky Italian female, Maria Teresa de Filipis, who raced #2501/#2523 throughout Europe.
In 1959, #2501/#2523 was campaigned in Europe by Scarlatti, after which its engine was removed for fitting to Colotti’s creation, the Tec Mec II. In early 1960, New Zealand racing driver Ross Jensen acquired #2501/#2523 from Messrs, Neri/Colotti/ Tanner, and Scarlatti fitted the ‘El Salvador’ twin nostril nose and engine from his own Maserati 250F #2504. 1953 Maserati 250F chassis# 2501 (#2523) – owner: peter giddings, USA Jensen subsequently sold #2501/#2523 (now renumbered by him to #2504 in order to get it back into New Zealand!), to New Zealander Brian Prescott, whose best placings in 1961/62 were three first places at Levin in April 1961.
|
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4902
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dbpedia
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1
| 92
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https://www.standard.co.uk/sport/formula-one/toto-wolff-lewis-hamilton-austrian-grand-prix-b1091610.html
|
en
|
Austrian Grand Prix: Toto Wolff explains Lewis Hamilton rebuke as EIGHT drivers handed post-race penalties
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[] |
[] |
[
"Lewis Hamilton",
"Toto Wolff",
"Austrian Grand Prix",
"Mercedes"
] | null |
[
"Philip Duncan"
] |
2023-07-02T20:57:20+00:00
|
The seven-time Formula One world champion was eventually demoted one place in Spielberg for exceeding track limits
|
en
|
/img/shortcut-icons/favicon.ico
|
Evening Standard
|
https://www.standard.co.uk/sport/formula-one/toto-wolff-lewis-hamilton-austrian-grand-prix-b1091610.html
|
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https://media.jaguar.com/news/2024/07/jaguar-tcs-racing-are-2024-abb-fia-formula-e-teams-world-champions
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en
|
JAGUAR TCS RACING ARE THE 2024 ABB FIA FORMULA E TEAMS’ WORLD CHAMPIONS
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[
"Jaguar Media Newsroom"
] |
2024-07-21T22:03:43+01:00
|
Jaguar TCS Racing have won the 2024 ABB FIA Formula E Teams’ World Championship. The win follows a dramatic season finale E‑Prix in London, but one that ultimately ended with a record season points score of 368 for Jaguar TCS Racing. It is Jaguar’s first World Championship win since 1991. Drivers Mitch Evans and Nick Cassidy finished second and third respectively in the Drivers’ World Championship. Jaguar have also won the newly created Manufacturer’s Trophy with 455 points.
|
en
|
/themes/custom/jlr_media/favicon/jaguar/favicon.ico?v=zz70dsvm
|
https://media.jaguar.com/news/2024/07/jaguar-tcs-racing-are-2024-abb-fia-formula-e-teams-world-champions
|
ABOUT JAGUAR TCS RACING
Jaguar returned to racing in October 2016, becoming the first luxury manufacturer to join the all‑electric ABB FIA Formula E Championship street racing series.
In the 2023 ABB FIA Formula E World Championship, Jaguar TCS Racing finished runners‑up with 292 points – the team’s biggest points haul in Formula E.
Mitch Evans finished third in the 2023 Drivers’ World Championship with 197 points, his biggest points haul in Formula E, and continues to compete for the team in 2024. Nick Cassidy joins the team’s driver line‑up for the 2024 season of the ABB FIA Formula E World Championship.
The 2023 season saw all teams race with the Gen3 car, the world’s first net zero race car. Jaguar TCS Racing continues to race with the Jaguar I‑TYPE 6 in 2024.
Beyond its all‑electric concept, Formula E is unique in the world of motorsport for its choice of venues. The 2024 championship will take place on existing tracks and temporary street circuits in the centre of the world’s major cities including Mexico City, Diriyah and Monaco, with new locations including Tokyo and Shanghai. The season finale will play out across a double‑header race weekend in London.
As an official manufacturer team in Formula E, Jaguar TCS Racing designs its own powertrain, which includes the motor, transmission, inverter, and rear suspension. Jaguar, via its long‑term Formula E technical partner Fortescue WAE, will supply Envision Racing with its powertrain for the Gen3 era.
To control costs, the carbon fibre chassis and battery are common components and the same for all eleven teams. This allows the focus to be on developing efficient and lightweight electric vehicle powertrains which will improve the performance and range of future JLR electric vehicles.
Formula E remains a key priority for JLR and the company’s Reimagine strategy. As the premier all‑electric world championship, Formula E allows the team to test and develop new electric vehicle technologies in a high‑performance environment. It continues to be the test bed for the team’s Race to Innovate mission that will see Race to Road and Road to Race learnings that will help shape the electric future – a future that Jaguar is passionate about, and dedicated to for the benefit of our society, the changing landscape of mobility, sustainability and our clients.
Through our Race to Inspire mission, Jaguar TCS Racing are committed to inspiring the future generation by using the race programme to create a positive impact on our planet and the communities in which we race. From competing in the world’s first net carbon race car to supporting and training the next generation of engineers and motorsport professionals.
For more information, visit https://media.jaguarracing.com/
About Tata Consultancy Services (TCS)
TCS is an IT services, consulting, and business solutions organization that has been digitally transforming many of the world's largest businesses for over 55 years. A long‑standing strategic technology partner of JLR, TCS leverages critical and emerging technology to help the race team accelerate their electrification journey, win races, and create a more sustainable future. TCS works to build better futures and uses learnings from the racetrack to transform the mobility ecosystem. A part of the Tata Group, TCS has over 603,000 consultants worldwide.
|
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dbpedia
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3
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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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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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| 38
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https://adelaidegprix.com/2018/03/22/feature-the-six-periods-of-the-australian-grand-prix/
|
en
|
FEATURE! The six periods of the Australian Grand Prix
|
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"adelaidegp"
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2018-03-22T00:00:00
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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
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Adelaide Grand Prix
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https://adelaidegprix.com/2018/03/22/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 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.formula1.com/en/latest/article/in-numbers-how-verstappen-compares-to-other-f1-greats-at-this-stage-of-his.m8QeD2t7xQGjmY4tqTd0q
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IN NUMBERS: How Max Verstappen compares to other F1 greats at this stage of his career
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2023-12-07T15:07:54.901000+00:00
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Red Bull’s Max Verstappen rewrote the F1 record books during the 2023 season with an utterly dominant display en route to his third world title, while also topping up his victory tally to 54, podium finishes to 98 and pole positions to 32 – all after just 185 race weekends.
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Formula 1® - The Official F1® Website
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https://www.formula1.com/en/latest/article/in-numbers-how-verstappen-compares-to-other-f1-greats-at-this-stage-of-his.m8QeD2t7xQGjmY4tqTd0q
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Red Bull’s Max Verstappen rewrote the F1 record books during the 2023 season with an utterly dominant display en route to his third world title, while also topping up his victory tally to 54, podium finishes to 98 and pole positions to 32 – all after just 185 race weekends.
While comparing different eras is often a futile task and comes with a host of caveats for consideration, it nonetheless got us thinking in the F1 offices how Verstappen’s core numbers stack up at this point in his journey compared to the legends that have gone before him.
READ MORE: Verstappen names the three best wins from his record-breaking 2023 season
Focusing on the club of three-time champions Verstappen joined this year – and rather than looking at ages, given some debuted at a much younger age than others – we present how each driver compared after the same number of races, only covering titles, wins, poles and podiums, which are not impacted by fluctuations such as new points systems.
We’ve also slotted in percentages to help contrast against drivers who ended their illustrious careers after fewer Grands Prix due to shorter calendars and tragic accidents.
Max Verstappen
Stats after 185 race weekends*
3 world titles / 54 wins (29.1%) / 98 podiums (52.9%) / 32 pole positions (17.2%)
Verstappen made his debut in 2015, aged just 17, and it took little more than a year for the Dutchman to become a race winner when Red Bull promoted him from Toro Rosso. He’s stood on the top step of the podium in every season since and, in 2021, finally got his hands on a title-contending car.
READ MORE: ‘It’s eye-watering’ – Albon shares the secrets of Verstappen’s unique driving style
Since then, Verstappen has hit stratospheric numbers, winning 44 of the 66 Grands Prix held from that 2021 campaign to the one gone by in 2023, along with all three world titles. Still only 26, and committed to F1’s current dominant team through 2028, there should be plenty more to come.
It is also worth noting that, given the much longer calendar length today compared to previous generations, while Verstappen has been able to rack up win after win over the last few seasons, it means more races are passing by before world titles are secured.
*Excludes three pre-debut FP1 outings with Toro Rosso
Michael Schumacher
Stats after 185 race weekends
5 world titles / 67 wins (36.2%) / 118 podiums (63.7%) / 54 pole positions (29.1%)
Michael Schumacher caught the eye when he debuted for Jordan at the 1991 Belgian Grand Prix and was swiftly poached by Benetton, where the German collected his first podium finishes, race wins and world titles – the latter following some controversial incidents with Williams rival Damon Hill.
READ MORE: ‘Today was a little present to myself’ – The story of Michael Schumacher's 91st and final F1 win
Schumacher then made the move to Ferrari in a bid to turn the once perennial title contenders into a leading force again and, after the drama of his disqualification in 1997 for barging into Jacques Villeneuve’s Williams, and having twice been beaten by McLaren’s Mika Hakkinen, the turn of the century brought the turning point driver and team had been pushing for.
By the time Schumacher had reached 185 race weekends – at the 2003 Monaco Grand Prix – he had five of his eventual seven world titles wrapped up (the sixth to follow that season), along with higher victory, podium and pole position tallies than Verstappen.
Sebastian Vettel
Stats after 185 race weekends*
4 world titles, 45 wins (24.3%), 92 podiums (49.7%), 47 pole positions (25.4%)
Sebastian Vettel is next on the list after his rapid rise from teenage debut sensation with BMW Sauber in 2007 to Toro Rosso race winner in 2008 and Red Bull front-runner in 2009, setting the scene for an incredible run of four successive championships from 2010 to 2013.
UNDERDOG TALES: When Vettel and Toro Rosso splashed their way to a sensational maiden win at Monza
After a difficult 2014 season amid the arrival of F1’s turbo-hybrid regulations, Ferrari lured Vettel away from Milton Keynes and the German racer battled to add further titles in red, but it was not to be. There were still pockets of success, though, with more wins, podiums and poles following.
By Monaco 2017, the first of two seasons in a row that he would finish runner-up to Mercedes’ Lewis Hamilton in the drivers’ standings, Vettel had taken 45 of his 53 career wins, 92 of his 122 podiums and 47 of his 57 pole positions.
*Excludes seven pre-debut FP1 outings with BMW Sauber
Lewis Hamilton
Stats after 185 race weekends
3 world titles / 50 wins (27%) / 101 podiums (54.5%) / 58 pole positions (31.3%)
Hamilton was another to burst onto the F1 scene as he starred alongside reigning two-time world champion Fernando Alonso during his rookie 2007 season at McLaren, scoring podium finishes, pole positions and race wins from the outset – and so nearly a world title.
READ MORE: 6 times the best F1 drivers and best cars combined to produce relentless brilliance
Hamilton dusted himself off and returned to take the 2008 crown, via a showdown with Ferrari’s Felipe Massa, but it would be his only championship for the Woking team, as when Mercedes came calling amid McLaren’s struggle to mount another title challenge, he took up their offer.
Hamilton and Mercedes got off to a steady start in 2013 with a handful of podiums and a breakthrough win, but their eyes were always on the turbo-hybrid era. It proved a masterstroke as the Silver Arrows stole a march on the field and, by Hamilton’s 185th race in Austin in 2016, he was already a three-time champion. Four more titles would follow from 2017 to 2020.
Alain Prost
Stats after 185 race weekends
3 world titles / 44 wins (23.7%) / 94 podiums (50.8%) / 20 pole positions (10.8%)
Alain Prost became a podium finisher, race winner and title contender at Renault in the early stages of his career, but it was a return to McLaren – having made his F1 debut with them in 1980 – that triggered a flurry of wins and an initial brace of championship successes.
BEYOND THE GRID: Alain Prost on Ayrton Senna, his 1993 title – and almost rejoining Ferrari
At that point McLaren’s established number one, Prost was joined by rising star Ayrton Senna in the late 1980s and an infamous intra-team battle ensued. While he bounced back from defeat to the Brazilian to win the 1989 crown, the way it was settled sent Prost packing to Ferrari.
By race weekend number 185, at the 1991 Spanish Grand Prix, Prost had the vast majority of the F1 trophies he would pick up already safely stored in his cabinet, but a final switch to Williams and the sublime FW15C package earned the Frenchman seven more wins and a fourth title.
Nelson Piquet
Stats after 185 race weekends
3 world titles, 20 wins (10.8%), 54 podiums (29.1%), 24 pole positions (12.9%)
Nelson Piquet emerged as a front-runner in 1980 as the Bernie Ecclestone-run Brabham team leapt up the order, and while one Williams got in their way that year, with Alan Jones emerging on top, the Brazilian beat the other of Carlos Reutemann next time out to bag his first championship.
READ MORE: Prost vs Senna, Mansell vs Piquet and more – F1’s fiercest team mate rivalries
Following a tricky 1982 campaign, Piquet and Brabham were back on form for 1983 and they edged out Renault rival Prost for title number two, but retirement-filled 1984 and 1985 seasons sent Piquet in Williams’ direction, where a fierce rivalry with team mate Nigel Mansell developed.
After a dramatic 1986 showdown, and with tensions between the Williams pair reaching boiling point, Piquet returned to title-winning ways in 1987 when a nasty qualifying crash at Suzuka forced Mansell to miss the last two races. It would be Piquet’s last F1 crown and, as he hit race 185 for Benetton in 1990, he had collected all bar three of his 20 wins.
Three-time champions with fewer than 185 weekend appearances
Juan Manuel Fangio
Stats after 51 Grands Prix
5 world titles, 24 wins (47%), 35 podiums (68.6%), 29 pole positions (56.8%)
TREMAYNE ON FANGIO: Why F1’s first record breaker is still revered by racing fans decades after he left the stage
Juan Manuel Fangio remarkably won five world titles during eight F1 seasons across the 1950s. Adding another layer to his success, the Argentinian achieved them with several teams, claiming the 1951 title for Alfa Romeo, 1954 and 1955 for Mercedes (after recovering from a serious crash at Monza a couple of years earlier), 1956 for Ferrari and 1957 for Maserati.
At the end of it all, ‘El Maestro’ had won almost half of the Grands Prix he entered, finished on the podium in approximately two out of three races and started at the front of the grid more often than not – numbers that will take some beating by future generations.
Jack Brabham
Stats after 123 Grands Prix
3 world titles, 14 wins (11.3%), 31 podiums (25.2%), 13 pole positions (10.5%)
Jack Brabham’s title successes can be split into two phases: the first when he won a pair of championships with the innovative rear-engine Cooper in 1959 and 1960, and the second when he added a third with his own eponymous team in 1966 – making F1 history in the process.
READ MORE: From Brawn GP’s fairytale to Aston Martin’s super start – The biggest year-on-year performance jumps in F1 history
Of all the three-time champions listed here, only Piquet has a lower victory percentage than Brabham, but in an F1 career that spanned some 15 years, the Australian delivered when it mattered. Indeed, he won five races on the bounce in 1960 and four in a row in 1966 to bag two of his three titles.
Jackie Stewart
Stats after 99 Grands Prix
3 world titles, 27 wins (27.2%), 43 podiums (43.4%), 17 pole positions (17.1%)
Jackie Stewart debuted in F1 with BRM in the mid-1960s, making the podium in eight of the 12 races he finished across his first three seasons, including two victories, but it was a move to Matra/Tyrrell a couple of years later that sent his career to new heights.
BEYOND THE GRID: Sir Jackie Stewart on surviving and thriving in F1’s most ferocious era
From 1968 to 1973, the ‘Flying Scot’ claimed three world titles out six, while setting a then record of 27 wins, along with a podium conversion that still ranks among the best. Stewart retired ahead of what should have been a 100th race start following team mate Francois Cevert’s tragic accident at Watkins Glen.
Niki Lauda
Stats after 171 Grands Prix
3 world titles, 25 wins (14.6%), 54 podiums (31.5%), 24 pole positions (14%)
Niki Lauda started his F1 career in uncompetitive, unreliable machinery but his efforts at March and then BRM soon attracted the attention of Ferrari, with whom he became a race winner in 1974 and then a world champion in 1975.
Lauda was on course to do the championship double the following year before his fiery Nurburgring crash, which opened the door for McLaren rival James Hunt, but the Austrian came back stronger in 1977 to secure a second crown, even if relations with Ferrari had soured.
READ MORE: Wolff admits to missing Niki Lauda during difficult times for Mercedes
A move to Brabham brought a couple more wins but not another title challenge and, toward the end of the 1979 season, Lauda walked away from the sport. He would be tempted back by Ron Dennis and McLaren, though, and in 1984 a third title was his, along with a healthy total of wins, podiums and poles.
Fagioli died due to injuries sustained in a sportscar accident in Monaco in 1952 after just seven F1 races; Rindt was killed during a practice crash at Monza in 1970 but still posthumously won that year’s title; while Scarfiotti lost his life at a hillclimbing event in 1968, shortly after Clark had passed.
Meanwhile, Stirling Moss rounds out the top 10 thanks to victory in almost a quarter of the 66 Grands Prix he contested, with the likes of Damon Hill (19.1%), Nigel Mansell (16.5%), Tony Brooks (15.7%), Giuseppe Farina (15.1%), Mika Hakkinen (12.4%), Nico Rosberg (11.1%), James Hunt (10.8%) and Alan Jones (10.3%) also featuring highly.
READ MORE: From Schumacher to Hamilton and Martini – Which F1 drivers have spent the most seasons with one team?
As for some of Verstappen’s other current rivals, Alonso holds 32 wins from a record 378 starts, giving him an 8.5% return, with Valtteri Bottas (4.5%), Charles Leclerc (4%) and Daniel Ricciardo (3.3%) next on the list.
See below for a full breakdown of the all-time race winner percentages.
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https://www.standard.co.uk/sport/formula-one/f1-australian-grand-prix-2023-start-time-uk-qualifying-results-how-can-i-watch-race-live-tv-coverage-today-b1070196.html
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F1 Australian Grand Prix 2023: Race start time UK, qualifying results and how to watch on TV
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"Marc Mayo"
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2023-04-02T03:16:27+00:00
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Formula One heads Down Under this week for a trip around Melbourne’s Albert Park in the Australian Grand Prix.
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/img/shortcut-icons/favicon.ico
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Evening Standard
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https://www.standard.co.uk/sport/formula-one/f1-australian-grand-prix-2023-start-time-uk-qualifying-results-how-can-i-watch-race-live-tv-coverage-today-b1070196.html
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https://www.trivianerd.com/topic/formula-1-trivia
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en
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247+ Best Formula 1 Trivia Questions & Answers
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Are you a speed enthusiast? Dive into the fast-paced world of Formula 1 and challenge your racing knowledge with these thrilling trivia questions. Buckle up and see if you can keep up with the champions of the track!
|
en
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https://www.trivianerd.com/topic/formula-1-trivia
|
Question: The Tyrell P34 F1 Car that raced in 1976 but what was it noted for?
Answer: Six Wheels
Question: Up to 2007, when did Michael Schumacher achieve the lap record at the French circuit?
Answer: 2004
Question: Veteran Formula One driver Kimi Raikkonen is from which country?
Answer: Finland
Question: What color is the finishing flag In Formula One?
Answer: Black & White
Question: What does a 'bargeboard' do?
Answer: Helps smooth airflow around the car
Question: What does DRS stand for?
Answer: Drag Reduction System
Question: What does the yellow and red striped flag indicate?
Answer: Warns drivers of a slippery track
Question: What drink is sprayed by winning drivers at the end of a Formula One race?
Answer: Champagne
Question: What is attached to the car to prevent it from coming into contact with the track?
Answer: A skid block
Question: What is on the logo of the F1 giant Ferrari?
Answer: A Horse
Question: What is the longest sustained hard-corner in Formula 1?
Answer: Istanbul Park's Turn Eight
Question: What is the name of drivers that are used to check the racing cars are in order?
Answer: Test Drivers
Question: What is the record for the fastest pit stop, recorded in 1993?
Answer: 3.2 seconds
Question: When did Michael Schumacher first drive for Ferrari in formula one?
Answer: 1996
Question: When was the inaugural season of Formula One?
Answer: 1950
Question: Where did Lewis Hamilton finish in his first season in Formula One?
Answer: 2nd
Question: Where was the first Formula One race held at night?
Answer: Singapore
Question: Where was the first Formula One race held?
Answer: Silverstone
Question: Which city hosted the first night race ever held in Formula One, in 2008?
Answer: Singapore
Question: Which company is the sole tire supplier in Formula One since 2007?
Answer: Bridgestone
Question: Which country is Formula One driver Sebastian Vettel from?
Answer: Germany
Question: Which David is best known as a Formula One driver?
Answer: David Coulthard
Question: Which Formula 1 team did Jarno Trulli drive for in the 2003 season?
Answer: Renault
Question: Who did Michael Schumacher say he respected the most during his Formula One career?
Answer: Mika Hakkinen
Question: Who retired from Formula One racing in 1993, having taken his fourth title?
Answer: Alain Prost
Question: Which driver is a 7 time Formula One World Driver's Champion?
Answer: Michael Schumacher
Question: Which Finnish driver quit Formula One to join World rally Championship after the 2009 F1 season?
Answer: Kimi Raikkonen
Question: Which former British Formula One racing champion was cited for speeding in 1998?
Answer: Nigel Mansell
Question: Who became the youngest Formula One driver to start a race in 2009?
Answer: Jaime Alguersuari
Question: Who claimed his fourth successive Formula One world title in October 2013?
Answer: Sebastian Vettel
Question: Who was the team principal of the McLaren Formula One team from 1981 to 2009?
Answer: Ron Dennis
Question: After retiring from Formula One, James Hunt turned to breeding what?
Answer: Budgies
Question: As of June 2013 which team does Mark Webber drive for?
Answer: Red Bull
Question: As of June 2013 who is Mark Webber's team mate at Red Bull?
Answer: Sebastian Vettel
Question: At what position did Graham Hill finish in the 1963 Drivers championship?
Answer: Second
Question: At what position did Jackie Stewart finish in the 1972 Drivers championship?
Answer: Two
Question: At which Formula One circuit would one find the `Lesmo Bend`?
Answer: Monza
Question: Nelson Piquet was Formula One World Champion in 1987 - his nationality ...?
Answer: Brazilian
Question: Where was Mark Webber's first F1 win?
Answer: Germany
Question: Juan Fangio won his 5th Formula One world championship in which year?
Answer: 1957
Question: Juan Pablo Montoya left Formula One in 2006 to join?
Answer: NASCAR
Question: KERS were introduced in 2009 but what does it stand for?
Answer: Kinetic Energy Recovery System
Question: Lesmo Bend and Roggia Bend are found on which Formula One racetrack?
Answer: Monza
Question: Michael Schumacher was World Champion between 1994-1995 and in which other years?
Answer: 2000-2004
Question: Niki Lauder was a Ferrari F1 racing driver in which decade?
Answer: 70s
Question: Pussycat Doll Nicole Scherzinger is romantically linked to which Formula One star?
Answer: Lewis Hamilton
Question: Red Bull's involvement in Formula One dates back to 1995, which team did it sponsor back then?
Answer: Sauber
Question: Rubens Barrichello was a Ferrari F1 racing driver in which decade?
Answer: 00s
Question: Scuderia is the racing division of which car?
Answer: Ferrari
Question: The Formula One world champion driver Jackie Stewart was born in which country of the UK?
Answer: Scotland
Question: Complete the name of this famous Formula One Driver. 'Alain ______'.
Answer: Prost
Question: Complete the name of this famous Formula One Driver. 'Aryton ______'.
Answer: Senna
Question: Complete the name of this famous Formula One Driver. 'Damon ______'.
Answer: Hill
Question: Complete the name of this famous Formula One Driver. 'David______'.
Answer: Coulthard
Question: Complete the name of this famous Formula One Driver. 'Emerson______'.
Answer: Fittipaldi
Question: Complete the name of this famous Formula One Driver. 'Felipe______'.
Answer: Massa
Question: Complete the name of this famous Formula One Driver. 'Fernando ______'.
Answer: Alonso
Question: Complete the name of this famous Formula One Driver. 'Jackie ______'.
Answer: Stewart
Question: Complete the name of this famous Formula One Driver. 'Jacques______'.
Answer: Villeneuve
Question: Complete the name of this famous Formula One Driver. 'Jenson______'.
Answer: Button
Question: Complete the name of this famous Formula One Driver. 'Jim ______'.
Answer: Clark
Question: Complete the name of this famous Formula One Driver. 'Juan ______'.
Answer: Fangio
Question: Complete the name of this famous Formula One Driver. 'Kimi______'.
Answer: Raikkonen
Question: Complete the name of this famous Formula One Driver. 'Lewis______'.
Answer: Hamilton
Question: Complete the name of this famous Formula One Driver. 'Mario______'.
Answer: Andretti
Question: Complete the name of this famous Formula One Driver. 'Michael ______'.
Answer: Schumacher
Question: Complete the name of this famous Formula One Driver. 'Mika______'.
Answer: Hakkinen
Question: Complete the name of this famous Formula One Driver. 'Nelson ______'.
Answer: Piquet
Question: Complete the name of this famous Formula One Driver. 'Nigel______'.
Answer: Mansell
Question: Complete the name of this famous Formula One Driver. 'Niki______'.
Answer: Lauda
Question: Complete the name of this famous Formula One Driver. 'Rubbens______'.
Answer: Barrichello
Question: Complete the name of this famous Formula One Driver. 'Stiring______'.
Answer: Moss
Question: Who won the 1965 Formula One World Drivers' Championship?
Answer: Jim Clark
Question: Who won the 1966 Formula One World Drivers' Championship?
Answer: Jack Brabham
Question: Who won the 1967 Formula One World Drivers' Championship?
Answer: Denny Hulme
Question: Who won the 1971 Formula One World Drivers' Championship?
Answer: Tyrrell
Question: Who won the 1978 Formula One World Drivers' Championship?
Answer: Lotus
Question: Who won the 1982 Formula One World Drivers' Championship?
Answer: Keke Rosberg
Question: Who won the 1987 Formula One World Drivers' Championship?
Answer: Nelson Piquet
Question: Who won the 1991 Formula One World Drivers' Championship?
Answer: Ayrton Senna
Question: Who won the 1998 Formula One World Drivers' Championship?
Answer: McLaren
Question: Who won the 1999 Formula One World Drivers' Championship?
Answer: Mika Hakkinen
Question: Who won the 2002 Drivers championship?
Answer: Michael Schumacher
Question: Who won the 2004 Formula One World Drivers' Championship?
Answer: Michael Schumacher
Question: Who won the 2006 Formula One World Drivers' Championship?
Answer: Fernando Alonso
Question: Who won the 2007 Formula One World Drivers' Championship?
Answer: Kimi Raikkonen
Question: Who won the 2012 Formula One World Drivers' Championship?
Answer: Sebastian Vettel
Question: Who won the Formula One World Championship immediately before and immediately after James Hunt?
Answer: Niki Lauda
Question: Who won the Formula One World Championship the year Niki Lauda was badly burnt in his car?
Answer: James Hunt
Question: Who is the youngest Formula One champion?
Answer: Lewis Hamilton
Question: Who was Formula One World Champion in 1969?
Answer: Jackie Stewart
Question: Who was the 2013 Formula One World Drivers' Champion?
Answer: Sebastian Vettel
Question: Denny Hulme won the Formula One Championship in 1967 - where was he from?
Answer: New Zealand
Question: How many Formula 1 World Championships did Michael Schumacher win in his career?
Answer: Seven
Question: How many Formula One World Championships has Mario Andretti won?
Answer: One
Question: How many Formula One World Championships has Nigel Mansell won?
Answer: One
Question: How many times did Niki Lauda win the Formula One World Championship?
Answer: 3
Question: In 1966 who became the only man to win the Formula One world championship driving one of his own cars?
Answer: Jack Brabham
Question: Who was Alain Prost driving for when he won the Formula One World Championship in 1989?
Answer: McLaren
Question: Which British Formula One driver won the 2009 World Driver's Championship?
Answer: Jenson Button
Question: Dannii Minogue was once engaged to which Formula One driver?
Answer: Jacques Villeneuve
Question: Frenchman Prost was 1989 Formula One World Champion - his first name ...?
Answer: Alain
Question: How many F1 world championships has Mark Webber won?
Answer: 0
Question: How many races are there in the 2010 Formula One season?
Answer: 19
Question: How many times did Jackie Stewart win the Formula One World Championship: once, twice or three times?
Answer: Three times
Question: In 2010, which German driver had his comeback in Formula One at the age of 41?
Answer: Michael Schumacher
Question: In 2008, who set a record to become the youngest driver to win a Formula One race?
Answer: Sebastian Vettel
Question: In what year was former World Champion Jackie Stewart born?
Answer: 1939
Question: What nationality is ex-Formula One driver Niki Lauda?
Answer: Austrian
Question: Which Formula One driver holds the records for most driver championships?
Answer: Michael Schumacher
Question: In which year did Damon Hill win the Formula One World Drivers' Championship?
Answer: 1996
Question: In which year was the F1 driver, Michael Schumacher born?
Answer: 1969
Question: Jackie Stewart achieved World Champion in 1969, 1973 and which other year?
Answer: 1971
Question: Mika Hakkinen and David Coulthard drove for which Formula 1 team in 1998?
Answer: McLaren-Mercedes
Question: In the 1971 Drivers championship, what position did Jackie Stewart achieved?
Answer: One
Question: BMW and who have withdrawn from Formula One in 2010?
Answer: Toyota
Question: By taking part in practice for the 2006 Turkish Grand Prix, who became the youngest F1 driver, at 19 years and 53 days?
Answer: Sebastian Vettel
Question: How many pole positions did Michael Schumacher make in his entire formula one career?
Answer: 68
Question: How many Pole Positions did the world champion Alberto Ascari achieve during his professional career?
Answer: 14
Question: How many times did Nigel Mansell win Sports Personality of the Year?
Answer: 2
Question: In 2006, who left Ferrari as their principle driver?
Answer: Michael Schumacher
Question: Which Formula One driver has entered the most races?
Answer: Rubens Barrichello
Question: Which Formula One driver has had the highest number of fastest laps?
Answer: Michael Schumacher
Question: Which Formula One driver has had the most podium finishes?
Answer: Michael Schumacher
Question: Which Formula One driver has had the most pole positions?
Answer: Michael Schumacher
Question: Which Formula One driver has won the most races?
Answer: Michael Schumacher
Question: Which Grand Prix driver wore a 'Superman' cape on the podium of the 2006 Monaco Grand Prix?
Answer: David Coulthard
Question: Which nationality of the drivers has won the most Formula One races?
Answer: France
Question: Which privateer F1 team of the 1970s sported a teddy bear logo and was based in the stables of a country house?
Answer: Hesketh Racing
Question: Jackie Stewart retired in 1973; how many times did he win the Formula One Championship?
Answer: 3
Question: Jackie Stewart won how many points in the 1965 Drivers championship?
Answer: 33
Question: Mario Andretti became Formula One World Champion - what was his nationality?
Answer: American
Question: Mark Webber decided to leave Formula 1 at the end of the 2013 season to compete Le Mans 24 Hours race for which German manufacturer?
Answer: Porsche
Question: Michael Schumacher joined which Formula One racing team in 1996?
Answer: Jordon-Ford
Question: What country did British Formula 1 champion Lewis Hamilton relocate to in 2007?
Answer: Switzerland
Question: What is Formula One driver Michael Schumacher's brother called?
Answer: Ralf
Question: What nationality is ex-Formula One driver Michael Schumacher?
Answer: German
Question: What nationality is Formula One driver Nelson Piquet?
Answer: Brazilian
Question: What nationality is Mark Webber?
Answer: Australian
Question: What nationality is the former racing driver Jean Alesi?
Answer: French
Question: What nationality was Formula One champion Ayrton Senna?
Answer: Brazilian
Question: What was the nationality of Formula One World Champion Emerson Fittipaldi?
Answer: Brazilian
Question: What was the real name of former World Champion Jackie Stewart?
Answer: John Young Stewart
Question: When did Jackie Stewart receive a knighthood for his contributions to Formula One motor sport?
Answer: 2001
Question: When did James Hunt win the Formula One World Championship?
Answer: 1976
Question: When was Mark Webber born?
Answer: 1976
Question: Where did Mark Webber finish in the 2012 drivers standings?
Answer: 6th
Question: Which British driver won his 3rd and final Formula One title in 1973?
Answer: Jackie Stewart
Question: Which British racing driver was known affectionately by his Italian fans as 'II Leone'?
Answer: Nigel Mansell
Question: Which Briton retired from Formula One in 1999?
Answer: Damon Hill
Question: A Formula One car's cockpit walls must withstand impacts equivalent to what?
Answer: 250 tonnes
Question: An ordinary car tyre has an average life of 16,000km. How long does a Formula One tyre last for?
Answer: 200km
Question: As of 2009, what is the testing allowance for new Formula One cars per season?
Answer: 15,000km
Question: Felipe Massa became a Ferrari driver in which of these years?
Answer: 2007
Question: For which team was Michael Schumacher driving at the 2004 Australian Grand Prix?
Answer: Ferrari
Question: Formula One - who was suspended for dangerous driving in the Italian Grand Prix in 1995?
Answer: Damon Hill
Question: Formula One car engines are restricted to how many RPM?
Answer: 18,000 rpm
Question: Formula One car tires are designed to last?
Answer: 200 km
Question: Formula One racing is regulated by which Agreement?
Answer: Concorde
Question: How long does it take to shift gears with an average Formula One gearbox?
Answer: 0.05 seconds
Question: How many drivers can each Formula 1 team use in one season?
Answer: Four
Question: How many engines are Formula One drivers allowed to use per season?
Answer: 8
Question: How much air does the average Formula One engine consume per second?
Answer: 450 litres
Question: How much fuel will a Formula One team use in a typical season?
Answer: 200,000 litres
Question: In 2009, The RPM or Revolutions Per Minute of the Engine of a Formula One car were reduced from 19000 RPM to what?
Answer: 18000
Question: In what year were starting lights first used in Formula One?
Answer: 1977
Question: In which country was the first race of the 1999 Formula One season held?
Answer: Australia
Question: In which decade did Ferrari first allow sponsorship on their cars?
Answer: 70s
Question: In which decade did Ferrari first enter a F1 race?
Answer: 40s
Question: Which Formula One season saw the first victory of a rear-engined car?
Answer: 1959
Question: Which Formula One supremo submitted a bid for Saab Automobile in 2010 but lost to Spyker?
Answer: Bernie Ecclestone
Question: Which Formula-One Grand Prix course is only 1.95 miles long?
Answer: Monaco
Question: Which has been Formula One's first foray into the Middle East
Answer: Bahrain
Question: Which is considered the closest stepping stone to Formula One?
Answer: GP2
Question: Which race track is by far the longest regularly used for Formula 1 Grand Prix races?
Answer: Hockenheim
Question: Which racing legend was killed in Formula One in 1994?
Answer: Ayrton Senna
Question: Which racing team in Formula 1 are associated with bright red cars?
Answer: Ferrari
Question: Which successful F1 team owner built his cars in the woodshed of the family's timber business?
Answer: Ken Tyrrell
Question: Which year did Michael Schumacher win his first ever drivers championship in formula one?
Answer: 1994
Question: How many points did Michael Schumacher win in the 2000 Drivers championship?
Answer: 108
Question: How many points did Michael Schumacher win in the 2004 Drivers championship?
Answer: 148
Question: How many points did Nigel Mansell win in the 1991 Drivers championship?
Answer: 72
Question: How many points did Stirling Moss win in the 1959 Drivers championship?
Answer: 25.5
Question: On Australian Grand Prix of 2005, Jarno Trulli drove what car number?
Answer: 16
Question: What number car did Fernando Alonso drive for McLaren-Mercedes in the 2007 Australian Grand Prix?
Answer: One
Question: Which Formula 1 Grand Prix course is the shortest on the calendar?
Answer: Monaco Grand Prix
Question: What forced Michael Schumacher to retire his Ferrari car in the 2006 Australian Grand Prix?
Answer: Accident
Question: Which driver won the 2013 Formula One British Grand Prix?
Answer: Nico Rosberg
Question: Which driver won the 2013 Formula One German Grand Prix?
Answer: Sebastian Vettel
Question: Which driver won the 2013 Formula One Monaco Grand Prix?
Answer: Nico Rosberg
Question: How many drivers compete in each Grand Prix of a Formula One season?
Answer: 22
Question: How many Grand Prix Starts did Jackie Stewart have during his professional career?
Answer: 99
Question: How many Grand Prix Starts did world champion Ayrton Senna have during his professional career?
Answer: 161
Question: How many Grand Prix Starts did world champion Jack Brabham have during his professional career?
Answer: 125
Question: How many Grand Prix Starts did world champion Michael Schumacher have during his career before 2007?
Answer: 250
Question: How many laps behind the winner did Jarno Trulli finish in the 2004 Australian Grand Prix?
Answer: One
Question: How many points are awarded to the winning driver of a Formula One grand Prix race?
Answer: 10
Question: In 2009, 'Etihad Airways' was the title sponsor for which Formula One Grand Prix race?
Answer: Abu Dhabi
Question: In the 1997 Grand Prix season, Jarno Trulli replaced which injured driver for Prost-Mugen-Honda?
Answer: Olivier Panis
Question: In the 2006 Grand Prix season, how many races did Jarno Trulli NOT finish?
Answer: Five
Question: Jarno Trulli drove for which team in the 2001 Brazilian Grand Prix?
Answer: Jordan-Honda
Question: On what grounds did Jarno Trulli retired his Renault car in the 2002 Australian Grand Prix?
Answer: Spin Off
Question: Ralf Schumacher and Jarno Trulli drove for which team in the 2005 Australian Grand Prix?
Answer: Toyota
Question: Takuma Sato and Jenson Button drove for which team in the 2005 Australian Grand Prix?
Answer: BAR-Honda
Question: The 'National Bank of Abu Dhabi' sponsored which 2010 Formula One Grand Prix?
Answer: Abu Dhabi
Question: What number car did Michael Schumacher drive in the 2005 Indianapolis Grand Prix?
Answer: One
Question: What number car did Yuji Ide drive in the 2006 Australian Grand Prix?
Answer: 23
Question: Where did Jarno Trulli make his Grand Prix debut?
Answer: Australia
Question: Which city hosted the Australian Grand Prix before Melbourne took over in 1996?
Answer: Adelaide
Question: Who became the youngest winner of a Formula One Grand Prix in 2008?
Answer: Sebastian Vettel
Question: During the 1999 season, how many races did Mika Salo drive in place of an injured Michael Schumacher?
Answer: Six
Question: Which Formula One team did driver Lewis Hamilton join in 2013?
Answer: Mercedes
Question: Which Formula One team did 'Etihad Airways' begin sponsoring in 2008?
Answer: Ferrari
Question: Which Formula One team has the most wins in a season?
Answer: McLaren
Question: Which Formula One team is based in Woking, Surrey?
Answer: McLaren
Question: Which formula one team won the championship in 1988 & 1989 with Ayrton Senna and Alain Prost as its drivers?
Answer: McLaren
Question: Which team did Jackie Stewart drove for in the 1965 Dutch Grand Prix?
Answer: BRM
Question: Which team did Mark Webber first drive for in 2002?
Answer: Minardi
Question: Which team won the 2012 Formula One World Constructors' Championship?
Answer: Red Bull
Question: In which Formula One team did Damon Hill replace Nigel Mansell?
Answer: Williams
Question: Which car company provides the engine for the Red Bull Formula One team?
Answer: Renault
Question: Who beat Lewis Hamilton into 2nd place in his first Formula One season?
Answer: Kimi Raikkonen
Question: Who came 2nd in the 1982 Drivers championship?
Answer: Didier Pironi
Question: Who came 2nd in the 2000 Drivers championship?
Answer: Mika Hakkinen
Question: Who came 3rd in the 1981 Drivers championship?
Answer: Alan Jones
Question: Who came 3rd in the 1989 Drivers championship?
Answer: Riccardo Patrese
Question: Who came 3rd in the 2006 championship?
Answer: Felipe Massa
|
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dbpedia
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https://m.imdb.com/name/nm0102642/trivia/
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Jack Brabham
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[
"Jack Brabham",
"Trivia"
] | null |
[
"IMDb"
] | null |
Jack Brabham. Actor: Grand Prix. Three-time Formula 1 World Champion Jack Brabham had a long and fruitful career in racing. The Australian native won numerous titles in his home country before taking on the world. After Brabham entered the prestigious Formula 1 series, he raced for the Cooper Car Co., who provided him with his first two World Championships in 1959 & 1960. After a short stint with Lotus, he...
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en
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IMDb
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https://www.imdb.com/name/nm0102642/trivia/
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Ex-Formula One racing driver, who raced for Cooper (1955 (1 GP), 1957 (3 GPs)-1958 (7 GPs)-1959 (8 GPs)-1960 (8 GPs)-1961), Jack Brabham (privater team) (1956 (1 GP)), Rob Walker (privater team) (1957 (1 GP)) and Brabham (1962 (8 GPs)-1965 (7 GPs)-1969 (9 GPs)-1970)). Jack Brabham started 123 Grands Prix, 14 Wins, 13 Pole Positions, 12 Fastests Laps, 31 Podiums and 261 Points.
He was awarded the O.B.E. (Officer of the Order of the British Empire) in the 1967 Queen's Honours List before being awarded a Knight Bachelor of the Order of the British Empire in the 1979 Queen's Honours List for his services to motor-racing.
He became the first man to win a grand prix, and then to win a world title, in a car bearing his own name.
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4902
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dbpedia
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3
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https://sportscardigest.com/1957-sebring-12-hour-grand-prix-race-profile/
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en
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Race History, Profile and Photos
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[
""
] | null |
[
"Louis Galanos"
] |
2011-03-04T14:00:19+00:00
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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/
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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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The 1957 Monaco Grand Prix was the second race of the season, held on May 19. The race was dominated by the Maserati of Juan Manuel Fangio, who won the race, set fastest lap and took the pole. If not for Stirling Moss managing to lead the first four laps, Fangio would have had a Grand Chelem...
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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_Monaco_Grand_Prix
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The 1957 Monaco Grand Prix was the second race of the season, held on May 19. The race was dominated by the Maserati of Juan Manuel Fangio, who won the race, set fastest lap and took the pole. If not for Stirling Moss managing to lead the first four laps, Fangio would have had a Grand Chelem.
Second place went to Tony Brooks in a Vanwall, 25 seconds behind Fangio, and Masten Gregory in another Maserati was third, two laps down on the leaders.
Background[]
Entry List[]
The full entry list for the 1957 Monaco Grand Prix is outlined below:
No. Driver Entrant Constructor Chassis Engine Model Tyre 2 Masten Gregory Scuderia Centro Sud Maserati 250F Maserati 250F1 L6 2.5 P 4 André Simon Scuderia Centro Sud Maserati 250F Maserati 250F1 L6 2.5 P 6 Ron Flockhart Owen Racing Organisation BRM P25 BRM P25 L4 2.5 D 8 Roy Salvadori Owen Racing Organisation BRM P25 BRM P25 L4 2.5 D 10 Stuart Lewis-Evans Connaught Engineering Connaught B Alta GP L4 2.5 D 12 Ivor Bueb Connaught Engineering Connaught B Alta GP L4 2.5 D 14 Jack Brabham Cooper Car Company Cooper T43 Climax FPF L4 2.0 A 16 Les Leston Cooper Car Company Cooper T43 Climax FPF L4 2.0 D 18 Stirling Moss Vandervell Products Vanwall VW 5 Vanwall 254 L4 2.5 P 20 Tony Brooks Vandervell Products Vanwall VW 5 Vanwall 254 L4 2.5 P 22 Horace Gould H.H. Gould Maserati 250F Maserati 250F1 L6 2.5 D 24 Wolfgang von Trips Scuderia Ferrari Ferrari 801 Ferrari DS50 V8 2.5 E 26 Peter Collins Scuderia Ferrari Ferrari 801 Ferrari DS50 V8 2.5 E 28 Mike Hawthorn Scuderia Ferrari Ferrari D50 Ferrari DS50 V8 2.5 E 30 Maurice Trintignant Scuderia Ferrari Ferrari 801 Ferrari DS50 V8 2.5 E 32 Juan Manuel Fangio Officine Alfieri Maserati Maserati 250F Maserati 250F1 L6 2.5 P 34 Giorgio Scarlatti Officine Alfieri Maserati Maserati 250F Maserati 250F1 L6 2.5 P 36 Carlos Menditeguy Officine Alfieri Maserati Maserati 250F Maserati 250F1 L6 2.5 P 38 Harry Schell Scuderia Centro Sud Maserati 250F Maserati 250F1 L6 2.5 P 40 Hans Herrmann Officine Alfieri Maserati Maserati 250F Maserati 250F1 L6 2.5 P 42 Luigi Piotti Privateer Maserati 250F Maserati 250F1 L6 2.5 P 44 Jo Bonnier Jo Bonnier Maserati 250F Maserati 250F1 L6 2.5 P 46 Gerino Gerini Scuderia Guastalla Maserati 250F Maserati 250F1 L6 2.5 P
Practice[]
Qualifying Results[]
The full qualifying results for the 1957 Monaco Grand Prix are outlined below:
Pos. No. Driver Constructor Time Gap 1 32 Juan Manuel Fangio Maserati 1:42.7 — 2 26 Peter Collins Ferrari 1:43.3 + 0.6 3 18 Stirling Moss Vanwall 1:43.6 + 0.9 4 20 Tony Brooks Vanwall 1:44.4 + 1.7 5 28 Mike Hawthorn Ferrari 1:44.6 + 1.9 6 30 Maurice Trintignant Ferrari 1:46.7 + 4.0 7 36 Carlos Menditeguy Maserati 1:46.7 + 4.0 8 38 Harry Schell Maserati 1:47.3 + 4.6 9 24 Wolfgang von Trips Ferrari 1:47.9 + 5.2 10 2 Masten Gregory Maserati 1:48.4 + 5.7 11 6 Ron Flockhart BRM 1:48.6 + 5.9 12 22 Horace Gould Maserati 1:48.7 + 6.0 13 10 Stuart Lewis-Evans Connaught-Alta 1:49.1 + 6.4 14 34 Giorgio Scarlatti Maserati 1:49.2 + 6.5 15 14 Jack Brabham Cooper-Climax 1:49.3 + 6.6 16 12 Ivor Bueb Connaught-Alta 1:49.4 + 6.7 17 8 Roy Salvadori BRM 1:49.6 + 6.9 18 40 Hans Herrmann Maserati 1:49.9 + 7.2 19 4 André Simon Maserati 1:51.7 + 9.0 20 42 Luigi Piotti Maserati 1:54.3 + 11.6 21 16 Les Leston Cooper-Climax 1:58.9 + 16.2
Grid[]
Race[]
Results[]
Pos No Driver Constructor Laps Time/Retired Grid Points 1 32 Juan Manuel Fangio Maserati 105 3:10:12.8 1 9 2 20 Tony Brooks Vanwall 105 + 25.2 4 6 3 2 Masten Gregory Maserati 103 + 2 Laps 10 4 4 10 Stuart Lewis-Evans Connaught-Alta 102 + 3 Laps 13 3 5 30 Maurice Trintignant Ferrari 100 + 5 Laps 6 2 6 14 Jack Brabham Cooper-Climax 100 + 5 Laps 15 Ret 24 Wolfgang von Trips
Mike Hawthorn Ferrari 95 Engine 9 Ret 34 Giorgio Scarlatti
Harry Schell Maserati 64 Oil Leak 14 Ret 6 Ron Flockhart BRM 60 Engine 11 Ret 36 Carlos Menditeguy Maserati 51 Spun Off 7 Ret 12 Ivor Bueb Connaught-Alta 47 Fuel Leak 16 Ret 38 Harry Schell Maserati 23 Suspension 8 Ret 22 Horace Gould Maserati 10 Accident 12 Ret 26 Peter Collins Ferrari 4 Accident 2 Ret 18 Stirling Moss Vanwall 4 Accident 3 Ret 28 Mike Hawthorn Ferrari 4 Accident 5 DNQ 8 Roy Salvadori BRM DNQ 40 Hans Herrmann Maserati DNQ 4 André Simon Maserati DNQ 42 Luigi Piotti Maserati DNQ 16 Les Leston Cooper-Climax Source: [1]
Milestones[]
Standings After Race[]
Notes[]
V T E 1957 Formula One Season Constructors BRM • Connaught • Cooper • Ferrari • Maserati • Porsche • Vanwall Engines Alta • Bristol • BRM • Climax • Ferrari • Maserati • Porsche • Vanwall Drivers Barth • de Beaufort • Behra • Bonnier • Brabham • Brooks • Bueb • Castellotti • Collins • Fairman • Fangio • Flockhart • England • Gerard • Gibson • Godia-Sales • González • Gould • Gregory • Halford • Hawthorn • Herrmann • Leston • Lewis-Evans • MacDowel • MacKay-Fraser • Maglioli • Marsh • Menditeguy • S. Moss • Musso • Naylor • Perdisa • Piotti • Portago • Salvadori • Scarlatti • Schell • Simon • Tomaso • Trintignant • von Trips • Volonterio Cars BRM P25 • Connaught B • Cooper T41 • Cooper T43 • Cooper T44 • Ferrari 500 • Ferrari 801 • Maserati 250F • Porsche RS550 • Vanwall VW 5 • Mercedes-Benz W154 Tyres Avon • Dunlop • Englebert • Pirelli • Continental Races Argentina • Monaco • Indianapolis • France • Britain • Germany • Pescara • Italy Non-Championship Races Syracuse • Pau • Glover Trophy • Naples • Reims • Caen • International Trophy • Modena • Morocco See also 1956 Formula One Season • 1958 Formula One Season • Category
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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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4902
|
dbpedia
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3
| 14
|
https://www.ferrari.com/en-EN/magazine/articles/fifty-years-of-ferrari-down-under-australian-grand-prix
|
en
|
FIFTY YEARS OF FERRARI DOWN UNDER
|
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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"Leclerc",
"Scuderia",
"Melbourne",
"Gerhard Berger",
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[
"Ferrari"
] |
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.)
|
en
|
/magazine/static/favicon_16x16.png
|
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.
|
|||
4902
|
dbpedia
|
2
| 5
|
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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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
| 97
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https://www.pressreader.com/uk/f1-racing-uk/20200701/281543703203461
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en
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Zeitungen aus der ganzen Welt
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[] |
[] |
[] |
[
""
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[] | 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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de
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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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dbpedia
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0
| 61
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https://www.christies.com/en/lot/lot-198406
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en
|
1957 THE EX JUAN FANGIO MASERATI 300S SPORTS RACING CAR , COACHWORK BY FANTUZZI
|
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COACHWORK BY FANTUZZI
|
en
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/Assets/Discovery.Project.Website/V2023/favicons/favicon.ico
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https://www.christies.com/en/lot/lot-198406
|
Details
1957 THE EX JUAN FANGIO MASERATI 300S SPORTS RACING CAR
COACHWORK BY FANTUZZI
Chassis No. 3062
Engine No. 3069
White with black seats.
Engine: six cylinder in-line, alloy block and cylinder heads, twin overhead camshaft, two overhead valves, 2993cc, bore and stroke 84mm x 90mm. Compression ratio 9:1 250bhp at 6500rpm. Triple Weber 45 DCO3 carburettors. Twin plugs per cylinder, twin Marelli magnetos. Transmission: multi-plate dry clutch with four-speed rear-mounted transaxle gearbox, bevel drive rear axle. Chassis: welded tubular steel space frame with two-door, two-seater alloy competitions sports racing bodywork; Brakes: front disc, rear drum; Suspension: front - independent unequal length double wishbones, coil springs, hydraulic shock absorbers, anti-roll bar, rear - de Dion axle with tube in front of gearbox/final drive, twin forward-facing radius arms, transverse leaf spring above axle, hydraulic shock absorbers; Brakes: four-wheel hydraulic, two leading shoe, light alloy drum brakes with iron liners and transverse cooling fins. Right-hand drive.
The Trident symbol, representing the city of Bologna, features foremost on the Maserati emblem and is often referred to as the heartbeat of Italian motoring - in that Bologna is situated in the central part of Italy and the Maserati name has been associated with racing since the early 1920's. Certainly the name Maserati has been upholding Italian honours for longer than any other sports and racing car manufacturer and yet it has always been a small family-orientated company. In pre-war times the Maserati brothers, each with their specific responsibilities, only built racing cars for their customers.
It was not until the immediate post-war years that the company, now under the financial control of Count Adolfo Orsi and his son Omer, but still with the technical input of the Maserati brothers, introduced their first custom road sports car, the Tipo A6. This was a direct descendant of the pre-war Voiturette Racing Tipo 6CM with a 1500cc six-cylinder single overhead camshaft engine, independent suspension and ladder frame chassis which was launched at the 1947 Geneva Motor Show, clothed in a simple Pinin Farina Coupe body. Luigi Villoresi debuted the car in that year's Mille Miglia but retired with wheel bearing failure. The A6, in various guises, went on to win a number of events. Up to the end of 1950 some sixty cars had been built and between 1951 and 1953 a further sixteen 2-litre versions had been sold.
In the meantime the Maserati brothers had left and set up their own OSCA organisation, and the factory was primarily involved in supplying privateers with their 1½ litre Supercharged 4CLT Grand Prix cars. The A6 engine was considerably improved in 1951 to form the basis of the new 2-litre Formula II car, the A6 GCM, which was raced by a number of drivers including Fangio and Gonzalez.
The increase of engine capacity in Formula I to 2½ litres in 1954 saw Maserati introduce their famous Colombo-designed 250F Series in which a similar engine was fitted to a revised A6 GCS sports car and was designated 250S. The car's greatest virtue was in the handling, but although popular with privateers, they were handicapped by the lack of capacity - thus in 1955 Maserati created the Tipo 300S which was virtually a sports racing version of the 250F Grand Prix car. Colombo had left Maserati to design Bugatti's abortive Formula I car and the development of work of the 300S was undertaken by Vittorio Bellentani. The engine capacity of the six-cylinder twin overhead camshaft engine had been increased to 2993cc with a claimed output of 250bhp. The chassis, which closely resembled the 250F, had a ladder frame with large diameter main tubes, coil spring and unequal wishbone front suspension with a de Dion axle and tranverse leaf spring to the rear. Like its sister car, the 300S had a reputation for superb road holding; all drivers remember it with the utmost of affection as being the ultimate 3-litre Sports Racing car. There was another similarity to the 250F and that was in its appearance. Just as the Grand Prix car has come to epitomise the style of Formula I cars of the period, the 300S is the essence of sports racing cars with its beautifully balanced line, which was clearly aerodynamically efficient and came from the competition coachbuilder Fantuzzi.
The first three production cars, Nos. 3051, 3052 and 3053, were sold to Briggs Cunningham in America in early 1955 - prior to the first official team car being built in which Luigi Musso came a creditable 3rd in the 671 mile Tour of Sicily, and was up to second place at mid-stage in the Mille Miglia driven by Cesare Perdisa before retiring with gearbox problems. The first victory for a 300S came in the Bari Grand Prix, driven by Jean Behra, with Musso coming second; he was to provide a further victory in the Supercortemaggiore race at Monza prior to Le Mans. The 24-hour race was an inauspicious occasion for Maserati, their 300S cars retiring although the Musso/Valenzana car was running second after 19 hours before transmission problems intervened.
The principle competition came from Mercedes-Benz, Ferrari, Jaguar and Aston Martin, all of whom provided better straight line speed. However, like the A6 GCS, the 300S was a better handling car and its long stroke 3-litre engine was proving to have a good endurance record. No better example of this than Fangio's win at the end of the 1955 season in the first Venezuelan Grand Prix, emerging a clear winner by two laps in his 300S.
The 1956 Sports Championship saw Stirling Moss joining the Maserati team and the race car preparation was now under the guidance of Giulio Alfieri. The season began on a high note with Moss winning the Buenos Aires 1,000 Kilometre race ahead of the 3½ litre Ferrari of Gendebien/Hill and providing a sensational win at the Nurburgring, just 26 seconds ahead of Fangio's Ferrari. He was to repeat that result in the 2nd Venezuelan Grand Prix and Nassau Trophy, finally scoring an easy 1-2 victory in the Australian Tourist Trophy and coming second overall in the World Sports Car Championship.
This magnificent discovery is surely one of the most important sports racing Maserati's to come to auction in recent years. It is one of the three Work's Maserati Team cars that were exported to Brazil by the Team Manager, Gueruio Bertoui, in the late 1950's and is the actual car driven by five times World Champion, Juan Manuel Fangio, at Interlagos and at 'La Quinta de la Boa Vita' in Rio de Janero. He won both events (see photograph).
In 1958 the car was passed through the hands of a young local pilot in Rio and, almost immediately, into the ownership of the current vendor who raced it three times in 1959 - winning every race including Interlagos.
In the early 1960's, No. 3062 was put into storage in Brazil where it has remained for nearly forty years until recently discovered. It retains its original coachwork (which has been slightly modified in places) and comes with numerous spare parts including the original set of wheels and a spare crankshaft.
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https://www.f1-fansite.com/f1-result/results-1957-formula-1-grand-prix-of-germany/
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1957 German Grand Prix: F1 Race Winner, Podium & Results
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[
"Leopold"
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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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https://www.uniquecarsandparts.com/race_drivers.htm
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Legends of Motorsport
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dbpedia
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https://primotipo.com/tag/1957-australian-grand-prix/
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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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en
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https://s1.wp.com/i/favicon.ico
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primotipo...
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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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dbpedia
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https://www.pirelli.com/global/en-ww/race/racingspot/formula-1/the-10-greatest-championships-of-all-time-50764/
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en
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The 10 greatest championships of all time
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2017-04-11T11:07:57+00:00
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And so, the 68th Formula 1 ® World Championship gets underway. Two-thirds of a century of speed, but not always of uncertainty or excitement. Several seasons have been characterised by dominance from an individual, while others have hung in the balance right up to the last minute; featuring iconic champions and personalities, many of whom have risen above the capabilities of their cars.
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https://www.pirelli.com/global/en-ww/assets/resources/gfx/favicon.ico
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https://www.pirelli.com/global/en-ww/race/racingspot/formula-1/the-10-greatest-championships-of-all-time-50764/
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1957: NUMBER FIVE FOR FANGIO
When the 1957 championship got underway, Juan Manuel Fangio was nearly 46 years old. He was already the undisputed king, with four championships won from the seven years that the series had been running – driving for Alfa Romeo, then Mercedes and Ferrari. His legend was complete. But in 1957 he took on the challenge laid down by Maserati, for which he had already driven a few grands prix in 1954. The Italian cars faced fierce rivalry from the British Vanwall squad, which counted the future genius that was Colin Chapman among its technical staff as well as the ultra-rapid Stirling Moss behind the wheel. Yet Fangio was on the attack straight away. He strung together a series of brilliant wins in Argentina, Monaco and France. Moss won at home in Great Britain, then Fangio did it again in Germany. Moss cleaned up during the final part of the season, with victories in Pescara and Monza. But Fangio was second on both occasions, sealing his fifth title: a record that remained unbeaten until 2003 thanks to Michael Schumacher.
1964: SURTEES TAKES WING
Jim Clark and Lotus against Graham Hill and BRM: that was the hallmark of the 1964 championship. Hill won immediately in Monaco but then came a hat trick from Clark, who claimed victories in Holland, Belgium and Great Britain: the sequence interrupted only by Dan Gurney's Brabham that won in France. But as summer went on the Lotus was hit by three consecutive retirements, while Ferrari suddenly lit up and won three races: Germany with John Surtees, Austria with Lorenzo Bandini, and Monza with Surtees again. Hill returned to his winning ways in the United States and then there was the grand finale in Mexico. The BRM was knocked out of contention early on after colliding with Bandini's Ferrari. Clark developed an oil leak on the last lap and the Ferrari pit wall reacted brilliantly by ordering Bandini to let Surtees past. This meant that Surtees finished second behind Gurney, which was enough to claim the title by one point ahead of Hill.
1965: CLARK IN CHARGE
Clark and Lotus began the following year's championship with just one objective: making up for the near miss the year before when a simple mechanical breakdown on the last lap of the championship cost them the title. And this turned out to be the season that perhaps best reflected what could be achieved when a driver and a car are working in perfect symbiosis. Colin Chapman, a technical genius, had come up with a machine that was literally made to measure for Clark. And their dominance was phenomenal. From the first encounter of the year in South Africa all the way to the German Grand Prix in August, they won all the races bar one: Monaco, where Clark wasn't present as he was winning the Indy 500 in the United States instead. Such a crushing performance enabled Clark to claim his second title, matching the one he took in 1963. A 10th place in Monza and two retirements in the United States and Mexico did nothing to take the shine off his achievement.
1970: THE ONLY POSTHUMOUS WORLD TITLE
Once again it was Lotus against Ferrari. The English team placed their hopes on German driver Jochen Rindt (who nonetheless had an Austrian licence): a super quick and instinctive racer. After some early wins from Jack Brabham and Jackie Stewart, five victories for Rindt between the third and eighth rounds of the season put him well on course to win the championship. In Austria Ferrari fought back, with Jacky Ickx. But then in Monza came the moment that defined the season: Rindt went off the track at the Parabolica and died in a terrible accident. Ferrari went on to win the race, but this time with the young Clay Regazzoni. Ickx finished second and won the next race in Canada, as well as the final race in Mexico. Even that haul of points was not enough him to catch Rindt in the overall standings, who went on to become Formula 1®'s only posthumous world champion.
1976: FIRE AND RAIN
The 1976 season started as the previous one had finished, with a master class from Niki Lauda, the reigning world champion. After the first six races Lauda seemed uncatchable thanks to wins in Brazil, South Africa, Belgium and Monaco. James Hunt, who had just claimed one win, in Spain (only confirmed in summer after a governing body hearing) was quick everywhere in his McLaren but seemed to have no hopes left of winning the title. Yet as the season went on, McLaren grew stronger and stronger. In Great Britain in mid-July Hunt won an incident packed race that featured two starts and a myriad of protests. In September yet another governing body hearing would deprive Hunt of the win and give it to Lauda, who had originally finished second at Brands Hatch. Yet the tide turned in Germany. On Sunday 1 August, Lauda's Ferrari crashed and bounced back onto the circuit to be hit by another car and catch fire. The Austrian was seriously injured with severe burns and lung damage that kept him in hospital for nearly 20 days and forced him to miss the next two races. He was back from Monza at the beginning of September. In the meantime, Hunt was maximising his chances. He won in Germany and Holland as well as in the United States and Canada, to arrive at the final race of the season in Japan with the world title within his grasp. What nobody could have predicted was Sunday in Japan turning into an epic washout. There were long discussions about whether the race should start or not: eventually it did and Lauda decided to stop after just a couple of laps. Hunt, who finished fourth, won the world title by just one point. And 1976 passed into history as the most emotional and dramatic year in Formula 1®.
1984: LAUDA BECOMES A THREE-TIME CHAMPION AT THE LAST GASP
Another year that went to Niki Lauda. But this time the Austrian was not with Ferrari: instead with McLaren. He re-entered Formula 1® with the British squad in 1982, having first retired at the end of 1979 after two titles with Ferrari followed by two reasonably anonymous seasons with Brabham. By the time 1984 came along, Lauda's McLaren teammate was Alain Prost and the car dominated, with the two drivers more or less sharing all the victories between them. At the last race of the season (which was the first Portuguese Grand Prix) Lauda was able to allow Prost to win, as long as he still finished in second – which would be enough to mathematically guarantee him the title. And that's exactly how it ended: Prost won the Estoril race while Lauda was second, taking his third world title with an advantage of just half a point over his teammate.
1987: MANSELL ERUPTS, PIQUET WINS
The 1987 season was all about Williams Honda. It was quite simply the car to beat and the year soon turned out to be an in-house duel between Nigel Mansell and Nelson Piquet. Mansell had emerged from the huge disappointment of the 1986 Australian Grand Prix, the final race of that season, where a burst tyre whipped the title from under his nose and handed it to McLaren's Alain Prost on a silver plate. In 1987, the rivalry between the two Williams drivers reached its peak, with personal insults traded as well as on-track assaults. Mansell's win at Silverstone remains unforgettable: after an incredible fightback against Nelson Piquet, he took the lead with an overtaking manoeuvre that has passed into legend. When the grand prix circus got to Japan, the penultimate race of the year, Mansell was behind in the points standings and needed to win. But an accident in Friday's free practice session broke a vertebra. The inevitable result was hospital and early return home to Europe. So the title went to his teammate and rival Piquet, who became champion for the third time after two previous titles with Brabham.
1989: TWO RIVALS IN MCLAREN
Another season with a very consistent theme: leaving aside some efforts from Ferrari, McLaren was the team to beat. Alain Prost and Ayrton Senna divided the spoils between themselves almost equally, during a championship that contained personal as well as professional vitriol. In Japan, Prost was leading – but Senna staged an amazing fightback. When he caught up with Prost, Senna tried a desperate overtaking manoeuvre at the esses before the pit straight. Inevitably the two McLarens came together. Prost got out of the car straight away and retired. Senna got going again and fought his way through the pack to win. But he would be disqualified for receiving outside assistance to restart, and so Prost claimed his third world drivers' championship. It opened up a grudge that Senna would avenge exactly one year later in Japan, deliberately driving into Prost's Ferrari with whom he had been fighting another intense title battle. This time it was Senna who claimed the second of his three titles at the end of it.
2008: THE RAIN IN BRAZIL HINDERS MASSA
Ferrari was reigning world champion thanks to Kimi Raikkonen's 2007 title but in 2008 the lead driver was Felipe Massa. He fought an intense battle for the drivers' championship against McLaren's Lewis Hamilton. At the final race in Brazil, Massa was inspired: flying towards victory. As he crossed the line in first place the celebrations got underway in the Ferrari garage. But in the last few corners, as the rain fell even harder, a number of cars struggled to stay on track. Among them was the Toyota of Timo Glock, which in the final uphill corner of the last lap had to give best to Hamilton's McLaren. The Englishman scraped through into fifth place by just a few hundred metres, allowing him the necessary points to overhaul Massa in the drivers' championship. By just one point.
2012: A CHAMPIONSHIP FACING THE WRONG WAY
The main rivals for the 2012 title were Sebastian Vettel in his Red Bull and Fernando Alonso, driving for Ferrari. The German started off fresh from his two world titles won in 2010 and 2011. The Spaniard by contrast was in his third year with Ferrari, having lost the title battle two years earlier because of a mistake from the pit wall in the final race of the season in Abu Dhabi. The first part of the 2012 season went well for Alonso with three wins and lots of other valuable points finishes. Then, in Belgium at the end of August, he was forced to retire after being hit from behind by Romain Grosjean's Lotus. Throughout the autumn, Vettel strung together four victories on the trot: Singapore, Japan, Korea and India. So, it all came down to the season finale in Brazil. Soon after the start there was drama: the Red Bull spun and left Vettel stranded in the middle of the track, facing the wrong way. Luckily, he had the nerve to sit there without doing anything, so everyone in the end managed to avoid him. From there, the German commenced a fightback that would eventually earn him sixth place and enough points to win another championship, beating Alonso.
2016: ROSBERG THE ZEN CHAMPION
The 2016 championship was coloured silver: the third championship on the trot for the Mercedes team. Lewis Hamilton and Nico Rosberg wrapped up the pole positions and victories between them, with everything coming down to the final race of the season in Abu Dhabi. Rosberg knew that he had to fight against a rival who was probably faster than him, so aimed for a strategy based on consistency and self-control. But there were still some memorable on track battles with Hamilton. In Spain, for example, Rosberg got past Hamilton at the start and resisted his team mate's attempts to overtake through the first few corners. The result was the infamous collision that put both Mercedes out of the race. In Malaysia, Hamilton's engine gave up when he was driving towards a victory that seemed in the bag. With four races to go Rosberg was in a position to clinch the title just by taking three second places and third place, even if Hamilton won every race. And that's exactly what happened. At Abu Dhabi, the final race of the season, Rosberg aimed for second and duly won the title. Barely 24 hours later, he decided to retire from the sport. But that's another story…
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https://vault.si.com/vault/1960/10/31/jack-the-reluctant-ripper
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JACK THE RELUCTANT RIPPER
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1960-10-31T00:00:00
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Over the years a long procession of headstrong, audacious drivers has stamped auto racing as a sport of rare adventure—and adventurous sports. No driver made
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/.image/icons/favicon-32x32.png
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Sports Illustrated Vault | SI.com
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https://vault.si.com/vault/1960/10/31/jack-the-reluctant-ripper
|
Over the years a long procession of headstrong, audacious drivers has stamped auto racing as a sport of rare adventure—and adventurous sports. No driver made his mark more indelibly than Tazio Nuvolari, the granite-jawed Italian hero of the 1930s who, often half-choked by exhaust fumes, hurled a bright-red Alfa Romeo along perilous roads as if storming a fortress singlehanded.
Now along comes a low-pressure driver who is so different from the romantic figures of racing he hardly seems to belong to the same breed. Yet today he is the world's No. 1 road-racing man, and there are many racing followers who will tell you he is among the best of all time. He is Jack Brabham (see cover), a self-effacing, good-natured, soft-voiced Australian whose most distinguishing characteristic is his prudence. His philosophy of driving, which in his mild way he has repeated to any who have asked him, is "to win a race in the slowest possible time."
Suiting deeds to words, he narrowly won the world driver championship last year with the most deliberate brand of speed yet seen in racing. He recaptured the title this year by taking no fewer than five of seven races. None of the victories was spectacular. All were as precisely competent as a Rolls-Royce clock. Perhaps his finest race this year was in the Belgian Grand Prix. Ruthlessly pursued for a time on the fastest, most hazardous course in Europe, he coolly led from start to finish. His average speed was a record-breaking and rather staggering 133 mph. Fittingly enough, he won in probably the least glamorous car ever to move away from a starting grid—the tiny, rear-engined Cooper-Climax from the tiny shop of Britain's John Cooper (SI, Aug. 1).
In some respects Brabham resembles that quiet giant of postwar racing, Argentina's five-time world champion, Juan Manuel Fangio. Fangio was also a firm believer in making haste slowly. But on occasion Fangio would let his heart rule his head and unleash a galvanizing display of bravura driving. Outwardly nerveless, he seethed inwardly with the tensions of racing; he rarely could sleep the night after an event. Brabham has no trouble sleeping.
It is Brabham's very easy nature that has, until recently, detracted from his stature. People could not accept his refusal to go fast merely for the sake of speed—although that really was the reason for his success. In truth, he seemed a pale imitation of that romantic idol of British racing, Stirling Moss.
Moss was giving Fangio all the competition he wanted as long ago as the mid-1950s, when the little-known Brabham was slogging imperceptibly forward. Even today Moss is acknowledged by everyone, including Brabham, to be slightly the faster in getting around a race course.
After Fangio's retirement in 1957 it was assumed that Moss would promptly ascend his throne for an extended reign. However, his countryman, Mike Hawthorn, beat him in 1958; it was Brabham in 1959; and this year a crackup in practice for the Belgian race removed Moss once more from the running.
Moss's followers are convinced that he would have won in 1958 and 1959 if he had not been unnaturally tormented with unreliable cars. His critics are equally sure that Moss's damn-the-torpedoes style contributed to their fragility.
On and off the race course Brabham and his chief rival are as unlike as Perry Como and Frank Sinatra. Brabham, 34, is three years older than Moss. Nearly 6 feet tall, broad-shouldered and darkly handsome, he walks with the lazy shamble of a boy bound for school. All of his movements are deliberate, as is his conversation. On the speaking platform he does not shine. Reporting an English affair at which he was honored for his 1960 championship, the British press noted his "usual bashful speech."
Except for a taste for practical jokes (he specializes in the unexpected "banger," or firecracker), Brabham has none of the eccentricities or foibles that mark other drivers. One has grown a beard. Another dips snuff. A third chases skirts. Brabham is clean-shaven, neither smokes nor drinks and has been married to the same wife for nine years.
"He is not," says Moss, "what I would call a passionate driver. This makes him a very formidable competitor. He is always on form. He is always fast. He is a calculating driver. He is an intelligent and misleading driver. He will run a race as fast as necessary and no faster.
"He is not temperamental and he is not highly strung. That's surprising, when you come to think of it, in this business. I'm temperamental and I know it. Not when I'm racing, mind you, but away from the circuit things can upset me. Nothing upsets Jack."
Moss is smallish and quick-moving. He radiates energy. He is an eloquent apologist for auto racing, a keen and articulate analyst of the sport and an outspoken commentator on its controversial issues.
He is also an unabashed defender of his own driving style.
"When my car will move," he says, "I will try to win. I like a fight. Sometimes this may not be the right approach, but there it is. I like to race. I like a go."
There is a further, and critical, difference between the two men. Brabham is a superb mechanic, as was Fangio; Moss is not mechanically inclined. Brabham can go like the wind, make no mistake about it, but his racing tactics are always tailored to the health of his car. Understanding perfectly what goes on inside it, he is supersensitive to the slightest danger signal.
John Arthur Brabham has been a mover and tinkerer since earliest childhood. Reared in Hurstville, a suburb of Sydney, Australia, he was excited by cars and planes almost from the moment he first saw them.
At 3 he was hugely delighted by a joyride in an open-cockpit plane. At 5, when his mother removed the handlebars from his tricycle as punishment for roaming from home on it, he triumphantly told Mum he "could do more things" without them. When he was 10 he was permitted to cruise the family Willys around his backyard. Work in his father's greengrocery bored young Jack, so he was pleased to help out around the garage of a man named Harry Ferguson.
"There were a thousand and one things that we used to do," Ferguson recalls. "That's how Jack got his grounding. There was a wartime shortage of parts, but we had to keep cars on the road. We had to improvise and make things work.
"Jack was a good boy, not brilliant, but a good boy. One thing about him, he never gave me any lip."
Military service found Brabham following his natural mechanical bent as an RAAF ground crewman. Then came six years of racing midget cars in the Australian small time. Needless to say, Brabham was not then celebrated for making haste slowly, or for driving finesse. The races were too short for either, and the tactics too crude. Brabham, like everybody else, hunched over the wheel, jammed his foot down hard on the short straights and horsed his car through the turns in long, dust-kicking broad slides.
There has always been a strong urge toward self-improvement in Brabham, however, and in 1955, having become intrigued by a taste of road racing in Australia, he arrived unsung in Europe to have a flutter at the big time.
He soon made his way to the shop of Builder Cooper, in Surbiton, a suburb of London. Cooper was already a prophet of the rear-engined racing car. He had conquered one branch of racing with his little 500-cc. Formula III cars and was moving strongly in the more important Formula II (1.5-liter) sphere. His dream was to reach the Formula I, Grand Prix summit, which was then occupied solely by front-engined machines.
At Cooper's invitation Brabham began to put together a racing car from bits and pieces in the blithely informal Surbiton shop. He was so taciturn at first that the Cooper people thought they had offended him, but Brabham silently, doggedly sharpened his mechanical touch and raced whenever he could.
"The midgets," he reflected the other day, "were very bad training for formula cars. It was not until the 1959 season that I got things weighed up and started to drive the way I should. I stopped throwing the cars around and sliding them when it wasn't necessary. I began to sit back a little and lose some of that midget-car crouch."
As he spoke, Brabham was sitting up to a plate of well-done roast beef at a restaurant near Watkins Glen, N.Y., where he would shortly be racing. Across the table sat Cooper, a compact, black-haired man of 37, who was similarly provisioned. He has become one of Brabham's closest friends. They live within a stone's throw of each other, some 200 yards from the Cooper shop.
Neither Brabham nor Cooper ever thought in the old days of winning the world championship. "Crikey," Brabham said, "our big thrill was going to be winning one Grand Prix. And after that, one more."
It was in the Monaco Grand Prix early in 1959 that Brabham and Cooper first broke through. Relishing the memory, Brabham recalled that Moss had taken the lead after a long duel with France's Jean Behra, only to have his car sicken and retire. The Australian, meanwhile, had heard expensive noises when he attempted to use first gear.
As the race heated up, Brabham, out in front, was being pressed by the first-rate British driver Tony Brooks in a Ferrari. Never divulging that he had a problem, even to Cooper in the pits, Brabham drove to stay just ahead of Brooks, using first gear only when absolutely necessary to prevent him from passing. Toward the end Brooks gave up.
"He didn't know anything was wrong," Brabham said. "He thought I was playing games with him. If he'd kept after me I think he might have forced me to break the Cooper."
In his Motor Racing Book Brabham says: "Moss is the greatest driver of all time,...better than Fangio." He has not changed his opinion. In identical unbreakable cars he reckoned Stirling would have "that little edge." But Brabham has obviously gained a healthier respect for his own gifts, for he does not now feel obliged to compare his own style unfavorably with Moss's.
In terms of winning the world championship it is patently clear by now that Moss could profit from Brabham's example.
Some people seem to believe that the 1960 Cooper is supernaturally reliable, forgetting that both Brabham and his partner-protégé, 22-year-old Bruce McLaren of New Zealand, who is second in the championship standings, preserve and extend the Cooper's inherent sturdiness.
One racing man who wants proof of Brabham's versatility is Rob Walker, owner of Moss's Lotus-Climax racer and a member of the family that gave its name to Johnnie Walker Scotch.
"Jack has improved enormously," Walker says. (Everybody agrees that Jack has improved enormously.) "He was jolly good in 1959 but not, I think', in the world-champion class. Good as he is now, I wonder what Jack could do in another car. He has raced in virtually nothing but Coopers, you know."
The English driver Roy Salvadori brings the whole Brabham-Moss controversy into sharp focus when he says: "If I suddenly came into a great deal of money and got myself a stable of Grand Prix cars and had my choice of drivers, my first choice would be Mr. Brabham. Stirling would be quicker around a given circuit, but for value over a full Grand Prix season, I prefer Jack."
Americans will be able to make their own comparisons when Brabham and Moss race November 20 in the Grand Prix of the United States, at Riverside, Calif. The best cars will be there: British Lotuses and BRMs, whose engines were switched from front to rear this season, following the Cooper's lead, and the doughty Coopers; but not Italy's front-engined Ferraris (Builder Enzo Ferrari is sulking over not having received a "proper" invitation). So will the top drivers, including (if he can get a ride) California's Phil Hill. Hill's Ferrari victory this summer at Monza, Italy, although cheapened by a boycott by the British works teams, was still the first by an American in a Grand Prix since 1921. Riverside's fast-moving home-town boy, Dan Gurney, will also be on hand.
As the last race in the last of seven seasons for the present 2½-liter Formula I (1½-liter engines come in next year), Riverside will mark a turning point in racing history.
It will also be the last performance by Brabham on American soil this fall. Earlier this month he was second to Moss in a free-formula race at Watkins Glen. Then came two sports car scrambles on the West Coast.
It was before the smallest audience that Brabham made his biggest U.S. hit. This was at Indianapolis, which has been a postwar graveyard for European cars. "I just thought I'd like to have a go at it to see what it's like," said Brabham.
"Watch it, Jack," warned Rodger Ward, the 1959 Indianapolis "500" winner. "This track can fool you and those walls are awful hard."
Brabham listened respectfully. Then, after warming up, he did three consecutive laps at precisely 142.857 mph and a fastest lap of 143.403. The next day he turned eight straight 143-plus-mph laps and one at a slightly incredible 144.834, which would have won the "500" pole in 1957.
"That's the most astounding performance I've seen in all my years here," said the veteran Speedway timer, C. B. Smith.
"He's got me about half mad," said a clowning but profoundly impressed Ward. "I'm going to send him home."
Brabham's speeds would have qualified him for the 1960, or any other "500." He accomplished them with his standard Cooper, not one of the superspecialized Indy cars. His Coventry-Climax engine was a mere two-thirds the size of the big 4.2-liter Indy Offenhausers. He had no special Speedway tires. He ran on a "cold" track (higher May temperatures at "500" time produce better tire traction). Moreover, he had no helpful "groove" of rubber laid down by other cars.
The pity of it is that Brabham is not likely to race at Indianapolis unless a financial angel steps in to underwrite the cost. Cooper says he can't afford the gamble. He would have to build a special car and excuse his ace just as the European Grand Prix season, on which he depends for a sizable part of his income, is beginning.
Any angels who would like to take the plunge are advised not to procrastinate. Brabham says he plans to retire from racing in two years, what with a wife and son to think of and. another child on the way, as well as an automobile dealership to tend.
If at some point before retirement day he ever feels the urge to behave like a hero, the chances are he will take a cold shower and wash that romantic nonsense out of his hair.
PHOTO
PLEASED BRABHAM SMILES BASHFULLY AFTER WINNING RACE
THREE PHOTOS
IN AUSTRALIA YOUNG JACK SAT WITH HIS FATHER ON RUNNING BOARD OF FAMILY WILLYS, PLAYED IN HIS TOY CAR, PEDALED BICYCLE
PHOTO
STRETCHED IN COCKPIT, BRABHAM RACES REAR-ENGINED COOPER AT WATKINS GLEN
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1957 Monaco Grand Prix race report: Fangio cruises through the carnage to make it two in a row
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[] |
[] |
[
""
] | null |
[
"Denis Jenkinson",
"Author Denis Jenkinson"
] |
2014-07-07T17:42:36+00:00
|
Juan Manuel Fangio keeps a level head to finish first as Moss, Hawthorn and Collins crash out; Tony Brooks takes second for Vanwall
|
en
|
Motor Sport Magazine
|
https://www.motorsportmagazine.com/archive/article/june-1957/13/xv-grand-prix-de-monaco/
|
Due to the short twisty nature of the circuit the number of starters for the Monaco Grand Prix was limited to 16, but in order to make sure of getting a full starting grid 20 cars were accepted for practice and the fastest 16 were to be allowed to start. Naturally enough, with it being the first big European Grand Prix of the season, everyone wanted to join in the fun, so that when the final lists were drawn up there were sixteen works runners and four private owners. This indicated that there would be some fireworks during practice, for apart from the private owners all having to beat each other they had to beat some of the works cars as well, and it would only need one quick private owner to upset the tranquility of the works drivers.
Qualifying
The first practice session was at 5:45am on Thursday morning and as some encouragement to get drivers and teams out at this unearthly hour there was a prize of £100 for the fastest time recorded on this first outing. There were two noticeable happenings that morning; first the Ferrari team did not arrive, the cars not being ready in time, and secondly the whole circuit seemed to be flooded with green cars. This was a fine sight, and whereas a Grand Prix field used to have a preponderance of red it now had a marked preponderance of green.
There were the two Vanwalls of Moss and Brooks, with the spare car standing by; the two Connaughts of Lewis-Evans and Bueb, with their spare car; Salvadori and Flockhart with the BRMs; and the two Coopers, but they were lacking drivers, neither Brabham nor Leston having arrived.
Maserati had their three new six-cylinder cars out, these being shared by Fangio, Menditeguy, Schell, Scarlatti and Herrmann, and as there were no private owners ready on this first day the three cars from Modena were feeling very overwhelmed. Collins was ready to drive but had to sit and watch as no Ferrari cars were out.
The bogey time for the circuit was 1min 44.4sec, set up by Fangio in the 1956 race, though he made 1min 44.2sec in practice that year, after the circuit had undergone some modifications at the chicane. As a comparative figure 1min 44.2sec was the aim, but the main object of everyone was to be in the first sixteen.
Along the promenade a new cement surface had been laid and the opening of practice saw the cars raising enormous clouds of dust, and though the weather was good the surface all round the course was a bit slippery. It was Fangio who was first to get below 1min 50sec and for the first part of the period laps in 1min 55sec were being considered pretty good.
The Vanwalls were running nicely and Moss was settling down when he overdid things at the chicane and clouted the edge, bending a wheel and the front suspension. He stopped at the pits and the spare car was brought out, being re-numbered to that of the bent car, and Moss went off again.
In the Maserati camp there was a race going on between Scarlatti and Herrmann, taking turns at using the third car, for the fastest of the two was to be chosen for the fourth Maserati entry. Menditeguy was going round learning the course and the two BRMs were not being very impressive, having trouble with handling and brakes.
Collins got tired of sitting watching and as John Cooper was getting tired of having two cars and no drivers, the Ferrari driver offered to give them a gallop round. He was soon lapping at under 2min in the 1,500cc car, and then Salvadori thought this a good idea so he too went and saw John Cooper and tried the 2-litre car.
Flockhart was still working hard for the Bourne team, but Salvadori was beginning to despair. The brake trouble caused Flockhart to spin at the corner before the pits, on the harbour front; by sheer luck he did not make contact with the walls and bravely carried on trying to approach times of 1 min 50 sec.
After the two Maserati rabbits had had a go Schell took over the third six-cylinder car, as it was rightfully his for the race, and then about 7.30am things began to stir up, for the £100 prize was still at stake. Fangio had been quietly getting faster and faster and had settled for 1min 45.9sec, while most people were still around the 1/50 mark, but then Moss went out and soon got down to 1min 46sec, and then tried hard and put in 1min 45.8sec, 1min 45.3sec and 1min45.1sec in quick succession.
“Vanwall had really gone motoring in a big way”
Fangio got straight back in his car, did a quiet lap to have a look at the road conditions and then did 1min 44.5sec, returning to the pits to see what Moss was going to do about that. Meanwhile Flockhart was still flogging round trying to make some sort of show for the BRMs which were not only handling poorly but were not even going fast.
Collins was still playing with the Coopers. He got down to 1min 55sec with the 2-litre-engined car, finding it good fun and surprisingly free from vice. Just before practice ended Moss went out again and when it was too late for Fangio to try again he did a lap in 1min 44.4sec, which gave him f.t.d. and the bag of gold. However, more important was the fact that the Vanwall had really gone motoring in a big way and given no trouble all.
During Thursday night there were some violent thunderstorms, and when practice started again at 5.45 am on Friday the roads were still quite wet. For this session the Ferrari team arrived in full force with Collins, Hawthorn, von Trips and Trintignant, and they brought with them three cars; two had the new narrow bodywork introduced at Syracuse and one the old full-width body.
Of the new cars one had Super Squalo Ferrari front suspension and brakes and the other Lancia wishbones and coil-springs, while they both had reversed-cone megaphones. In addition to the three lightweight cars Maserati brought along one of last year’s six-cylinder models and the 12-cylinder-engined 1956 car, while the four private Maseratis of Gould, Simon, Piotti and the Centro-Sud were present. Vanwall brought along only two of his cars, while Connaught used their spare car most of the time, keeping the other two cars at the pits as much as possible.
With the roads still damp the general pace was very slow to begin with, but as the atmosphere dried out the tempo got faster and faster. The Ferrari team were at a disadvantage, having missed the first practice they had to start where the others left off, but Collins and Hawthorn bided their time until the roads dried.
The V12 Maserati was proving to be a beastly thing, being quite incapable of running at low revs, so that it died right away on the Gasworks hairpin and popped and banged until the revs rose again. There was some assistance from the new five-speed gearbox but when things began to happen they all happened at once, which made its progress decidedly interesting. Fangio tried it out, and then Schell, but though it was fast uphill and along the harbour front it lost too much time on the hairpins. Fangio went out in a six-cylinder car, these new ones seemingly ideally suited to the circuit, and as the roads dried he got down to 1min 46sec.
After the previous morning’s performance the Vanwall team were sitting tight and watching, for Brooks had backed up Moss most ably with a time of 1min 46sec, which had given him third fastest time. The two Cooper drivers had arrived and were circulating steadily, with Leston in the 2-litre, and then Fangio began to set the pace, making 1min 45.6sec, while Menditeguy was now fighting with the 12-cylinder Maserati.
About 7:15am the Ferrari team went out, with von Trips and Trintignant sharing the spare car. It was obvious they meant business, for both Trintignant and Collins approached 1min 46sec in a very short space of running. Hawthorn was a bit slower on the Ferrari-suspended car for the Super Squalo steering-box ratio was much too low for the hairpins and he was losing time working away at the steering wheel; von Trips was feeling his way round on the circuit, which was entirely new to him.
Of the four private owners Gould and Gregory both did some quick laps which got them in amongst the works cars, ahead of both Connaughts and both BRMs, and then they sat back and kept an eye on everyone’s times. Simon was not going fast enough and Piotti lent his car to Gerini, but neither had any hope of qualifying.
The Coopers were not too happy, for Leston could make no sort of show at all and then Brabham took over the 2-litre and, after getting down to 1min 52.4 sec, went off the road and smashed the front suspension. Herrmann and Scarlatti were still continuing their feud with whatever Maseratis were available, and Scarlatti was continually coming out on top, showing a reasonable improvement in his driving.
The two Vanwalls continued to rest complacently at their pit until Collins got down to 1 min 44.6 sec, which made everyone sit up and take notice. With a half-hour of practice still to go both Vanwalls went out, Fangio set off in a six-cylinder Maserati and Collins went out in the Lancia/Ferrari practice car. Meanwhile Menditeguy was getting a bit irritable with Lewis-Evans and nearly elbowed him off the road at the Gasworks hairpin.
This final battle among the big-boys saw Fangio do 1min 43.7sec, which really made everyone try hard, and Collins took the lead with 1min 43.3sec while Moss was content with 1min 43.6sec and Brook’s 1min 44.4sec. Fangio, however, was not at all satisfied with the situation and, without showing any signs of thrashing the car, he made an all-time fastest on the 1956-57 circuit with an incredible time of 1min 42.7 sec, at which point all the young drivers decided to call it a day.
“Fangio made an all-time fastest on the circuit with an incredible time of 1min 42.7 sec, at which point all the young drivers decided to call it a day”
The final practice was on Saturday afternoon and everyone produced all they had, so that the pits and circuit seemed full to overflowing. The Scuderia Ferrari produced another pair of narrow-body cars similar to the day before, one with Super Squalo suspension and the other with Lancia/Ferrari, as well as the three cars from Friday, and in addition they brought out the Formula II car. The result was that the four Maranello drivers never had a moment’s rest, jumping out of one car and into another in rapid succession.
Almost as soon as practice started someone spilt a lot of fuel on the Ste Devote corner and there were some wildly exciting moments as cars went up on pavements and slid about all over the place. Hawthorn’s car had had its steering ratio altered and he was going much faster, while Collins was lapping in 1min 55sec with the Formula II car.
Coopers had taken the 2-litre engine from the crashed car and fitted it into the second car and Brabham was still driving, as he was so much faster than Leston. He was now going really well and had no trouble in disposing of Scarlatti in the V12 Maserati, and leading Bueb and Gregory.
This time it was the turn of Maserati to sit tight and watch the way things were going, though Herrmann had a go in the V12 car, but was not at all happy with it. The circuit conditions improved, but the air temperature was too hot to expect any improvement over the previous day’s times.
Eventually Collins did 1min 46sec in his own car and then took out the Formula II car again, and after that tried Hawthorn’s car. He had not done many laps in it before he lost it in the chicane and went off the road into a bollard on the harbour front and completely wrecked the front of the car. He escaped unhurt, though shaken, and returned to the pits to go out again in his own car. Hawthorn was a bit piqued about this and had to take the old spare car, whereupon he began to go really fast, finding that it was a much quicker car than the new one that had been bent.
Fangio had been working away with the V12 Maserati, sliding the hairpin with the clutch out and the engine revving hard and then letting it in with a bang. This process enabled him to negotiate the hairpin quickly, but sometimes the car shot off up the road like a bullet and at other times it practically spun round. By sheer hard work he eventually got the car round in 1min 45.3 sec and this set the ball rolling for another end-of-practice blind.
Hawthorn was really enjoying the hack car and did 1min 45.0sec, then Moss did 1min 44.8sec, to which Hawthorn replied with 1min 44.6sec; Brooks did 1min 44.9sec and then Moss equalled Hawthorn’s time. Fangio gave the 12-cylinder car to Schell and went out on a six-cylinder car, but did not join in the battle for f.t.d. and Collins was left out completely, the day ending with Moss and Hawthorn sharing honours, although neither could approach the time set by Fangio the day before, This was the final opportunity to improve on times and as a result four drivers were going to be non-starters.
Brabham was determined not to be one of them, and so was Flockhart, and these two tried really hard, the Cooper going round in 1min 49.3sec and the BRM in 1min 48.6sec. Salvadori kept going round, but he did not look to be putting any effort into his driving and was obviously not at all pleased with the car, so that he never broke 1min 50sec and in the final count was ruled out along with Simon, Piotti and Leston. The fourth place in the Maserati team was won by Scarlatti and the slowest time to qualify was that of Bueb who seemed to practice continuously without improving on 1/49.4.
Race
On the Sunday heavy rainstorms swept Monaco and the outlook was anything but bright, but as the cars assembled at the pits the sun came out and things returned to normal, with blue skies and dry roads. On the way to the pits Bueb’s Connaught had the bottom of the gearbox ripped out by a concrete step and there was a last-minute rush to swap the car for the reserve one which had been driven almost continuously in practice.
The front row of the grid saw the interesting sight of three completely different Grand Prix cars lined up, in the order Maserati, Lancia/Ferrari and Vanwall, driven, respectively, by Fangio, Collins and Moss. In row 2 were Brooks and Hawthorn, then came Trintignant, Menditeguy and Schell, followed by von Trips and Gregory. In row 5 were Flockhart, Gould and Lewis-Evans, row 6 Scarlatti and Brabham, and in solitary state at the back was Bueb.
There was a slight panic at the start when the Moss Vanwall refused to start on the starter and had to be pushed at the last moment, but all was well and as everyone jumped the starter’s flag the sixteen cars rushed away towards the Gasworks hairpin. For a moment the Vanwall hesitated as the wheels spun and then they gripped and Moss shot off into the lead, cutting smartly across from the left on the road to the right as he took the hairpin and successfully blocking Collins and Fangio who were about to try and push him off the line.
Everything seemed set for Moss to run right away from the rest of the field on the opening lap as he did last year with the Maserati, but though the Vanwall did not hang about, it could not shake the two rivals off. The roaring pack went by at the end of the opening lap in the order Moss, Fangio, Collins, Schell, Brooks, Menditeguy, Hawthorn, von Trips and the rest, and up the hill to the Casino Collins went past Fangio into second place.
Lap two saw the order unchanged, but Collins was closing on Moss, and the next lap saw Schell drop back behind von Trips and Brooks in fourth place. As the cars left the tunnel towards the end of the fourth lap Moss was only a few feet ahead of Collins, while Fangio was some way back, followed by Brooks, Hawthorn, von Trips, Schell, Menditeguy, and the others being led by Gould.
This was clearly not going to be a runaway victory for Moss again, but there was the makings of a furious battle between Vanwall, Lancia/ Ferrari and Maserati. Down to the chicane came the leaders when, with very little warning, Moss went straight on into the barriers. Poles flew in all directions and Collins swerved to avoid the debris only to hit the barricades on the edge of the harbour.
In a flash Moss had jumped out and run, Fangio had gone between the two crashed cars and Brooks arrived, slowing down almost to a standstill. Next on the scene was Hawthorn who caught Brooks rear wheel, which tore the front wheel and brake drum off the Lancia/Ferrari. The wheel bowled away into the harbour and the stricken car slid into the back of Collins car and rode up the tail. The rest of the field got through the gap all right, leaving three shaken British drivers and three wrecked cars.
“With very little warning, Moss went straight on into the barriers”
What had looked like being one of the best Grand Prix races of all time had changed in a flash into a gift for Fangio, for Brooks was too wise to chance having a go at beating the old man, and was content to settle for second place, and none of the other drivers were either close enough to the leading Maserati, or capable of putting up a challenge.
After the dust and debris had settled down one could survey the situation more closely, and it was seen that Fangio was now settled down to a routine of lapping at 1min 50 sec, while Brooks ran smoothly along some 5 sec. behind. Then there was a gap and von Trips led Menditeguy and Schell and after the last Maserati there was a fairly long gap before a harassed Gould appeared with a screaming mob right on his tail.
In this bunch was Gregory, Lewis-Evans, Flockhart, Trintignant, Scarlatti and Brabham, while Bueb was bringing up the rear. It was pretty obvious that Gould was holding everyone back, for the cars were two and three abreast trying to get by on all sides. This went on for a number of laps until Trintignant got furious at being baulked, whereupon there was some short-sharp shoving and pushing which resulted in dented noses and crumpled tails, and the order was Brabham, Gregory, Trintignant, Flockhart, Scarlatti, Bueb, Lewis-Evans and Gould!
As a race the whole thing now developed into a procession, with Fangio, Brooks, von Trips, Menditeguy and Schell way ahead of the rest and this order remained until the end of lap 15 when Menditeguy stopped to change a bent wheel, the result of some kerb bouncing. Trintignant got past the cheeky little Cooper but that was about all, for he could not get rid of Brabham, the Australian having a real go and leading Flockhart in the BRM.
By 20 laps Fangio was still leading Brooks by 5 sec, then came a gap of 24 sec and von Trips who was leading Schell by 37 sec, the American in turn being 59 sec ahead of the Trintignant/Brabham/Flockhart trio. Bueb had stopped at the pits with a split fuel tank and the mechanics were busy blanking off the rear tank and arranging the piping so that he could continue on the side tanks only. Fangio had made a fastest lap in a leisurely 1min 45.6sec and was now touring along but still Brooks was sitting quietly behind the World Champion and losing no ground at all.
Schell arrived slowly at the pits pointing at the offside front wheel and as he stopped the Maserati curtsied onto the floor with a broken king-post. Trintignant’s car was beginning to misfire and he stopped at the pits to investigate, during which time the crumpled nose was straightened out.
The only driver who was really motor racing was Brabham, who was making the little Cooper fairly sing round the circuit; due to retirements it was now running in fourth place, though hotly pursued by Menditeguy who was making up time lost through having to change a wheel.
By 30 laps Fangio was lapping the end of the field and for a while was in some pretty heavy traffic and Brooks followed him through it all very skilfully, being only 6sec behind the leader when they were clear once more. Scarlatti handed over to Schell and Bueb rejoined the race when the leader was on lap 35.
“The cockpit was so cramped for Hawthorn that the huge Englishman could barely turn the steering wheel”
The Ferrari pit then flagged von Trips in and let Hawthorn take over, this car still being in third place, but after only three laps Hawthorn returned and gave the car back to the German driver, for the cockpit was so cramped for the huge Englishman that he could barely turn the steering wheel and could never find the gear-lever, his long legs being firmly wedged against the body sides.
This second pit stop for the Lancia/Ferrari let Menditeguy into third place, for he had at last managed to get past the flying Cooper, but it had taken an embarrassingly long time to catch Brabham.
Fangio was lapping like clockwork, while Brooks now began to lose ground, so that by lap 50, less than half-way, Fangio was going up the straight behind the pits while Brooks was coming down on the harbour side, a difference of some 20 sec.
On lap 51 von Trips was back in third place for Menditeguy spun off at the chicane and joined the collection of wrecked cars and Brabham was once more fourth, followed by Flockhart, Gregory, Lewis-Evans and Schell in Scarlatti’s car; many laps behind came Trintignant and Bueb. Brooks suddenly began to lose 2sec a lap until the distance between Fangio and he was 48sec and there he stayed, while at the same time the BRM sheared its camshaft drive as it went along the back of the pits. Brabham stopped to refuel and dropped behind Gregory and Schell, but was very soon back in the fray going as hard as ever.
He fairly shot past Schell, whose Maserati was losing oil, and then caught and passed Gregory who had no excuse for the situation except that the little Cooper was going splendidly and Brabham was really motor racing. Schell gave up after 65 laps when the Maserati eventually lost all its oil.
Fangio was going on and on, lapping quietly at 1min 50sec, as were Brooks and von Trips, and the distance between the first two cars remained at 48sec. One by one the laps ticked by, neither Fangio nor Brooks ever putting a wheel wrong and the order remained unchanged, with von Trips, Brabham, Gregory and Lewis-Evans all on the same lap, followed by Trintignant in his bent and ailing Lancia/Ferrari in last place, Bueb having given up as he was dropping too far behind for it to be enjoyable.
Towards the end the Vanwall pit speeded up Brooks, but it was rather useless, for Fangio was too far ahead and had plenty in reserve anyway, the Maserati never having been stressed. On the 96th lap von Trips had his engine blow to pieces as he approached the Casino and he skidded off the road and demolished a wall, but escaped unhurt, and this left only six cars in the race, with the persistent Brabham now in a very worthy third place, way ahead of Gregory and Lewis-Evans.
As Fangio reeled off the last few laps Brooks closed to a gap of 35sec and then when it all seemed to be over, the engine of the Cooper cut dead as Brabham went past the Casino. Still game, this tough Australian coasted down to the sea front and then pushed the car the rest of the lap to the finishing line, unfortunately being passed by Gregory, Lewis-Evans and Trintignant as he did so.
Fangio toured in to win a rather dull race, followed by Brooks who had proved that the Vanwall can last a full-length Grand Prix. Gregory, Lewis-Evans and Trintignant arrived and then the crowd gave Brabham a rousing cheer as he pushed the Cooper over the finishing line, a cheer that was not only for his final effort but also for the way the car had gone throughout the race, making many powerful cars look rather silly.
1957 Monaco Grand Prix race results
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The 25 Greatest Grand Prix Drivers of All-Time
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"Mad Crazy Hatter"
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2015-05-31T00:00:00
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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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2018-07-02T11:15:47+00:00
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The Pirelli Pole Position Award in Austria was presented by a driver inextricably linked to the Italian firm's Formula 1 history
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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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https://www.alternatehistory.com/forum/threads/grand-prix-an-alternate-history-of-formula-1.544358/page-2
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en
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Grand Prix: An alternate history of Formula 1
|
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[] |
[
""
] | null |
[
"ArupinumMaivista"
] |
2023-07-31T10:04:08+00:00
|
An alternate history of Formula 1, and Grand Prix Racing
|
en
|
alternatehistory.com
|
https://www.alternatehistory.com/forum/threads/grand-prix-an-alternate-history-of-formula-1.544358/page-2
|
1957
"El Maestro's greatest lesson"
Having won the 1956 World Championship, Alberto Ascari was on the top of the world. Il Ciccio had not Only managed to give Lancia their first ever Championship, but that was now his 4th ever title, tying him With the late Achille Varzi. Coming into 1957, Lancia had a great, if aging car and a trio of great Drivers. But even then, everyone knew that once this season was over, Ascari would retire and focus on Sportscar racing, where he would support Lancia along with Castellotti. Over at Ferrari, Mike Hawthorn was back from his trip to BRM, with the young Brit joining Peter Collins to wave the Italian flags of Ferrari. Perhaps the biggest news of the year was Juan Manuel Fangio's return to Maserati, and Stirling Moss joining Tony Brooks over at Vanwall. While the former had already won a Championship With Fangio in '54, Maserati had struggled to replicate their results the previous two years, with Moss coming the closest to lifting the trophy with the Scuderia. But, the new V12-powered 250F looks as fast as it looks, and Fangio is confident that he could win it once more. Vanwall on the other hand presented their first car after spending the last couple of years driving modified Ferraris. With the new VW5, Stirling Moss is hopeful that he could finally step off Ascari and Fangio's shadow and Become Britain's greatest by winning the title.
The season-opener was like an overture of what was to come, with Fangio dominating the Argentine Grand Prix with his teammate Jean Behra in second place. The Argentine crowd, under the scorching heat of January watched on as the Maseratis finished 1-2-3-4. It was a perfect start for the Italian team, and a show of force thanks to their new V12. Ferrari's team looked down in the dumps, and so did Lancia. Alberto Ascari could only retire in the final laps and let go of 3rd place, as he watched on how the magnificent Maserati machines drove, while Enzo Ferrari was probably baffled by the fact his cars didn't finish, yet the 5 year old 555 "Supersqualo" driven by Jose Froilan Gonzalez did.
Fangio's conquest continued on in Monaco, but not without having an eventful few laps. Stirling Moss was the one that led at the beginning, but crashed at the chicane. This started a chain reaction in which Peter Collins crashed out at the harbour, followed by Mike Hawthorn ramming into poor Eugenio Castellotti. With Ascari remaining 3rd for most of the race, the Italian comfortably finished behind Tony Brooks, who scored his first podium, but the main star was Fangio, as he now led Behra and Brooks by 11 points. The Maserati was unbelievably quick and above else - reliable. It would take significantly more effort by the other teams to catch up like this. Ferrari's 801 was nowhere near as fast as it was the previous year, and Lancia's D50A was now a dated machine. Vanwall on the other hand could smile, knowing that they had a relatively good car that might take it to the Maseratis if the stars allign.
The scenes of Hawthorn's Ferrari smashing into Castellotti's Lancia
France finally saw Lancia reply to this Maserati domination, with their brand new V6-powered D60. The slick little machine was a low-revving, but powerful car capable of 276 hp, and Luigi Musso demonstrated its power by outrunning Behra to the flag, thus scoring his first ever win. With the D60 winning in its first outing, it was now game on, but only if the Lancias could hold on.
Musso behind the wheel of the D60 in his first ever win
Britain saw further trouble for Fangio as he ended up retiring from the Grand Prix, while the Vanwalls finally came into their own. Stirling Moss, along with Tony Brooks won in Aitree after dominating the race, but Luigi Musso grabbed all the attention by finishing 2nd, thus bringing him up to only two points behind Fangio. All of a sudden, Fangio's cushion was gone, and El Maestro would need to bring out his heygame if he wanted to take the title. What followed was something out of a movie...
Nurburgring-Nordschleiffe, August the fourth. Fangio sits in the pole position, his fourth of the season, ahead of Mike Hawthorn and Jean Behra. In a race where He would need to win in order to make another safe cushion, Fangio would get to do it on his favourite track. As expected, El Maestro got away and led the race with a planned pit stop mid race. He drove with less fuel than anyone else, and with a lighter car - he was able to go significantly quicker than anyone else. Ascari, having gone through a miserable year soon enough retired, while the Lancia D60 was proving to be a hassle to control through the twisty Nordschleiffe track. Hawthorn and Collins both cruised in 2nd and 3rd, hoping to bring some points to Maranello after their miserable few races. Then, Fangio finally pitted with a 30 second lead, and it all went terribly wrong. Maserati's mechanics failed to notice a single nut roll under the car as they removed the tyres, and they spend almmost a minute looking for it, all while Fangio puffed one along the garage and looked on in disbelief. By the time they were done, the Ferraris were almost a minute ahead of Fangio, and El Maestro just decided and sit back and drive to the end. But, with every lap, that gap was getting smaller, and the lap record was being broken. Over the course of nine laps, Fangio chased down the Ferraris and broke the lap record every single time until he finally catched the red cars and passed them on the grass! In one of the greatest ever drives, on Grand Prix Racing's greatest track, El Maestro pulled off his finest lesson in which he made one of the finest charges not seen since the days of Tazio Nuvolari. He claimed that he never drove that fast before, and that he only now mastered the Nurburgring.
Fangio leading the two Ferraris
Following the masterclass in Germany, Fangio would finish 2nd two more times, each time behind Stirling Moss, who brought Vanwall two more wins under their belt. The win in Pescara is especially notable, with that being the longest track ever visited by the Grand Prix circus. The track was so long, so dangerous that Ferrari outright forbid his drivers to go there, while Ascari had to stop at a gas station to get some fuel for his Lancia. The next Grand Prix in Monza then saw the last ever win done by a Streamlined car, with Moss dominating the procedure. Perhaps most symbolically, both Ascari and Fangio scored their final podiums of their careers, and they both shook hands with the man to whom they were passing the torch of greatness - Stirling Moss. With the Asian flu spreading during this time of year, both Ascari and Moss wouldn't start their engines for the inaugural Morocco Grand Prix, and Jean Behra led the rest of the drivers home to take his first, and Maserati's 4th and last Grand Prix win of the year.
The layout of the Pescara for the Coppa Ciano race
And so, Juan Manuel Fangio has finished his career with a fourth title, followed by his greatest apprentice in Moss. With the retirement of both El Maestro and Alberto Ascari, Grand Prix racing was entering the 1958 season without a defending champion, and more notably - without the two men who marked this decade with their great, and gentlemanly rivaalry. Alberto Ascari and Juan Manuel Fangio - the two greatest drivers of the era, are now both hanging up their racing helmets, in what was El Maestro's greatest lesson.
The championship table
While the season remains largely similiar to the real 1957, Lancia takes its only win of the year courtersy to what would be the 246 IRL. With them having Vittorio Jano, I think the 246 would have debuted a little earlier, meaning Ferrari will now have to rely on Carlo Chitti's prowess. With both Fangio and Ascari retiring, both Ferrari and Lancia remain with young and promising drivers, while Vanwall is poised to strike with their VW5. Tune in next time for 1958 - A Gentleman's race.
1958
"A gentleman's race"
With 1957 coming to a close, a change of guard took place in Grand Prix Racing, one on a magnitude not seen since 1949. Juan Manuel Fangio and Alberto Ascari, two of the sport's greatest Drivers who carried the torch for almost an entire decade were both retiring from Formula 1. While Ascari was simply pulling back to sportscar racing where he would dominate the sport with Lancia and Castellotti, Fangio was retiring for good, after equalling his great Italian rival with four championships. Maserati, having won two championships were pulling out of racing as well due to the ever-increasing costs, along with their finances getting worse during the late 50s, leaving privateers to delve into Grand Prix Racing with their 250F. Lancia would now have to rely on Eugenio Castellotti and Luigi Musso, with Vittorio Jano's D60 receiving an update to its engine, while Ferrari brought in a new and menacing 412 - a V12-powered beast that was a killer at the high-speed tracks, but also a rather stable machine that could navigate the twisty tracks of Monaco and Aintree. Vanwall remained with the VW5, and the reliable trio of Stirling Moss, Tony Brooks and Stuart Lewis-Evans, but they wouldn't appear until the second race of the season in Monaco, so Moss would drive a one-off with Cooper, an unknown minnow team thus far run largely by privateers thanks to its cheap chassis.
Yet, it was exactly those minnows who won the first two races of the season, to the shock of everyone in Formula 1! In Argentina, Stirling Moss drove a characteristic race of great patience and skill, and he capitalised on Ferrari having to pit and Eugenio Castellotti's Lancia missfiring to win Cooper's first ever race, while Maurice Trintignant proved that this win was no fluke by dominating the Monaco Grand Prix. Outraged by this once small team winning, along with using an unconventional rear-engined design - Enzo Ferrari labeled the Cooper team as "Garagistas". To the old man, these were peasants that made cars due to them not knowing how to make engines. To Vittorio Jano and Gianni Lancia though, this was an interesting design that might just be the gateway to F1's future... Another member of Formula 1's future also showed up in Monaco, that being Colin Chapman and his team Lotus.
Stirling Moss behind the wheel of the rea-engined Cooper
At Holland, Stirling Moss continued his run of great form by winning the Grand Prix, this time behind the wheel of the Vanwall. Speaking of Vanwall - the VW5 was class of the field, with Tony Brooks dominating the procedures in the Belgian Grand Prix, only for his VW5 to conk out at the final turn. Mike Hawthorn, who was second, then had his gearbox braking, while Stuart Lewis-Evans suffered a suspension failure. This absolute mayhem meant that out of nowhere, Eugenio Castellotti won his second ever race, thus making him the 3rd different winner of the season, and propelling Lancia to the title fight. Another great story of this race was the emergence of Grand Prix Racing's first lady in Maria Teresa de FIlippis, who drove a quiet but brave race in her private Maserati.
Maria Teresa de Filippis - F1's first lady
France saw the Ferrari 412 showing its power, as Mike Hawthorn outran all of his rivals to claim his first win in 4 years. Castellotti finished second after chasing the Ferrari throughout the whole race, but that was all overshadowed when, to the horror of everyone watching - Luigi Musso's Lancia rolled down the fields of Reims. Musso was one of the most consistent drivers thus far in the season, and he was doing a great job supporting Lancia in the constructors championship. Luigi Musso; Maria de Filippis' fiancee, was a great rival to Hawthorn and Collins, and a loyal friend to Ascari and Castellotti, his Lancia sang through the Reims one last time. He was only 33.
Following his retirement in France, along with several previous disputes, Peter Collins was thrown out of Scuderia Ferrari after three years of loyalty. The young Briton angered Enzo Ferrari with his supposed playboy lifestyle, along with him owning a yacht in Monaco. The Scuderia deemed that he was no longer focusing on racing, and promptly sacked him, to the anger of Mike Hawthorn. Out of spite, Collins joined Lancia - and he dominated the British Grand Prix at Aintree. But, just a race later - Lancia curse would strike once again, as Peter Collins lost his life in the Nurburgring while chasing Tony Brooks, who won his first race on that very same track. With two men dying for Lancia in a space of a month, the Italian team was thrown into a complete crisis, and Eugenio Castellotti in particular was hit by this horrible turn of events. He would not race in Portugal, and thus dropped out of the championship fight.
The remans of Collins' Lancia
In Portugal though, Stirling Moss had a golden chance to extend his Championship lead. Not only did he dominate the Grand Prix, but Mike Hawthorn was disqualified from the race after restarting his car following an incident. But, in a great display of sportsmanship, Moss protested the disqualification and claimed that Hawthorn did nothing wrong. Having done that, Mike Hawthorn retained his 4 point lead over Moss, and only extended it when Moss retired in the following Italian Grand Prix. With Mike finishing 2nd behind Tony Brooks, and with Stirling retiring - Mike Hawthorn had extended his lead to 8 points over Moss. With an assured championship in his hands, Mike began to think about writing a children's book, but something more sinister loomed over poor Mike during his final months, as his kidney infection was worsening...
Hawthorn in front of Brooks, Castellotti and Moss
The final race of the season was once again held under the scorching sun in Morocco, where Stirling Moss signed off his year in style by winning his fourth grand Prix of 1958, thus Vanwall won the inaugural Constructors Championship, while Mike Hawthorn had the prestige of becoming Britain's first ever champion. Unfortunately, only 3 months after lifting the championship crown, Mike Hawthorn left the world when he suffered a Fatal crash on a highway. The news shocked F1, as one of the generations' greatest Drivers died. Having lost two of their best Drivers, Ferrari was on course for an overhaul for the following season, while Vanwall hoped that their championship defense would be sharp with Tony Brooks and Stuart Lewis-Evans driving for them. Finally, this tragic year could be left behind, and 1959 could be awaited. Tune in next time for 1959 - "The horse pushes the carriage"
Mike Hawthorn, Peter Collins and Luigi Musso
Gone, but not forgotten
Championship standings
Constructors Championship
1959
"The horse pushes the carriage"
After the horrors of 1958, in which three drivers lost their lives (2 of them during the races), a change of guard within both Lancia and Ferrari followed after both teams lost their Drivers. Jean Behra, after a brief spell in BRM was now heading to Ferrari, while Lancia hired Britain's Cliff Allison, mostly for the development of their D60 and the upcoming and highly anticipated D70P. Ferrari stuck to their 412, and Vanwall introduced an upgraded version of their car - the VW59. Cooper, which had shocked everyone the previous two years introduced their new T51 design, with a refined rear-engined model that looked years ahead of everything else in the competition. Finally, BRM entered their fourth year in Grand Prix Racing with the old P25, and they hoped that this would finally be their year.
Due to monetary reasons, the Argentine Grand Prix would not take place this year. Already in the previous year, there was organisational trouble when the British Teams refused to show up, leading to a grid of only 10 cars. Now though, Argentina lost her place in the calendar, and Monaco had the distinct prestige of opening the new Grand Prix season. In its first outing, Jack Brabham dominated the race in his T51, beating out Tony Brooks in the Vanwall to take his first ever win, and a Dominant one at that. It was a sign of what's to come this year, and Brabham looked very much pleased.
The start of the Monaco Grand Prix. Note the wide grill of the Lancia
With such a Dominant display in Monaco for the second time in two years, it had finally become apparent that this success by Cooper was no fluke at all. The rear-engined, nimble machine was lighter than anything else on the grid, and combined with its center of gravity being more towards the middle of the car, it was a beast through the corners. With all of that factored in, everyone expected another Cooper Demonstration in Zandvoort. Yet, The Dutch Grand Prix saw a sensation as Jo Bonnier managed to hold off both Coopers of Jack Brabham and Masten Gregory, and the Swedish driver lifted his hand in triumph as he finally brought BRM's first ever win. After years of hard work and failed projects, the Owen Racing Organisation could breathe a sigh of relief, knowing that their P25 had given them something to celebrate for. Bonnier himself was a largely obscure driver in this time, and he would never drive so well ever again for the next 8 years of his career. It was a one win wonder in any sense of the word, but one that won't be forgotten.
Jo Bonnier taking BRM's maiden Grand Prix win
France saw the Grand Prix Circus coming over to their usual location in Reims, and Tony Brooks outran his rivals to take Vanwall to its 8th ever win. While it didn't look like it by then, this would be Tony Brooks' last ever win, and he would only score three more top 3s for the duration of his career. His subsequent drive in Aintree before his Vanwall conked out, saw Tony struggling all the way while the Coopers outran the rest of the competition. Both Ferrari and Lancia didn't show up for the British GP due to Italian strikes, and the next Grand Prix in the Nurburgring was expected to be another Cooper demonstration. But, Lancia came in to Germany with an ace up their sleeve, that being the D70P (P standing for "Posteriore"). The first mid-engined car by a non-British manufacturer, the D70P was a slick looking machine with a small but powerful V6 Jano Engine, and Eugenio Castellotti demonstrated the car's immediate pace by outrunning Tony Brooks, while Jean Behra scored his first podium for Ferrari, starting a three-race streak in which the Frenchman dragged through what had thus far been a terrible season for the Prancing Horse.
The Lancia D70P was already tested in Monaco, but it made its debut in the Nurburgring
Following the win in Germany, Castellotti was propelled into championship contention along with Brooks and Brabham, who had a tricky run of form after dominating in Britain, but the trio of drivers then had a new challenger in Stirling Moss. Indeed, the man who had been Fangio's Prodigy transferred to Cooper after a miserable campaign with BRM, and his two wins in Portugal and Monza meant that all of a sudden, Moss was Brabham's closest rival in the championship.
Heading into the final race of the season, Grand Prix Racing would return to the United States since 1937, when Mercedes' Rudolf Caracciola won the Vanderbilt Cup. Held at Sebring, the new US Grand Prix had the privilege of hosting the season finale in which Jack Brabham, Stirling Moss, Eugenio Castellotti and Tony Brooks all had a chance to become champions for the first time. Cooper reinforced themselves with the hiring of Stuart Lewis-Evans, who spent his 1959 season struggling with Vanwall and mostly trying to support Brooks in any way possible. Now that he was in Cooper thanks to his friend Bernie Ecclestone, Evans was hopeful that he'll score his first victory in Grand Prix Racing.
The Qualifying saw local favourite Harry Schell Qualifying third to the joy of the crowd, but was protested by every single team as his lap came right at the end of the Qualifying session, so almost everyone thought it didn't count. Lancia's and Vanwall's personell kept on arguing with the organisers, demanding that Schell would be placed back in 11th where his original time would have taken him, and the shouting match went on even as the Star Spangled banner was being sung. In the end, Schell started 3rd.
At the start, Moss led away ahead of Brabham and Castellotti, but Tony Brooks suffered a disaster once Wolfgang von Trips rammed him at the first corner. Brooks limped back into the pits with his battered Vanwall, and spent an additional two minutes checking for damage. Once it was confirmed that the VW59 was good to go for the rest of the race - Brooks booked it for what would arguably be his greatest race. Back at the front, Moss continued to lead ahead of Brabham, but he most probably cursed his luck when, in Typical Moss fashion - his Cooper's gearbox failed, and the Brit would once again have to retire and look on as his Championship rivals duked it out. Castellotti remained close behind Brabham and was poised to strike, but his Lancia's clutch then began to slip, and soon enough his D70P could no longer go on.
Meanwhile at the back, Tony Brooks charged through the pack in a desperate attempt to catch up to the leaders, and by the final laps - he was right behind Maurice Trintignant and Bruce Mclaren in the battle for 2nd position. But, Brabham continued to dominate the race, and it looked like he would take his first Championship in a Dominant fashion. That is, until the Aussie's Cooper began to sputter, and he ran out of fuel! Right at the main Airport straight of the circuit, Brabham was now forced to stop. Bruce Mclaren, who emerged from the final corner and began to slow down, but Brabham frantically waved him to keep going, while Brooks was now right up Mclaren's butt. In a spectacular photo finish, Bruce Mclaren came first to take his first ever victory and to become Grand Prix's youngest race winner. With Mclaren taking the win, The young Kiwi managed to defend Brabham's Championship lead. In a spectacular season finale, Cooper have manage to win their first Constructors Championship along with their best driver in Jack Brabham becoming Australia's first Grand Prix Champ. It was a change of the era, where the Rear-Engined car would replace the Front-engined design. Stirling Moss would never again come this close to winning the championship, and neither would Tony Brooks. Jack Brabham on the other hand, had embarked on his journey to become one of Formula 1's finest men, and one of the sports' greatest pioneers. Up next, Lancia strikes back despite a consistent run of bad luck, while Brabham now has the task of keeping that crown on his head. Next time in 1960 - it's "Red Vs Green".
Jack Brabham desperately pushing his Cooper over the finish line
Championship standings
Constructors Championship
1960
"Green vs Red"
Jack Brabham's Championship triumph, and on a larger scale Cooper's domination of the 1959 season was a change of an era in Grand Prix Racing. Not only was 1959 the first season where a driver from Oceania won a title, but it was also the last time a front-engined car would win a Grand Prix. Indeed, that win in Holland by Jo Bonnier in the green BRM P25 was the last time a car with an engine in front of the driver would ever cross the finish line 1st, and Lancia's transition into a rear-engined car was a further showing of teams seeing this design as the future. BRM would debut their Mid-engined design this year as well, and so would Lotus. But despite all of this, Ferrari remained traditional and stuck to their thirsty, heavy, V12-powered Tipo 412, with Jean Behra leading the Prancing Horse, who himself was opposed to the new designs by the "Garagistas".
Amidst all the politicking by the teams, there was a race to be held in January over at Argentina, where Eugenio Castellotti Demonstrated Lancia's superiority over Cooper. Il Bello could be seen smiling as he gave his wife Delia Scalla a kiss. Monaco though saw the debut of Colin Chapman's first masterpiece, when his Lotus Type 18 dominated the Monaco Grand Prix, with Stirling Moss taking his 2nd ever win in the principality, and also the British Team's first ever victory. However, with Castellotti 2nd and Brabham disqualified, the pretty Italian in his Bordeaux car looked rather comfortable in 1st place. But, a rather bleak omen would occur for Lancia when Cliff Allison would ram into the barriers of the Monaco Harbour, sending the young Brit flying off his D60. Allison was left in a critical condition, and it would take months for him to recover until he could even walk. Nonetheless, American Richie Ginther was there to help Lancia qualify both cars for the Grand Prix. The young man from Hollywood was an expert at developing race cars, and he was the one that put in the most miles on the D70P, and His two 6th places in Monaco and Holland showed that he was also a quality racer.
Cliff Allison's career-ending crash
Another American soon enough showed up for Lancia in Dan Gurney, who had shown some phenomenal skill over at the sportscar division of Lancia. But, the talented Yankee ran into misfortune when his brakes failed, and he rolled down a hill where an unfortunate Dutchman lost his life. With one spectator dead and two major injuries occurring in the space of a week, Lancia's credibility in motorsport was put into question, and the Italian team was brought into court for the duration of the season, just as Castellotti and Jano had to focus on making a championship campaign.
The remains of Dan Gurney's Lancia
It was right in Holland where Championship defender Jack Brabham finally put things into motion, with the Aussie taking a firm win, followed by a second place in Belgium, where Castellotti won. But, the Belgian Grand Prix would be remembered for all the wrong reasons when on lap 20 - Chris Bristow went off line at Malmedy while battling for sixth place with the Ferrari of Mairesse. Bristow lost control, crashing into a four-foot high embankment and was thrown from his car, and landed on a barbed wire which beheaded him.
Five laps later, Alan Stacey was hit in the face by a bird at Masta, causing his car to crash, then somersault off the track and land in a field. The car then caught fire, and Stacey, still trapped inside, was burned to death. The sheer horror of such crashes taking place was unimaginable, let alone them happening at the same race. The two Fatal incidents prompted Stirling Moss to react and begin to discuss with his fellow Drivers about a possible association in which they, as drivers, could negotiate with the CIS about the safety standards of the tracks, or lack thereof.
The scenes of the Belgian Grand Prix
Although Castellotti showed a great form thus far, the ongoing crisis within Lancia over the court case effectively stopped any sort of development of the D70P, and the subsequent French Grand Prix saw Eugenio finish 12th after his gearbox bit the dust, While Brabham entered a three race streak that went in from Holland to UK. The British Grand Prix also saw Vanwall introduce their response to the rear-engine craze in the VW14, driven by debutant John Surtees. The young motorcycle champ was entering his first few races in 1960, and he was already impressing everyone, While Tony Brooks was looking more and more demotivated as the season wore on. Portugal saw Surtees finally establish himself as a future star when he outran the Coopers to the checkered flag.
John Surtees behind the race-winning Vanwall VW14
Entering the final two races of the season, Brabham sat head and shoulders above Castellotti in 1st place, with a 14 point lead. But, the organizers of Monza had different ideas, and they decided to go against what the Drivers demanded, and they kept the layout of the Monza 10K circuit, complete with its bankings. Outraged, the British Teams collectively withdrew from the event, leaving the Italian Teams and a bunch of privateers to fight it out for the Italian Grand Prix. Lancia dominated the event, and Jean Behra took Ferrari's only podium of the year, while Maria Teresa de Filippis became the first woman to score points in Grand Prix Racing History. Despite this great win, and with himself closing to Brabham up to 6 points, Eugenio Castellotti announced that he would not race in the last Grand Prix of the season in the United States, citing how he would stay in Italy and develop the upcoming Lancia D80 for the 1961 season. Unbeknownst to everyone, there was more to this than the people thought.
With Castellotti not showing up in the USA, Brabham was pronounced the World Champion for the 2nd consecutive time, while also making Cooper Constructor Champions once again. The American Grand Prix itself was held in Riverside, California. Stirling Moss led away the proceedings, while Surtees and a young, unknown Scotsman Jimmy Clark crashed at the start, thus ending their race early. Brabham, much like the previous year, was struck by bad luck in America when his Cooper began to misfire, and The Aussie would have to settle into 4th, while Innes Ireland and Bruce Mclaren completed the top 3.
The Italian officials watching how Castellotti's Lancia navigates the Monza banking
With Moss finishing 1st, the Briton could switch his focus onto 1961. But, this was all a calm before a massive storm that would occur in 1961, where Grand Prix Racing was heading once again into unknown territory. A downgrade in power, and further tragedy is looming over the horizon. Up next, it's 1961 - "Collaborazione".
Brabham outrunning Moss
1961
"Collaborazione"
It is late 1958, and the CSI (Nowadays FIA) is holding a meeting to demonstrate the new regulations that would be imposed for the 1961 season. To the anger of the British Teams, what they were seeing was a step down from 2.5 to 1.5 liter Engines, and favoritism of teams such as Ferrari and Lancia. It was widely believed that such rule would transform Grand Prix Racing for the worse, and return it back to the days of the early 50s, when it resembled Formula 2. Outraged, a mass exodus of drivers occured just as the 1960 season ended, and the British Teams announced that they would boycott the new regulations by forming the Intercontinental Formula - A competition which would stick to the 2.5l engine regulations, and one which promised to be less Eurocentric compared to Grand Prix Racing. Cooper, BRM, Vanwall and Ferrari all supported the idea, along with drivers like Stirling Moss, Stuart Lewis-Evans and Jean Behra, leaving Lotus to stick to their guns with the nimble Type 18, while more significantly - Lancia was in a limbo. The team which had been Italy's finest for the past 7 years was now running out of money, and they were at a bring of insolvency. Gianni Lancia's pride and joy looked like it was at a brink of disappearing, but on the 11th hour, it was announced that Lancia would merge with Ferrari. The struggling Italian side hadn't seen a win in three years, and they only had a concept design for the '61 regulations by Carlo Chiti. To the shock of everyone, the newly established Lancia-Ferrari was now going to compete for the new season of Grand Prix Racing, while the rest were all up eachothers throats if they should even bother competing. More notably, 1961 would see Porsche officially enter the sport with their 787, an F2 design which was eligible for the new regulations, and would be piloted by Dan Gurney and BRM's former guy Jo Bonnier.
The Lancia and Ferrari personell working on the D80
Coming into Monaco, the grid were stunned by the machine that Lancia had introduced. The D80 "Sharknose", designed by Vittorio Jano not only looked quick, but had an engine that was well beyond powerful than anything that the British Teams could have. The difference between the Lancia and Climax engines was a staggering 37 BHP. Richie Ginther, Eugenio Castellotti and Wolfgang von Trips all looked comfortable and could be seen confident after qualifying, with the Red cars undoubtably being the class of the field... Yet, for the race, Stirling Moss outran all three of the Lancias through the narrow streets of Monaco. Despite the lack of power, Moss was able to use the light, under-powered nature of the Lotus to his advantage, and he was able to score his greatest win by outfoxing the Sharks, thus shocking everyone who was betting on the Lancias dominating the circuit. Moss could be proud in knowing that he was able to pull off such a feat, and that champagne tasted even sweeter as a result.
Stirling Moss navigating the Station Hairpin
Anyone who thought that Moss would be able to challenge the Lancias like that in Zandvoort was wrong though. Despite that first race shock, the Italian cars rolled out for their first 1-2 of the season at the Dutch Grand Prix, with Wolfgang von Trips achieving his first ever win, ahead of Eugenio Castellotti. Behind them, a young Scottish farmer under the name of Jimmy Clark was able to finish an impressive third. Belgium saw the entry of young Belgian Lucien Bianchi. The Italian-born Belgian had by 1961 become a prominent name in Sportscar racing by taking the 24H of Le Mans, but had been an obscure driver in Formula 1, only racing for the Private Belgian teams in Holland and Belgium respectively. Now, Lucien was entering for Lancia-Ferrari. With four D80s being fielded at a power-track like the Spa-Francorschamps, the Bordeaux cars dominated the Grand Prix, finishing an unprecedented 1-2-3-4. Such domination wasn't even achieved by the Mercedes team in 1955, and it was very qucikly becoming apparent that if the British teams don't react soon, then these new regulations could see unsustained dominance by the Ferraris, especially when having the expertise of Lancia personell.
The grid racing towards Eau-Rouge. Castellotti first, Bianchi second
With two consecutive wins, Lancia-Ferrari entered the French Grand Prix head and shoulders above the competition, and their streak would continue when Lucien Bianchi crossed the line by the narrowest margins ahead of Dan Gurney's Porsche. Both the Belgian and the American got to celebrate their first ever podiums, while Lancia-Ferrari's streak of three consecutive wins would stretch out to 4 when in Aintree, Wolf von Trips dominated the procedures. The young German count was enjoying his greatest season by far, and even had the privilege of being the first German to win a Grand Prix since 1954. Eugenio Castellotti on the other hand, was now sitting in second place, with only one win, but plenty of consistency. Richie Ginther was happy enough developing the D80 and helping out the boys in the garage, while Stirling Moss was gritting his teeth knowing that he could be fighting for the championship if the Lotus just had a coherent engine. Such was the state of Grand Prix Racing in 1961 - The Lancias were just untouchable.
Bianchi outrunning Gurney to the line in France
Yet, in Germany, Moss would once again pull off a masterclass and outrun the Bordeaux cars in the Nurburgring, where the nimble nature of the Lotus once again came to its own, and Moss was once again able to beat Castellotti and co. to the line. With that win, Stirling Moss was now holding onto the Championship fight by a thread, chasing Eugenio Castellotti and Wolfgang von Trips, with the latter seemingly having his year of years. Coming into Monza, Wolfgang was sitting pretty with 33 points, followed by Castellotti with 29, and Moss and Ginther with 21. With the circus coming to Monza, a great crowd gathered around to watch the Lancia-Ferraris win the Italian Grand Prix for the second time in a row. Along the four regular drivers, Lancia gave a chance to a young 19 year old Mexican Ricardo Rodriguez, who stunned everyone by qualifying 2nd. The race went ahead, and Castellotti led ahead of Ginther, Rodriguez and the rest of the Lancias. It looked like the race would be a demonstration of the Lancias, in particular with the organisers once again using the much hated Monza 10K layout. Then, as Wolfgang von Trips battled with Jimmy Clark and approached the Parabolica the two cars collided. Clark crashed without injury but the Ferrari went through a spectator fence, went up an embankment on the left and was tossed into a roll, into where spectators were standing. Von Trips was thrown from the car, landed on the track, broke his neck and was killed along with 14 spectators. Despite the horror not seen since the 1955 Le Mans Disaster occuring, the race went on, and Eugenio Castellotti dominated the Italian Grand Prix, thus becoming the first Italian to win the World Championship since Alberto Ascari in 1956. But there was nothing to celebrate here. Grand Prix Racing was once again marred by a tragedy in which innocent lives were taken, in what was supposed to be the season's most spectacular race. 15 lives were lost in one single moment, and in a mark of sportsmanship - Castellotti remarked how he does not deserve this championship, and the moral victor is von Trips. Wolfgang von Trips was only 33.
Having won the Constructors and Drivers' Championships, Lancia-Ferrari wouldn't show up for the American Grand Prix for the second year in succession, leaving the British Teams to race in the new Watkins Glen circuit in New York. There, Innes Ireland would gain the accolades for becoming the first man to win the Grand Prix for the factory Lotus team, since Moss' previous victories were all achieved for the private Rob Walker team. With the American Grand Prix coming to an end, Grand Prix's darkest year could finally end, but without any ceremony. Eugenio Castellotti, shaken by the loss of a great friend, would now have to defend his title, but there were dark clouds on the horizon over the Lancia-Ferrari partnership, with Ferrari's factory losing several personell in what would become the "Great Walkout". Richie Ginther was just one of the men to leave the team after Monza, while the sport would see the departure of Tony Brooks, with the Racing Dentist having enough of what he saw as tame regulations that ruined the sport, and his departure was already following the ones by Jean Behra and Stuart Lewis-Evans. Coming into 1962, Grand Prix was now having to start over following the nuclear fallout of the new regulations, while Lancia-Ferrari's partnership was quickly becoming a nightmare. Up next, it's 1962 - "The British Invasion".
1962
"The British invasion"
With 1961 finishing under a dark cloud of Von Trips' demise, Lancia-Ferrari would go through the final three months of the year being stuck in a limbo. For much of the year, Ferraris' staff protested against the company's leadership, with the old man himself running into almost daily schisms with his personnel, whom he would eventually fire. The entire crisis within Ferrari got so bad that eventually, a mass exodus of workers left the company in what was a Great Walkout. All of this drama did not remain within Ferrari though. Lancia, which was mostly running the shared F1 division of the team, was at a constant struggle with the Ferrari division, with several disagreements occurring between Carlo Chiti and Vittorio Jano on where the successful D80 should go. Chiti prefered revolution, fearing that the British Teams would return with stronger machinery for 1962, while Jano was rather complacent and believed that retaining the D80 and simply upgrading it would be enough for the car to dominate the following year, and it would eventually lead to Chiti leaving the company along with 7 other designers, leaving a now aging Jano to continue designing the racing cars along with a couple of young unproven designers. Within the F1 team, having seen the poor management of Von Trips' funeral, Eugenio Castellotti finally had enough of not only Ferrari's poor management, having been used to the close community during his Lancia years, but the Italian champion announced that he would not drive in 1962, thus leaving e massive vacuum inside the team. Also, in reaction to von Trips' fatal crash, the drivers of the sport came together to form the first of its kind - the Grand Prix drivers' club, an association in which the drivers would have a say in the sports' regulations and safety. The clubs' first president would be who else but Stirling Moss.
Meanwhile, with the shock of the news of Chiti's and Castellotti's departure, Lancia-Ferrari would now have to scramble to pick their new #1 driver, all while also landing a deal with Rob Walker's private racing team, as the British businessman wanted to improve the results of his already successful team. Sensationally, RW would manage to have Stirling Moss, their team leader, drive a Ferrari 61P - that very same prototype which Carlo Chiti designed for 1961. Indeed, Lancia and Ferrari would once again race against each other, only with Lancia under Ferrari, and Ferrari under Rob Walker… Wait what?
Elsewhere, just as Carlo Chiti predicted, the British Teams would enter the new season of Grand Prix Racing with brand new machinery. Cooper entered their Climax-powered T55 for Bruce Mclaren and Jack Brabham, with the Oceania duo confident in repeating their successes of 1960. Lotus finally let go of their Type 18 in favor of the nimble and quick Type 25, with Jimmy Clark, Afrikaaner Tony Maggs and Trevor Taylor behind the wheel. All three Drivers were young, and both were just hoping to score some decent results, with the Scottish farmer in particular still being harassed by the media for his tangle with Von Trips in Monza the previous year. BRM stuck to the P57 which they used the previous year, only with a BRM V8 Engine behind it instead of the underpowered L4 Climax. Graham Hill was still in the team, now joined by Lancia's former driver Richie Ginther. Porsche remained the same, although the Grand Prix circus did see a new team in the form of Lola, an American racing organization for which young John Surtees would leave Lotus. The British motorcycle champion was hopeful that with Lola, he would manage to score some decent results after an abysmal 1961 with the dark green cars, reportedly even denying Colin Chapman's offer of being his "Number One Guy".
The Ferrari 61P and Lola MK4
Just like the previous two years, Monaco would open up the Grand Prix Season, with Jimmy Clark immediately showing the Type 25's pace by putting it on Pole Position. His first pole being on the calendar's most glamorous circuit certainly marks this a special occasion, it's just a shame that Jimmy's race would end with clutch problems, leaving Graham Hill leading the procedures. The mustached gentleman could be seen smiling as he crossed the Gasworks Hairpin, and the BRM sung through the tunnel as a win looked to be on the cards for the British team. Then, black smoke would begin to emerge from Hill's engine, with just 7 laps to go, leaving Bruce Mclaren in first place. Indeed, the Kiwi now just had to navigate the course for 7 more Laps and bring Cooper their first win in two years. But, someone else had different ideas. Behind the wheel of a Dark-blue Ferrari, Stirling Moss began to fill Mclaren's mirrors, and with just two laps to go, Moss made a banzai move to take his 3rd consecutive win in Monaco. The Ferrari 61P's first race ended perfectly, and a smug Stirling watched as Lucien Bianchi's Lancia-Ferrari finished a lonely 3rd.
The start of the Monaco Grand Prix. Thankfully, nobody was hurt
At Holland, Lola and John Surtees caused a stir when the blue car nabbed a surprise Pole Position, and it looked Like Surtees was on course to take his second ever win, until the gearbox let go. Graham Hill was once again left to lead the race, when Clark's Lotus conked out once again. On the upside, Trevor Taylor was there to give Lotus their first top 3 finish of the year, while Stirling Moss was 2nd, although he was 30 seconds off Graham. Coming into Belgium, Graham Hill and Stirling Moss looked to be the ones who would fight for the world title this year. However, Jim Clark's Lotus Type 25 finally held on for the entire race, and the results were terrifying. Having only qualified 12th; Clark leaped all the way to 3rd at the start, and he stalked Graham Hill for the first half of the race, while also battling with the feisty Willy Mairesse and his sharknosed Lancia-Ferrari, and teammate Trevor Taylor. But, Mairesse's grit, combined with Taylor's inexperienced, resulted in disaster, and the two tangled at the Kemmel straight, launching Willy's lancia into the air and somersaulting across the track and catching fire, with Mairesse still stuck in the car. Miraculously, the Belgian driver was taken out of the burning Lancia unscathed, with some slight burns. At the front, Clark dominated the event to take his first ever Grand Prix win, with Hill second, and Moss Third, although the latter was chased like mad by the 19-year-old Mexican talent Ricardo Rodriguez in his Lancia, who thus became the youngest man to score points in a Formula 1 race.
Clark leading ahead of Mclaren, Mairesse and Taylor
As the teams rounded up for France, the news were that for the first time, after almost 30 years of constant racing, Formula 1 would leave the fast Reims-Gueux road circuit in favor for another road, that being the Rouen. Rouen in itself wasn't that unknown to the drivers. It was a common track in Non-Championship and Formula 2 races, so almost everyone knew what to expect. The other news were that for the first time since 1959, the Lancia-Ferraris would not show up for the French Grand Prix, as the worker strikes in Italy were in full force, thus trapping the Italian team at home, with only Stirling Moss showing up to represent the Italian car. As a championship contender, he was keen to extend the lead if the chances came, and he was also keen on showing the Reds that they should've hired him a decade ago.
Gurney's day of days
Much to Moss' delight, both Hill and Clark retired from the race, leaving only Tony Maggs in his Cooper to score his first podium and become the first African to do so, while Dan Gurney gained the accolades of becoming the first American to win a Grand Prix, while also giving Porsche their first win since the Auto Union years. The nimble, underpowered 767 was now a winner, and the 1962 season was now seeing its 4th different winner. Aintree saw Clark dominate the event, with the Scotsman scoring his first Grand Slam. Pole Position, fastest lap, and utter domination of the event was a perfect way for Jim to get himself closer to the Championship leader. Perhaps most astonishingly though, the reigning champions Lancia-Ferrari did not even bother to show up in Britain, but the reason soon showed in the following round.
Germany would see Lancia enter a new car, and it was a complete departure of what had been seen before. The 156 "Aero", designed by a young man named Mauro Foghieri, Would Only see limited use during this season, with the team preferring to test the machine. Nonetheless, the initial design saw many onlookers stunned, and almost everyone in the pits were interested in what they were seeing. The small, yet heavy V6 Engine of the Lancia was now fitted on a much more aerodynamically-effective chassis, along with a suspension system that promised better control. Another surprise occurred when Jack Brabham showed up in a blue-and-gold machine, dubbed the BT3 - it was the first machine for the Formula 1 regulations of Grand Prix Racing, and the first such car to be designed by an Aussie, who had recently started his own team.
The two new cars at the Nurburgring. Brabham BT3 and Ferrari 156
At Nurburgring, Clark would start from pole in what would be a rain-affected race, but the Scotsman showed his inexperience when rather clumsily, he forgot to turn on his Lotus at the start, and thus dropped down to last position. Graham Hill led away in front of John Surtees, while Moss held onto 3rd. Dan Gurney in his Porsche chased Moss like mad, as he wanted to continue his fine form during this season, but the Dark Blue Ferrari showed no room, and whenever he would catch up in the corners, the Ferrari V6 Engine would help Moss run away from the American driver at the main straight. But then, disaster struck - Black smoke began to emerge from Moss' Ferrari, and he would have to retire with an oil leak. Frustratingly, Moss parked the car and told Rob Walker "It's done", knowing their Championship hopes were crushed. That was the team's only Ferrari, and Rob Walker would now have to once again rely on the old Lotus chassis that Jo Bonnier had already been using.
Graham Hill outrunning Gurney
Meanwhile, Clark flew through the Grand Prix to finish 4th, in what was a sensational drive, only overshadowed by Hill's remarkable win, but it was now looking like Hill could well and truly take the world title if his BRM just held on. Monza would see just that, with the BRMs taking their first ever 1-2 finish courtesy to Richie Ginther finally finishing a race. Mclaren kept Cooper's morale up with his promising 3rd place, but the one thing the Italian crowd was truly watching was the progress the Lancias were making. During the practice sessions, the 156's looked to be as fast as the BRMs and Loti, and Lucien Bianchi himself claimed that it was the best car he had ever driven. Meanwhile, Clark's title hopes further evaporated when his gearbox failed after only 12 laps. Gurney's gearbox did the same magic trick of simply disappearing, while Surtees experienced a coughing engine. But It was a perfect day for Graham Hill and the Owen Racing Organization, as the BRMs 6 years of hard work had seemingly paid off.
Jim Clark being chased by Graham Hill
For the United States Grand Prix, held once again at Watkins Glen, Lancia wouldn't show up due to the ongoing Italian strikes, so it was all down to the spectacle between Lotus and BRM. Indeed, the race for the first time saw Clark and Hill duel for the win, and the wait was worth it, as the two men completely crushed the competition. By the time the race was at its end, Clark and Hill had lapped the entire field, and the two constantly exchanged the lead, but Clark would hold his nerve and take his 3rd win of the season, thus closing to Hill's points tally by just 9 points. The season finale in the inaugural South African Grand Prix would see the championship decided, with Clark needing Hill to retire for him to stand any chance in taking the championship.
And at first, it looked like things were going perfectly for the Scottish superstar, as Clark led away in the East London circuit, followed only by Hill, who was comfortable enough just staying behind the Lotus and count down the laps. Then, guttingly so, Clark's Engine began to smoke, and Hill would smile as he watched the Lotus pull over. The rest of the race saw Hill dominate the event, with Tony Maags also finishing in the top 3 for his home event, while Brabham's new car showed plenty of promise. And so, the 1962 season was over. Graham Hill had become Britain's 2nd ever champion, and BRM were the Constructors Champions. It was a perfect season for the British team, but many analysts pointed out the superior pace of the Lotus Type 25 and Clark's phenomenal driving. If Lotus could just iron out their flaws, then 1963 could see BRM facing a monumental challenge from the green cars.
The start of the South African Grand Prix
The Championship standings
Stirling Moss, having experienced another disappointing season was now getting desperate, while the Lancia-Ferrari partnership was finally over after only two years. In an agreement between the two divisions, the two would merge to simply represent Ferrari, and the D80 would thus be the final car in Lancia's Grand Prix history. Nevertheless, the Italian team's 8 year tenure in Grand Prix Racing was one of great struggle, tragedy, but also triumph. Names like Alberto Ascari, Eugenio Castellotti, Gigi Villoresi and Peter Collins had all driven for Lancia, and the 17 Wins, two Drivers Championships and one Constructors Championship helped make it the fourth most successful Italian team in the sports' 37 year history. The chapter was now closed, and Ferrari would open a new one. Up next, it's 1963 - "Clark's Coming of Age".
Graham Hill with Jim Clark, pictured in Aintree
1963
"Clark's coming of age"
After Hill and BRM's glorious 1962 season, it became clear that the British Teams in general were back on top of the Formula 1 category of Grand Prix Racing. The dark green cars of the Owen Racing Organization were closely followed by the British team Lotus, with themselves being followed by Cooper, and the Coventry Climax engines were already powering almost half the grid with the only exceptions being BRM and Ferrari.
Lotus still had Jim Clark and Trevor Taylor, just how BRM had Graham Hill and Richie Ginther. Porsche were out of the sport, citing financial difficulties as their reason for departure, with only Dutch gentleman Carel de Beaufort getting to drive a Porsche Sports car for his private team. Newcomer and Libyan talent Lorenzo Bandini was part of the Venetian-based Centro-Sud team, which had pulled a coup by snatching BRM's P57, while Stirling Moss, having endured another frustrating season with Rob Walker's private racing team, was now heading to Italy. The men who left Ferrari two years ago were working around the clock at producing their new ATS 100, built by Automobili Turismo e Sport. Designed by Carlo Chiti, it was being made as a direct rival to Ferrari, and Moss hoped that it would also be quick, although he would have to wait.
ATS staff and their contraption
Lola, led by Reg Parnell retained young John Surtees, who drove some stunning races the previous year, and for 1963 he was joined by another young and promising driver from Oceania - New Zealand's Chris Amon. At only 20 years of age, he was even younger than Ferrari's young hopeful Ricardo Rodriguez. Speaking of Ferrari - the Reds had a massive shake-up within their management after their hangover in 1962. Vittorio Jano, who designed the title-winning Lancia D80 and all of the now defunct Team's previous cars was put to take care of the sports car division, but not before finishing the new 156. Powered by the Jano V6, which Vittorio designed with young Dino Ferrari, the 156 would be the final open-wheeled car designed by the great Italo-Hungarian designer, and the two Drivers in Ricardo Rodriguez and Willy Mairesse were hopeful it would bring the team back to its winning ways, while Lucien Bianchi was sent to focus on the sports car division along with Eugenio Castellotti and Alberto Ascari.
The Monaco Grand Prix was once again opening the competition, now even bearing the name of the European Grand Prix, and Lotus' magnificent Type 25 was once again on pole, followed by Graham Hill. After last year's disastrous start, the organizers, pressured by the Grand Prix Drivers club, changed it so the race would begin behind the Gasworks Hairpin. Jim Clark led away, ahead of Hill and Ginther, while Ricardo Rodriguez was in hot pursuit after the British trio of cars. The 156 was already quicker than the previous years' D80, and the fiery Mexican drove like a man possessed. Graham Hill managed to surprise Clark and overtake him, after the Scotsman made a mistake. The Englishman relied on the narrow nature of the Monaco Circuit to stay ahead, but Clark occasionally managed to even get side by side with Hill. Then, Clark went for the inside at Gasworks, and he flew off to the distance. The Lotus Type 25 looked unbeatable through the twisty Monaco Circuit, and Hill looked like he was happy enough taking 2nd. But, with just a few laps to go, Clark had to retire, and now the BRMs were 1st and 2nd, while Rodriguez was beaten out by Bruce Mclaren at the dying laps of the race, after the Ferrari began to misfire. And so, it was a BRM 1-2, followed by another calm and impressive podium by Mclaren. Rodriguez looked to be happy with the Ferrari's performance, but Eugenio Dragoni had different thoughts.
Graham Hill leading ahead of Jimmy Clark
Coming into Belgium, the unpredictable weather over at Malmedy played its part, and the drivers were awaited by the pouring rain. There were talks if the Grand Prix should take place, but in the end - the deal was set. Graham Hill was 1st, and he started off perfectly, but it was Jim Clark who would make the tomorrow's headlines, as the Scotsman jumped from 8th to 1st while coming into Radillion, and Clark wouldn't look back. In what was a beyond beautiful drive, Jim Clark led every single lap during the appalling conditions, and his Lotus completely left the competition in the dust. To make things even more incredible, Clark's transmission began to break down, and Jim would then resolve to drive one-handed, holding the gear shift in place. When the race was over, everyone could only watch in disbelief. Jim Clark won, and he was 5 minutes ahead of his closest rival in Bruce Mclaren, ahead by an entire lap. A drive this dominant, and this spectacular could've only been replicated by Juan Manuel Fangio, Alberto Ascari, or Stirling Moss in the proper machinery. Clark had proved that he was beyond just a quick driver with great talents - he was a superstar.
Clark, all alone, leading in Spa-Francorschamps
A quick trip through the northern border saw the Grand Prix circus arrive in the Netherlands, where Clark would once again display his skills. Just like in the Belgian Grand Prix, Jimmy would lap the entire field once again, while Graham Hill's second consecutive retirement put his Championship hopes in sought jeopardy, with Clark now in first place. Meanwhile, Rodriguez became the first Mexican to finish on the top 3 in Grand Prix Racing, along with becoming the youngest Podium-finisher, while Dan Gurney brought Brabham its first top 3 finish. The American was doing a fantastic job in the Australian-built machine, and he was sure that things would only get better.
Further domination by Clark continued on for the next two races, as the flying Scott left the competition in the dust in both the UK and France. Not even BRM's new and slick P61 vehicle could keep up, although both Hill and Ginther did put up some impressive performances that were quite encouraging. Ricardo Rodriguez also showed some promise with the ever-improving Ferrari, as the Mexican finished on the podium in Silverstone, and he also finished a patient 3rd in Germany. However, someone else captured the headlines in the Nurburgring-Nordschleife, and it was not Clark, nor was it Hill. John Surtees, having only scored one point thus far, was suffering through a frustrating year at Lola, where both him and Chris Amon would exchange whatever info they had about the car. The MK4 was clearly outdone by the competition, and the budget was getting increasingly lighter. However, at the Nurburgring, Surtees drove a sensational race; passing Rodriguez and chasing down Clark who looked like he was due to win his 5th consecutive race. But, it all went horribly wrong for Clark when his gearbox began to hiccup, and Surtees screamed past him at the Dottinger straight. The Englishman went on to win the German Grand Prix, thus lifting the golden trophy for the first time in his career, while also taking Lola's only ever win. Neither Surtees, or Lola would reach those heights for the rest of the season.
Surtees' masterclass in the Nurburgring
Coming into Monza, Lucien Bianchi would once again return to Ferrari, after previously substituting Willy Mairesse in France. The latter suffered a horrifying crash in the previous Grand Prix, and he was left in critical condition that decisively ended his career. Thus, Bianchi was once again behind the wheel of the 156. Rodriguez looked keen to continue the consistent form that he's enjoyed throughout the season, but his Ferrari would conk out during the Italian Grand Prix, but not without making Clark's life a nightmare for almost the entire race. Indeed, the Red car looked to have finally catched up to the Loti and BRMs, and Rodriguez himself expressed how he'd love to win at his home Grand Prix, seeing how this year would see the inaugural Mexican Grand Prix. But for now, he'd have to wait for a few more months, while Clark won his 5th race of the season, thus Winning the World Championship with three races to go.
Rodríguez' hopes of Winning a Grand Prix finally came true in the United States. For the first time since 1959, Ferrari would head out from Europe, and they sent all their best men to do the job, with Ricardo being given all of the attention, and it paid off. The Ferrari stuck like glue to Hill's BRM, and Rodriguez used his best chance at the 60th lap to finally snatch the lead. After that, Ricardo did not look back, and he crossed the line to become Grand Prix's youngest ever winner at just 21 years of age. Ferrari's 2 year drought had finally ended, and Italy had found its new hero in the form of this young, fast Hombre.
Rodriguez behind the wheel of the Ferrari
And so, with Rodriguez Winning his first Race, the 1963 would be capped off with Clark winning the last two Grands Prix, adding up to a remarkable 7 Grand Prix wins in a season.
With that, the Scottish champion only trailed Tazio Nuvolari for most Wins in a season. Graham Hill only finished a disappointing 2nd in the standings, although he was sure that he should've won more than just one race, while Richie Ginther had his personal best season. But there was no doubt that the star of the season was Jimmy Clark. The champion was simply untouchable, and he showed just how dominant he can be with a reliable Car. With Lotus having a perfect season, only one question remains; could they handle a stronger competition from BRM and Ferrari? That's exactly what we're finding out next season. Up next, it's 1964 - "All over in Mexico".
Clark driving his manager Colin Chapman around Monza, with a trophy in his hands
1964
"All over in Mexico"
Following Clark and Lotus' double triumph in 1963, it had become clear to many that the future of Grand Prix Racing lied in the nimble Monocoque chassis, which had made the Lotus Type 25 so incredibly light. The advantage of having such a nimble chassis that was the crucial part of the cars' design, combined with the relatively light Coventry Climax engine made it so the green cars were all the rage, and everyone else scrambled to come up with their own version of the monocoque. BRM so far looked like they had an appropriate response, with the P61 being powered by a mighty BRM V8, and the Owen Racing Organisation was certain that if they just iron out the P61's flaws, that they can take it up to Lotus. Back in Maranello, Ferrari retained the quick 156 of the previous two years, and Ricardo Rodriguez remained loyal to the scarlet cars along with Lucien Bianchi.
Stirling Moss had made headlines when he announced that 1964 would be his final year in Grand Prix Racing. Having departed from the mess that was the ATS team, Mister Motorsport went back to Cooper aftet Tony Maags' departure. He simply hoped to enjoy his last year in F1, and Bruce Mclaren was more than happy to be mentored by the great Stirling. Elsewhere, Chris Amon left the folding Lola Team in favour of the British Racing Partnership, as the privateer team promised a Lotus Type 25 with a BRM engine, and the young Kiwi just hoped that he would have a secure seat for this year, while his former teammate John Surtees left for the land of the rising sun in order to develop the F1 Project led by Honda. Finally, Brabham ditched the bright blue and gold in favour of the dark green and gold of the BT7, and both Dan Gurney and Jack Brabham were confident that their new car would be an instant challenger for race wins. Rob Walker, now with only Jo Bonnier as their driver looked for another promising talent that could drive for them, and that one talent would be Jo "Seppi" Siffert. The 28-year old Swiss had already been driving in Formula 2 for a number of years, and his enrty in the RW team was seen as a logical step for his career. Joined by Siffert was also Bob Anderson, who would drive his first races in Formula 1 this year as well.
Jo Siffert, the season's most promising debutant
As it had become a tradition by this point, the first race of the season was to be held in Monaco. The sports' most prestigious race was always a magnet for celebrities and TV channels desperate to film the worlds best driving right on the edge. Clark seemed unstoppable, as he led the entire race, but his Coventry engine soon enough but the dust, and Dan Gurney was left to lead until his Brabham called it quits. And so, for the third time in a row, Graham Hill led the procedures to win the Monaco Grand Prix, followed by his teammate Richie Ginther. The BRM 1-2 was a perfect start for the revised P61, and Clark's new teammate Pete Arundell also showed promise by finishing 3rd.
Netherlands saw Lotus reply to the BRM win of the previous round, as Jimmy Clark utterly dominated the Grand Prix in Zandvoort. The Flying Scotsman showed that he was still utterly unstoppable when his machinery worked properly, and the only other driver to stay on the same lap as him was Ricardo Rodriguez. This phenomenal form was only stopped when in Spa-Francorschamps, Dan Gurney in his flying Brabham utterly dominated the Belgian and French Grands Prix. Indeed, the Aussie team were finally showing the fruits of their labour. Dan had already challenged for wins in the previous two rounds, but his machinery always let him down. When asked about his race win, Gurney just smiled and said -"Third time's the charm!"
However, while Gurney was smiling and the championship now had three men fighting for the title, Ricardo Rodriguez and the Ferrari team were in the middle of a crisis. Aside from a 2nd place in Zandvoort, the red cars had only finished once in the last 4 races. But, a reply would surely come in the UK, especially after Ferrari won in Le Mans. With Europe's greatest race finished, the Italian Team would switch its focus towards the Grand Prix Championship. The British Grand Prix would see the race being held for the first time at the thrilling Brands Hatch. The tight and twisty circuit had plenty of elevation changes, and a capacity of over 100 thousand, and the first race proved to be a spectacle, with a British 1-2-3 taking place. Stirling Moss, Graham Hill and Jimmy Clark all shook hands and drank the champagne, while the adoring crowd cheered them on. Another notable first was the new BRM P67. While It looked like the P61 in every aspect, the new machine was equipped with a 4 Wheel Drive system, and for now it would be driven as a testing mule, while the British team was focusing on the championship. While the 4WD P61 was seemingly had a long way to go before becoming a proven concept, the innovation showed that teams were actively looking for any possible way to outrun the competition.
The 4WD P67 testing machine
Meanwhile, a 4th and 6th for Ferrari showed subtle signs of improvement, although Rodriguez was certain that if he was to challenge for a title, it would be in 1966 where the new regulations were planned to take place. Also in the UK, Mike Spence made his debut for Lotus, after poor Arundell suffered a career-ending injury in France. It was a sad end to what was a promising career, and Colin Chapman even promised Pete to give him a drive when he recovers out of respect.
The race start of the British Grand Prix
The next round in Germany finally saw Honda debut with the RA271. This heavy contraption, powered by an even heavier and thirstier V12 was being tested for a whole year now, first by Ronnie Bucknum, but now also by John Surtees. The English driver had sacrificed an entire season to test the Japanese car, and the team was hopeful that they could make a good impression, although the choice of a circuit as tricky as the Nurburgring was a questionable one. Nonetheless, Surtees made the most of it and he completed a fine drive to finish 6th, scoring a single point for what was Honda's debut in Grand Prix Racing. But the real deal was up in front, with Ricardo Rodriguez taking the win for Ferrari ahead of Hill, and Siffert also showed great promise by finishing 4th for the Rob Walker team. With Rodrigez winning the German Grand Prix, he was now right with Dan Gurney in the Championship standings, but a long way behind Hill and Clark, who were practically in a race of their own. It seems that if their cars just hold on, Hill and Clark will once again outrun the competition. Sadly at Nurburgring, another life faded away when Carel de Beaufort lost control of his private Porsche and careened off the circuit. A Porsche loyalist, Carel was only 30.
Surtees navigating the Nurburgring in his Honda
From the thrills of the Nurburgring, the Grand Prix circus headed off to Austria, for what would be the sports' only venture in the relatively flat and boring Zeltweg airway. Oh yes, the first Austrian Grand Prix would be held on an airway, and it was a complete mess. The bumpy tarmac made the track a nightmare to navigate, and many cars had their suspensions collapsing, thus opening the doors for the underdogs to earn some easy points. Lorenzo Bandini, still driving for the Centro Sud organisation finished a highly respectable 4th, just behind BRP's Bob Anderson, while Richie Ginther would finally take his first ever Grand Prix Win, ahead of Lucien Bianchi. With Ginther winning, BRM extended its lead over the rest of the constructors, and the Californian driver was overjoyed in winning what would end up being his only Grand Prix win. However, Hill's, Gurney's, Rodriguez's and Clark's retirements meant that the championship fight remained static, and the following round in Monza saw yet another retirement by the top 2 of the championship, leaving Rodriguez and Gurney to battle it out for the victory. The American driver looked like he had everything in the bag, with the Brabham outrunning the Ferraris and Coopers. However, his engine soon began to cough, and Gurney slammed his steering wheel in anger, knowing that his championship hopes were likely gone. Remarkably, the Tifosi would cheer on as the scarlet cars would cross the line 1st and 3rd, thus scoring their first home win since 1961. With Rodriguez triumphant, he was now just two points away from Hill, and tied with Clark. All of a sudden, the championship has been blown wide open with only two races to go.
Rodriguez, Gurney, Clark and Mclaren battling for the lead
Despite winning the Italian Grand Prix, the climate within Ferrari was anything but pleasant. Enzo Ferrari had surrendered his entrant's license in a dispute at Monza, so the cars were entered by Luigi Chinetti's North American Racing Team and were painted in North American racing blue and white. With Ferrari's American Division being left to fight for the remaining two races, it looked like Rodriguez had it all to do if he wanted to win the World Title. Even then, the Ferrari was more than competitive, and the United States Grand Prix saw a phenomenal duel for the lead between Rodriguez, Clark and Hill. The three exchanged leads several times during the race, but Clark looked like he had finally gotten rid of the gremlins that have been troubling him since the British GP. But, it all soon came crashing down when once again, his Lotus' fuel pump failed. Out of desperation, Clark took over Spence's car and chased after the leading duo, but soon enough the other Type 25 broke down as well. With Hill eventually overtaking Rodriguez to take the win, Clark and Gurney were now mathematically out of the championship, while Siffert showed his talents by finishing 3rd.
And so, after 9 grueling races, it has all come down to this. A two-horse battle for the championship in Mexico. BRM vs Ferrari, Ricardo Rodriguez vs Graham Hill. Hill was 5 points ahead of the young Mexican, and the fast hombre said it himself that he needs a miracle to win this battle. Desperate to win, Ferrari brought in Rodriguez's older brother Pedro to drive the third Ferrari, while BRM remained unchanged. With both Clark and Gurney having nothing to lose, the two men just wanted to end their season in style, while Rodriguez needed either to finish 1st and with Hill no better than 5th, or second with Hill not scoring any points. It was a long shot, and Rodriguez would have to hope that his Ferrari holds on for the next 65 laps, and for Hill to run into misfortune. Clark led away, leaving Gurney, the Ferrari duo and Hill in the dust. The race remained largely the same, with Hill making a mad dash to remain second, but Gurney was just too quick, and the Englishman was hounded mercilessly by Bianchi, who wanted to make a splash for what would be his final race with Ferrari. As things stood, Hill would comfortably win the championship, with Rodriguez sitting in 5th, and his Ferrari developing a missfire. With Rodriguez seemingly out of it, Bianchi remained oblivious and continued to sparr with Hill. His 6 cylinder Ferrari remained breathless on the straights, where the BRM V8 excelled, but the Belgian would always catch up in the corners, and Graham grew ever more nervous. Still, with himself in 3rd, everything was going according to plan until -
Out of desperation, Lucien Bianchi made a lunge for the inside over at the Tyre hairpin, and his wheels tangled with Hill's. The BRM's front right suspension was ruined, and Graham climbed out of his BRM to shake his fist at Bianchi. With Rodriguez passing the two stricken cars, Bianchi managed to restart his Ferrari, and the two cars remained in formation. Still, with Clark leading, the title was firmly in Hill's hands by only one point. The penultimate lap started, and Clark continued to lead. Then, the unthinkable - His Lotus began to slow down, and his engine blew up just as he crossed the line to start the final lap. Dan Gurney breezed past the stricken Lotus to take the lead, and Rodriguez settled into 2nd. Incredibly, the title had swung towards Rodriguez at the final lap, of the final race. Hill threw his gloves in frustration, and the mad, gesticulating Italians over at the pits waved to Ricardo with a sign that said "Ricardo - Campeon!". With Gurney winning the Mexican Grand Prix, Ricardo finished 2nd ahead of his teammate Bianchi, and the Ferrari team began to celebrate their Drivers' Championship. For the first time, a non-European driver had become a champion of the World, and at only 22 years of age, RIcardo had become the youngest to achieve such a feat, in what was one of the most momentous, dramatic Grand Prix finales to ever take place.
With Rodriguez becoming the champ, Hill could only wonder what could've been, had Bianchi not smashed into him, while Clark and Gurney probably breathed a sigh of relief knowing that their frustrating season had finally come to an end. With the last season of the 1.5 liter formula on the horizons, the 1965 Championship would start right on New Years' day, now without Stirling Moss to decorate this phenomenal cast of drivers. Up next, it's 1965 - "The untouchable"
1965
"The Untouchable"
1965. The Beatles have reached their peak via the Hollywood Bowl concert in the USA, and the British Invasion was in full effect with bands like The Who, The Yardbirds and Eric Burdon's Animals. Eve of Destruction, a song that criticises the Vietnam War was on the top of the charts, and Bob Dylan stunned America by going electric as he sung "Maggie's Farm". Ford made a direct competitor to Ferrari's domination in Le Mans with the GT40, and Aston Martin made James Bond's favourite car - the DB6.
In Grand Prix Racing; Ricardo Rodriguez had become North America's and Mexico's first ever champ, having won the 1964 season in dramatic circumstances following Bianchi's ram on Graham Hill. However, Jim Clark was undoubtably the most impressive driver of the year, and there was just the question of how far he could've gone, had his Lotus held together in 1964. 1965 would prove to give the answer...
Unlike the previous few years, the 1965 season would not start in Monaco. Rather, it started in South Africa following a dispute over when the race should take place. The original plan was for it to take place after Mexico in 1964, but soon enough the decision fell in favour of it opening the new year. Literally. The 1st Grand Prix of the 1965 season would take place on the 1st of January, and Jimmy Clark celebrated Hogmanay by dominating the race. The entire Grand Prix had a festive, almost holiday-esque feeling to it. Rodriguez was now joined by Lorenzo Bandini in Ferrari, with the Lybian Italian leaving the Centro Sud squad in favour of the red cars, while a young and beady-eyed Jackie Stewart finished 6th in his first race for BRM. Dennis Hulme was promoted from mechanic to driver for the Australian Brabham team, however the focus was strictly on Dan Gurney, who hoped that this would finally be his year after the frustrations of 1964. With Stirling Moss retiring, the seat at Cooper was filled by a young and promising Austrian Jochen Rindt. Clark's triumph marked the end of East London's tenure as a GP Venue though, as the South African organizers would take a year to build a new and modern track over in Kyalami. Clark would not show up in Monaco though. The Scotsman, along with his teammate Mike Spence and the Lotus team headed across the pond to Indiana, where Clark would demonstrate his prowess in the prestigious Indianapolis 500. Clark won that race, with the monstrous and revolutionary Type 38.
The Lotus team posing with the Type 38 in Indianapolis
In Monaco though, Graham Hill drove what would end up being the Englishman's finest Grand Prix. After spinning out of the lead, along with his teammate Stewart, Hill charged through the field. The tight streets of Monaco suited Graham like a glove, and his BRM flew past the opposition until finally, he reached the leading Lorenzo Bandini. Bandini, in only his 2nd race for Ferrari drove brilliantly, resisting any attempt from Hill throughout the fight for 1st position. But, it is experience that counts in Monaco. Not the grit. Graham Hill passed Lorenzo and Mirabeau, and he never looked back. It was Graham's finest hour, and his win earned him the name of "Mister Monaco".
Graham Hill's finest hour over at the harbour
Following Clark's absence in Monaco, Jimmy was back in Belgium, and he was back with a vengeance. At Spa-Francorschamps, feared by all of the drivers, and amidst torrential rain - Clark drove another one of his characteristically dominant races that left everyone in the dust. His Lotus was so ridiculously fast that with 6 laps to go, he was 80 seconds ahead of 2nd placed Bruce Mclaren. Five consecutive wins would follow, with each performance more dominant than the other. In France, Clark and Jackie Stewart completed the first ever Scottish 1-2, with Jackie improving from race to race. However, there was no denying that Clark was the star. In Silverstone - Clark led the entire race and was on course for another Grand Slam, only for his oil pressure to act up with just 16 laps to go. In desperation, Clark would turn the engine off through every corner of the fast and twisty Silverstone circuit, with Graham Hill rapidly closing in. Still, Clark managed to win, when Hill's gearbox began to break. Aside from Graham, who was desperately trying to catch up to the blindingly fast Lotus, and Ricardo Rodriguez, woh's Ferrari was nowhere near as fast as the previous year; There was also John Surtees with the Honda squad. Despite fielding the most powerful engine, the RA272 was simply too heavy when compared to the BRMs, Loti and Coopers of the sport, and it looked like Surtees would have to wait another year to challenge for the championship with the Japanese team.
Stewart the apprentice ahead of Clark the master
Two more wins occured in Holland and Germany, with Clark taking his 4th Grand Slam in the Nurburgring. With his domination of the German Grand Prix, Clark was now head and shoulders ahead of his nearest rival, and the Scotsman was awarded the World Title with three races to go. It was one of the most dominant runs in Grand Prix history, and it marked what was by then Clark's 2nd ever championship. After that, BRM would take two more wins, although not without having to fight against Lotus. Indeed, In all of the remaining races, Jimmy was still a concurrent for wins, but reliability was not on his side. Hill took two consecutive wins, while Dan Gurney brought some much needed points to Brabham with his five consecutive podium finishes. Rodriguez, while taking three top 3 finishes was nowhere near the leading four of the championship, and he would end up completing a rather underwhelming Championship defense. Finally in Mexico, Surtees would bring Honda to its first ever Grand Prix Victory, thus making them the first Asian team to win a Grand Prix, along with the Englishman only achieving his 2nd ever win after two years of poor results.
Surtees driving through la Peraltada
Driver's championship standings
Constructors Championship
Clark's unsustained domination of the 1965 season remains as one of the greatest performances in F1 history. The Scotsman was untouchable from start to finish, and only misfortune prevented him from having a 100% record in winning every race he had finished. However, the 1966 season marks a new era in Grand Prix History. The years of 1.5 liter engines were over, and F1 was returning to power with a 3.0 liter Formula. With this, the Grand Prix circus heads into the unknown once again, after the previous regulations proved to be a rather exciting period. During this 4 year period - we had experienced Lancia's last hoorah; the retirement of motorsports' most dominant driver; an emergence of a great rivalry, America's first champ; one of the sports' most exciting championship fights since 1959, and a truly untouchable year by the sports' most talented driver. Now, it was all over, and the 1966 season sees the start of a new era - "Black Jack's Ace"
The post-war era saw Grand Prix Racing stagnate following the Golden Age of the 30s and the Second World War. The first 7 years of the sport's revival saw inconsistent rules, Constructors pulling out due to financial difficulties and usage of pre-war machinery. However, the generation of Drivers that emerged during this period are no slouch, with the young talents of the 30s continuing their careers as hardened veterans, accompanied by former fighter pilots who were out there for the thrill of it and young, promising talents that would soon enough become the decade's heroes. But out of those groups, only a select number of Drivers remain as the best of the era. Here is a list of some of the best. Mind you, this list ranges from the 1947 season all the way to the retirement of Sir Stirling Moss in 1964, who was the last driver to have driven in more than half of the 50s.
Before we start though, here are some of the honorable mentions:
Luigi Musso
Wins: 2
Podiums: 7
A gambling man at heart, Luigi Musso was probably the most spectacular driver during his heyday, with the Italian always battling it out with Mike Hawthorn and Peter Collins, while also being a loyal man to Lancia. While he did win a shared race with Alberto, Musso's day of days came in 1957 when he won ahead of Jean Behra in Reims. That ended up being his finest season, and just a year later, he would die on the very track he won, while being in large debts due to his gambling addiction.
Jean Behra
Wins: 1
Podiums: 13
The 1980s had Andrea de Cesaris, the 1950s had Jean Behra. The Frenchman was so crash prone that a good part of his body was made of prosthetics, and Jean himself usually ended his races with some death-defying crash that would’ve probably killed someone else. Even then, Jean remained a spectacular driver to watch during his career from 1951 to 1960, and he famously won Maserati’s final race in Morocco 1957, thus earning his only win, but he should’ve won more races, had he just stayed on the road a bit more.
Maurice Trintignant
Wins: 2
Podiums: 9
A gentleman racer to the very end, Maurice was one of the safest men that a team could afford during the 50s, and he was almost always guaranteed to finish a race when his machinery stayed together. Although his two wins don’t seem like much, Maurice did help out Ferrari stay competitive and develop the Tipo 801 for the 1956 season, along with helping Cooper win their first championship in 1959 along with Jack Brabham, who we will talk about in the future. Some may consider him boring, but Trintignant remains as one of France’s greatest drivers who proudly waved the blue, white and red during his 9 year tenure in Grand Prix Racing.
Carlo Felice Trossi
Wins: 2
Podiums: 4
An Alfa loyalist, Carlo Trossi was unfortunate enough to start his Grand Prix career right when WW2 was starting, and he continued his career as a hardened veteran, winning two GPs in the process, including the inaugural postwar Italian Grand Prix. Unfortunately, Carlo would peris in 1949, when a brain tumor took his life.
Peter Collins
Wins: 2
Podiums: 8
The youngest driver on the list - Peter Collins holds a unique place in the history books of Motorsport as one of the first truly modern drivers that started from the lower leagues of racing and made his way up to the top, where he eventually became Ferrari’s brightest prospect. In his debut season for the red cars, Collins established himself as a title contender while supporting his mentor Juan Manuel Fangio, and that relationship culminated with the final race of the season, when Collins gave his car to Fangio in order to win the championship. Even though Ascari and Lancia ended up winning the championship that year, Collins’s gesture moved Fangio to tears, and he famously told the British press “I’m young. I will win the Championship someday.” Unfortunately, that would never become the case, and Collins left Ferrari in favor of Lancia for 1958, where he lost his life in the German Grand Prix. Collins was only 26.
Without further ado, here is number 10.
Number 10
Jean-Pierre Wimille
Wins: 4
Podiums: 6
Championships: 1
Pole Positions: 6
We open the list with France’s first ever champ in Jean-Pierre Wimille. Before the war, Jean-Pierre Wimille was a prominent French race car driver that dragged Bugatti during the late 30s, and later joined the French resistance of the Second World War. After the war, Jean joined Alfa Romeo and quickly became the Grand Prix scene’s finest driver, dominating the 1948 season to win his first ever championship, and he looked set to follow up on that season by winning it all in 1949. Unfortunately, Wimille would lose his life in the Grand Prix of Buenos Aires of 1949, when he lost control of his Gordini.
Number 9
Luigi Villoresi
Wins: 3
Podiums: 16
Championships: 1
Pole Positions: 5
Luigi Villoresi, otherwise known as Gigi, is like Alberto Ascari. Actually, he is the mentor of Alberto Ascari. Luigi started his career in 1938, just a year before WW2, but that did not stop him from becoming one of the greats of the postwar era. While driving for Maserati, Luigi battled Jean-Pierre Wimille for the championship in 1948 and Emmanuel de Graffenried in 1949, where he prevailed by only two points. After that, Gigi went on to guide Alberto Ascari and become his closest friend, with whom he drove until his eventual retirement in 1958. While his career is overshadowed by his friend Alberto, Luigi Villoresi remains as the first man to have won a championship for Maserati since 1933.
Number 8
Tony Brooks
Wins: 4
Podiums: 10
Pole Positions: 3
The Racing Dentist - Tony Brooks was a relatively young driver back then, but proved to be the hardest racer. He spent his entire career, aside from a tenure in BRM, over at Vanwall, and managed to give them four wins during his stay with Tony Vanderwell’s team. Brooks’ finest example of how bad fast he was is probably the 1959 United States Grand Prix, where after a 1st lap accident he limped to the pits, only to charge from being a lap down all the way to second place. Had he won that race, and Brabham wasn’t a classified finisher - Brooks would’ve won the championship that year and would’ve given Vanwall its’ second championship, but that 1959 campaign would end up being Brooks’ best year, and he would never challenge for a title like that ever again. Tony ended up retiring in 1961 when the new regulations were introduced, and he ended up being a part of the mass exodus of drivers that left Grand Prix Racing that year. Had he stayed, he would’ve likely driven for BRM in 1962 and would’ve even more likely won the Championship that year.
Number 7
Mike Hawthorn
Wins: 3
Podiums: 18
Championships: 1
Pole Positions: 5
Holding the title as the first British driver to win a Grand Prix Championship, Mike Hawthorn’s career is marred by tragedy, friendship and loyalty, in particular to Ferrari for whom he raced for almost the entirety of his career. Mike started racing as a privateer in the 1952 Grand Prix season, where the sport used Formula 2 regulations, but he quickly landed a drive with Ferrari and subsequently won the Race of the Century, where he battled Gonzalez, Ascari, and Fangio to win his maiden Grand Prix. Mike didn’t stop there, and he remained a fantastic and consistent driver throughout his career. Fittingly, Hawthorn won his only championship by being the more consistent driver than his rivals Stirling Moss and Eugenio Castellotti in 1958, where his Ferrari 412 only broke down twice, and he went on to score 7 podiums and one win, which was enough to win the title by one point ahead of Stirling Moss, who won 40% of that season’s races. Outside of GP, Mike wrote a children’s book about racing and aspired to be a writer, before his life was tragically cut short in 1959 in a car accident, when he was already suffering from kidney failure. He was only 29.
Number 6
Jose Froilan Gonzalez
Wins: 2
Podiums: 15
Pole Positions: 4
Coming into number 6 is probably Argentina’s cursed clone of Juan Manuel Fangio - Jose Froilan Gonzalez. All joking aside, The Pampas Bull was an incredibly fast individual that dragged Ferrari along with Alberto Ascari during the early 50s, and he would’ve likely won several championships if he raced full time. Yes, despite achieving 15 podiums and 4 pole positions - Jose only raced part time in the Grand Prix championships, and his most successful season remains the 1954 season, where he did not bother to show up for the final Grand Prix of the season, thus gifting his compatriot Fangio the championship. Odd decisions aside, Jose remains as Argentina’s second most successful driver as of the 60s, and joins his friends Fangio and Oscar Galvez as the greats of the era.
Number 5
Giuseppe Farina
Wins: 6
Podiums: 22
Championships: 1
Pole Positions: 8
Starting the final top 5 - it’s Italy’s very own Giuseppe “Nino” Farina. A Torino native - Giuseppe was a staunch Alfa Romeo Loyalist that drove for the red cars for almost his entire career, starting from 1935 onwards. Had the war never happened, Nino would’ve likely grown up to be one of the sports’ greatest, but even then, he is definitely one of Italy’s finest. From 1948 to 1951, he won for Alfa Romeo five times, delivering a dazzling Monaco win in 1948, and a phenomenal last win in Nurburgring in 1953. Following an injury in 1954, Nino would race part time from then on, yet still performed beautifully in 1955, when Ferrari were struggling against the vastly superior Lancias and Mercs of that year.
Number 4
Eugenio Castellotti
Wins: 8
Podiums: 20
Championships: 1
Pole Positions: 8
Eugenio Castellotti, also known as “Il Bello”, was quite a celebrity in Italy thanks to his relationship with actress Delia Scala, but there was more to this man than just his looks. I mean come on, just look at that chin. Eugenio, much like the following man on the list - was a brilliant Motorsports driver that won almost everything there is to win, from the Mille Miglia to the 1000km of Buenos Aires, to two Le Mans wins with Ferrari and Lancia. Speaking of Ferrari and Lancia; Eugenio was loyal to both manufacturers for the entirety of his career, being mentored by Alberto Ascari and Luigi Villoresi in the process, thus developing his elegant style of driving. Still, Eugenio had terrible luck in Grand Prix Racing, and if he wasn’t fighting for wins, he was likely watching the race from the sidelines due to his Lancia or Ferrari exploding. Nonetheless, Il Bello had his day of days when he finally won the F1 Championship in 1961, however that achievement was overshadowed by Wolfgang von Trips’ death, including the spectators that were hit by the unfortunate German. Appalled by the handling of von Trips’ funeral, Eugenio retired from racing to focus on his relationship with Delia Scala, with whom he spent his life until their passing in the beginning of the 21st century.
Number 3
Stirling Moss
Wins: 16
Podiums: 27
Pole Positions: 16
Known as Mr. Motorsport - Stirling Moss is without a doubt the greatest man to never win a Grand Prix Championship. From 1952 to 1964 - Moss has been a consistent British loyalist with only a few ventures into Maserati and ATS. Other than that, Moss was a journeyman that drove for Vanwall, Cooper, BRP, BRM, Lotus, Ferrari and Mercedes over a span of 12 years. That means that every year, Moss was likely to switch to a different team and somehow drag them to being championship contenders, only for his horrendous luck to strike and for him to miss out by a few points. Moss contested 1955, 1956, 1958, 1959, Technically 1961 and 1962, and won a race in 8 of his 12 years as a Grand Prix racer, accumulating a total number of 16 wins, which was a staggering amount by then. Outside the cockpit, Stirling was a gentleman that was kind to his rivals on track, while still being a fantastic competitor, and he holds the number of most Race Wins in history of motorsport, with it being 212. Among those wins are the 1955 Mille Miglia, 1957 Coppa Ciano, Two Eiffelrennen/German Grands Prix, four Monaco Grands Prix, The 1965 Le Mans, 1954 Sebring 12H and the 1955 Reims 12 hour race. Sir Stirling may not be the greatest Grand Prix driver of all time, but he is surely The greatest racing driver of all time.
Number 2
Alberto Ascari
Wins: 21
Podiums: 34
Championships: 4
Pole Positions: 23
Coming into 2nd spot (But by the slimmest margins), it’s Il Ciccio himself - Alberto Ascari. Alberto Ascari started his racing career in 1948 for Maserati, following the footsteps of his dear friend and mentor Luigi Villoresi, whom he learned from for the first few years and always following wherever he went. This incredible bond would last from the end of the war all the way to the point where both drivers didn’t even race in Grand Prix Racing anymore and just focused on Sportscar racing. Anyway, Alberto quickly established himself as the star of today when he dominated 1952 and 1953, winning an unprecedented 6 consecutive races in 1952. Following a dispute with Ferrari though, Ascari joined the new Lancia team and after three tumultuous years dragged the Bordeaux cars to a championship triumph in 1956, after a tactical masterclass where he used pitstops to his advantage to hunt down Stirling Moss. Even after that, Ascari made sure to mentor his younger Italian colleagues, with Eugenio Castellotti ending up being Italy’s champ only five years after Ascari’s last championship. On the track, Ascari was unstoppable when leading, and as quoted by Enzo Ferrari himself - “Impossible to pass”; along with being one of the sports’ first Ring-Meisters by winning in the Nurburgring three consecutive times. Alberto Ascari - Italy’s finest.
Number 1
Juan Manuel Fangio
Wins: 21
Podiums: 35
Championships: 4
Pole Positions: 23
By virtue of one podium, it is El Maestro who takes the top spot. Yes, it is that close between Fangio and Ascari. Juan Manuel Fangio might've started his Grand Prix Career in his mid 30s, but Giuseppe Farina and Achille Varzi both saw great potential in the Argentine, and he did not disappoint. In his debut season with Maserati, Fangio already won several races before transferring to Alfa Romeo to join the Triple F squad, and he was only a point away from winning the championship in 1950. Nonetheless, he would win it a year later and in the mid 50s established himself as the best of the best when driving with Maserati and Mercedes, winning two consecutive titles and one more in 1957. While Ascari was unstoppable when leading a race, Fangio was a hard charger with racing intelligence like no other. He knew how to chase his opponent and keep him on the edge, or in other occasions charge towards the lead and do an audacious pass on the grass, and nowhere else is that shown better than in Nurburgring 1957, where Juan ate up a minute deficit to overtake the Ferrari duo of Mike Hawthorn and Peter Collins. When asked who his greatest rival was though, Fangio did not think for a single moment, and he happily claimed that Alberto Ascari was always his greatest competitor, and the feeling was mutual. With 35 podiums; 21 wins; 23 pole positions and four championships - Juan Manuel Fangio is the undisputed master of Grand Prix Racing’s postwar era, and still is to this day.
1966
"Black Jack's Ace"
Jim Clark's dominant campaign in 1965 signalled an end to what was a fun era of Grand Prix Racing. For the past 5 seasons, we have watched sensational and close racing take place all over the world, where new kings were crowned and new teams emerged. Lancia-Ferrari's early domination was quickly replaced by a phenomenal rivalry between two gentlemen in Jim Clark and Graham Hill, followed closely by the sensation from North America in Ricardo Rodriguez. Honda became Asia's first representative in GP Racing, inspired by John Surtees who helped the Japanese manufacturer develop into a sleeping giant, while Jack Brabham had by now established his Aussie team as potential champs thanks to the heroics of Dan Gurney. BRM were likely looking back at the early 60s with fondness, having won two constructors and one drivers' championship, but there was certainly some frustration knowing that they would've easily won the 1965 Constructors Championship had it not been for the "Best 6 results" rule. Now though, this era had come to an end, and 1966 would see a significant change within the Grand Prix sphere. The 1.5 litre Formula was now doubled into 3.0 litre monsters, and the teams were given plenty of time to prepare.
The South African Grand Prix was scheduled to take place, but only as a non-championship race, and the Monaco Grand Prix would once again open the season, this time on the 22nd of May. By the time the Grand Prix Circus had come to the Principality, the onlookers were collectively stunned by the sound and the cars. While some held on to the "Old faithfuls" like BRM and Lotus, Brabham entered the BT19 - a development of the blindingly fast but unreliable BT11, powered by the Aussie-built Repco engine, a V8 beast that possessed plenty of power. Jack Brabham had already spent months testing the car and using it in the Pre-season races, and his teammate Dennis Hulme joined him in the BT20, a sister car that would handle the V8 Coventry Climax engine as an alternative for the first few races. Ferrari also showed their response to the new regulations. The Maranello outfit had entered a beautiful and deaffening Tipo 312, a V12-powered beast that was surprisingly going to be driven by Lore
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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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Formula 1® - The Official F1® Website
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https://www.formula1.com/en.html
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Note - Leclerc scored an additional point for setting the fastest lap of the race. Car #2 (Logan Sargeant, Williams) withdrawn. Gasly received a five-second time penalty for crossing the line at the pit exit. Alonso received a drive-through penalty converted to 20-second time penalty for potentially dangerous driving.
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dbpedia
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https://f1.fandom.com/wiki/1957_Formula_One_Season
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en
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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
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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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Aussies Contribution to Motorsports: Temper and Victory
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"Andy Lilienthal"
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Subcompact Culture features content about small cars, trucks, SUVs, and CUVs including reviews, editorials, travel, trends, and lifestyle.
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http://www.subcompactculture.com/favicon.ico
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Subcompact Culture - The small car blog
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http://www.subcompactculture.com/2013/04/aussies-contribution-to-motorsports_3.html
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4902
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dbpedia
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2
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https://forums.autosport.com/topic/225711-its-worse-than-we-thoughtaustralian-gp/
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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
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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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Australia's Formula 1 History of Race Tracks, Teams, and Drivers — Grand Prix Experience
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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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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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2024-03-23T06:13:05
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The 19-car F1 starting grid is set for the Australian Grand Prix, with Logan Sargeant already confirmed to be missing out at Albert Park...
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PlanetF1
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https://www.planetf1.com/news/f1-starting-grid-2024-australian-grand-prix
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Max Verstappen beat Carlos Sainz to pole position for the Australian Grand Prix on Saturday, the Red Bull driver taking his third P1 grid slot on the trot to start the season.
Logan Sargeant sat out the session entirely as his chassis was given to Alex Albon by Williams, after Albon’s practice crash that saw his car too damaged to continue the weekend and no spare available from his team.
Max Verstappen takes Australian Grand Prix pole
Q1 saw only four cars eliminated as there are just 19 cars taking the start on Sunday, and Daniel Ricciardo was the first of the Aussies out of action after seeing his best Q1 effort deleted for exceeding track limits at the exit of Turn 4 – with his best lap having been comfortably good enough for Q2.
Joining the RB driver in exiting qualifying was Nico Hulkenberg, Pierre Gasly and Zhou Guanyu, with Kevin Magnussen and Esteban Ocon making it through to Q2 – Ocon the first Alpine driver to make it out of Q1 this season.
But the big shock of the session came at the end of Q2, when a superlative lap from Yuki Tsunoda put Lewis Hamilton into the drop zone come the end of the session, leaving the seven-time World Champion 11th on the provisional grid.
With Alex Albon, Valtteri Bottas, Kevin Magnussen and Esteban Ocon joining Hamilton in dropping out and a tight fight between Red Bull and Ferrari at the front, it was set up for a tight battle in Q3.
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Verstappen laid down the gauntlet by going almost three tenths faster than Sainz on his first flying lap in Q3 at Albert Park, Sainz a tenth faster than Charles Leclerc and in turn just a few hundredths quicker than Sergio Perez, but it was an open fight for pole heading into the final runs.
Verstappen added to his advantage on his final lap, dipping into the 1:15s for his effort which proved to be too much for all his rivals – though a front row for Sainz just a fortnight after appendicitis surgery will count as an excellent effort.
Perez had qualified third, but a grid penalty for impeding Nico Hulkenberg in Q1 promoted Lando Norris, Leclerc and Oscar Piastri up a place each, leaving the second Red Bull down in P6 on the grid.
F1 starting grid: 2024 Australian Grand Prix
1. Max Verstappen, Red Bull
2. Carlos Sainz, Ferrari
3. Lando Norris, McLaren
4. Charles Leclerc, Ferrari
5. Oscar Piastri, McLaren
6. Sergio Perez, Red Bull
7. George Russell, Mercedes
8. Yuki Tsunoda, RB
9. Lance Stroll, Aston Martin
10. Fernando Alonso, Aston Martin
11. Lewis Hamilton, Mercedes
12. Alex Albon, Williams
13. Valtteri Bottas, Sauber
14. Kevin Magnussen, Haas
15. Esteban Ocon, Alpine
16. Nico Hulkenberg, Haas
17. Pierre Gasly, Alpine
18. Daniel Ricciardo, RB
19. Zhou Guanyu, Sauber – pit lane
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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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[
"austin",
"healey",
"100s",
"3906"
] | null |
[] | null |
1955-56
The first registered owner of 100S AHS 3906 was Australian racing legend, Stan Jones whose personal plate (Vic) 751 was applied to the car after it...
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en
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https://favicon.cargocollective.com/favicon.ico
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https://www.austinhealey100s.com.au/Stan-Jones-1955-56
|
1955-56
The first registered owner of 100S AHS 3906 was Australian racing legend, Stan Jones whose personal plate (Vic) 751 was applied to the car after it landed in October 1955.
Of interest, Stan entered the 100S for the 1956 New Zealand Grand Prix [January 7th. 1956]. And Ross Jensen ran the Seabrook Fowlds-entered NZ 100S - AHS 3908, retiring with a broken crank.
Stan also entered the Maybach but was classed as a DNA [Did Not Arrive].
Effectively AHS 3906 was entered - but did not run - in two national Grand Prix; New Zealand 1956 and Australia 1957.
Jones ran 3906 at Hepburn Springs and Templestowe hill climbs in 1956, the only recorded competition outings in the car which he sold in early 1956 to Ron Phillips.
Stan with Alan at Phillip Island in a Corvette-engined iteration of Maybach 1958.
Stan Jones, father of 1980 World Formula One champion, Alan, won the Australian Grand Prix in 1959 driving a Maserati 250F at the treacherous Longford circuit in Tasmania. He had won the New Zealand Grand Prix in 1953 driving an awesome Australian special, the Maybach, and was one of Australia’s best drivers throughout the 1950’s being crowned Australia’s Gold Star Champion for 1958.
And the Jones remain the only Australian father and son winners of the Australian Grand Prix with Alan also winning the title in 1980 (Williams FW07 Ford) at the Calder circuit in Victoria.
This photo shows Stan Jones 250F Maserati-mounted at Albert Park 1956.
Stan Jones Racing transport equipé: Albert Park 1956. The Rice trailers were a status symbol of the era and as cars could not be adorned, provided space for sponsor advertising.
Stan Jones, Maserati 250F, at the 1957 AGP at Caversham in WA where he ultimately finished 2nd to Lex Davison [Ferrari 500/625]. At the same event, AHS 3906 was entered. Ron Phillips won the 40-lap sports car race but, despite qualifying for the AGP, did not run due to extreme heat [see Ron Phillips 1957].
In a protracted post-race judgement, Lex Davison won his second AGP at Caversham and Stan, again Maserati 250F-mounted, had to wait until Longford, Tasmania [below] to finally win the 1959 AGP after many foiled attempts.
In both these evocative photographs, the unmistakeable straight-arm technique of Stan Jones is evident. A true master at work.
The Country Club Hotel on what was known as Pub Corner on the long and fast Longford circuit, features the Lex Davison Bar, Lex having crashed into the building in 1962 after which he repaired to the bar where the locals shouted him a nerve steadier.
Alan Jones re-united with the 100S at Penny's Hill, McLaren Vale April 2nd 2017.
|
|||||
4902
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dbpedia
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2
| 14
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https://grandprixexperience.com/great-britains-formula-1-history-of-race-tracks-teams-and-drivers/
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en
|
Great Britain's Formula 1 History of Race Tracks, Teams, and Drivers — Grand Prix Experience
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[
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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.
QUICK JUMP
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.
QUICK JUMP
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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2022 Australian Grand Prix championship points
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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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2004-11-07T02:18:24+00:00
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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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Alain Prost claims maiden pole position at Hockenheim
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1981
Alain Prost claimed the first pole position of his career at the German Grand Prix in Hockenheim. Nelson Piquet went on to win the race with Prost finishing second. Prost went on to claim another 32 pole positions during his Formula One career and as of 2011, sits joint third in the top pole scorers in F1 alongside Jim Clark.
1959
The 1959 German Grand Prix is the only year where the race was not held at the Nurburgring or Hockenheim circuits. Instead the race was held at the AVUS circuit in Berlin. Not so much a circuit, more two stretches of motorway with a hairpin at either end. The race was split into two heats, as there was fear the tyres would not last. British driver Tony Brooks went on to win the race, with Dan Gurney and Phil Hill completing the all Ferrari podium.
1970
The 1970 German Grand Prix was switched last minute to Hockenheim from the Nurburgring after drivers refused to race there until safety was improved. The race was won by Jochen Rindt to take him 20 points clear in the championship. Rindt went on to become the only posthumous Formula One world champion as he was killed during the at Monza later that year during the Italian Grand Prix.
1964
Dutch driver and nobleman Carel Godin de Beaufort died at the Nurburgring during the 1964 German Grand Prix. Competing in Formula One from 1957 until his death, Beaufort started 31 races but only managed to clock up four points and no podium finishes during his short racing career.
© ESPN Sports Media Ltd.
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On this Week in Sport History – Motor Sport
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30th– Nino Farina was born on this day in 1906. The first ever Formula One World Champion, he came from a privileged background and had a stylish driving technique that was later adopted by many drivers. A hard and determined racer, Farina relied on a combination of profound self-belief and raw courage to compensate for the superior skills possessed by many of his more naturally talented opponents. Yet he also drove recklessly and few Formula One drivers ever competed with such apparent disregard for their personal safety. Somehow surviving an accident-strewn racing career, he was eventually killed in a road accident. Giuseppe Antonio ‘Nino’ Farina was always destined to be involved in the automotive world, though not necessarily as a driver. On the day he was born his father, Giovanni, established Stabilimente Farina, a bodywork shop in Turin, the industrial city where much of Italy’s car manufacturing industry was located. Here also, Giovanni’s brother founded the coachbuilding firm of Pininfarina, later famed for designing many sleek Italian sportscars. From an early age Nino was expected to join the family business but his first driving experience, at the age of nine in a small car on the grounds of his father’s factory, whetted his appetite for the sporting side of motoring. When he was 16 Nino accompanied his favourite uncle Pinin as a passenger in a race. Three years later his first solo competition ended in an accident, establishing a worrying trend that continued throughout his crash-prone career. Farina was both athletically and academically inclined. In his youth he was a fast runner and became skilled at football and skiing. At the University of Turin he received a doctorate in law, while his academic title came easily his route to becoming World Champion was less straightforward. He began his military service as a cavalry officer, much enjoying the sensation of handling horses, then joined a tank regiment, in which he would serve during the war. Meanwhile, he continued to be obsessed by the lure of mechanical horsepower harnessed for competition purposes. In 1932 he bought an Alfa Romeo and quickly crashed it in a hill climb, breaking a shoulder and badly cutting his face. Undeterred, he raced Maseratis for a couple of years, crashing frequently but also showing enough promise to impress Enzo Ferrari, who recruited him to drive for the Scuderia Ferrari Alfa Romeo team. There, Farina befriended the legendary Tazio Nuvolari, whose talent and tenacity were both instructional and inspirational. Under Tazio’s tutelage he began to mature as a driver and in 1938 he won enough races to become Italian champion.After World War II Farina resumed racing and got married, to Elsa Giaretto, in her opinion motor racing was a silly and dangerous activity and she tried to persuade her new husband to stop. But three days after their high society wedding he flew to a race in Argentina. In 1950 he was appointed leader of the three-car Alfa Romeo team that competed in the series of Grand Prix races that were now formally organized by the FIA into the first ever Formula One World Championship. His mounting toll of injuries (including being seriously burned at Monza in 1954) meant Farina needed morphine and painkillers to continue tempting fate. Finally, pain overcame pride, and he retired from racing in 1955 and became a successful Alfa Romeo dealer. Farina’s interest in Formula One continued, as did his confidence in his driving ability. On June 30, 1966, he set out from Turin in a Lotus-Cortina, bound for the French Grand Prix at Reims. In the Alps near Chambery his car skidded off a slippery bend and the first World Champion was killed. French motor racing driver Maurice Trintignant was born today in1917. He competed in the Formula One World Championship for fourteen years, between 1950 and 1964, one of the longest careers in the early years of Formula One. During this time he also competed in sports car racing, including winning the 1954 24 Hours of Le Mans race. Following his retirement from the track Trintignant concentrated on the wine trade. Maurice Trintignant was the brother of Bugatti race car driver Louis Trintignant — who was killed in 1933, in practice, at Péronne, Picardy — and the uncle of renowned French film actor Jean-Louis Trintignant. He began racing in 1938, and won the 1939 Grand Prix des Frontières, but his career was interrupted by the Second World War, during which his own Bugatti was stored in a barn. When he rebuilt it for an event of 1945, the Coupé de la Liberation, he overlooked a clogged fuel filter, which caused him to drop out of the race. It transpired that the filter was plugged with rat droppings, earning him the unenviable nickname Le Petoulet, “the rat-droppings man”. During the course of his career, Trintignant drove a huge variety of cars, for many different teams: both works and privateer. Unusually, at the 1955 Argentine Grand Prix Trintignant shared both second and third places, a product of the Scuderia Ferrari policy of passing cars to their top drivers, should their original car break down. In 1956 he drove the Bugatti Type 251 in the French Grand Prix, becoming the last driver to represent the famed marque at a Grand Prix race. Even in his final season, driving his own BRM P57, he scored points, taking fifth place at the 1964 German Grand Prix on the intimidating Nürburgring. Following his retirement from racing, Maurice Trintignant returned to a quiet life as a wine-grower (naming his vintage Le Petoulet), near the town of Vergèze, in the Languedoc-Roussillon wine growing region, where he would eventually be elected mayor. Trintignant died, aged 87, in 2005. Belgium driver Jacques Swaters was born in 1926, a law student when he bought a pre-war MG with his best friend Charles de Tornaco. This was entered in the Spa 24 Hours for Swaters and another friend called Paul Frere. They finished fourth in class but Swaters had caught the racing bug and so he established a team called Ecurie Belgique and ran assorted pre-war machinery for an ever-widening group of friends, including Roger Laurent and Andre Pilette. In 1950 the team had enough cash to buy a Talbot-Lago Grand Prix car which they planned to enter in international events. At that point the Royal Automobile Club de Belgique decided that the name of the team was not acceptable and so it became Ecurie Francorchamps. While this was happening Swaters was also in the process of setting up a garage in Brussels which took on the name Garage Francorchamps. Pilette crashed the Talbot at the Dutch Grand Prix in 1951 and so Swaters took over the repaired car. They needed a new car and so Swaters purchased a Formula 2 Ferrari 500 from Gianni Agnelli, thus beginning a relationship with Ferrari which would continue for more than 50 years. In the years that followed the team ran the Ferrari and Swaters won the Formula 2 race at AVUS. That year Ferrari asked Swaters to be their representative at the Brussels Salon and then he became the Ferrari distributor for the Benelux area. The team also enjoyed success with a Jaguar C-Type in sports car events and finished fourth at Le Mans and third in the Reims 12 Hours with Laurent. Swaters then concentrated on sports cars, taking the team’s D-Type to third place at Le Mans with Johnny Claes in 1955. Swaters himself retired as a driver in 1957 to concentrate on his business which he sold a few years ago to the Inchcape Group. Tony Lee Bettenhausen Jr. a Champ Car team owner and driver who died in a 2000 plane crash, was born today in 1951. He was the son of former 14-time Indianapolis 500 competitor Tony Bettenhausen and the brother of 21-time Indy racer Gary Bettenhausen. The family holds the dubious distinction of the most combined starts in the famous race without a victory. Another brother, Merle Bettenhausen, was maimed in his only Indy Car start. In NASCAR history over the years on this day Tim Flock took the victory in both the 4th and 7th editions raced in 1952 and 1955 respectively. The 12th running of the race in 1960 was won by Rex White with David Pearson taking the checkered flag in the 16th race held on this day in 1966. Steve O’Rourke, one time manager of Pink Floyd after the departure of Syd Barrett in 1968 and who also built a highly successful parallel career as an enthusiastic gentleman racing driver, died today in 2003 aged 63. . A lifelong passion which he shared with the Floyd’s drummer Nick Mason and, to a lesser extent, David Gilmour, O’Rourke adored historic racing with cars of the 1950s, 1960s and 1970s. His ambition to compete at the Le Mans 24 Hours was realised in 1979 when he finished twelfth in his Ferrari 512 BB. He returned to Le Mans in 1980, but after a tyre exploded at nearly 200mph (320km/h) on the Mulsanne Straight, O’Rourke bought the spare tail of a retired sister Ferrari in the pit lane to finish. His car completed the race wearing green forward bodywork and a red tail.In 1981 he founded EMKA Racing and began competition in a BMW M1 with Derek Bell. For Le Mans he was joined by David Hobbs and Eddie Jordan. O’Rourke left the circuit on the night of the race to oversee a Pink Floyd concert in London, then flew back the next morning and jumped straight into the car for another two-hour driving stint. His team later became supported by Aston Martin and he assisted in the construction of a Group C sportscar for Le Mans in 1983. The car saw success by 1985, when it briefly led the 24-Hour in the hands of co-driver Tiff Needell and finished ahead of the works-backed Jaguars, to O’Rourke’s great amusement. However, the team briefly folded as Aston Martin left the project. O’Rourke greatest racing success came while co-driving a second-hand McLaren F1 GTR at Le Mans with Tim Sugden and Bill Auberlen to finish fourth overall. Having saved money by refusing the costly update pack for the McLaren, O’Rourke typically spent as much again on a huge party for all concerned in the EMKA team’s success. From 2000 O’Rourke concentrated on the FIA GT Championship driving an until he was forced to retire from driving for health reasons; he then presided over the drivers Tim Sugden, Martin Short, and factory Porsche driver Emmanuel Collard as they won at Pergusa and Anderstorp. Porsche responded by offering racing assistance to the EMKA factory for the 2004 season, to the delight of O’Rourke. O’Rourke’s death soon after the end of the 2003 season led to EMKA Racing folding.
31st – Derek Bell, the most successful endurance racing driver in the history of British motor sport, was born on this day in 1941. Winning five times at Le Mans and being garlanded as the World Endurance Champion driver in 1985 and in 1986, the icing on the cake came when he was made a Member of the British Empire in 1987 for services to motor sport. Derek Bell is as well known in America as in Europe, with no fewer than 16 victories to his credit in the IMSA Camel GT Championship, all bar one shared with the legendary Al Holbert at the wheel of their Löwenbrau Porsche 962. Indeed, he aided Holbert to his IMSA driver championships in 1985 and 1986, a period which marks the high point in Bell’s illustrious career. He also won 16 World Championship races in the factory’s Rothmans-Porsches, making him the most successful driver of the 956 and 962 models with 32 victories from 144 starts. Bell’s racing career began in 1963 when, at the age of 22, he paid for a session at the Jim Russell Racing School at Snetterton, Norfolk. Unusually, Russell marked him out as a potential champion and with financial backing from his step-father, Bernard Hender, Bell worked his way through the ranks of Formula 3 and Formula 2, with considerable success that led to a “golden ticket”, a telegram from Enzo Ferrari to drive a factory car in the 1968 Monza Lotteria. Elation at putting the Ferrari on pole position turned to dismay as he was involved in a pile-up at the Parabolica, but still a contract was offered for 1969. This included two Formula One starts, at the Italian and US Grands Prix, though he finished neither on account of mechanical failures. Bell’s career then steered towards sports cars, first with Ferrari in 1970 followed by an invitation to join the Gulf Porsche team in 1971, as Jo Siffert’s co-driver. They won their first race, the Buenos Aires 1,000 Kms, but the Englishman reckons his best race was at Spa, where he put the Porsche on pole position at an average of 160 mph, and had to obey team orders to finish a close second to Pedro Rodriguez’s Porsche.He drove for the Gulf Mirage team for the next three seasons, his car not a match for the Ferrari and Matra factory teams. With Mike Hailwood, he won the Spa 1,000km in 1973 and with Jacky Ickx, his first Le Mans victory in 1975. Factory drives followed, for the Autodelta Alfa Romeo team, then the Renault factory’s Le Mans bids in 1977 and 1978, though not in the winning car. He was introduced to Al Holbert at Le Mans in 1980, when they shared a factory entered Porsche 924 Carrera GTR, and Bell was reunited with Porsche’s legendary race engineer Norbert Singer. This was the beginning of a superb eight-year relationship for Bell, with the Porsche factory and with Holbert’s IMSA team. Uniquely he won the Daytona and Le Mans 24-Hour races in 1986 and again in 1987, unbeaten in 96 hours, an achievement which will almost certainly never be repeated. Now retired, he was the consummate sports car driver, fast and supremely able to keep his cars out of trouble. He is proud to claim that in 25 starts at Le Mans, he has never put so much as a scratch on his cars, never lost a position due to driver error. Derek Bell has been associated with Bentley since 2000 as team consultant, and is now Brand Ambassador for Bentley Motors. American Elliott Forbes-Robinson was born in 1943, known for his race wins and championships in many different series, including the American Le Mans Series (ALMS), Super Vee, Trans-Am Series, CanAm, IMSA GTU, and the World Challenge. He is known in NASCAR circles as a road course ringer. He is also a founder of the Legends Cars of 600 Racing and he designed their original car. The racing industry is ever-changing. Teams, drivers and sponsors come and go before people remember they were there. But for over five decades now, at least one thing in motorsports hasn’t changed: Elliott Forbes-Robinson winning races. Getting his start in the Sports Car Club of America (SCCA), Forbes-Robinson went to driving school in 1968 in Riverside, Calif. Receiving his racing license shortly thereafter, he competed in his first professional race in a 289 Ford Cobra at Stardust Raceway in Las Vegas later that year. As soon as the checkered flag waved, he was hooked for life. Forbes-Robinson’s list of racing accolades is spread among a variety of racing entities. A former Trans-Am and sports car prototype champion, he has scored victories in over seven different series, winning at least one race in each of the past five decades. He won his first professional race in the Trans Am Series, winning in 1969 at Sears Point in a Allred brothers Porsche 911S. Not too long after, he agreed to run fellow road racing great Richie Ginther’s parts department in exchange for seat time in Ginther’s Porsche 914/6 and Super Vee cars. Quickly showing speed and potential, the driver now known simply as EFR, moved to the Formula Atlantic series, going wheel-to-wheel with some of racing’s brightest stars, most notably Gilles Villeneuve, Bobby Rahal and Danny Sullivan. He also became a staple of the second-generation Can-Am series in the late 70s and early 80s, joining Rahal and Sullivan but also battling on track with the likes of Jacky Ickx, Patrick Tambay and Al Holbert. Forbes-Robinson won the Trans-Am series championship in 1982. Every driver has a landmark victory that will forever be mentioned in the same breath. For EFR, that victory came in 1997, when piloting a Ford Riley & Scott with Andy Wallace, James Weaver, Butch Leitzinger, John Paul Jr. and Rob Dyson, Forbes-Robinson clinched his first overall victory in the Rolex 24 At Daytona. Two years later (again with Wallace and Leitzinger), EFR scored his second Rolex 24 victory. The win marked the beginning of a year which saw EFR win dual sports car championships, in USRRC and ALMS. Even with the list of accomplishments as long as it is, Forbes-Robinson remains one of the most approachable personalities in the paddock. His boyish demeanour and ear-to-ear smile endear him to fans and competitors alike. There isn’t a person who can better represent this enshrinement more than EFR, but don’t think for a moment that this induction signifies the end of an illustrious career. There’s a possibility that Forbes-Robinson will compete in the last two rounds of the Rolex Series-the nine-hour finale at the brand-new Miller Motorsports Park, and one week earlier at the site of his first pro win, some 37 years ago, at Sears Point. Australian Chris Alajajian was born today in 1986. In 2004 he won the Australian Production Car Championship, becoming the youngest ever driver to win an Australian championship. In the same year he also contested some rounds of the Australian Formula 3 Championship with Piccola Scuderia and raced in the Australian GT Performance Car Championship. Continuing in Australian Formula 3 in 2005, Alajajian started the year with Astuti Competition, before moving to Protecnica Racing. He finished third in the championship. Chris also won a number of races in the Australian Performance Car Championship with Protecnica Racing. A year later, in 1987, saw the birth of French driver Jean-Karl “J. K.” Vernay. In 2005 Vernay drove in the French Formula Campus series and finished first with six wins and 12 podiums from 14 races. The following year, he finished runner-up and best rookie in the French Formula Renault Championship with seven podium finishes. He drove two rounds as race driver in the 2006-07 A1 Grand Prix season and the last round as practice session driver. In 2007, Jean-Karl was selected to be part of the Red Bull Junior Team program that offers funding and support for promising young drivers. With Tom Dillmann, they were the first French drivers to take part in the programme. Vernay is still a part of the team, along with fellow Frenchman Jean-Éric Vergne. The same year, he raced in the Formula Three Euroseries with Signature-Plus team finishing 10th. Vernay has moved to the United States to race in the Firestone Indy Lights series in 2010 for Sam Schmidt Motorsports. He won in his series debut on the Streets of St. Petersburgin a wet race. He followed this up with another win at Barber Motorsports Park and a third-place finish at Long Beach, leaving him 28 points clear at the top of the standings after three rounds. Vernay went on to win four races that season and clinched the championship. Vernay is the first Indy Lights champion since 1996’s David Empringham to not go on to compete in IndyCar. In 2012, Vernay won the Porsche Carrera Cup France driving for Sébastien Loeb Racing. Vernay won the 24 Hours of Le Mans LMGTE Am class in 2013 while competing for IMSA Performance Matmut, driving a Porsche 997 GT3-RSR. He also contested in the full 2013 FIA World Endurance Championship season. In 2014, Vernay will drive for Weider Modulo Dome Racing in Super GT GT500 class. In 2016/17 to date, Vernay will drive a W Racing Team Volkswagen Golf at the TCR International Series. Sébastien Olivier Buemi was born in 1988, a Swiss professional racing driver, who formerly competed for Scuderia Toro Rosso in Formula One. Buemi is currently a reserve driver for Scuderia Toro Rosso’s sister team, Red Bull Racing, as well as being a member of Toyota’s FIA World Endurance Championship squad and Renault in the FIA Formula E Championship. Along with teammate Anthony Davidson, Buemi became World Champion in the LMP1 class of the FIA World Endurance Championship, in 2014. He won the second ever Formula E championship, the season held across 2015–2016, by two points for setting the fastest lap time in the final race despite not finishing the event. Canadian driver Gregory William Moore died today in 1999. He competed in the Indy Lights and CART World Series, where he had great success with several wins in both series and a championship in the 1995 Indy Lights series. He was fatally injured in a violent crash on the tenth lap of the 1999 CART season finale, the Marlboro 500, at the California Speedway in Fontana, California. Also on this day in 1999 the 50th Forumula One WDC was won by Mika Hakkinen by two points. Italian Roberto Lippi died aged 85 on this day in 2011. He participated in 3 Formula One World Championship Grands Prix, all of them in Italy, debuting on September 10, 1961. He started only one of these races, and scored no championship points. American racing driver, the first American to race cars successfully in Europe in the post-war era, John Cooper Fitch died today in 2012 aged 95. John Cooper Fitch was already a decorated World War II fighter and bomber pilot, and ex-POW, when he started racing after World War II. He was the Sports Car Club of America’s first national champion, in 1951. He raced MG, Allard, Sunbeam and Jaguar cars. He also raced specials of his own design, and he raced for the legendary American sportsman Briggs Cunningham and won the Argentine Grand Prix. Then, in 1952, he caught the attention of Mercedes-Benz racing boss Alfred Neubauer, who offered him a test drive in a factory race car. Fitch’s exploits as a Mercedes-Benz team driver with the likes of Stirling Moss, Karl Kling, and Juan Manuel Fangio are legendary. It was Fitch who convinced Neubauer that there was still time in the 1952 season to run the Carrera Panamericana, 2000 miles of racing over almost a week of race days. The Mercedes-Benz team went, in force, and they finished first, second and fourth overall, racing in the prototype sports cars that led to the development of the 300 SL Gullwing and roadster. Together, they won the sports car championship of the world in their first full season since the war. Fitch’s finest moment with Mercedes-Benz came in 1955 at the Mille Miglia, where Stirling Moss won overall, followed by Fangio, with Fitch coming in an astonishing fifth overall and first in the GT class with a basically stock 300 SL Gullwing, a feat of driving still regarded by many as one of the greatest performances of all time. When Mercedes-Benz left racing in 1955 after the tragedy at Le Mans, Fitch was picked by GM to manage the then-new Chevrolet Corvette racing team, and drive for the team, which he did, right on through the 1960 season. He continued to freelance with Cunningham Jaguars and Maseratis, and took time out to help design and later manage the Lime Rock Park racetrack in Connecticut. Fitch continued to race in Corvette, Jaguar, Maserati, Porsche, Lister, and Cooper race cars right through the 1966 Sebring race, after which he chose to retire from driving. Fitch spent the next 40 years since profitably, inventing road and race track safety systems, He also built and sold modified Corvairs, and built a Corvair-based car of his own design, the Fitch Phoenix, and patented safety equipment including soft walls and sliding barriers for race tracks.John Cooper Fitch stands out among that first great generation of American sports car racers, a gentleman, scholar, inventor, safety campaigner and raconteur extraordinaire.
1st November -Belgium driver Arthur Legat was born in 1898, he took part in two Formula One World Championship Grands Prix, debuting on 22 June 1952. He scored no championship points. He won the Grand Prix des Frontières at Chimay in 1931 and 1932 in a Bugatti. Kenneth Henry Miles, British born, naturalised American sports car racing engineer and driver best known for his career in the USA and with American teams on the international scene was born today in 1918. Ken Miles survived World War II at the controls of a British Army tank only to perish behind the wheel of a prototype race car, but not before winning the 24 Hours of Daytona, the 12 Hours of Sebring and many other sports car races in a variety of machines. He also played a key role in turning Carroll Shelby’s Cobra into a race-worthy machine. Miles competed on motorcycles before the war, during which he served as a tank sergeant in the British Army. Miles switched to car racing after leaving the service. He ran Bugatti, Alfa Romeo and Alvis with the Vintage Sports Car Club, before taking on an old Ford V8-powered Frazer-Nash, which saw action at Silverstone, Brands Hatch and other venues. In early 1952, Miles moved to California. His first race in the States was in a stock MG TD at Pebble Beach. He was disqualified for reckless driving when his brakes faded without slowing his lap times. In 1953, he drove the tube-frame MG Special to 14 straight victories. He sold that car the next year to campaign a TF while building the famed Flying Shingle. Miles also ran a Triumph TR-3 in 1955 during the Shingle era. In 1956, he drove a Porsche Spyder. The next year he campaigned a Porsche-Cooper combination called the “Pooper,” which defeated the factory Porsche at Nassau. Miles was working with Porsche dealer John von Neumann, who according to one source was ordered to get the Pooper off the competition trail or lose his franchise. Miles ran an RSK Porsche for Otto Zipper, another dealer, in 1958. His next ride was a Maserati in 1961. That was the year he started test work for Rootes on the Alpine and helped develop the Dolphin Formula Junior. That work brought him to the attention of Carroll Shelby, who brought Miles onto the Cobra development team. He started as a driver and held several titles including competition manager. According to the Encyclopedia of Auto Racing Greats, Miles was responsible, perhaps more than Shelby, for turning the Cobra into a race-worthy machine. He also had a major part in the development of the Ford GT-40 and its Mk. II successor as well as that of the Mustang GT350. He later returned to Zipper part time in 1965 to drive a Carrera in the US Road Racing Championship. Miles died on Aug. 17, 1966 when the J-car he was testing at Riverside International Raceway in California suddenly looped, flipped and crashed. He was 47. Today in 1953, the 5th running of the NASCAR Sprint Cup was won by Herb Thomas and the following year, 1954, Lee Petty won the 6th NASCAR Sprint Cup. Welsh rally co-driver Nicky Grist was born today in 1961. His factory team career in the World Rally Championship lasted from 1993 to 2002. Grist’s first WRC win was in the Rally Argentina in 1993 with Juha Kankkunen, who at that time was a three times WRC champion. Grist and Kankkunen went on to win the 1993 WRC championship with Toyota. Grist stayed as Kankkunen’s co-driver until 1997 when he joined Colin McRae with the 555 Subaru World Rally Team. Grist remained Colin McRae’s co-driver until the Rally New Zealand 2002, during which time the pair two won 17 rallies, 27 podium finishes and gained overall 183 WRC points. Between 2002 and 2006, Grist and McRae also competed together in a number of one off rallies. Grist regularly sits in the co-driver’s seat for various drivers such as the Roger Albert Clark Rally and many more. In 2010 He attended the Rally Trinidad event in March with driver Mark Higgins 3-Time British Rally Champion, driving a Grp N Mitsubishi Evo IX. Ricardo Rodríguez, Mexcian racing drive, died in 1962 aged 20. He competed in the 1961 and 1962 Formula One seasons. His elder brother, Pedro, was also a noted racing driver who had much success in sports car racing and Formula One. He won several national motorcycle titles, before taking up saloon car racing in his own Fiat Topolino. In 1957 he made his international debut at Riverside, beating all comers in the under 1.5 litre class in a Porsche RS. He then won his class in a Porsche Spyder in the Nassau Tourist Trophy. He often raced for the North American Racing Team (NART) with his brother Pedro, although he would also enter cars under his father’s name. He was refused an entry at Le Mans in 1958 because was too young (16 years and 106 days), but went back in 1959 to race an OSCA in the 750cc. class. In the edition of 24 Hours of Le Mans in 1960 he partnered André Pilette to second place. At 18 years and 133 days of age, he was the youngest ever to stand on the podium at Le Mans. Rodríguez was given a guest drive by Ferrari for the 1961 Italian Grand Prix qualifying a surprise second and becoming the youngest driver in history to start from front row (19 years and 208 days), a record that wouldn’t be beaten until the 2016 Belgian Grand Prix by Max Verstappen. In the race he exchanged the lead with Phil Hill and Richie Ginther many times, until a fuel pump failure ended his race. 1962 saw a full works drive with Ferrari, who used him sparingly considering his age and rough edges. Whenever used, Rodríguez shone, taking second at the Pau Grand Prix, fourth at the Belgian Grand Prixand sixth at the German Grand Prix in a tough year in Formula One for Ferrari. He also won the Targa Florio 1962 edition with Olivier Gendebien and Willy Mairesse in a Ferrari Dino 246 SP. Rodríguez was considered a potential future champion already, but was left without a drive when Ferrari opted not to enter the non-Championship 1962 Mexican Grand Prix at the Magdalena Mixhuca Circuit, Mexico City. He signed to drive Rob Walker’s Lotus 24, but died during the first day of practice, when the Lotus’ rear right suspension failed at the fearsome Peraltada turn, and it hit the barriers killing him instantly. Today in 1982 Honda becomes the first Asian automobile company to produce cars in the United States with the opening of its factory in Marysville, Ohio; a Honda Accord is the first car produced there. The 49th Formula One WDC was won by Mika Hakkinen today in 1998 and on this day in 2009, the 60th Formula One WDC was won by 11 points by Jenson Button.
2nd -On this day in 1896 the first motor insurance policy was issued by the General Accident Company in England. The annual premium was 30 shillings (£1.50) and the terms excluded damage caused by frightened horses. Australian Formula One driver Alan Stanley Jones was born in 1946. He was the first driver to win a Formula One World Championship with the Williams team, becoming the 1980 World Drivers’ Champion and the second Australian to do so following triple World Champion Sir Jack Brabham. He competed in a total of 117 Grands Prix, winning 12 and achieving 24 podium finishes. In 1978 Jones won the Can-Am championship driving a Lola. Jones is also the last Australian driver to win the Australian Grand Prix, winning the 1980 event at Calder Park Raceway, having lapped the field consisting mostly of Formula 5000 cars while he was driving his Formula One Championship winning Williams FW07B. Stéphane Jean-Marc Sarrazin, French racing driver was born in 1975. He participated in just one F1 GP, the 1999 Brazilian Grand Prix, for Minardi. He was a replacement for Luca Badoer, who had injured his wrist. He suffered a big spin in the race coming up to the start/finish straight on lap 31 and scored no championship points. He also carried out testing duties for the Prost team during the 1999–2001 Formula One seasons and for Toyota Racing in their first season in 2002. Another French driver, Pierre Veyron, died today in 1970, aged 67. When Veyron enrolled at university to study engineering his friend, Albert Divo, convinced him to take up racing and introduced Veyron to André Vagniez, an industrialist who provided financial support to Veyron. Vagniez purchased a Bugatti Type 37A that Veyron drove to his first racing victory, the 1930 Geneva Grand Prix. Jean Bugatti, son of Bugatti founder Ettore Bugatti, hired Pierre Veyron in 1932 as a test driver and development engineer. Veyron entered races as a Bugatti company driver, winning many including the 1933 and 1934 Berlin Avus races while driving a Bugatti Type 51A. Veyron’s most significant race victory was his 1939 win at the 24 Hours of Le Mans, co-driving a Bugatti Type 57S Tank with Jean-Pierre Wimille. During World War II, Veyron joined the French Resistance against German occupation. For his service during the war, the Republic of France awarded him the Legion of Honour in 1945. After the war, Veyron continued racing, but his main focus was on his family and his oil-drilling technology company. Veyron died in Èze, France in 1970. Bugatti Automobiles S.A.S. named the Veyron 16.4 supercar in honour of Veyron. Today in 2008 the 59th Formula One WDC was won by Lewis Hamilton by a single point.
3rd-Austrian racing driver Helmuth Koinigg was born today in 1948 and died aged 25 in a crash in the 1974 United States Grand Prix, only his second Grand Prix start. Like several other Formula One drivers, Koinigg’s first racing car was a Mini Cooper. He purchased the car from Niki Lauda, which was also his first racing car. He raced in touring cars, Formula Vee and Formula Ford before a period in sports car racing. He subsequently found the finance to buy a seat with Scuderia Finotto driving their Brabham at his home grand prix in 1974, and although he failed to qualify, this led to a contract with Surtees for the last two races of the season.After a good showing at the 1974 Canadian Grand Prix, Koinigg was beginning to establish himself as a good prospect for 1975. But running near the back in the US Grand Prix at Watkins Glen, Koinigg’s car suffered a suspension failure at turn 7, pitching it head-on into the Armco barrier. The speed at which Koinigg crashed was relatively minor, and he ought to have escaped the scene uninjured. However, as with a number of other circuits at that time, the Armco was insecurely installed and the bottom portion of it buckled as the vehicle struck it. The car passed underneath the top portion, which remained intact, decapitating Koinigg and killing him instantly. Koinigg’s accident was reminiscent of the death of Formula One driver François Cevert in the same event the previous year. On this day in 1956, at the age of 87, John Davenport Siddeley, Lord Kenilworth, Chairman of the Armstrong-Siddeley Motors Ltd., died in Jersey. Born today in 1963 was Shigeaki Hattori, also called Shige Hattori, Japanese professional race car driver and team owner currently based in the United States. He competed in the CART and IndyCar Series, and the NASCAR Craftsman Truck Series (now the Camping World Truck Series). The 14th NASCAR Sprint Cup, raced on this day in 1963 was won by Joe Weatherly. On this day in 1966 the Maserati Ghibli, a two-door, two-seater coupe debuted at the Turin Motor Show. The V8-powered Ghibli was the most popular Maserati vehicle since the automaker withdrew from racing in the 1950s, and it outsold its two biggest rivals, the Ferrari Daytona and the Lamborghini Miura. The Ghibli’s steel body, renowned for its low, shark-shaped nose, was designed by Giorgetto Giugiaro. Giugiaro, who today works for ItalDesign, worked at coachbuilder Ghia when he designed the Ghibli. The car was powered by a front-placed quad-cam 370hp V8 engine. It had a 0-60 mph acceleration time of 6.8 seconds, had a top speed of 154 mph and could be operated by either a five-speed manual or three-speed automatic transmission. Maserati fitted the car with two fuel tanks, which could be filled via flaps on either side of the roof pillars. The car also featured pop-up headlamps, leather sport seats and alloy wheels. Today in 1968 the 19th Formula One WDC was won by Graham Hill with a 12-point margin. Born on this day in 1971, Italian driver Diego Alessi. He competed in the Italian Touring Car Championship from 1996–1999 and 2001–2002, then moved to the Trofeo Maserati Europe as well as making 3 starts in FIA GT for Autorlando Porsche. In 2008, Diego participated in the Rolex Sports Car Series, driving a Pontiac GTO.R with young Californian Ryan Phinny, for Matt Connolly Motorsports P1 Groupe. Sten Pentus, Estonian driver was born today in 1981 in Tallinn. A former Estonian Formula 4 Champion, and a previous winner of the Formula Baltic championship in a Reynard 903. At the end of the 2008 season, Pentus tested for GP2 Series teams DPR and Racing Engineering with respectable results considering his previous racing experience. In November, he tested with Fortec Motorsport in the Formula Renault 3.5 Series test in Valencia and again impressed, comparing favourably with F3 graduates Edoardo Mortara and Jaime Alguersuari during the two days. Fortec would later sign Pentus for the 2009 season on January 30, 2009. He scored his first points in the series when he finished second in the feature race at the Circuit de Catalunya, having started nineteenth. This earned Pentus a bonus point for the most places gained in the race. He achieved that again in the feature race at Spa, qualifying 19th and finishing 11th. He went on to finish sixteenth in the overall standings and finished sixth in the rookie championship overall standings. In 2014 Sten Pentus switched from single-seaters to GT racing, competing in the Blancpain Sprint series with the Bhaitech team in a McLaren MP4-12C GT3. Christian Bakkerud, Danish racing driver was born in 1984, he competed in the 2007 and 2008 GP2 Series seasons, albeit hindered by a recurrent back injury. Prior to GP2 he competed in British Formula 3 and Formula BMW. Bakkerud also made his Le Mans début in 2009, driving an Audi R10 TDI privately entered by Colin Kolles’s team. Paired with Christijan Albers and Giorgio Mondini, he finished ninth overall and in class. He returned to the event in 2010 with the same team and car, but on this occasion he, Albers and Oliver Jarvis failed to finish. Bakkerud retired from driving following the 2010 Le Mans race. In the year prior to his death, he worked as an import manager at a shipping company. On 10 September 2011, Bakkerud was involved in a car crash at the Tibbet’s Corner roundabout at Putney Heath, near Wimbledon Common. He died a day later, in St George’s Hospital, from his injuries. Today in 1985 the 36th Formula One WDC was won by Alain Prost and six years later on this same day in 1991 Ayrton Senna was crowned F1 WDC at the 42nd edition of the championship.
4th-On this day in 1919 Eric Thompson, British motor racing driver, book dealer and insurance broker was born. Eric ran a historic motorsports bookshop until quite recently, based near Guildford in Surrey. Until just before his death, Eric was still attending motorsport events. Formerly a Lloyd’s stockbroker, which severely curtailed his racing career and largely stopped Eric from progressing his career, as bar the Le Mans, he was very rarely able to race abroad. When he did get an opportunity to show what he could do, he excelled, finishing 5th in his only Grand Prix. A delightful, self-deprecating, witty fellow, a true gentleman, Eric retired from racing in 1956 to concentrate on his work at Lloyds, which he continued until 1979. He also worked as a time keeper for Aston Martin after his racing retirement and in 2013, was honoured by the Le Mans 24 Hours Hall of Fame. Thompson also fought in World War Two, serving as a Captain, and then a Major, in both North Africa and Italy and until 1946 was the commander in charge of the Central Mediterranean School of Signals in Padua. Bob Wollek, nicknamed “Brilliant Bob”, was a race car driver from Strasbourg, France was born today in 1943. He was killed on 16 March 2001 at age 57 in a road accident in Florida while riding a bicycle back to his accommodation after the day’s practice sessions for the following day’s race, the 12 Hours of Sebring. Prior to his racing days as a university student, Wollek was also a member of the French National Skiing Team between 1966-1968 competing in the Winter Universiade, he won three gold and two silver medals altogether. His skiing career came to an end when he was injured during preparations for the Winter Olympics. During his three decades of sports car racing, almost exclusively in Porsches, he won the 24 Hours of Daytona four times (1983, 1985, 1989, 1991) and the DRM in 1982 and 1983, with the Porsche 936 and Porsche 956 entered by the Joest Racing team. In the mid-1970s, he raced a Porsche 935 K2 improved and entered by the Kremer Racing team from Cologne. For many years, Monsieur Porsche challenged the factory team with privately entered cars, as he was only hired to become part of the official Porsche Le Mans team four times (1978, 1979, 1997, and 1998). In 1981, he even raced a Group C-spec Kremer-built Porsche 917, about a decade after these cars were retired initially. Wollek never managed to win the 24 Hours of Le Mans overall, despite coming close in a few of his thirty attempts. The last race Wollek entered was the 2001 12 Hours of Sebring in a Porsche 996 GT3-RS. Wollek had already won there in 1985 with A. J. Foyt, driving a Porsche 962. Despite being over 50 years of age and still racing competitively, Wollek had developed a fitness regime of riding bicycles to stay in good physical condition, especially for the longer races such as the 24 Hours of Le Mans, to which he rode from home across France. Typical of many other racing drivers, Bob ran a car dealership for Jaguar. Jacques-Joseph Villeneuve also known as Jacquo or Uncle Jacques was born in 1953, a Canadian racer, he is the younger brother of the late Gilles Villeneuve, and uncle to Jacques Villeneuve (1997 F1 world champion). He was born in the small town of Berthierville, Quebec. He is now frequently known as Uncle Jacques because of the rise of his nephew. He had a varied motorsport career, taking in Formula Atlantic, CART, Can-Am, snowmobile racing and Formula One, and remains a revered figure in Canadian motorsport circles. Villeneuve was the first three-time winner of the World Championship Snowmobile Derby. Bruno Junqueira, Brazilian race car driver was born in 1976. He is a former Formula 3000 champion and three-time runner-up in the Champ Car World Series. Horace Gould (born Horace Harry Twigg died in 1968 aged 47. A British racing driver from Bristol, known for his portly frame and larger-than-life character, Gould began racing sports cars in 1952 at the wheel of a Cooper-MG. He moved into Formula One in 1954, competing as a privateer and using the team name Gould’s Garage (Bristol). He participated in 17 Formula One World Championship Grands Prix, debuting on 17 July 1954, plus numerous non-Championship races. He scored a total of 2 championship points, thanks to driving his Maserati 250F to fifth place in the 1956 British Grand Prix, enough to earn him joint 19th place in that season’s World Championship. He won minor non-championship Formula One races at Castle Combe in 1954 and Aintree in 1956, and also won two points in the 1957 World Sportscar Championship, finishing in 5th place in that season’s 1000km of Nürburgring, sharing a Maserati 300S with teammates Stirling Moss, Juan Manuel Fangio and Chico Godia. Although most of Gould’s career was spent in England, he also had spells living and racing in New Zealand and Modena, Italy, home of the Maserati factory. The similarity of Gould’s build and driving style to those of José Froilán González led to him being dubbed “the Gonzalez of the West Country”. Gould died suddenly, in Southmead, England, of a heart attack. His sons Martin, Stephen and Richard still live in Bristol.Martin went into motor racing and raced in Formula 3, and two of his grandchildren Daniel Gould and James Gould also had careers at a young age in motorsport. On this day in 1976 at the age of 70, German motorcycle and racing driver Anton “Toni” Ulmen passed away. His racing career started in 1925 on a 250 cc Velocette. In 1927 he won the opening race of the Nürburgring on a 350 cc Velocette. In 1929 he won the 350 cc class on the Eilenriede, a non-permanent race course near Hanover. From 1949 to 1952, he was four times German sports car and Formula 2 champion. After leaving school, Ulmen served an apprenticeship as a machinist with Motorradwerkstatt Hasenclever. When he finished there, he founded Gebrüder Ulmen, with his brother Andreas.They become the representatives of Opel for Düsseldorf. It was in 1925 that Ulmen began his career in motorsport, at the Großen Deutschland-Rundfahrt on a 250cc Velocette motor cycle. Two years later can riding a 350 cc Velocette he won the first Eifelrennen, to claim the Deutsche Tourist-Trophäe, the inaugural race held on the Nürburgring.In 1929, he won another major German race, the 350cc race of Eilenridederennens in Hanover. By 1930, Ulmen was a works rider for NSU. After the war, he turned to car racing, taking a second place in his first major sportscar race, the Karlsruhe-Durlach, abroad a BMW 328.A year later, in 1947 he was awarded the title of best German sports car driver of the year. Following his racing retirement, Ulmen become president of the Deutscher Motorsport Verband (DMW) and he received the Silbernes Lorbeerblatt award from President of Germany, Theodor Heuss for his successes in motorsport, the highest national award in Germany for an athlete. The 41st Formula 1 WDC was won in 1990 by Ayrton Senna by seven points.
|
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dbpedia
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| 94
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https://www.lightsoutblog.com/back-to-back-successes-at-the-monaco-grand-prix/
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en
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Back to Back Successes at the Monaco Grand Prix
|
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"Nicky Haldenby",
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2024-05-20T13:01:16+01:00
|
To win Monaco once is one of the sport's greatest achievements; to take wins in successive years takes a special driver. We take a look at those who have taken consecutive pole positions and back-to-back wins at F1's most challenging circuit.
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en
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Lights Out ●●●●●
|
https://www.lightsoutblog.com/back-to-back-successes-at-the-monaco-grand-prix/
|
To win Monaco once is one of the sport’s greatest achievements; to take wins in successive years takes a special driver. We take a look at those who have taken consecutive pole positions and back-to-back wins at F1’s most challenging circuit.
BACK TO BACK MONACO POLESITTERS
11 different drivers have taken back-to-back poles at the Monaco Grand Prix. The most recent driver to do so is Charles Leclerc, who took pole position for Ferrari in both 2021 and 2022. Before Leclerc, Nico Rosberg was the last back-to-back polesitter in Monaco, achieving the feat in 2013 and 2014.
Mika Hakkinen also took two consecutive poles here in 1998 and 1999 for McLaren, while Alain Prost and Fernando Alonso are the latest drivers to have taken pole for the Monaco Grand Prix in consecutive years for different teams. Prost set the fastest qualifying time here for Renault in 1983, before moving to McLaren in the following year and taking pole again. Strangely, that’s exactly the same as what Alonso did in 2006 and 2007!
There are six drivers who can boast more than two consecutive Monaco pole positions. Among them are Stirling Moss, who was fastest of the field between 1959 and 1961; Jim Clark, who took four poles in total at Monaco, three consecutively between 1962 and 1964 yet he never won the race; Jackie Stewart, fastest every year between 1969 and 1971, and Niki Lauda, who set the pace each year between 1974 and 1976. Jackie Stewart also took three poles here between 1969 and 1971, with a different team in each year.
Juan Manuel Fangio was the first driver to take consecutive poles at Monaco, taking pole on Formula 1’s four consecutive visits to Monaco in 1950, 1955, 1956 and 1957. Impressively, Fangio took all four of his pole positions with different teams; Alfa Romeo in 1950, Mercedes in 1955, Ferrari in 1956 and Maserati in 1957. His 1950 pole remains the largest margin by which anyone has secured a pole position at the track – his closest rival was 2.6s slower than him.
The only other driver to have taken four poles consecutively at the track is Ayrton Senna, who did so with McLaren between 1988 and 1991. His 1988 lap is considered one of the finest in Formula 1 history, with him taking pole by being 1.427s quicker than his own team-mate. The lap was never caught on camera, but McLaren recreated it:
BACK TO BACK MONACO WINNERS
Senna also holds the record for the most consecutive wins at the Monaco Grand Prix, having won here in every season between 1989 and 1993. Without his infamous crash at Portier in 1988 when he was way out in the lead, Senna could have won the race a remarkable seven years in a row, having also won in 1987.
Just Senna and seven other drivers in the history of Formula 1 have taken back-to-back wins in Monte Carlo. The first to do so was Stirling Moss, who won in 1960 and 1961. Niki Lauda and Michael Schumacher also completed the feat in 1975-76 and 1994-95 respectively. Meanwhile, Fernando Alonso is the only driver to have won here in two successive years with different teams, having done so with Renault and McLaren in 2006 and 2007.
Going one win further, Alain Prost and Nico Rosberg took three consecutive victories here. Prost did so from 1984-86, while Rosberg did so in 2013-15; his last win being somewhat fortuitous due to Lewis Hamilton’s ill-timed pit-stop.
Any article looking at the history of the Monaco Grand Prix wouldn’t be complete without a mention of Graham Hill, the original ‘Mr Monaco’. Hill took five victories at the Circuit de Monaco, and remains the second most successful driver at the circuit. He’s the only driver to have taken back-to-back victories here on multiple occasions. Hill took his first three victories here consecutively for BRM between 1963 and 1965, then won a further two for Lotus in 1968 and 1969.
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dbpedia
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2
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https://racer.com/2020/08/05/hamiltons-fairness-makes-him-better-than-senna-schumacher-walker/
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en
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Hamilton’s fairness makes him better than Senna, Schumacher - Walker
|
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"ayrton senna",
"lewis hamilton",
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"Chris Medland",
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"Kelly Crandall",
"RACER Staff",
"Eric Johnson",
"Stephen Kilbey",
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2020-08-05T00:00:00
|
Legendary Formula 1 commentator Murray Walker says Lewis Hamilton is better than both Ayrton Senna and Michael Schumacher due to his fairness on track.
|
en
|
RACER
|
https://racer.com/2020/08/05/hamiltons-fairness-makes-him-better-than-senna-schumacher-walker/
|
Legendary Formula 1 commentator Murray Walker says Lewis Hamilton is better than both Ayrton Senna and Michael Schumacher due to his fairness on track.
Hamilton is closing in on Schumacher’s all-time win record in F1, as he needs just four more victories to match the German, while success in this year’s championship would also see Hamilton move level with Schumacher on seven titles. Walker (pictured above) commentated on both Senna and Schumacher during their careers as part of a 25-year stint as the lead F1 commentator in the UK, and believes Hamilton is set to become the greatest of all time.
“Well, people say to me, ‘Who is the greatest?’, and I always say, ‘Look, I think it’s impossible to say, because the drivers and the circuits and the cars were different,’” Walker told the Australian Grand Prix podcast ‘In the Fast Lane.’
“You can say who was the best of his generation, like Schumacher was the best of his generation and Senna and various other people, but there’s no common yardstick that you can measure all the Formula 1 grand prix drivers over the years against, so it’s entirely subjective who one thinks is the greatest.
“For me the greatest of all time is a chap called Tazio Nuvolari, who was an Italian before World War II, and when I mention his name people look blankly at me because they don’t understand, they’ve never heard of him!
“But (Juan Manuel) Fangio took a lot of beating, Jim Clark, Sir Jackie Stewart — there again I could go on, but which is the best I really don’t know. I used to say Fangio. I think I’m going to have to say very shortly Lewis Hamilton, because if you look at it in terms of statistics, he’s already got more poles than Michael Schumacher.
“He’s got at least three years in him if he doesn’t hurt himself or leave Mercedes for some reason or they decide to stop, in which case he’s got at least another three championships ahead of him, so statistically he will become the greatest.
“But he’s also, in my opinion — and this is very contentious indeed — better than either Schumacher or Senna, because both of them adopted at various times in their career highly debatable driving tactics, like Schumacher stopping deliberately at Monaco to prevent (Fernando Alonso) getting pole position, like Schumacher colliding with (Jacques) Villeneuve at Jerez in 1997, like Senna with (Alain) Prost in 1990 in Japan, and Lewis Hamilton has never been anything like that.
“He’s always driven as clean as a whistle. He’s an extremely nice, gigantically talented driver, and I don’t think we’ve ever seen anybody like him before.”
Hamilton took pole position at last weekend’s British Grand Prix to extend his record to 91 poles, and his victory despite a last-lap puncture was the 87th of his career.
|
|||||
4902
|
dbpedia
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0
| 60
|
https://www.f1forgottendrivers.com/drivers/giorgio-scarlatti/
|
en
|
The “forgotten” drivers of F1
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2019-09-27T00:14:18+02:00
|
Giorgio Scarlatti (2 October 1921 – 26 July 1990) was a racing driver from Italy. He participated in 15 Formula One World Championship Grands Prix, debuting on 13 May 1956. Scarlatti's best season in Formula One was as a works Maserati driver in 1957, when he finished sixth in the Pescara Grand Prix, narrowly missing
|
en
|
The “forgotten” drivers of F1
|
https://www.f1forgottendrivers.com/drivers/giorgio-scarlatti/
|
Giorgio Scarlatti (2 October 1921 – 26 July 1990) was a racing driver from Italy.
He participated in 15 Formula One World Championship Grands Prix, debuting on 13 May 1956.
Scarlatti’s best season in Formula One was as a works Maserati driver in 1957, when he finished sixth in the Pescara Grand Prix, narrowly missing out on the points-scoring positions when he was overtaken in the latter stages by Stuart Lewis-Evans. He later scored his only championship point when Harry Schell took over the Italian’s Maserati 250F during the Italian Grand Prix and finished fifth. Info from Wiki
Giorgio Scarlatti: 1958 Formula One Season By Jeremy McMullen
By the mid-1950s, Giorgio Scarlatti star was on the rise in the sportscar ranks as his steady driving style would earn him a number of top results in very difficult races. That reputation would help the privateer earn a ride with the factory Maserati team for the 1957 season. Results would be strong. However, with Maserati’s withdrawal at the end of the season, Scarlatti would be left with just one proposition—going it alone.
Giorgio Scarlatti was born in late 1921 in Rome, Italy. He would be in his early twenties was the Second World War was really just beginning. This would steal some years from his life. However, when the war came to an end, he wouldn’t take too long figuring out what he wanted to do with his time and energy as he would take a Cisitalia and would enter the Coppa della Toscana in 1950—one of his earliest races.
The results would not come right away. But, in 1954, Scarlatti would come through to finish 2nd in class in the Giro di Sicilia in early April of that year. It would be his first major result and it would be just the beginning of a career that would really begin to heat up come 1955 and 1956.
Class victories in races like the Mille Miglia and the Targa Florio would earn him a place within the factory Maserati team in Formula One. Scarlatti would actually make his first appearance in Formula One in 1956 as a privateer entry driving an old Ferrari 500. Unfortunately, he would not qualify in his first race, which was intended to be the Monaco Grand Prix.
However, Scarlatti would earn a ride with Scuderia Centro Sud at the German Grand Prix later that year. And, while he would make it into that race, his Ferrari 500 would again let him down and he would be forced to retire.
Nevertheless, his talents and success in sportscars would be more than enough to earn him a place with Officine Alfieri Maserati for 1957. Following an early retirement in the Monaco Grand Prix, his first effort with the team, he would go on a streak finishing each of his three remaining races. At the German Grand Prix he would come away 10th. He would quickly improve with a 6th place result at Pescara. Then, at the Italian Grand Prix at the end of the year, he and Harry Schell would combine to earn a 5th place result—his first World Championship points.
Unfortunately for Scarlatti, he, like many others, would be left with helmet in hand after Maserati’s decision to withdraw from motorsport. Mercedes-Benz had done this a couple of years earlier but there were factory efforts, like Maserati, ready to offer drivers rides. However, the options after Maserati bowed out were fewer in number and increasingly British.
Scarlatti was a known quantity in sportscars. Unfortunately, what was known about him was that he was a solid driver lacking outright speed. This wasn’t such a liability in endurance sportscar racing where a steady and reliable pace was as important as going as fast as possible. But, in Formula One, lacking speed was a death knell.
Therefore, it was not at all surprising that Scarlatti would be left on his own heading into the 1958 season. He was certainly a fantastic driver. His results in races like the Mille Miglia, Targa Florio and the Giro di Sicilia were undisputable. But his best result of 5th place in a shared drive with Harry Schell, while his Maserati teammate Fangio was going on to win the World Championship, was also undeniable.
Thankfully for Scarlatti, even though Maserati pulled out of Formula One as a factory effort, they still supplied cars and parts to customers throughout the 1958 season. This meant Scarlatti could get his hands on a Maserati 250F easily enough.
In early 1958, there were a couple of Maserati 250Fs available for Giorgio to purchase. There was one in particular that seemed ideal for Scarlatti if he was to make a go of Formula One by himself again. Back in 1956, he had used a much older Ferrari 500 to make his first forays into Formula One. The car was too outdated to give him much of a shot. He wasn’t about to go down that road again, and, thankfully, he would not have to.
There was a 250F that would catch Scarlatti’s eye. Not only was it a newer 250F, it was also a rather successful one. In fact, one could say it was a legendary car that should not have been able to race again. The reason for this is simple. It was chassis 2529. It was the same chassis in which Fangio had earned victory in the Argentine and French Grand Prix. However, it was also the same chassis that delivered the historic and legendary German Grand Prix for Fangio. This is the same car that reset the lap record around the Nurburgring lap after lap in an effort to haul in the two leading Ferraris. It would be the same chassis that not only delivered the win, but the fifth, and final, World Championship to Fangio. This was a museum piece. And it would now be in Scarlatti’s hands.
It is highly doubtful Giorgio had an illusions concerning the car; thinking that just because he drove a car Fangio had driven and had achieved so much success that he would do the same. However, what certainly had to be on the fore of his mind was the simple fact it was a newer Maserati 250F, a proven one on top of that. This is just what he needed it order to go it alone. He needed a fast and proven car to help his chances.
Armed with his legendary Maserati, Scarlatti would look toward the start of his 1958 Formula One campaign. He had already started his sportscar season, which would include a 10th place result in the infamous Gran Premio de Cuba. But while his sportscar season had already gotten underway, it wouldn’t be until the middle of April that his single-seater campaign would begin.
That first race of the season would come on the 13th of April and would come near his native Rome. Though Scarlatti would be in South America at the start of the 1958 season, his Formula One season would begin just across the small stretch of the Mediterranean from Italy. The race was the 8th Gran Premio di Siracusa.
The Syracuse Grand Prix would take place just outside the ancient city amongst the rolling countryside. The circuit would be comprised of public roads and streets. It would be a fast circuit with average speeds at the time reaching upwards of 100mph per lap.
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Sir John Arthur "Jack" Brabham AO, OBE (born 2 April, 1926 in Hurstville, Sydney, New South Wales, Australia – died 19 May, 2014 in Gold Coast, Queensland, Australia) was an Australian former racing driver and Formula One driver, who won three world championships, in 1959, 1960 and 1966. Brabham...
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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/Jack_Brabham
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Sir John Arthur "Jack" Brabham AO, OBE (born 2 April, 1926 in Hurstville, Sydney, New South Wales, Australia – died 19 May, 2014 in Gold Coast, Queensland, Australia) was an Australian former racing driver and Formula One driver, who won three world championships, in 1959, 1960 and 1966. Brabham was the second triple champion after Juan Manuel Fangio, who won five titles.
Brabham also started his own constructor, Motor Racing Developments, Ltd. with Ron Tauranac, which was much better known as Brabham. The team competed from 1962 to 1992. Jack's third championship (1966) was won with his own car, and he is the only driver to ever win the championship in a car of his own make or his own name. He was also the first driver to win a race in a car bearing his own name, a feat also achieved by Bruce McLaren.
After his Formula One career ended in 1970, Brabham founded Engine Developments Ltd. in 1971, which are known as Judd engines after its other co-founder, John Judd.
Brabham had three sons, Geoff, Gary and David. Geoff did not manage to reach Formula One, but Gary and David did so. Gary drove for Life in 1990, while David drove for Brabham in 1990 and Simtek in 1994.
Brabham died in May 2014, aged 88, after a long battle with liver disease. Fellow Australian Daniel Ricciardo dedicated his Canadian Grand Prix win to Brabham.
Starting in 2015, the Australian Grand Prix winners' trophy will be renamed The Sir Jack Brabham Trophy in his memory.
Formula One Career[]
1955[]
1956[]
1957[]
1958[]
1959[]
1960[]
1961[]
1962[]
1963[]
1964[]
1965[]
1966[]
1967[]
1968[]
1969[]
1970[]
Formula One Statistical Overview[]
Formula One Record[]
Year Entrant Team WDC Pts. WDC Pos. Report 1955 Cooper Car Company Cooper-Bristol 0 NC Report 1956 Jack Brabham Maserati 0 NC Report 1957 Cooper Car Company Cooper-Climax 0 NC Report R.R.C. Walker Racing Team 1958 Cooper Car Company Cooper-Climax 3 18th Report 1959 Cooper Car Company Cooper-Climax 31 (34) 1st Report 1960 Cooper Car Company Cooper-Climax 43 1st Report 1961 Cooper Car Company Cooper-Climax 4 11th Report 1962 Brabham Racing Organisation Lotus-Climax 9 9th Report Brabham-Climax 1963 Brabham Racing Organisation Lotus-Climax 14 7th Report Brabham-Climax 1964 Brabham Racing Organisation Brabham-Climax 11 8th Report 1965 Brabham Racing Organisation Brabham-Climax 9 10th Report 1966 Brabham Racing Organisation Brabham-Repco 42 (45) 1st Report 1967 Brabham Racing Organisation Brabham-Repco 46 (48) 2nd Report 1968 Brabham Racing Organisation Brabham-Repco 2 23rd Report 1969 Motor Racing Developments Ltd. Brabham-Ford Cosworth 14 10th Report 1970 Motor Racing Developments Ltd. Brabham-Ford Cosworth 25 5th Report
Career Statistics[]
Entries 129 Starts 127 Pole Positions 13 Front Row Starts 38 Race Wins 14 Podiums 31 Fastest Laps 12 Points 261 Laps Raced 6108 Distance Raced 32,255 km (20,042 mi) Races Led 28 Laps Led 825 Distance Led 4,540 km (2,820 mi) Doubles 6 Hat-Tricks 3 Grand Chelems 2
Race Wins[]
Win Number Grand Prix 1 1959 Monaco Grand Prix 2 1959 British Grand Prix 3 1960 Dutch Grand Prix 4 1960 Belgian Grand Prix 5 1960 French Grand Prix 6 1960 British Grand Prix 7 1960 Portuguese Grand Prix 8 1966 French Grand Prix 9 1966 British Grand Prix 10 1966 Dutch Grand Prix 11 1966 German Grand Prix 12 1967 French Grand Prix 13 1967 Canadian Grand Prix 14 1970 South African Grand Prix
Career Results[]
Complete Formula One Results Year 1 2 3 4 5 6 7 8 9 10 11 12 13 Pts Pos 1955 0 NC C Ret C C C 1956 0 NC Ret 1957 0 NC 6th 7th[1] Ret Ret[2] 7th 1958 3 18th 4th 8th Ret 6th 6th Ret[2] 7th Ret 11th[2] 1959 31 (34) 1st 1st 2nd 3rd 1st Ret Ret 3rd 4th 1960 43 1st Ret DSQ 1st 1st 1st 1st 1st 4th 1961 4 11th Ret 6th Ret Ret 4th Ret Ret Ret 1962 9 9th Ret 8th 6th Ret 5th Ret 4th 4th 1963 14 7th 9th Ret Ret 4th Ret 7th 5th 4th 2nd 13th 1964 11 8th Ret Ret 3rd 3rd 4th 12th 9th 14th Ret 15th 1965 9 10th 8th Ret 4th DNS 5th 3rd Ret 1966 42 (45) 1st Ret 4th 1st 1st 1st 1st Ret Ret 2nd 1967 46 (48) 2nd 6th Ret 2nd Ret 1st 4th 2nd 1st 2nd 5th 2nd 1968 2 23rd Ret DNS Ret Ret Ret Ret Ret 5th Ret Ret Ret 10th 1969 14 10th Ret Ret Ret 6th INJ INJ INJ Ret 2nd 4th 3rd 1970 25 5th 1st Ret 2nd Ret 11th 3rd 2nd Ret 13th Ret Ret 10th 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[]
[]
Official website (US)
Official website (AUS)
Wikipedia article
Manipe F1 Article
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: Michael Schumacher
1996: Damon Hill
1997: Jacques Villeneuve
1998: Mika Häkkinen
1999: Mika Häkkinen
2000: Michael Schumacher
2001: Michael Schumacher
2002: Michael Schumacher
2003: Michael Schumacher
2004: Michael Schumacher
2005: Fernando Alonso
2006: Fernando Alonso
2007: Kimi Räikkönen
2008: Lewis Hamilton
2009: Jenson Button 2010: Sebastian Vettel
2011: Sebastian Vettel
2012: Sebastian Vettel
2013: Sebastian Vettel
2014: Lewis Hamilton
2015: Lewis Hamilton
2016: Nico Rosberg
2017: Lewis Hamilton
2018: Lewis Hamilton
2019: Lewis Hamilton
2020: Lewis Hamilton
2021: Max Verstappen
2022: Max Verstappen
2023: Max Verstappen
V T E List of World Drivers' Championship runners-up 1950: Juan Manuel Fangio
1951: Alberto Ascari
1952: Giuseppe Farina
1953: Juan Manuel Fangio
1954: José Froilán González
1955: Stirling Moss
1956: Stirling Moss
1957: Stirling Moss
1958: Stirling Moss
1959: Tony Brooks
1960: Bruce McLaren
1961: Wolfgang von Trips
1962: Jim Clark
1963: Graham Hill
1964: Graham Hill
1965: Graham Hill
1966: John Surtees
1967: Jack Brabham
1968: Jackie Stewart
1969: Jacky Ickx 1970: Jacky Ickx
1971: Ronnie Peterson
1972: Jackie Stewart
1973: Emerson Fittipaldi
1974: Clay Regazzoni
1975: Emerson Fittipaldi
1976: Niki Lauda
1977: Jody Scheckter
1978: Ronnie Peterson
1979: Gilles Villeneuve
1980: Nelson Piquet
1981: Carlos Reutemann
1982: Didier Pironi
1983: Alain Prost
1984: Alain Prost
1985: Michele Alboreto
1986: Nigel Mansell
1987: Nigel Mansell
1988: Alain Prost
1989: Ayrton Senna 1990: Alain Prost
1991: Nigel Mansell
1992: Riccardo Patrese
1993: Ayrton Senna
1994: Damon Hill
1995: Damon Hill
1996: Jacques Villeneuve
1997: Heinz-Harald Frentzen*
1998: Michael Schumacher
1999: Eddie Irvine
2000: Mika Häkkinen
2001: David Coulthard
2002: Rubens Barrichello
2003: Kimi Räikkönen
2004: Rubens Barrichello
2005: Kimi Räikkönen
2006: Michael Schumacher
2007: Lewis Hamilton
2008: Felipe Massa
2009: Sebastian Vettel 2010: Fernando Alonso
2011: Jenson Button
2012: Fernando Alonso
2013: Fernando Alonso
2014: Nico Rosberg
2015: Nico Rosberg
2016: Lewis Hamilton
2017: Sebastian Vettel
2018: Sebastian Vettel
2019: Valtteri Bottas
2020: Valtteri Bottas
2021: Lewis Hamilton
2022: Charles Leclerc
2023: Sergio Pérez * Michael Schumacher was disqualified from the 1997 championship.
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https://rmsothebys.com/all-stories-videos/michael-schumacher-s-2002-australian-grand-prix-winning-f2001b/
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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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] | null |
[] |
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
|
0
| 40
|
https://www.gq.com/story/the-true-story-of-the-ferrari-crash-that-changed-racing-forever
|
en
|
The True Story of the ‘Ferrari’ Crash That Changed Racing Forever
|
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[
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] | null |
[
"Kent M. Wilhelm",
"Finlay Renwick",
"Eileen Cartter",
"Samuel Hine",
"Jesse Hassenger",
"Jack King",
"Daisy Jones",
"Condé Nast"
] |
2023-12-27T08:00:00-05:00
|
Michael Mann's 'Ferrari' recreates a bygone—and often deadly—age of motorsports, including a catastrophic accident that shook auto racing to its core.
|
en
|
https://www.gq.com/verso/static/gq/assets/favicon.ico
|
GQ
|
https://www.gq.com/story/the-true-story-of-the-ferrari-crash-that-changed-racing-forever
|
This article contains spoilers for true events dramatized in Michael Mann's Ferrari.
After winning the 1957 Mille Miglia for Ferrari, Piero Taruffi made two bold statements: He retired from racing, and wrote an article titled “Stop Us Before We Kill Again.” Published in The Saturday Evening Post, the piece was the veteran driver’s plea for open-road races like the Mille Miglia to “be put to death.” The incident that inspired this clarion call provides the gut-wrenching climax of director Michael Mann’s Ferrari.
Enzo Ferrari, often referred to as Commendatore, is said to be the most significant automotive industry figure of the 20th century, and the importance of his Maranello-based firm to the Italian people cannot be understated. Fans of its racing team are referred to as ‘tifosi’, which simply means ‘fan.’ It’s as if there is no question that if one is Italian and a motorsport fan, then one intrinsically supports the world-famous scarlet beasts emblazoned with the prancing-horse insignia, not Maserati or Alfa Romeo.
The firm’s influence reaches far beyond Italy’s borders. “Ask a child to draw a car,” Ferrari once mused, “and certainly he will draw it red.” Formula 1, the world’s most prestigious racing promotion, pays the Italian constructor a Heritage Bonus each year just for participating.
Mann’s much-anticipated return to the big screen shows us Enzo Ferrari, played by Adam Driver, at a time of existential crisis for himself and his company. In the film, Ferrari scoffs at his competitors like Jaguar who races to sell cars, while he only sells cars to race. As financial woes threaten the Commendatore’s firm, death’s incursions into his life become more frequent.
The dangers of motorsport made him no stranger to the fragile nature of mortality, but the passing of his son drained much of the man’s empathy. In Enzo Ferrari: The Man and the Machine, the biography on which the film’s screenplay is based, automotive journalist Brock Yates identifies this as the catalyst of Ferrari’s more cynical and stoic attitude towards death. “Enzo build a wall or Enzo go do something else,” explains Ferrari in the film.
When Ferrari learns that racing driver Eugenio Castellotti has died during a testing session, he immediately asks about the condition of his car. As his ceaseless quest for performance and domination pushed the speedometer’s limit, the deaths of drivers in his stable, or Scuderia, also became more rapid.
Taruffi, nicknamed the Silver Fox and appropriately played by Patrick Dempsey, estimated 60 percent of drivers he raced with were killed in accidents. It was a time when not wearing your seatbelt was safer than buckling-up. Drivers had a better chance of surviving if they were thrown from the cockpit. They preferred the injuries suffered as their bodies bounced and skidded on the tarmac to finding themselves trapped in, or under, a petrol-filled casket on wheels.
The push was for faster cars, and less so for the safety of the drivers or spectators. The barrier separating audiences from the road, when there was one, resembled the waist-high wall on the first-base line of a baseball field. The devastating consequences of the sport’s unbridled pursuit of speed reached a breaking point at the 1955 Le Mans race. Mike Hawthorne, who would later drive for Ferrari, unexpectedly turned for a pit stop forcing another car to swerve into the path of Frenchman Pierre Levegh's speeding Mercedes-Benz. The Benz sailed into the air, exploded as it hurdled the low barrier where it barreled into the grandstand, and pelted the dense crowd with its disintegrating chassis. When it was all over, Levegh lay dead along with 82 spectators, with 120 left injured.
It remains the most catastrophic crash in motorsport history and greatly contributed to the mounting concerns over the safety of participants and bystanders. Mercedes-Benz withdrew from competing in all motorsport until 1989. Switzerland’s ban on motor racing after the incident was finally lifted this year.
Le Mans, which is still run and held in high regard today, is a closed-circuit race, meaning it’s run on a track or on closed public roads. Drivers compete by racing laps of the circuit, which tend to be less than 10 miles long. Maintenance of the road is manageable as well as the ability to provide some protection to its spectators.
Open-road races are too sprawling to offer the same. They take place from city-to-city on public roads. Spectators gather on the unprotected roadsides as they do for the Tour de France. The lauded and treacherous Carrera Panamericana was an open road race, during which 27 competitors died in its five year existence; it was cancelled following the Le Mans disaster.
The Mille Miglia consisted of 1000 miles and 4000 curves around the heart of Italy. The race captured the imagination of the Italian public as they poured out in the millions, eager to catch the colorful blurs whiz by as their prosaic thoroughfares became battlegrounds for the world’s fastest cars. But over the years, as the horsepower of the engines involved intensified, the extremely narrow, winding, and poorly-surfaced roads became less suitable.
The race already had a lethal history; a 1938 crash took 10 lives. Knives were out, and another incident could mean that the checkered flag might fall in Brescia for the final time. Taruffi promised his wife the ‘57 Mille Miglia would be his last race.
Mann offers a thoughtful illustration of the drivers before the race, each of them penning their potential goodbyes to loved ones. The scene mirrors those of soldiers writing home before battle, equating the uncertain fate both share. One driver in the Scuderia, Fon de Portago, would not race the Mille Miglia had it not been demanded by the Commendatore himself. “My early death may come next Sunday,” he ominously wrote to the model Dorian Leigh.
Portago, played by rising-star Gabriel Leone, is a strong candidate for most interesting man in history. His full name was Alfonso Cabeza de Vaca y Leighton, Marquis de Portago, a fitting handle for a maximalist bon vivant. He was the prototype for the man we picture in our heads when we imagine an international playboy racecar driver —the one with a rakish smile who craves adventure and gorgeous women. He raced cars, horses, and bobsleds, competing for Spain in the Winter Olympics. Mann includes a subtle nod to his aristocratic lineage when Ferrari refers to a customer as “Your Highness” and Portago replies, “Which Highness?”
The car Portago drove in the ’57 Mille Miglia was capable of reaching 180 miles per hour, the same speed Ferrari’s Formula 1 cars hit today. Portago was greeted at the Rome checkpoint by the actress (and technically the first Bond girl) Linda Christian, with whom he shared a passionate smooch. The foreboding moment was captured in an infamous photograph titled The Kiss of Death. We see this final embrace in Mann’s film before Portago’s woeful demise provides the film’s climax.
At the final checkpoint, Portago waves off a set of new tires because he is losing to a slower car. As he darts toward the finish line, he passes through the town of Guidizzolo, where the residents line the roads. Just 30 miles from the checkered flag, Portago’s 4.1-liter Tipo 335 loses control and becomes a two-ton scarlet pinwheel with a V-12 engine. It ricochets out of a roadside bank before slamming into a pole, ripping through a crowd of spectators, and finally ending its gruesome havoc in a drainage ditch.
The sequence in the film is brief but breathtaking, as it would be if it happened right in front of you. It elicits the visceral response to such a horror with artful carnage. Mann’s non-fetishistic attention to detail avoids any lurid thrills a more superficial portrayal might exploit.
When the dust settled, the bodies of Portago and his navigator lay scattered on the ground along with ten spectators including five children. Many newspapers joined the Vatican in demanding the end of the Mille Miglia, while some motorsport reporters lamented the calls to discontinue the decades-long tradition as emotional and hasty. “It was Le Mans all over again,” wrote Taruffi in his excoriating article. “I tried to look as a victor should look, but in my heart there was only despair, for I realized that the Mille Miglia had become too dangerous and that I must be one of its pallbearers."
1957 was the 24th and final edition of the Mille Miglia. It exists now only as an exhibition of historic cars.
While constructors continue their attempts to outwit physics and manipulate aerodynamics, a half-century of safety protocols and innovation have caught up to the developments in speed. Death is no longer a near-inevitability, for drivers or spectators.
The growing popularity of Formula 1 in the United States means there are now three grand prix races that take place on American circuits (by contrast, France and Germany have none). Fans can enjoy Charles Leclerc and Carlos Sainz dance their Ferraris around circuits in Austin, Miami, and the Las Vegas strip, with relative comfort regarding their safety.
The death of Jules Bianchi in 2014 is a poingant reminder that while fatalities are fewer and further between, they still occur. But even through horrific incidents like Zhou Guayou’s turn one crash at Silverstone in 2022 and Romain Grosjean's fireball in 2020, drivers can walk away with minor injuries.
Scuderia Ferrari continues to be the most popular team in motorsport today. Its car won this year’s Le Mans and despite its current struggles in Formula 1, the Tifosi usually outnumber all other teams' supporters.
And just for fun, close your eyes and picture a race car.
What color is it?
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All time Formula One records
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The most remarkable records ever in Formula One, ranging from the oldest GP driver and the youngest ever pole position holder to the team that had most consecutive pole positions.
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The oldest winner Luigi Fagioli was 53 years and 22 days old when he won the Grand Prix of France in 1951. He drove with an Alfo Romeo that he shared with Juan Manual Fangio. The youngest winner 1. Max Verstappen was 18 years and 228 days old when he won the Spanish Grand Prix of 2016 in a Red Bull RB12
2. Sebastian Vettel was 21 years and 73 days when he won the Italian GP 2008 in an Toro Rosso STR03
3. Fernando Alonso, 22 years and 26 days when he won the Hungarian Grand Prix in 2003 with a comfortable 16.7 second advantage over runner-up Räikkönen. Alonso was hereby also the first Spaniard to win a Grand Prix.
4. Troy Ruttman, 22 years and 80 days, winning the American GP 1952. The youngest driver on pole position 1. Sebastian Vettel was 21 years and 72 days when putting his Toro Rosso on pole for the Italian GP 2008.
2. Fernando Alonso at the age of 21 years, 7 months, 23 days. He put his Renault F1 on pole for the first time in his career at the Malaysian GP of 2003. The oldest driver Louis Chiron was 55 years, nine months and 19 days when he became sixth in Monaco '55. Three years later, when he was already 59 years, he was not able to qualify for that same GP. The youngest driver to start a race 1. Max Verstappen was 17 years, 166 days old when he debuted at the 2015 Australian GP. He retired with engine failure on his Toro Rosso STR9.
2. Jaime Alguersuari was 19 years, 4 months and 5 days at his debut in the 2009 Hungarian GP. He finished 15th after starting from 20th position due to a technical problem during qualifying on his Scuderia Toro Rosso STR4.
3. Mike Tackwel was 19 years, 5 months and 29 days when he started in the 1980 Canadian GP. He crashed in the race and was not able to start in the restart. He was never seen since in Formula One.
4. Ricardo Rodriguez was 19 years, 6 months and 27 days when debuting at the 1961 Italian GP.
5. Fernando Alonso was 19 years, 7 months and 3 days at his debut for Minardi in the 2001 Australian GP. First female driver Maria Theresa Filippis debuted in the GP of Belgium in '58 as the first woman driving in the Formula One championship. 4 Taylors Dennis, Henry, Mike and Trevor Taylor came out at the same time for the Grand Prix of Engeland in 1959, and were not related to each other. The only WC with his own car Jack Brabham won in 1966 the title as the only driver with a car that had the same name as the driver himself. Biggest gap between winner and second Jackie Stewart won the Spanish Grand Prix in 1969 with a lead of two laps over Bruce McLaren, in second. Most lead positions Jackie Stewart led every race at some point during the 1969 season and went on to win six of the eleven races. Closest win At the Italian Grand Prix in 1971, there was only a difference of 0.01 seconds between winner Peter Gethin (BRM) and runner-up Ronnie Peterson (March-Ford). Fastest Grand Prix Peter Gethin won the Italian Grand Prix in 1971 with an average speed of 242.616 km/h. Fastest lap ever in F1 (latest records set, not top of fastest laps) 1. Colombian Juan Pablo Montoya lapped Monza in 2004 with his Williams FW27 at an average speed of 262.242 km/h in pre-qualifying.
2. Juan Pablo Montoya got pole with his Williams FW25 at Monza September 15, 2002, with an average speed of 259.844682 km/h. The very first with startnumber 0 Jody Schekter drove the Grand Prix of America and France in 1973 with the number 0 on his McLaren. Only woman to score points Lella Lombardi finished 6th in the Spanish Grand Prix 1975 and took half a championship point. The points were halved because the race was stopped after 29 laps. Youngest driver to score a championship point Max Verstappen was 17 years, 180 days when he finished 7th in the 2015 Malaysian Grand Prix. Youngest driver to set fastest lap Nico Rosberg at the age of 20 years, 258 days during the 2006 Bahrain Grand Prix in a Williams. First turbo win The Grand Prix of France in 1979 was won by Jean-Pierre Jabouille in his Renault RS10. Win from worst position John Watson drove from the 22nd position to the first in 1983 at the United States Grand Prix West, Long Beach. Oldest world champion Juan Manuel Fangio became world champion for the fifth time in 1957 at the age of 47. Youngest world champion 1. Sebastian Vettel, 23 years, 133 days with Red Bull Racing at Abu Dhabi GP of 2010
2. Lewis Hamilton, 23 years 301 days with McLaren at the Brazilian GP of 2008
3. Fernando Alonso, 24 years 58 days with Renault F1 at the Brazilian GP 2005
4. Fernando Alonso as he won his second drivers' championship at the Brazilian GP of 2006
5. Emmerson Fittipaldi was 25 years 273 days when he became WC in 1972. Most race wins in a driver's career Michael Schumacher had a total of 91 race wins in his Formula One career. Most points during one season Lewis Hamilton scored 384 points during the 2014 season Most fastest laps during one season 1. Michael Schumacher set 10 fastest laps during 2004 with his Ferrari F248 (out of 18 races)
2. Kimi Räikkönen set 10 fastest laps in 2008 in a Ferrari F2008 (out of 18 races)
3. Kimi Räikkönen posted 10 times the fastest lap in 2005 in a McLaren MP4-20 (out of 19 races) Most pole positions in one season 1. Sebastian Vettel was 15 times on pole in 2011 (out of 19 races)
2. Nigel Mansell with 14 pole positions in 1992 (out of 16 races) Most consecutive pole positions from a driver in a single season Alain Prost got 7 poles after each other during 1993 (South African GP - Canadian GP)
Lewis Hamilton got 7 poles after each other during 2015 (Monaco GP - Italian GP) Most pole positions from one driver 1. Michael Schumacher gathered 68 pole positions in 249 GP start between 1991 and 2006. A success rate of 27.3% 2. Ayrton Senna drove together 65 poles during 161 GP starts between 1984 and 1994, therefore being on pole in 40.37% of his races. Most season wins Michael Schumacher won 13 out of 18 GPs in 2004 which is little more than 72% of the races.
Alberto Ascari on the other hand won 6 out of 7 Grand Prix' in 1952 and as such holds the records by winning 86% of the races. Most consecutive race wins Alberto Ascari won the last 6 races of 1952 and the first 3 of 1953. He became champion in both years. The only driver than won his first GP Giancarlo Baghetti (Ferrari 156), French GP 1961 Most World Driver Championship wins by one driver Michael Schumacher won the F1 drivers championship 7 times: 1994-1995, 2000-2004. Most consecutive drivers' championships 1. Michael Schumacher won the championship 5 times in a row starting in 2000 and finishing in 2004. All of these were won in a Ferrari.
2. Sebastian Vettel became World Champion 4 times in a row between 2010 and 2013, all with Red Bull Racing. Most consecutive race finishes for a rookie
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https://www.f1oversteer.com/formula-1-calendar/british-grand-prix/
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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.
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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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https://www.motorsportmagazine.com/archive/article/june-1957/13/xv-grand-prix-de-monaco/
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1957 Monaco Grand Prix race report: Fangio cruises through the carnage to make it two in a row
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[
""
] | null |
[
"Denis Jenkinson",
"Author Denis Jenkinson"
] |
2014-07-07T17:42:36+00:00
|
Juan Manuel Fangio keeps a level head to finish first as Moss, Hawthorn and Collins crash out; Tony Brooks takes second for Vanwall
|
en
|
Motor Sport Magazine
|
https://www.motorsportmagazine.com/archive/article/june-1957/13/xv-grand-prix-de-monaco/
|
Due to the short twisty nature of the circuit the number of starters for the Monaco Grand Prix was limited to 16, but in order to make sure of getting a full starting grid 20 cars were accepted for practice and the fastest 16 were to be allowed to start. Naturally enough, with it being the first big European Grand Prix of the season, everyone wanted to join in the fun, so that when the final lists were drawn up there were sixteen works runners and four private owners. This indicated that there would be some fireworks during practice, for apart from the private owners all having to beat each other they had to beat some of the works cars as well, and it would only need one quick private owner to upset the tranquility of the works drivers.
Qualifying
The first practice session was at 5:45am on Thursday morning and as some encouragement to get drivers and teams out at this unearthly hour there was a prize of £100 for the fastest time recorded on this first outing. There were two noticeable happenings that morning; first the Ferrari team did not arrive, the cars not being ready in time, and secondly the whole circuit seemed to be flooded with green cars. This was a fine sight, and whereas a Grand Prix field used to have a preponderance of red it now had a marked preponderance of green.
There were the two Vanwalls of Moss and Brooks, with the spare car standing by; the two Connaughts of Lewis-Evans and Bueb, with their spare car; Salvadori and Flockhart with the BRMs; and the two Coopers, but they were lacking drivers, neither Brabham nor Leston having arrived.
Maserati had their three new six-cylinder cars out, these being shared by Fangio, Menditeguy, Schell, Scarlatti and Herrmann, and as there were no private owners ready on this first day the three cars from Modena were feeling very overwhelmed. Collins was ready to drive but had to sit and watch as no Ferrari cars were out.
The bogey time for the circuit was 1min 44.4sec, set up by Fangio in the 1956 race, though he made 1min 44.2sec in practice that year, after the circuit had undergone some modifications at the chicane. As a comparative figure 1min 44.2sec was the aim, but the main object of everyone was to be in the first sixteen.
Along the promenade a new cement surface had been laid and the opening of practice saw the cars raising enormous clouds of dust, and though the weather was good the surface all round the course was a bit slippery. It was Fangio who was first to get below 1min 50sec and for the first part of the period laps in 1min 55sec were being considered pretty good.
The Vanwalls were running nicely and Moss was settling down when he overdid things at the chicane and clouted the edge, bending a wheel and the front suspension. He stopped at the pits and the spare car was brought out, being re-numbered to that of the bent car, and Moss went off again.
In the Maserati camp there was a race going on between Scarlatti and Herrmann, taking turns at using the third car, for the fastest of the two was to be chosen for the fourth Maserati entry. Menditeguy was going round learning the course and the two BRMs were not being very impressive, having trouble with handling and brakes.
Collins got tired of sitting watching and as John Cooper was getting tired of having two cars and no drivers, the Ferrari driver offered to give them a gallop round. He was soon lapping at under 2min in the 1,500cc car, and then Salvadori thought this a good idea so he too went and saw John Cooper and tried the 2-litre car.
Flockhart was still working hard for the Bourne team, but Salvadori was beginning to despair. The brake trouble caused Flockhart to spin at the corner before the pits, on the harbour front; by sheer luck he did not make contact with the walls and bravely carried on trying to approach times of 1 min 50 sec.
After the two Maserati rabbits had had a go Schell took over the third six-cylinder car, as it was rightfully his for the race, and then about 7.30am things began to stir up, for the £100 prize was still at stake. Fangio had been quietly getting faster and faster and had settled for 1min 45.9sec, while most people were still around the 1/50 mark, but then Moss went out and soon got down to 1min 46sec, and then tried hard and put in 1min 45.8sec, 1min 45.3sec and 1min45.1sec in quick succession.
“Vanwall had really gone motoring in a big way”
Fangio got straight back in his car, did a quiet lap to have a look at the road conditions and then did 1min 44.5sec, returning to the pits to see what Moss was going to do about that. Meanwhile Flockhart was still flogging round trying to make some sort of show for the BRMs which were not only handling poorly but were not even going fast.
Collins was still playing with the Coopers. He got down to 1min 55sec with the 2-litre-engined car, finding it good fun and surprisingly free from vice. Just before practice ended Moss went out again and when it was too late for Fangio to try again he did a lap in 1min 44.4sec, which gave him f.t.d. and the bag of gold. However, more important was the fact that the Vanwall had really gone motoring in a big way and given no trouble all.
During Thursday night there were some violent thunderstorms, and when practice started again at 5.45 am on Friday the roads were still quite wet. For this session the Ferrari team arrived in full force with Collins, Hawthorn, von Trips and Trintignant, and they brought with them three cars; two had the new narrow bodywork introduced at Syracuse and one the old full-width body.
Of the new cars one had Super Squalo Ferrari front suspension and brakes and the other Lancia wishbones and coil-springs, while they both had reversed-cone megaphones. In addition to the three lightweight cars Maserati brought along one of last year’s six-cylinder models and the 12-cylinder-engined 1956 car, while the four private Maseratis of Gould, Simon, Piotti and the Centro-Sud were present. Vanwall brought along only two of his cars, while Connaught used their spare car most of the time, keeping the other two cars at the pits as much as possible.
With the roads still damp the general pace was very slow to begin with, but as the atmosphere dried out the tempo got faster and faster. The Ferrari team were at a disadvantage, having missed the first practice they had to start where the others left off, but Collins and Hawthorn bided their time until the roads dried.
The V12 Maserati was proving to be a beastly thing, being quite incapable of running at low revs, so that it died right away on the Gasworks hairpin and popped and banged until the revs rose again. There was some assistance from the new five-speed gearbox but when things began to happen they all happened at once, which made its progress decidedly interesting. Fangio tried it out, and then Schell, but though it was fast uphill and along the harbour front it lost too much time on the hairpins. Fangio went out in a six-cylinder car, these new ones seemingly ideally suited to the circuit, and as the roads dried he got down to 1min 46sec.
After the previous morning’s performance the Vanwall team were sitting tight and watching, for Brooks had backed up Moss most ably with a time of 1min 46sec, which had given him third fastest time. The two Cooper drivers had arrived and were circulating steadily, with Leston in the 2-litre, and then Fangio began to set the pace, making 1min 45.6sec, while Menditeguy was now fighting with the 12-cylinder Maserati.
About 7:15am the Ferrari team went out, with von Trips and Trintignant sharing the spare car. It was obvious they meant business, for both Trintignant and Collins approached 1min 46sec in a very short space of running. Hawthorn was a bit slower on the Ferrari-suspended car for the Super Squalo steering-box ratio was much too low for the hairpins and he was losing time working away at the steering wheel; von Trips was feeling his way round on the circuit, which was entirely new to him.
Of the four private owners Gould and Gregory both did some quick laps which got them in amongst the works cars, ahead of both Connaughts and both BRMs, and then they sat back and kept an eye on everyone’s times. Simon was not going fast enough and Piotti lent his car to Gerini, but neither had any hope of qualifying.
The Coopers were not too happy, for Leston could make no sort of show at all and then Brabham took over the 2-litre and, after getting down to 1min 52.4 sec, went off the road and smashed the front suspension. Herrmann and Scarlatti were still continuing their feud with whatever Maseratis were available, and Scarlatti was continually coming out on top, showing a reasonable improvement in his driving.
The two Vanwalls continued to rest complacently at their pit until Collins got down to 1 min 44.6 sec, which made everyone sit up and take notice. With a half-hour of practice still to go both Vanwalls went out, Fangio set off in a six-cylinder Maserati and Collins went out in the Lancia/Ferrari practice car. Meanwhile Menditeguy was getting a bit irritable with Lewis-Evans and nearly elbowed him off the road at the Gasworks hairpin.
This final battle among the big-boys saw Fangio do 1min 43.7sec, which really made everyone try hard, and Collins took the lead with 1min 43.3sec while Moss was content with 1min 43.6sec and Brook’s 1min 44.4sec. Fangio, however, was not at all satisfied with the situation and, without showing any signs of thrashing the car, he made an all-time fastest on the 1956-57 circuit with an incredible time of 1min 42.7 sec, at which point all the young drivers decided to call it a day.
“Fangio made an all-time fastest on the circuit with an incredible time of 1min 42.7 sec, at which point all the young drivers decided to call it a day”
The final practice was on Saturday afternoon and everyone produced all they had, so that the pits and circuit seemed full to overflowing. The Scuderia Ferrari produced another pair of narrow-body cars similar to the day before, one with Super Squalo suspension and the other with Lancia/Ferrari, as well as the three cars from Friday, and in addition they brought out the Formula II car. The result was that the four Maranello drivers never had a moment’s rest, jumping out of one car and into another in rapid succession.
Almost as soon as practice started someone spilt a lot of fuel on the Ste Devote corner and there were some wildly exciting moments as cars went up on pavements and slid about all over the place. Hawthorn’s car had had its steering ratio altered and he was going much faster, while Collins was lapping in 1min 55sec with the Formula II car.
Coopers had taken the 2-litre engine from the crashed car and fitted it into the second car and Brabham was still driving, as he was so much faster than Leston. He was now going really well and had no trouble in disposing of Scarlatti in the V12 Maserati, and leading Bueb and Gregory.
This time it was the turn of Maserati to sit tight and watch the way things were going, though Herrmann had a go in the V12 car, but was not at all happy with it. The circuit conditions improved, but the air temperature was too hot to expect any improvement over the previous day’s times.
Eventually Collins did 1min 46sec in his own car and then took out the Formula II car again, and after that tried Hawthorn’s car. He had not done many laps in it before he lost it in the chicane and went off the road into a bollard on the harbour front and completely wrecked the front of the car. He escaped unhurt, though shaken, and returned to the pits to go out again in his own car. Hawthorn was a bit piqued about this and had to take the old spare car, whereupon he began to go really fast, finding that it was a much quicker car than the new one that had been bent.
Fangio had been working away with the V12 Maserati, sliding the hairpin with the clutch out and the engine revving hard and then letting it in with a bang. This process enabled him to negotiate the hairpin quickly, but sometimes the car shot off up the road like a bullet and at other times it practically spun round. By sheer hard work he eventually got the car round in 1min 45.3 sec and this set the ball rolling for another end-of-practice blind.
Hawthorn was really enjoying the hack car and did 1min 45.0sec, then Moss did 1min 44.8sec, to which Hawthorn replied with 1min 44.6sec; Brooks did 1min 44.9sec and then Moss equalled Hawthorn’s time. Fangio gave the 12-cylinder car to Schell and went out on a six-cylinder car, but did not join in the battle for f.t.d. and Collins was left out completely, the day ending with Moss and Hawthorn sharing honours, although neither could approach the time set by Fangio the day before, This was the final opportunity to improve on times and as a result four drivers were going to be non-starters.
Brabham was determined not to be one of them, and so was Flockhart, and these two tried really hard, the Cooper going round in 1min 49.3sec and the BRM in 1min 48.6sec. Salvadori kept going round, but he did not look to be putting any effort into his driving and was obviously not at all pleased with the car, so that he never broke 1min 50sec and in the final count was ruled out along with Simon, Piotti and Leston. The fourth place in the Maserati team was won by Scarlatti and the slowest time to qualify was that of Bueb who seemed to practice continuously without improving on 1/49.4.
Race
On the Sunday heavy rainstorms swept Monaco and the outlook was anything but bright, but as the cars assembled at the pits the sun came out and things returned to normal, with blue skies and dry roads. On the way to the pits Bueb’s Connaught had the bottom of the gearbox ripped out by a concrete step and there was a last-minute rush to swap the car for the reserve one which had been driven almost continuously in practice.
The front row of the grid saw the interesting sight of three completely different Grand Prix cars lined up, in the order Maserati, Lancia/Ferrari and Vanwall, driven, respectively, by Fangio, Collins and Moss. In row 2 were Brooks and Hawthorn, then came Trintignant, Menditeguy and Schell, followed by von Trips and Gregory. In row 5 were Flockhart, Gould and Lewis-Evans, row 6 Scarlatti and Brabham, and in solitary state at the back was Bueb.
There was a slight panic at the start when the Moss Vanwall refused to start on the starter and had to be pushed at the last moment, but all was well and as everyone jumped the starter’s flag the sixteen cars rushed away towards the Gasworks hairpin. For a moment the Vanwall hesitated as the wheels spun and then they gripped and Moss shot off into the lead, cutting smartly across from the left on the road to the right as he took the hairpin and successfully blocking Collins and Fangio who were about to try and push him off the line.
Everything seemed set for Moss to run right away from the rest of the field on the opening lap as he did last year with the Maserati, but though the Vanwall did not hang about, it could not shake the two rivals off. The roaring pack went by at the end of the opening lap in the order Moss, Fangio, Collins, Schell, Brooks, Menditeguy, Hawthorn, von Trips and the rest, and up the hill to the Casino Collins went past Fangio into second place.
Lap two saw the order unchanged, but Collins was closing on Moss, and the next lap saw Schell drop back behind von Trips and Brooks in fourth place. As the cars left the tunnel towards the end of the fourth lap Moss was only a few feet ahead of Collins, while Fangio was some way back, followed by Brooks, Hawthorn, von Trips, Schell, Menditeguy, and the others being led by Gould.
This was clearly not going to be a runaway victory for Moss again, but there was the makings of a furious battle between Vanwall, Lancia/ Ferrari and Maserati. Down to the chicane came the leaders when, with very little warning, Moss went straight on into the barriers. Poles flew in all directions and Collins swerved to avoid the debris only to hit the barricades on the edge of the harbour.
In a flash Moss had jumped out and run, Fangio had gone between the two crashed cars and Brooks arrived, slowing down almost to a standstill. Next on the scene was Hawthorn who caught Brooks rear wheel, which tore the front wheel and brake drum off the Lancia/Ferrari. The wheel bowled away into the harbour and the stricken car slid into the back of Collins car and rode up the tail. The rest of the field got through the gap all right, leaving three shaken British drivers and three wrecked cars.
“With very little warning, Moss went straight on into the barriers”
What had looked like being one of the best Grand Prix races of all time had changed in a flash into a gift for Fangio, for Brooks was too wise to chance having a go at beating the old man, and was content to settle for second place, and none of the other drivers were either close enough to the leading Maserati, or capable of putting up a challenge.
After the dust and debris had settled down one could survey the situation more closely, and it was seen that Fangio was now settled down to a routine of lapping at 1min 50 sec, while Brooks ran smoothly along some 5 sec. behind. Then there was a gap and von Trips led Menditeguy and Schell and after the last Maserati there was a fairly long gap before a harassed Gould appeared with a screaming mob right on his tail.
In this bunch was Gregory, Lewis-Evans, Flockhart, Trintignant, Scarlatti and Brabham, while Bueb was bringing up the rear. It was pretty obvious that Gould was holding everyone back, for the cars were two and three abreast trying to get by on all sides. This went on for a number of laps until Trintignant got furious at being baulked, whereupon there was some short-sharp shoving and pushing which resulted in dented noses and crumpled tails, and the order was Brabham, Gregory, Trintignant, Flockhart, Scarlatti, Bueb, Lewis-Evans and Gould!
As a race the whole thing now developed into a procession, with Fangio, Brooks, von Trips, Menditeguy and Schell way ahead of the rest and this order remained until the end of lap 15 when Menditeguy stopped to change a bent wheel, the result of some kerb bouncing. Trintignant got past the cheeky little Cooper but that was about all, for he could not get rid of Brabham, the Australian having a real go and leading Flockhart in the BRM.
By 20 laps Fangio was still leading Brooks by 5 sec, then came a gap of 24 sec and von Trips who was leading Schell by 37 sec, the American in turn being 59 sec ahead of the Trintignant/Brabham/Flockhart trio. Bueb had stopped at the pits with a split fuel tank and the mechanics were busy blanking off the rear tank and arranging the piping so that he could continue on the side tanks only. Fangio had made a fastest lap in a leisurely 1min 45.6sec and was now touring along but still Brooks was sitting quietly behind the World Champion and losing no ground at all.
Schell arrived slowly at the pits pointing at the offside front wheel and as he stopped the Maserati curtsied onto the floor with a broken king-post. Trintignant’s car was beginning to misfire and he stopped at the pits to investigate, during which time the crumpled nose was straightened out.
The only driver who was really motor racing was Brabham, who was making the little Cooper fairly sing round the circuit; due to retirements it was now running in fourth place, though hotly pursued by Menditeguy who was making up time lost through having to change a wheel.
By 30 laps Fangio was lapping the end of the field and for a while was in some pretty heavy traffic and Brooks followed him through it all very skilfully, being only 6sec behind the leader when they were clear once more. Scarlatti handed over to Schell and Bueb rejoined the race when the leader was on lap 35.
“The cockpit was so cramped for Hawthorn that the huge Englishman could barely turn the steering wheel”
The Ferrari pit then flagged von Trips in and let Hawthorn take over, this car still being in third place, but after only three laps Hawthorn returned and gave the car back to the German driver, for the cockpit was so cramped for the huge Englishman that he could barely turn the steering wheel and could never find the gear-lever, his long legs being firmly wedged against the body sides.
This second pit stop for the Lancia/Ferrari let Menditeguy into third place, for he had at last managed to get past the flying Cooper, but it had taken an embarrassingly long time to catch Brabham.
Fangio was lapping like clockwork, while Brooks now began to lose ground, so that by lap 50, less than half-way, Fangio was going up the straight behind the pits while Brooks was coming down on the harbour side, a difference of some 20 sec.
On lap 51 von Trips was back in third place for Menditeguy spun off at the chicane and joined the collection of wrecked cars and Brabham was once more fourth, followed by Flockhart, Gregory, Lewis-Evans and Schell in Scarlatti’s car; many laps behind came Trintignant and Bueb. Brooks suddenly began to lose 2sec a lap until the distance between Fangio and he was 48sec and there he stayed, while at the same time the BRM sheared its camshaft drive as it went along the back of the pits. Brabham stopped to refuel and dropped behind Gregory and Schell, but was very soon back in the fray going as hard as ever.
He fairly shot past Schell, whose Maserati was losing oil, and then caught and passed Gregory who had no excuse for the situation except that the little Cooper was going splendidly and Brabham was really motor racing. Schell gave up after 65 laps when the Maserati eventually lost all its oil.
Fangio was going on and on, lapping quietly at 1min 50sec, as were Brooks and von Trips, and the distance between the first two cars remained at 48sec. One by one the laps ticked by, neither Fangio nor Brooks ever putting a wheel wrong and the order remained unchanged, with von Trips, Brabham, Gregory and Lewis-Evans all on the same lap, followed by Trintignant in his bent and ailing Lancia/Ferrari in last place, Bueb having given up as he was dropping too far behind for it to be enjoyable.
Towards the end the Vanwall pit speeded up Brooks, but it was rather useless, for Fangio was too far ahead and had plenty in reserve anyway, the Maserati never having been stressed. On the 96th lap von Trips had his engine blow to pieces as he approached the Casino and he skidded off the road and demolished a wall, but escaped unhurt, and this left only six cars in the race, with the persistent Brabham now in a very worthy third place, way ahead of Gregory and Lewis-Evans.
As Fangio reeled off the last few laps Brooks closed to a gap of 35sec and then when it all seemed to be over, the engine of the Cooper cut dead as Brabham went past the Casino. Still game, this tough Australian coasted down to the sea front and then pushed the car the rest of the lap to the finishing line, unfortunately being passed by Gregory, Lewis-Evans and Trintignant as he did so.
Fangio toured in to win a rather dull race, followed by Brooks who had proved that the Vanwall can last a full-length Grand Prix. Gregory, Lewis-Evans and Trintignant arrived and then the crowd gave Brabham a rousing cheer as he pushed the Cooper over the finishing line, a cheer that was not only for his final effort but also for the way the car had gone throughout the race, making many powerful cars look rather silly.
1957 Monaco Grand Prix race results
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https://tentenths.com/forum/showthread.php%3Fgoto%3Dnewpost%26t%3D10391
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TenTenths Motorsport Forum
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TenTenths Motorsport Forum. Thousands of users, OVER 3 million posts on motorsport around the world. NASCAR, Formula 1, CART, IRL, A1 GP, you'll find them all at Ten-Tenths.
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4 Jun 2024 10:27
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https://www.maserati.com/ca/en/news/max-scores-maserati-s-first-single-seater-victory-since-1957
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Max scores Maserati’s first single-seater victory since 1957
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] |
[] |
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[
""
] | null |
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2023-06-04T00:00:00
|
Maserati MSG Racing and Maximilian Günther executed a triumphant second race at the 2023 Jakarta E-Prix to score its first victory in Formula E’s ninth season.
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en
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/content/dam/maserati/international/favicon/favicon_redesign.ico
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https://www.maserati.com/ca/en/news/max-scores-maserati-s-first-single-seater-victory-since-1957
|
The Race In Numbers
Edoardo Mortara
FP3 // P3
Qualifying Two // P4 [1:08.443, Semi-Final Two]
Race Two // P8
Fastest Lap // 1:10.735
Championship Position // P18 [17 points]
Maximilian Günther
FP3 // P1
Qualifying Two // P1[1:07.753, Final]
Race Two // P1
Fastest Lap // 1:09.621
Championship Position // P7 [70 points]
Maserati MSG Racing
Championship Position // P6 [87 points]
In Detail
Maserati MSG Racing and Maximilian Günther executed a triumphant second race at the 2023 Jakarta E-Prix to score its first victory Formula E’s ninth season.
The win, which marked the team’s third top three finish of 2023, signalled the Maserati brand’s first World Championship single-seater victory since Juan Manuel Fangio’s win at the 1957 German Grand Prix.
Max, who started from pole position to finish third in Race One, repeated his exploits on Sunday and continued to lead the way by setting the pace in the final practice session of the weekend.
By topping Group B qualifying, and fronting a Maserati MSG Racing 1-2, Max, alongside team-mate, Edoardo Mortara, advanced to the duel stages and went on to fight for a second pole position.
The duo defeated Pascal Wehrlein and Stoffel Vandoorne in the Quarter-Finals to face one another in the penultimate stage, although Max edged ahead of Edo in the head-to-head.
In the Final, the young German went up against Andretti’s Jake Dennis but outpaced the Briton by more than half a second to secure the second pole of his Formula E career and three bonus points.
Running over a longer distance of 38 laps, in comparison to Saturday’s 36-lap affair, energy management and conservation played a key factor in Race Two and defined the first half of the E-Prix.
By securing a strong getaway, Max maintained his lead on the opening lap while, after starting fourth on the grid, Edo lost ground in the first corner to emerge in sixth.
Max led over the opening four laps and rejoined the race in third upon activating Attack Mode, but as the opening strategy phase unfolded, held a net-second place to utilise the advantage of the slipstream.
Dennis, who held the lead from lap six, activated his final Attack Mode on lap 15 which allowed Max to retake first and provided the crucial opportunity to spend saved energy to build a gap.
By establishing an advantage, Max activated his final Attack Mode one lap later, without sacrificing track position to Dennis, and retook his place at the lead of the field by pasing Mitch Evans on lap 20.
With a clear track ahead, the 25-year-old built upon his existing advantage to win by almost three seconds, to complete a dominant weekend on track.
Edo, who was in the fight for the podium over the course of Race Two, lost time after missing his first Attack Mode activation and encountering some braking issues but recovered to eighth place to complete another double-points finish.
With 87 points on the board, Maserati MSG Racing holds sixth in the World Teams’ Championship, overtaking McLaren and Nissan in the standings.
Formula E’s 2023 campaign will resume on June 24 for the inaugural Portland E-Prix.
In Their Words
James Rossiter, Team Principal, Maserati MSG Racing
“Today completes an incredible weekend, and our strongest performance as a team, being top in every session apart from Race One. The determination shown by the men and women in this team has been incredible. We’ve been through so many highs and lows this season, and seeing everyone pull together in the difficult times has made this victory so much sweeter. Days like today show why you should never give up. It shows that if you pull together, and believe in each other, you can really achieve anything. I’m so proud.”
Edoardo Mortara, Driver, Maserati MSG Racing
“I have mixed emotions about the race today. I was very happy with how the car was working, and I was able to qualify fourth, but I had some braking issues during the race and unfortunately, missed my first Attack Mode activation. Looking at the time loss, I know I could have finished much higher to bring home an even better result for the team. It’s been a positive weekend overall, and now, we need to continue building so we can achieve even better results.”
Maximilian Günther, Driver, Maserati MSG Racing
“I’m absolutely over the moon with this victory. It is a fantastic moment for us as a team, and a great milestone for Maserati. We have shown good progress over the past couple of races, and I felt really good from FP1 onwards, so I knew that the package was working well here. It was just a case of executing both races and continuing to head in the right direction. Yesterday’s podium was great, but we didn’t have quite enough for the top spot - today we did. In Formula E you need to keep your feet on the ground because the championship can change so quickly, but for now, I’m just enjoying this moment. There will be some tracks that suit us more this season, and some that suit us less. We just need to focus on maximising our package which is what we’ve been doing in the past few races. I’m very proud.”
Giovanni Sgro, Head of Maserati Corse
“What a day! We opened the weekend in Jakarta with a podium and points and closed it with our first Formula E victory. Max did an amazing job today and Edo was also competitive, bringing home another top ten finish. We are very proud of our drivers and how they managed to overcome races that were not always easy, showing what they and the team are capable of. This historic result for Maserati is well deserved and it motivates us even more ahead of the season finale. It feels so good to finish a weekend on top”.
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Top 10 Ferrari F1 drivers ranked: Schumacher, Lauda, Alonso and more
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2022-02-01T16:20:16+00:00
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en
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/design/images/webapp/i152.png
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https://us.motorsport.com/f1/news/top-10-ferrari-f1-drivers-ranked-schumacher-lauda-alonso-and-more/7800841/
|
Ferrari tops all the major Formula 1 statistics, and by some margin. It has more race wins, more drivers' titles and more constructors' crowns than any other team.
The legendary Italian squad's tally of 15 drivers' titles puts it three clear of second-best McLaren, while 39 drivers have won world championship grands prix for Ferrari.
That means picking out the top 10 Ferrari F1 drivers is incredibly difficult, with some top drivers and world champions missing the cut. But we've given it a go.
For this list, Motorsport.com assessed the amount of success the drivers scored with Ferrari, the impact they had on the team and the circumstances of their time there. We didn't consider their achievements at other teams.
'Ferrari starts' refer to world championship races only.
If you'd also like to see which Ferrari F1 cars we thought were best, take a look here.
10. Alain Prost
Prost took the 1990 title down to the wire in the Ferrari 641/2 but was taken off by Senna in Japan
Photo by: Sutton Images
Ferrari years: 1990-91
Ferrari starts: 30
Ferrari wins: 5
Ferrari titles: 0
His Ferrari mission ultimately failed and he was fired but Prost's impact should not be overlooked. Across the four seasons prior to the Frenchman's arrival, Ferrari had scored just six wins and been a long way from toppling McLaren at the top of F1.
Nigel Mansell had been a plus and was popular with the Tifosi, who christened him, Il Leone, but it was Prost who took the fight to his old team McLaren and arch-rival Ayrton Senna when he joined in 1990. Mansell's season was hamstrung by appalling reliability, while Prost tended to lead the charge as Ferrari raised its game.
Prost's first Ferrari win came in round two in Brazil when leader Senna clashed with a backmarker, but his challenge really got going in Mexico. From 13th on the grid, Prost charged through the field to win in what was perhaps his greatest drive.
More victories followed in France and Britain, though Mansell had proved the quicker at Silverstone before his semi-automatic gearbox played up. That British GP victory put Prost into the points lead and forced McLaren to respond. Generally the Honda V10 gave McLaren a power advantage while Ferrari's 641 was arguably the better chassis.
Three wins from the next four races put Senna back in control and Prost was not best pleased to lose out at the start in Portugal when Mansell appeared to swerve towards him while suffering wheelspin. The race was then stopped early, eradicating the chance to repass Senna on a day the Ferrari looked the better package and Mansell won.
Mansell played the team game in Spain, where Prost won and Senna retired. Prost still needed to beat Senna in Japan and took the lead at the start, only for Senna to deliberately smash the Ferrari out of the race at the first corner to clinch the title.
Jean Alesi replaced Mansell for 1991, but Ferrari fell away. Despite the 643 showing promise on its debut at the French GP – Prost only losing out to the charging Williams-Renault of Mansell – the team went winless and internal tensions grew.
Prost was less than complementary about the car, leading to his sacking ahead of the Australian GP finale. He still outscored Alesi to finish fifth in the points, then took a sabbatical before taking his fourth crown with Williams in 1993. Ferrari would have to wait until 2000 for its next drivers' title…
9. Mike Hawthorn
Hawthorn (right) became the first British world champion in 1958, beating Moss after Phil Hill (left) moved over in Morocco
Photo by: Motorsport Images
Ferrari years: 1953-54, 1955, 1957-58
Ferrari starts: 35
Ferrari wins: 3
Ferrari titles: 1 (1958)
Hawthorn might have been fortunate to become the first British world champion, famously winning just one GP to Stirling Moss's four in 1958, but his impact on Ferrari was considerable.
After impressing in underpowered Cooper-Bristol machinery in 1952, Hawthorn was signed by Ferrari for the following year. Armed with the dominant two-litre 500, Hawthorn took fourth in the standings – behind world champions Alberto Ascari, Juan Manuel Fangio and Giuseppe Farina – and scored his first points-paying success.
That victory came in the epic French GP at Reims, where he pipped Fangio on the final run to the line at the end of a titanic duel. Jose Froilan Gonzalez, another candidate for this list having scored Ferrari's first world championship GP victory at Silverstone in 1951, and Ascari also finished within 4.6 seconds of the victor.
Ferrari was outclassed in 1954 as Mercedes arrived and Hawthorn suffered a fiery crash in the non-championship Syracuse GP. But he bounced back, took three second places and won the Spanish GP finale to finish third in the standings.
Hawthorn then drove for several different teams, including outings for Ferrari, before rejoining full-time for 1957. Ferrari was beginning to fall behind with its 801, Hawthorn and mate Peter Collins being on the receiving end of a masterful Fangio comeback in the German GP for Maserati, and there were no wins.
Hawthorn was a distant fourth in the points but the 246 Dino was a step up for 1958. After being embarrassed by Moss in an underpowered Cooper, Ferrari fought the increasingly strong Vanwall onslaught for the rest of the campaign.
The 1954 Spanish Grand Prix was Hawthorn's second world championship win for Ferrari
Photo by: Motorsport Images
Moss and Tony Brooks set the pace more often than not and won seven of the 10 world championship GPs but Vanwall reliability hampered them. Hawthorn, who scored his one victory by dominating the French GP, kept on racking up second places and fastest laps, for which there was a point.
When Brooks suffered engine failure and teammate Phil Hill moved aside in the Moroccan GP decider, Hawthorn took the second place he needed to beat winner Moss to the title by one point. He then retired, only to be killed in a road car accident in January 1959.
As well as his three wins, 16 podiums and one world title, Hawthorn also helped push Ferrari forward technically. He was key to getting disc brakes onto his Dino in the fight against Vanwall, which had been using the technology for several seasons.
8. Kimi Raikkonen
Raikkonen remains Ferrari's most recent champion after his 2007 title
Photo by: Lorenzo Bellanca / Motorsport Images
Ferrari years: 2007-09, 2014-18
Ferrari starts: 151
Ferrari wins: 10
Ferrari titles: 1
It's a touch ironic that Raikkonen scored his F1 title with Ferrari, given he was arguably more impressive at McLaren. But the Finn won on his Ferrari debut and pipped McLaren duo Lewis Hamilton and Fernando Alonso to the 2007 title.
Raikkonen took six victories in that first season with Ferrari but only two the following season as he was overshadowed by teammate Felipe Massa. Hamilton famously snatched the drivers' crown at the Interlagos finale but Raikkonen comfortably outscored Heikki Kovalainen so Ferrari took the constructors' crown.
The F60 for F1's new regulations in 2009 was not a good car and Massa was again leading Raikkonen in the points when his Hungarian GP qualifying crash put him out for the rest of the season. Raikkonen seemed to step up after that, scoring four straight podiums, including an opportunistic victory at Spa.
Raikkonen was released from his contract early at the end of 2009 and replaced by Alonso. But after time in rallying, NASCAR and an F1 return with Lotus, he rejoined Ferrari alongside Alonso for 2014. However, it was ill-prepared for the turbo-hybrid regulations and Raikkonen was thrashed by Alonso, even though the Spaniard left at the end of the campaign.
It was a similar story alongside Sebastien Vettel, who arrived in 2015, though the pair got on well. Raikkonen's experience and popularity helped Ferrari, even if his on-track performances weren't quite a match for those of his McLaren days. He racked up 14 podiums in his first three years with Vettel but rarely troubled the title contenders. Perhaps the best campaign of his second Ferrari stint was his last one in 2018 as Vettel challenged Mercedes' Hamilton for the drivers' title.
Raikkonen scored 12 podiums to finish third in the standings, the highlight being his fine victory ahead of Max Verstappen's Red Bull and Hamilton at the United States GP. By then, it had already been announced that the Finn would be replaced by Charles Leclerc for 2019.
Raikkonen probably should have achieved more at Ferrari, but his 2007 title, sheer longevity and resonance with fans get him onto this list.
7. Juan Manuel Fangio
Fangio's Ferrari spell was brief, but highly successful, yielding the 1956 world title
Photo by: Motorsport Images
Ferrari years: 1956
Ferrari starts: 7
Ferrari wins: 3
Ferrari titles: 1 (1956)
The great Argentinian didn't get on particularly well with Ferrari, only made seven world championship starts for the team and left after one season. But he has to be on the list because he finished on the podium in five of those seven GPs and won his fourth world title.
Ferrari's 1955 season had not been a good one. Although it scored a fortuitous win in the Monaco GP, courtesy of Maurice Trintignant, Ferrari was outperformed by Mercedes and Lancia, and Maserati's 250F was faster than the 625 and 555 models.
But three big changes threw things in Ferrari's favour. First, Lancia's financial issues meant Ferrari inherited Vittorio Jano's brilliant D50s. Second, the dominant Mercedes team withdrew following the 1955 Le Mans disaster. And finally, Fangio joined.
Fangio wasn't best pleased with Ferrari's reliability, though car jumping with teammates allowed him to win the season-opening Argentinian GP and finish second (and fourth!) at Monaco. Transmission failure put Fangio out of the lead of the Belgian GP, which teammate Collins won. When the Englishman won the following French GP, with Fangio fourth after being delayed by a split fuel line, Collins topped the points table.
Fangio called for changes and two wins followed, a lucky one at Silverstone after a spin and a dominant one at the Nurburgring. That put Fangio into a commanding championship lead heading into the Monza finale, Fangio taking second after Collins had handed his car over when the Argentinian's machine hit trouble.
Mission accomplished, Fangio headed back to Maserati, where he would clinch his fifth and final crown in 1957. Ferrari failed to win a race.
6. Gilles Villeneuve
Villeneuve won superbly at Monaco in 1981, but his life was cut short by a horrifying accident at Zolder the following year
Photo by: Motorsport Images
Ferrari years: 1977-82
Ferrari starts: 66
Ferrari wins: 6
Ferrari titles: 0
Few, if any, drivers embody the romance of Ferrari as much as Gilles Villeneuve. The French-Canadian was perhaps the fastest driver of his generation and would have won many more races had his short career not coincided with a period of some of Ferrari's poorest cars.
After one start with McLaren, Villeneuve joined Ferrari for the final races of 1977 and never drove for another team. He earned something of a reputation as a wild man early on and a clash with Ronnie Peterson at the Japanese GP resulted in the deaths of a marshal and photographer, but he quickly became one of F1's top performers.
As his career progressed, Villeneuve demonstrated an ability to look after fragile cars and tyres, and withstand pressure, as well as being a hard-but-fair racer. He also helped teammate Jody Scheckter, who only just missed making this list, to the 1979 title.
During that campaign Villeneuve had some brilliant moments, such as a dominant victory at Long Beach on soft tyres, and some wild ones, including not pitting soon enough when it was clear he had a puncture in the Dutch GP. The image of him three-wheeling back to the Zandvoort pits became famous but in reality he had thrown away a podium in a race Scheckter recovered from a poor start to finish second.
His fight for second with Renault's Rene Arnoux in the closing stages of the French GP has become part of F1 folklore, Villeneuve demonstrating incredible car control and fighting spirit to beat the home hero despite worn rubber.
Scheckter lost interest in 1980 and Villeneuve absolutely thrashed the South African as he strove to get the uncompetitive 312T5 up the field. There were still incidents, but Villeneuve's press-on style won fans and was probably what such a recalcitrant car required.
Famed for his attacking style, Villeneuve thrilled in the wet at Watkins Glen in 1979 aboard his Ferrari 312T4
Photo by: Motorsport Images
The 1981 126CK's chassis wasn't a good one but the power of Ferrari's first turbocharged F1 engine at least gave Villeneuve something to exploit. He did so brilliantly, most famously to win the Spanish GP ahead of a string of faster cars and at Monaco, following what was one of the greatest qualifying laps of all time, 2.5s faster than teammate Didier Pironi.
The 126C2 was much better and Villeneuve would have been one of the championship favourites had he not been killed in a horrific crash during qualifying for the Belgian GP. That came only two weeks after he had fallen out with Pironi when the Frenchman had won the San Marino GP, Villeneuve felt unfairly against team orders.
Villeneuve was set to move to McLaren for 1983 and would therefore have had access to the dominant TAG Porsche-powered cars of the mid-1980s. Title challenges would surely have been on the cards but, as it is, Villeneuve's legend far exceeds the six wins he took for Ferrari.
5. Fernando Alonso
Alonso took Vettel to the wire in 2012 in his vastly inferior Ferrari F2012, only to lose out for a second time in three years
Photo by: Andrew Ferraro / Motorsport Images
Ferrari years: 2010-14
Ferrari starts: 96
Ferrari wins: 11
Ferrari titles: 0
Five more points in 2010 and four more in 2012 would have made Alonso a double Ferrari champion. He scored 11 wins across his five seasons with the team, but Ferrari was never quite able to provide the Spaniard with machinery that would have allowed him to end Red Bull's supremacy with Vettel.
Alonso joined Ferrari in 2010 after both had suffered tricky campaigns the year before. Helped by a late problem for Vettel, Alonso won first time out in Bahrain and he added four more victories as he took the fight to Red Bull and McLaren.
Red Bull was too strong in 2011, though Alonso won the British GP and finished just one point behind Mark Webber in the battle for third in the championship.
Alonso's performance in 2012 was one of the finest in F1 history as he challenged for the title and took three wins in a car that was only third or fourth fastest across the season. His misjudgement at the start at Suzuka was arguably his only significant mistake and Alonso was perhaps unlucky that Vettel's Red Bull survived its first-lap clash at Interlagos, allowing the German to finish sixth and take the crown by three points.
Red Bull was untouchable in 2013 and Mercedes was stronger. Alonso still excelled, taking two wins and splitting Vettel and Webber to be runner-up for the third time in four years.
Having dominated Massa, Alonso then comfortably outperformed Raikkonen when the Finn returned to the Italian team for 2014. Ferrari did not start the turbo-hybrid era strongly, Alonso suffering his first winless season for the team despite a fine effort in the Hungarian GP.
Not for the first time, Alonso's demanding nature brought him into conflict with management and he left the team at the end of 2014, but his performances for Ferrari on-track were brilliant. It is perhaps a shame for both parties that Alonso wasn't at the wheel when Ferrari produced its competitive challengers in 2017-18…
4. John Surtees
Surtees swept to the 1964 title in his Ferrari 158, despite four retirements - including at Zeltweg
Photo by: Motorsport Images
Ferrari years: 1963-66
Ferrari starts: 30
Ferrari wins: 4
Ferrari titles: 1 (1964)
Ferrari had suffered a staff exodus and a winless 1962 when Surtees arrived. His experience with Italian powerhouse MV Agusta in motorcycle racing proved useful and Surtees was key to Ferrari's revival.
As well as spearheading Ferrari's sportscar attack – something Surtees felt took up too many resources until Le Mans was won – he took his first world championship GP success at the Nurburgring in 1963, defeating runaway champion Jim Clark.
Mauro Forghieri's 158 was good enough to take on the Lotus 33 and BRM P261 in 1964, Surtees battling Clark and Graham Hill for the championship. Fortunes ebbed and flowed, and victories in the German and Italian GP put Surtees in a three-way title showdown in Mexico.
Clark's late failure and Hill's clash with Surtees' teammate Lorenzo Bandini helped Surtees to second, enough to clinch the crown by a single point. Ferrari also won the constructors' contest.
Surtees and Ferrari couldn't match the Lotus/Clark combination in 1965, but probably should have won the 1966 titles. Few teams were ready for the change from 1500cc to three-litre engines and Surtees was arguably the favourite following a fine win in the Belgian GP.
But the Briton had never got on well with racing director Eugenio Dragoni, who favoured Italian drivers, and walked out after a disagreement at Le Mans. Surtees joined Cooper and outscored all the Ferrari drivers but lost out to the pragmatic Jack Brabham.
3. Alberto Ascari
Ascari was a dominant force on his way to winning the 1952 title and defended his crown in 1953
Photo by: Motorsport Images
Ferrari years: 1950-53, 1954 (one-off)
Ferrari starts: 27
Ferrari wins: 13
Ferrari titles: 2 (1952-53)
Ferrari's first world champion was Fangio's chief rival in the first half of the 1950s. He was also important in Enzo Ferrari's early days as a constructor, impressing in the 1940 Mille Miglia with the new Tip 815, not yet christened a Ferrari.
Ascari proved himself at GP level with wins in Maseratis during 1948, the experienced Luigi Villoresi his guide. Both joined Ferrari for 1949 and, with the hitherto dominant Alfa Romeos absent, Ascari became one of the drivers to beat.
Alfa returned for the first year of the world championship in 1950 and dominated, but Ferrari and Ascari was an ever-strengthening combination. Having gained the ascendency over Fangio and the thirsty 1.5-litre supercharged Alfa Romeo 159 with Ferrari's unblown 375 in the second half of 1951, Ascari probably should have taken the title. But a Ferrari wheel/tyre blunder handed the Spanish GP finale and crown to Fangio.
With Alfa withdrawing and little in the way of meaningful opposition for Ferrari, the drivers' world championship switched to Formula 2. But Ferrari dominated anyway with its 500, helped by Fangio missing the entire 1952 world championship following a serious crash at Monza.
Ascari, the son of pre-war Alfa racer Antonio, missed the season-opening Swiss GP as he prepared for the Indianapolis 500 (where he retired) but won all the six remaining races, taking the maximum score possible under the dropped-points rules and taking his first title.
Indeed, Ascari then won the first three championship GPs (excluding the Indy 500) of 1953. That meant that, for more than a year, nobody else won a points-paying F2 race. He was finally beaten into a close fourth at the French GP, but still comfortably defeated the recovered Fangio to retain his crown.
Ascari lost much of 1954 waiting for Lancia's promising D50 to finally be race-ready but still had time for one more starring drive for Ferrari. In the unfancied 625, he took the fight to Fangio's superior Mercedes W196 and Stirling Moss's Maserati 250F before the engine failed. The popular Ascari would surely have been the main challenger to Mercedes in 1955, with the D50, but was killed in a needless Ferrari sportscar testing accident in May.
Archive: The rise and fall of Italy's great champion
2. Niki Lauda
Lauda helped to turn Ferrari into a dominant force in the mid-70s, and almost won the 1976 title despite his horrific Nurburgring crash
Photo by: David Phipps
Ferrari years: 1974-77
Ferrari starts: 57
Ferrari wins: 15
Ferrari titles: 2 (1975, 1977)
The first Germanic force to help turn Ferrari into a dominant power, Austrian Lauda joined in 1974. He and the 312B3 were the season's fastest combination and took nine poles, but too many retirements hampered his challenge and he finished behind teammate Clay Regazzoni in the standings.
Lauda formed a strong relationship with team manager Luca di Montezemolo and, with Forghieri's superb 312T, marched to five wins and the 1975 title. Ferrari also took the constructors' crown, its first championships since 1964.
The following season looked set to be more of the same, Lauda building a big lead with four wins and two seconds in the first six races. Then came his horrific crash in the German GP at the Nurburgring and, while Lauda fought for his life, McLaren's James Hunt reduced the points deficit.
Much to Ferrari's surprise – hence three 312T2s appearing at Monza – Lauda made a heroic comeback for the Italian GP, having missed just two rounds. Nevertheless, wins for Hunt in Canada and the US meant Lauda led by just three points going into the decider of a dramatic and controversial season.
The Japanese GP at Fuji was delayed by rain and conditions were still appalling when the race got under way. In a move perhaps as brave as his decision to return, Lauda withdrew after just two laps and had left the circuit by the time Hunt's third place confirmed the Briton as champion.
Lauda's relationship with Ferrari was never the same after the Nurburgring crash but he made his point in 1977. The Ferrari 312T2 was perhaps the fourth-fastest car of the season, but it was more reliable than the chief opposition and Lauda's experience and guile was enough to clinch the title with two rounds to spare. Mission accomplished, Lauda sat out the final two races before his switch to Brabham for 1978.
The move perhaps cost Lauda a third crown, given what Scheckter would achieve in 1979, but it mattered not to Niki, whose place in Ferrari's hall of fame had already been assured.
1. Michael Schumacher
Schumacher won his third world title in 2000, but crucially ended a 21-year dry spell for Ferrari that began a run of five in a row
Photo by: Sutton Images
Ferrari years: 1996-2006
Ferrari starts: 179
Ferrari wins: 72
Ferrari titles: 5 (2000-04)
Could this spot be taken by anyone else? Michael Schumacher was integral to the Jean Todt/Ross Brawn/Rory Byrne superteam that dominated F1 at the start of the millennium and scored many more wins and titles than any other Ferrari driver. Only Lewis Hamilton and Mercedes are remotely in the same ballpark in terms of sustained success.
Schumacher was already a double world champion when he decided to leave Benetton at the end of 1995 and take up the challenge of resurrecting Ferrari, which had not won the drivers' crown since 1979.
Things were tough at first, the F310 of 1996 being uncompetitive. Schumacher still dragged it to four poles and three wins, including a wet-weather masterclass in Barcelona.
The F310B wasn't much better in 1997 but a combination of inspired performances from Schumacher and Williams blunders meant the title fight went down to the Jerez finale. Schumacher's attempt to remove championship rival Jacques Villeneuve failed and the Williams driver went on to finish third and take the crown by three points – before Schumacher was excluded from the table.
Ferrari finally jumped Williams as new rules arrived in 1998, only for McLaren to leapfrog both. Ferrari responded and Schumacher was again brilliant but lost out to McLaren's Mika Hakkinen.
The F399 was good enough to win the title – and did bring Ferrari constructors' laurels – but a leg-breaking crash at Silverstone removed Schumacher from proceedings. He returned for the final two races in a failed bid to help Eddie Irvine's title attack against Hakkinen.
Ferrari and McLaren were evenly matched in 2000 and nine wins were enough for Schumacher to finally bring Ferrari its first drivers' crown for more than two decades.
It was the start of a never-before-seen run of success. With Rubens Barrichello alongside, Schumacher reeled off five consecutive drivers' titles, with the 2002 and 2004 campaigns being among the most dominant in F1 history.
Rule changes threw Ferrari off its stride in 2005 and Schumacher's only win came in the farcical US GP in which only six cars started. A fine revival the following year brought seven more victories, Ferrari and Schumacher narrowly beaten to the crowns by Renault and Alonso.
Schumacher retired at the end of 2006, replaced by Raikkonen, but his tallies of five drivers' titles and 72 victories for Ferrari are second only to Hamilton's record with Mercedes. Schumacher accounts for nearly a third of all Ferrari race victories in the world championship, a remarkable statistic given the long history of the famous team.
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Formula One in History. Important events, famous birthdays and historical deaths from our searchable today in history archives.
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en
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On This Day
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https://www.onthisday.com/sport/motor-sport/formula-one
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Formula One: Formula One World Drivers Championship
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4902
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dbpedia
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1
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https://www.sergent.com.au/motor/1957.html
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en
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1957 NZGP
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Fourth New Zealand
Grand Prix 1957
Several points distinguished the 1957 New Zealand Grand Prix from every other one in the series so far. It was the longest, most gruelling, most closely-fought, and it was run under the shadow of the only fatal accident to have occurred on the course.
The inquiry into the death of Ken Wharton in the Ardmore Sports Car Race, which traditionally precedes the New Zealand Grand Prix, showed that New Zealand Grand Prix (Inc.) had taken all reasonable precautions. The accident had been one of those which people who take part in the dangerous sport of motor-racing must expect.
Wharton, favourite for the first race of all at Ardmore in the 1½-litre blown BRM, but eventually placed second, had brought an impressive string of cars to New Zealand - a Maserati 250F for the grand prix, a Monza Ferrari for the sports car race, and a Cooper Climax 1500 cc sports car for an additional driver in the smaller event.
Reg Parnell (Ferrari) sweeps into Hangar Straight on the way to his last major win after a notable career.
The Ardmore race was clearly an open and shut job for him in the three-litre Ferrari, his speeds approaching those of the Formula I cars and being well ahead of the next-best, Bob Gibbons in Jim Shelley's Jaguar.
Disaster struck half-way through the race, as Wharton was accelerating out of the last left-hander into the pit straight.
He was about to overtake a slower car when through some temporary lapse of judgment he elected to pass the car in front on the right and not on the left.
Ironically, it had been Wharton who had been insistent at the drivers' briefing the night before that drivers of slower cars must observe the international rule, giving way to faster ones coming up astern and pulling over to the right.
As Wharton came up astern the leading car duly moved over to the right, but Wharton, travelling at something around 100-110 m.p.h., was already pulling out to the right.
The dark red Ferrari moved out on to the loose metal which had been brushed off the track, skidded violently, but still under control, zigzagged in a series of correcting movements along the verge.
Another 30 yards and Wharton would have pulled through safely, but just as he was moving on to the track again, the car struck the straw bales around the base of the pylon carrying an overhead banner above the starting line.
Several somersaults, in the course of which Wharton was thrown out on the track, unconscious and with severe head injuries, left the Ferrari a battered wreck in the middle of the track, the crowd hushed and awestruck as Wharton and the wreckage were removed.
Wharton died later in Middlemore Hospital, and the remainder of the meeting continued under a cloud which even the exciting win of the redoubtable Reg Parnell in the main event could not dispel.
With the inclusion of Wharton, the field lining up for the 1957 New Zealand Grand Prix was what the organisers and presumably the crowd really wanted, an evenly matched one from which some exciting racing could be expected.
1957 was Ron Roycroft's year. With the big 4½-litre V12 Ferrari he was second fastest
in practice and led the race for 10 laps.
Some other features also distinguished the race. It was over its final course layout for the first time, an exact two miles with the slow hairpin at the end of Hanger Straight, and it was set initially on a time basis, three hours, changed subsequently to 240 miles compared with the 210 miles of the previous races.
Parnell and the inevitable Peter Whitehead were racing for the Scuderia Ambrosiana in two Ferraris, the notorious, or famous, Super-Squalo filled with the larger 3½-litre motor for the New Zealand Formula Libre race in place of the 2½-litre Formula 1.
Otherwise the leaders were a Maserati field, Horace Gould, Jack Brabham, Stan Jones and Reg Hunt all entering 250F models, Brabham's and Hunt's with disc brakes.
In the event, however, Brabham elected to drive his Formula II Cooper in the big race rather than the Maserati, while Hunt retired from the sport, selling his car (already in New Zealand) on the eve of the event, to Bib Stillwell, who flew over for his first drive in the event.
Among the New Zealanders, there were for the first time four modern machines, though none of them basically Formula I jobs.
The most likely contender was Ron Roycroft, in a 4½-litre V12 Ferrari, originally a 1952 sports car, but considerably modified and fitted with a single-seat body.
Ross Jensen had bought the 100S Healey and in its modified condition would undoubtedly have qualified. However, Peter Whitehead had been so impressed by his performance in the Australian TT that he had offered him his Monza Ferrari for the New Zealand season, and Jensen immediately became a leading prospect. This car was similar to the one in which Wharton was killed. Bob Gibbons of Wellington, multiple hillclimb champion, had the leading sports-car entry with the D-type Jaguar owned by Jim Shelley, and Syd Jensen another Formula II Cooper, a marquee in which he was to distinguish himself in Britain over the next two seasons. Jensen's Cooper was a single-camshaft, a type of car which in later (twin-cam) form, proved to be ideally suited to the Ardmore circuit. Ross Jensen in Peter Whitehead's Ferrari Monza. Finally, a "mystery" Formula II Cooper turned up, sent to New Zealand by British driver Alan McKay, but not entered in time. Then McKay arrived, with a damaged hand which would have prevented him from driving in any case, and sportingly handed it over to New Zealander Alex Stringer, who justified the choice by finishing the course safely.
The field included Tom Clark, by this time driving the ex-Gaze, ex-Horton HWM-Alta. Christchurch driver Pat Hoare had his eight year old ex-Parnell 4CLT Maserati blown 1½-litre. Allan Freeman was in the outmoded 4½-litre Lago-Talbot which was to become a familiar sight on New Zealand circuits. A gaggle of Formula II Coopers and the better of the specials made up the field.
After a couple of very good seasons with Austin-Healeys, Phil Neill was expected to return good times with the ex-Scuderia Zambucka 6CM Maserati, but was a non-starter. George Palmer had had a very successful season in hillclimbs and races with his Cooper-Bristol, and had now sold the car in favour of a couple of newer models. He purchased them from Horace Gould. One was driven by Bill Morice and Palmers was the car Gould drove in the 1954 race. The old car was now owned and driven by Te Awamutu rookie Gavin Quirk.
Caldwell and McMillan again had their old black Alfa-Romeos. Roycroft's Bugatti-Jaguar was entered for Peter Gendells to drive, and Ted Thompson had his 4-litre Ford V8 engined Bugatti type 38.
The only New Zealand made car in the race was a new one, Ralph Watson's machine, which was fitted with a 4.7-litre, flat four, air-cooled Lycoming engine from a crashed Piper aeroplane. This was the last New Zealand special to qualify for a New Zealand Grand Prix at Ardmore.
Cooper 500's were entered for Bob Hugill, Bruce Webster and Len Gilbert as well as for Ron Frost and Arnold Stafford. In addition, Les Moore and Wally Henwood entered 1000cc Mk IV Coopers.
The Avery brothers had acquired a 5.5-litre V8 Cadillac engined HWM for Ted Avery to drive, and there were three sports-cars fitted with 1100cc Coventry-Climax engines; Ronnie Moore's Cooper (the one he had raced in UK), Roly Crowther's new Lotus XI and Jimmy Boyd's Buckler, an imported Le Mans deDion rear ended DD1 with an 83bhp stage II alloy block Climax FWA motor.
During 1956, Fred Zambucka had died following a tragic battle with cancer at the age of 43, ending a career which had started with motor-cycles in 1930. His cars were sold, with the 6CM going to Phil Neill and the 8CM and 8CLT going to Frank Shuter.
British driver Bill Morrice, who turned up with a Cooper-Bristol, proved too slow in practice to qualify, and finally scraped into the race when Gavin Quirk's similar machine failed between practice and the race.
Peter Whitehead (Ferrari) had to settle for second behind Parnell. Any idea that Parnell and Whitehead might be running as a team was quickly dispelled. Though close friends, each was out for what could be got in New Zealand. Parnell was anxious to crown his career with a major win, he had probably driven more types of cars in more races for more placings than any English driver before him, and Whitehead was equally anxious to make his trip a profitable one.
Their cars were destined to stay in New Zealand, Whitehead's in the hands of Tom Clark, who raced it with varying success both before and after a near-fatal crash at Bathurst, New South Wales, and Parnell's in those of John McMillan.
The latter also crashed in Australia, sold the car to Arnold Glass, who raced it for a couple of years (including an expensive refit at Maranello), and then opted for a Cooper.
These Ferraris were a model which in Formula I form - 2½ litres unsupercharged - had not been enormously successful, racing in the shadow of Mercedes-Benz at first, then the all-conquering Fangio and Moss in Maserati 250F's.
With the bigger motors installed, it was expected that they would outlast the Maseratis on the long drag of the 1957 Ardmore event, and so it turned out, although the presence of Wharton might have altered the picture.
In practice, it was clear that times would be no faster than those of the year before, principally because the hairpin had slowed down the course in spite of its having been shortened by a tenth of a mile.
First to rock the practice-day spectators was Roycroft, who handled the big Ferrari to such effect that he chalked up a lap of 1min. 29.2 sec., an average of 80.5 m.p.h. compared with Moss' record of 1.28, or 86 m.p.h., the previous year.
Ron Roycroft (Ferrari). Wharton, after a desperate struggle to clear fuel lines of methanol mixture which had jellied during the voyage, came out to practice and recorded a smart 1.29.5, Parnell 1.30.7 and Clark a forceful 1.31.
Ross Jensen put in a lap at 1.31.8 in the Monza Ferrari, and Syd Jensen in the little Cooper one at 1.32.9.
Then Whitehead made a run of 1.30.2 to put him just ahead of Parnell, but Gould had to be content with 1.32.2, Brabham managed 1.32.8 in his FII Cooper-Climax 1500cc, which he decided to use in favour of his Maserati, and Stillwell's Maserati was only fractionally slower.
Stan Jones was one who later bettered his time, registering a lap of 1.32.5. Wharton improved his time to 1.28.5 which was fastest of all and would have given him pole position.
This year there were no qualifying heats, and when the race started, under a blazing sun, the pole position was occupied by a New Zealander for the first time on record.
The starting order was Roycroft, Whitehead, Parnell, Clark, Ross Jensen, Gould, Jones, Brabham, Syd Jensen, Stillwell, Palmer, Hoare, Stringer, Crowther, Caldwell, Gibbons, Watson, Freeman, Gendells, Frost, Moore, McMillan, Stafford and Morrice.
For the first time, the crowd had the thrill of seeing a New Zealander in the lead of the New Zealand Grand Prix, for Roycroft showed that he and his car were a shade better than the visitors for the first ten laps.
Roycroft was first away from the grid, first round College Corner, and stayed in front for the early part of the race, lapping at a consistent 76-77 m.p.h. to keep ahead of Whitehead and Parnell, with Brabham, Gould and Clark following up behind.
Brabham's little Cooper surrounded by Whitehead, Jensen and Parnell. First casualty of the race was Morice's Cooper-Bristol, on which the gear-lever snapped on lap one, and he was followed to the pits a couple of laps later by Caldwell, with a broken valve on the elderly 2.9 Alfa-Romeo. Syd Jensen's Cooper, which had been duelling with Ross Jensen (Ferrari) and Bob Gibbons (Jaguar), retired a little later.
On lap 10 Ross Jensen, his Monza Ferrari heavily laden with fuel in an extra tank to last out the distance, misjudged his speed on the left-hander into the cloverleaf, left the track, and lost the best part of a lap to his nearest rival, Gibbons in the Jaguar, before setting out in pursuit again.
Not long before half-way (55 laps), Gould coasted into the pits with a bent valve, the end of the race for him, but he had been losing ground to Parnell (now out in front), Whitehead, and Roycroft.
At this stage, it became clear that something was amiss with Roycroft. He made a call at the pits, was given an orange drink and after being sluiced with water, carried on again gamely.
But on lap 63, overcome with heat exhaustion, the New Zealand champion driver coasted in to the pits, was lifted from the cockpit and given medical attention.
Ron Roycroft is carried from his car with heat stroke. In the meantime, Stillwell had had to retire with a jammed gearbox, on lap 50, and Brabham's Cooper was not running as well as he had expected it to. The order in the last third of the race was Parnell in front, followed by Whitehead, Brabham, Jones (who was driving a steady rather than a spectacular race), Gibbons, Ross Jensen, George Palmer and then Clark.
Clark, while hammering it out with the leaders in the early stages, had found his motor turning rough and was forced into the pits twice for adjustments, including a change of plugs, sufficient to put him out of the major places; then his clutch, smothered in oil, started to burn out, and Clark finished the race in a cloud of fumes.
Disappointment awaited Brabham on lap 100, when his engine temperature soared and a call at the pits disclosed a burst radiator hose and a blown gasket, replacement of which cost him the third place he had been holding ahead of Jones.
Meanwhile, although he had had no pit stops, things had not been going well for Whitehead. With a slightly faster car than Parnell's, he had been unable to keep his lead through failing brakes, and despite an all-out effort over the last half-dozen laps finished 2.6 seconds behind Parnell, with Jones a lap further back.
In fourth place came the Monza Ferrari, which had finally passed the Jaguar three-quarters of the way through the race to give Ross Jensen the highest placing yet earned by a New Zealander, with the veteran Gibbons fifth after a sterling effort.
Palmer was sixth in his ex-Gould car, and in seventh place, hammering along without any trouble at all, was Ralph Watson's remarkable Lycoming Special. Ron Frost's little Cooper was eighth, a fine effort in such a first-class field.
Stan Jones in his Maserati finished third.
Ron Roycroft (Ferrari)
The time for the winner, 3 hr 7 min 56.1 secs. for the 240 miles, was the only one officially released for the 1957 event. Finishers were given with their average speeds as follows:-
Result
Driver Nat Car Laps Time 1
Reg Parnell
UK Ferrari 555/860 / Ferrari 3431cc 4cyl 120 76.63 mph 187m 56.1s 2 Peter Whitehead UK Ferrari 555/860 / Ferrari 3431cc 4cyl 76.61 3 Stan Jones Aust Maserati 250F / Maserati 2497cc 6cyl 74.41 4 Ross Jensen NZ Ferrari 750 Monza / Ferrari 2999cc 4cyl 72.29 5 Bob Gibbons NZ Jaguar D-type / Jaguar 3442cc 6cyl 71.40 6 George Palmer NZ Cooper-Bristol Mk II / Bristol 1971cc 6cyl 69.45 7 Ralph Watson NZ Lycoming Special / Lycoming 4733cc 4cyl 68.56 8 Ron Frost NZ Cooper Mk IX / Norton 515cc 1cyl 68.35 9 Tom Clark NZ HWM / Alta 1960cc 4cyl s/c 68.22 10 Jack Brabham Aust Cooper T41 / Climax 1460cc 4cyl 68.14 11 Peter Gendells NZ Bugatti-Jaguar / Jaguar 3442cc 6cyl 67.82 12 Alex Stringer NZ Cooper T41 / Climax 1098cc 4cyl 63.91 13 Ronnie Moore NZ Cooper T39 / Climax 1098cc 4cyl 59.72 14 John McMillan NZ Alfa Romeo Tipo B / Alfa 2905cc 8cyl s/c 56.19 Ret Ron Roycroft NZ Ferrari 375 / Ferrari 4493cc V12 63 Driver Exhaustion Ret Bib Stillwell Aust Maserati 250F / Maserati 2497cc 6cyl 50 Gearbox Ret Arnold Stafford NZ Cooper Mk IX / Norton 515cc 1cyl
49
Oil Pressure Ret Allan Freeman NZ Lago-Talbot 26C / Talbot 4485cc 6cyl Magneto Ret Roly Crowther NZ Lotus 11 / Climax 1098cc 4cyl 32 Ret Pat Hoare NZ Maserati 4CLT-48 / Maserati 1498cc 4cyl s/c Ret Horace Gould UK Maserati 250F / Maserati 2497cc 6cyl 15 Valve Ret Syd Jensen NZ Cooper T41 / Climax 1460cc 4cyl
7
Engine Ret Dave Caldwell NZ Alfa Romeo Tipo B / Alfa 2905cc 8cyl s/c 3 Valve Ret Bill Morice UK Cooper-Bristol Mk I / Bristol 1971cc 6cyl
0
Engine DNS Ken Wharton UK Maserati 250F / Maserati 2497cc 6cyl Fatal Accident DNS Gavin Quirk NZ Cooper-Bristol Mk I / Bristol 1971cc 6cyl DNQ Frank Shuter NZ Maserati 8CM / Maserati 2992cc 8cyl s/c DNQ Phil Neill NZ Maserati 6CM / Maserati 1493cc 6cyl s/c DNQ Ted Thompson NZ Bugatti-Ford / Ford 4071cc V8 DNQ Rob Hugill NZ Cooper Mk VIII / JAP 497cc 1cyl DNQ Bruce Webster NZ Cooper Mk VII / JAP 497cc 1cyl DNQ Len Gilbert NZ Cooper Mk VI / Norton 498cc 1cyl DNQ Les Moore NZ Cooper Mk V / Vincent 998cc V2 DNQ Wally Henwood NZ Cooper Mk IV / Vincent 998cc V2 DNQ Jim Boyd NZ Buckler DD1 / Climax 1098cc 4cyl DNQ Ted Avery NZ HWM / Cadillac 5420cc V8 DNA Norman Hamilton Aust Porsche Spyder 550 / Porsche 1498cc 4cyl DNA Bill Culver NZ DeSoto Special / DeSoto 3368cc 6cyl DNA Alex Mackay Aust Cooper T39 / Climax 1098cc 4cyl DNA Reg McCutcheon NZ Normac Special / Chevrolet 3870cc 6cyl DNA Paul England Aust Ausca / Holden 2350cc 6cyl DNA Johnny Mansel NZ Ardun Special / Mercury 4500cc V8 DNA Bruce McLaren NZ Austin-Healey 100/4 / Austin 2660cc 4cyl
|
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https://www.theguardian.com/sport/2018/jan/22/sir-stirling-moss-formula-one
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en
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How Sir Stirling Moss dodged goats to win unique 1957 Pescara Grand Prix
|
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2018-01-22T00:00:00
|
Fifteen miles of country lanes, no safety precautions of any sort and Sir Stirling Moss at the wheel of a Vanwall – the scene was set for a historic victory
|
en
|
the Guardian
|
https://www.theguardian.com/sport/2018/jan/22/sir-stirling-moss-formula-one
|
The silver trophy, about 18 inches high, took the form of a figurine of a racing driver, and there was no difficulty in recognising the man on whom it had been modelled with impressive accuracy: the incomparable Sir Stirling Moss. As I knocked on the door of his Mayfair house one morning last summer, carrying a bag holding the figurine safely packed in bubble-wrap, it was with the poignant feeling that I might be delivering the last trophy of his phenomenal career.
His retirement from public life was announced the other day, reminding us that between 1948 and 1962 he entered 529 speed events of all kinds, winning 212 of them. Many of the trophies are on display in his house. The one I delivered was to commemorate a race he had won 60 years earlier: the Pescara Grand Prix of 1957, the only world championship race held on the longest circuit ever to feature in the series.
He was to have been the guest of honour at a weekend dedicated to the anniversary of that unique event. His face was all over Pescara – on the posters, the T-shirts, and the labels of the bottles of red wine specially created at a vineyard in the foothills of the Abruzzi mountains, above the town.
Sadly, a troublesome chest infection forced him to send his apologies. He would have enjoyed the festivities, including a parade of priceless old racing cars assembled from all over Italy.
Back in 1957, Pescara was added to the world championship calendar at the last minute, after petrol rationing in Europe – a result of the Suez crisis – had caused the cancellation of several races. There had been important races in the resort halfway down Italy’s Adriatic coast before the war, but the postwar events had been sporadic and relatively minor. Now, for one weekend only, the circus was back in town.
Fifteen miles long and consisting entirely of normal two-lane roads, the course started in the town and headed up into the hills, passing through several small villages before swooping back down to the seafront. There were no safety precautions of any sort. One driver reported seeing a herd of goats crossing the road during a practice session, and towards the end of the race itself, when only a handful of cars were left running, the gaps between the remaining competitors were so great that children played games on the roads, scattering when they heard the noise of an approaching Ferrari or Maserati.
This was a return to the origins of the sport in races held on open roads from town to town. It was a variety of motor racing never permitted in mainland Britain, where competition on public roads was prohibited by law.
Moss won the 1957 race at the wheel of a Vanwall, the first time a British car and driver had triumphed in a world championship race on foreign soil. In heat that reached 100 degrees he trounced the Italian teams, laying down a marker for the long period of British domination that would soon change the face of Formula One.
Researching a book about that historic race a few years ago, I came across some fascinating and previously unreported stories. A couple of the best concerned Jack Brabham, a future world champion, who on this occasion shared the driving of the Cooper team transporter on the gruelling 1,200-mile journey from Surbiton to Pescara with one of the team’s mechanics, in the days before motorways.
In the race itself, Brabham ran out of petrol on the very last lap. Wanting to get the car out of the way, he freewheeled into the forecourt of a filling station. Like all the commercial premises bordering the circuit, it was closed for the day. But suddenly, to his surprise, a man leapt out of the kiosk, gesturing his willingness to help. With a few litres in the tank, Brabham was able to resume his run to the chequered flag in seventh and last place.
In another contrast to the modern era, all the drivers stayed on to joined Moss at the victory banquet that evening, attended by the mayor of Pescara, whose successor was present 60 years later at the commemorative dinner. “There was none of that getting into your helicopter in a huff and flying off to your Monaco pad,” recalled Tony Brooks, whose Vanwall blew its engine that day. “It was courteous to attend the dinners. And they were fun. Drivers spoke to each other. If there was any nonsense in the race, we’d sort it out at the dinner.”
Moss and Brooks loved the challenge of the road circuit, with its trees, telegraph poles, ditches and stone walls. Brabham, who preferred artificial tracks, detested the experience. “It was a tiring circuit,” Moss said, “but you got a tremendous amount of fulfilment from it.”
Among the memorabilia in Moss’s house are two framed steering wheels, each bent out of shape by a racing accident.
In the first, at Spa in 1960, he broke both legs and crushed several vertebrae but was back at the wheel within seven weeks. The second crash, at Goodwood two years later, ended his career.
There were no more accidents until he was 80, when he stepped into the empty shaft of a two-person lift at his house and fell 30ft on to a concrete floor, breaking his ankles and chipping several vertebrae. Six months later his fans could watch him racing again at the annual Goodwood Revival.
Now, at 88, the effects of that persistent chest infection have taken him out of public life. But nothing can remove him from a place among the nation’s legends.
|
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4902
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dbpedia
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2
| 75
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https://news.dupontregistry.com/sponsored/rm-sothebys-monterey-2024-auction-michael-schumachers-2002-ferrari-f2001b-formula-1/
|
en
|
RM Sotheby’s Monterey 2024 Auction: Michael Schumacher’s 2002 Ferrari F2001b Formula 1
|
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2024-08-05T14:34:30+00:00
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The 2002 Formula 1 season was hugely significant not only for ace driver Michael Schumacher, but also for Scuderia Ferrari. Utterly dominant from start to
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https://news.dupontregistry.com/wp-content/uploads/2023/09/favicon-1.ico
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duPont REGISTRY News
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https://news.dupontregistry.com/sponsored/rm-sothebys-monterey-2024-auction-michael-schumachers-2002-ferrari-f2001b-formula-1/
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The 2002 Formula 1 season was hugely significant not only for ace driver Michael Schumacher, but also for Scuderia Ferrari. Utterly dominant from start to finish, Schumacher and his Ferrari team clinched the Drivers’ World Championship after just 11 races—almost three months before the conclusion of the season. Schumacher’s historic fifth Championship victory drew him level with the great Juan Manuel Fangio—a record that had stood since 1957—in addition to delivering Ferrari its fourth consecutive and 12th overall Constructors’ World Championship. Michael Schumacher was already a Formula 1 legend, but this incredible season catapulted his star to even further heights, ensuring his status as a global household name and securing his place as one of motorsports’ all-time greats.
This tour de force could not have been achieved without Schumacher’s prodigious talent—or the engineering brilliance of Ferrari F2001b chassis 215. One of approximately 30 Formula 1 chassis ever driven to victory by Schumacher, this pivotal car provided the springboard for one of the most incredible displays of supremacy in the Scuderia’s rich history.
Despite a thorough program of testing, the F2002 that was being prepared for the 2002 Formula 1 season initially presented a number of mechanical hurdles for Ferrari. Plagued by gearbox reliability issues, the team took the unusual decision to delay the introduction of that year’s new model and instead developed the outgoing F2001 model from the previous season. Not only had the F2001 proven to be incredibly reliable, it was also one of the most successful single-seaters to wear a Prancing Horse badge, having totally outclassed the competition with Schumacher winning nine out of 17 races on his way to a total of 123 points.
The new car—dubbed the F2001b—combined the best of the F2001 model, with its proven Gilles Simon-designed Tipo 050 V-10 engine and sequential electro-hydraulic seven-speed gearbox, with several innovations from the upcoming F2002. A new aerodynamic package increased downforce considerably, while the drivetrain featured several upgrades borrowed from the still-in-development Tipo 051 engine.
While Schumacher remained the favorite to capture a historic fifth title, the team’s expectations for the F2001b were more subdued, with Schumacher targeting a conservative points finish at the season opener in Melbourne. Hopes were raised during free practice, where the German ace posted the fastest lap in three successive sessions. He looked odds-on to repeat the trick in qualifying, were it not for a heavy rainstorm that effectively prevented any improvement at the halfway point of the session; in the end, Schumacher was pipped to pole position by his teammate Rubens Barrichello by just five-hundredths of a second.
The 2002 Australian Grand Prix took place on 3 March, proving a dramatic and somewhat chaotic start to the season. During an early challenge for the race lead, Schumacher’s brother, Ralf, collided under braking with the race leader, Barrichello, before going airborne, destroying the Ferrari’s rear wing and grazing the Brazilian’s helmet. Michael Schumacher managed to avoid trouble by taking to the grass, though eight cars were caught in the melee and the safety car stayed out until the end of the fifth lap. Schumacher managed to steal 3rd from great rival Juan Pablo Montoya shortly after, with the German taking the outright lead following a crash by Jarno Trulli on lap nine and a fumbled gearchange by David Coulthard two laps later. Spilled oil continued to cause problems for the field, and after dicing with Schumacher for several laps, Montoya began to drop off the pace. Schumacher maintained the lead for the final 39 laps, finishing more than 18 seconds ahead of his Colombian rival to seal a spectacular 54th career victory. Chassis 215 had not only proved its competitiveness, it catapulted Schumacher to the top of the Drivers’ World Championship standings with a haul of 10 points, delivering an early lead for Ferrari in the Constructors’ World Championship ahead of Williams-BMW.
Two weeks later, the Formula 1 circus decamped to the Sepang International Circuit for the 2002 Malaysian Grand Prix. For the second race weekend in a row, Ferrari opted to field F2001bs, with Schumacher once again piloting chassis 215. The pairing carried their winning pace into practice and qualifying, where Schumacher scored a spectacular pole position—his first of the 2002 campaign and the 150th in Ferrari’s Formula 1 history. Such was his superiority that only three drivers managed to get within a second of his fastest lap.
The race, which took place on 17 March, proved just as tumultuous as the season opener in Australia. Again, drama unfolded going into the first turn, where the three-way battle for supremacy between Schumacher, Montoya, and Barrichello resulted in Schumacher’s Ferrari coming into contact with the Williams, the German losing his front wing and edging Montoya off track. As a result of the accident, Schumacher was forced to pit, while Montoya was controversially issued a drive-through penalty—the first in Formula 1 history. At the sharp end of the race, both McLarens suffered engine problems and were forced to retire, while Barrichello ceded the lead to Ralf Schumacher on lap 35 following his second pit stop. The Brazilian looked certain to regain the lead when his Ferrari also suffered a mechanical failure, promoting Jenson Button to 2nd, chased by Montoya, Nick Heidfeld, and Michael Schumacher. Montoya eventually overcame Button to move into 2nd, sealing the first Williams 1-2 finish since the 1996 Portuguese Grand Prix, while the Briton was denied 3rd place in the dying moments of the race by none other than Michael Schumacher. Schumacher had battled from 21st place to put chassis 215 on the podium for the second consecutive race, in the process maintaining his lead in the Drivers’ Championship.
By late March, progress on the new F2002 was sufficient for the model to make its race debut, with Michael Schumacher being assigned chassis 220. Though chassis 215 made the journey to South America, its 3rd-place finish in Malaysia marked the end of its competition career; after returning from Brazil, it was used predominantly for tire testing. At the hands of Luciano Burti, chassis 215 completed five days of testing throughout April and May 2002, covering a cumulative total of 384 laps before being retired.
The car entered private hands the following year, having been acquired by a Swiss collector, who entered the car regularly in track events. The F2001b was acquired from him by the consigning owner in 2011. Prior to being taken on track, the car will need to return to Maranello for an engine, gearbox, and clutch refresh; an assessment of the car’s mechanical components is available to view on file.
CHASSIS 215: A MEMBER OF A VERY EXCLUSIVE CLUB
Ever since the dawn of automobiles becoming collectible items, competition cars have comprised the most desirable tier due to their rarity and special aura achieved through victory on the track. For the past several decades Formula 1 has been the undisputed leader in top level motorsport and has evolved into a global household sport—where legendary names such as Senna, Schumacher, and Hamilton will undoubtedly be remembered and recited for generations to come.
The groundbreaking technology developed from these high-performance marvels has fueled hundreds if not thousands of supercars, which have also reached top-level collectable status. It is the F1 cars, however, produced in extremely limited numbers of no more than six to 12 chassis each year, that have the potential to become the true kings of the collector car market in the future.
With only approximately 30 Michael Schumacher race-winning Ferraris in existence—a supply number very similar to the 250 GTO and 250 Testa Rossa production numbers of the 1950s and 1960s—these examples are among the most elite of all modern collector cars, with the population slimming down to just over a dozen examples if you are set on finding the very best from a World Championship-winning year. Further consider that the majority of these rarified Ferraris are locked away in long-term collections; each example to come to market represents an opportunity that no astute, forward-looking collector can afford to ignore.
With a victory at the 2002 Australian Grand Prix and a further 3rd place podium at Malaysia in 2002, this very car—chassis 215—helped propel Michael Schumacher to a then record-tying 5th World Championship, cementing the car’s legacy among the very best of all competition Ferraris to leave Maranello.
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https://jhmovie.fandom.com/wiki/Guy_Ritchie
|
en
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Guy Ritchie
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2024-07-29T22:27:06+00:00
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Guy Stuart Ritchie (born 10 September 1968)[1][2] is an English film director, film producer, screenwriter, and businessman, known for his British gangster films. He left secondary school and got entry-level jobs in the film industry in the mid-1990s. Ritchie eventually went on to direct...
|
en
|
https://static.wikia.nocookie.net/jhmovie/images/4/4a/Site-favicon.ico/revision/latest?cb=20240429013931
|
JH Wiki Collection Wiki
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https://jhmovie.fandom.com/wiki/Guy_Ritchie
|
English filmmakerTemplate:SHORTDESC:English filmmaker
Guy Stuart Ritchie (born 10 September 1968)[1][2] is an English film director, film producer, screenwriter, and businessman, known for his British gangster films. He left secondary school and got entry-level jobs in the film industry in the mid-1990s. Ritchie eventually went on to direct commercials. In 1995 he directed his first film, The Hard Case, a 20-minute short that impressed investors who backed his first feature film, the crime comedy Lock, Stock and Two Smoking Barrels (1998). He then directed another cockney crime comedy, Snatch (2000).
Ritchie's other crime films include Revolver (2005) and RocknRolla (2008). His British set gangster films have featured emerging stars, such as Jason Statham, Idris Elba and Tom Hardy.[3] He then directed Sherlock Holmes (2009), its sequel Sherlock Holmes: A Game of Shadows (2011) and the live-action adaptation of Disney's Aladdin (2019).
Early life[]
Ritchie was born in Hatfield, Hertfordshire,[2] the second of two children of Amber (née Parkinson) and Captain John Vivian Ritchie (b. 1928), former Seaforth Highlanders serviceman and advertising executive. John's father was Major Stewart Ritchie, who died in France, in 1940, during World War II.[4] John's mother was Doris Margaretta McLaughlin (b. 1896), daughter of Vivian Guy McLaughlin (b. 1865) and Edith Martineau (b. 1866), the latter by whom he shares close common ancestors with Catherine, Duchess of Cambridge.[5] The McLaughlins have a pedigree going back to King Edward I of England.[6][7] Both Ritchie's parents remarried to prominent individuals. His father's second marriage was to Shireen Ritchie, Baroness Ritchie of Brompton, a former model and later Conservative politician and life peer.[8] From 1973 until 1980, when they divorced, Ritchie's mother was married to Sir Michael Leighton, 11th Baronet of Loton Park.[9] As a divorcée, she is correctly styled as Amber, Lady Leighton.[10]
Ritchie, who is dyslexic, was expelled from Stanbridge Earls School at the age of 15.[2] He has claimed that drug use was the reason for the expulsion; his father has said that it was because his son was caught "cutting class and entertaining a girl in his room."[11]
In addition to his elder sister Tabitha, a dance instructor, Ritchie has a half-brother, Kevin Baynton, who was born to Amber Parkinson when she was a teenager and given up for adoption.[12]
Directing career[]
In 1998, Ritchie contacted Peter Morton, of the Hard Rock Cafe chain, as a potential investor for a debut film. Morton's nephew, Matthew Vaughn, had been studying film production in Los Angeles. Peter informed Vaughn of Ritchie's new film idea, and Vaughn agreed to produce. Matthew, John, Guy and Peter asked their mutual acquaintance, Trudie Styler, to invest in the production of Ritchie's second film production following his 1995 short The Hard Case, which Styler had seen and decided that co-funding the project would be a worthwhile opportunity. The production of the film, Lock, Stock and Two Smoking Barrels, was completed in about eight months. Released in Great Britain in 1998 to positive reviews, it became an international success. It starred Nick Moran and also introduced actors Jason Statham, Jason Flemyng and Dexter Fletcher to worldwide audiences, while launching a new acting career for former footballer Vinnie Jones. Ritchie was introduced to Madonna, whom he would later wed, when the soundtrack for the film was issued on her Maverick Records label. In 2000 Ritchie won an Edgar Award from the Mystery Writers of America for Best Motion Picture Screenplay. Ritchie created and produced a spin-off television series called Lock, Stock....[13]
Ritchie's second feature film, Snatch, was released in 2000. Originally known as Diamonds, it was another caper comedy, with a cast including Brad Pitt, Benicio del Toro and Dennis Farina, along with the returning Statham and Vinnie Jones. Similar to Lock, Stock and Two Smoking Barrels the film depicted events from different characters' perspectives: a device which became something of a trademark through many of the director's subsequent films. It has a rating of 73% on Rotten Tomatoes as of 2015.[14]
Following his marriage to Madonna, Ritchie began focusing his filmmaking on his wife, directing her in both a music video (for the song "What It Feels Like for a Girl", a controversial video that showed Madonna engaging in violent behaviour, directed at men, including T-boning a car with three men in it, tasering and robbing a man at an ATM, scratching a police car and shooting two officers with a water gun, driving her car through a group of men playing street hockey and incinerating a man by throwing a lighter into a pool of gasoline) and a short film, Star, for the BMW films series. Ritchie's next film, also featuring Madonna, was a remake of the 1974 Lina Wertmüller hit Swept Away (also entitled Swept Away). Ritchie cast Madonna as a rich, rude socialite who, after a shipwreck, is trapped on a deserted island with a slovenly Communist sailor who humiliates her. Ritchie renamed the woman Amber Leighton after his mother. This film was both a critical and commercial disappointment.[15]
In 2002, Ritchie conceived a hidden camera show called Swag,[16] for Channel Five in the UK, which turned the table on criminals and opportunists by using stunts to trap them in the act. His next project in 2005, a Vegas-themed heist film entitled Revolver starring Jason Statham, was critically panned in the US and UK.[17][18]
In 2008, Ritchie wrote and directed RocknRolla, a more successful return to crime comedy form with an ensemble cast including Gerard Butler, Tom Wilkinson, Thandie Newton, Mark Strong, Idris Elba, Tom Hardy, and Toby Kebbell. It was generally received well with a 60% rating on Rotten Tomatoes.[19] He also directed in 2008 a commercial for Nike called "Take It To The Next Level", about a young Dutch footballer who signs for Arsenal, showing the progression of his career from his viewpoint, until he makes his debut for the Netherlands. The commercial features cameo appearances from some football players with music by Eagles of Death Metal.[20]
Ritchie's Sherlock Holmes was released on 25 December 2009 with Robert Downey Jr. and Jude Law starring as Sir Arthur Conan Doyle's classic detective and his indispensable friend Dr. Watson in a distinctly comic action-oriented updating. The film received generally positive reviews[21] and grossed more than $520 million worldwide,[22].[23] The sequel, Sherlock Holmes: A Game of Shadows, was released on 16 December 2011 and earned an even higher worldwide box office of over $545 million.[24]
In June 2012, it was announced that Ritchie would direct an adaptation of Treasure Island by Robert Louis Stevenson.[25] On 29 October that year, he produced a game trailer for Call of Duty: Black Ops II.[26]
Ritchie directed Warner Bros.' The Man From U.N.C.L.E.[27] as a fairly radical remake of the popular 1960s spy TV series. Filmed in 2013 in London and Italy,[28][29] the film was not released until August 2015.[30] In January 2014, Warner Bros. set Ritchie to direct King Arthur: Legend of the Sword[31] with Charlie Hunnam playing King Arthur by Ritchie's choice.[32] Initially scheduled to be the first of several in a franchise, the film was released in May 2017 but was a box office bomb, so the sequels were cancelled.[33]
The Raindance Film Festival announced in August 2017 that it would honour Ritchie with its 2nd annual Auteur Award, describing him as a "prominent figure" who breathed "new life into the British film industry" with his "cult crime comedies."[34]
Most recently, Ritchie directed Disney's live action adaptation of Aladdin (2019), which he co-wrote with John August. Starring Will Smith, Mena Massoud and Naomi Scott, the film became Ritchie's most successful film financially.[35]
Personal life[]
Ritchie started training in Shotokan karate at the age of seven at the Budokwai in London, where he later achieved a black belt in both Shotokan and Judo.[36] He also has a black belt in Brazilian Jiu-Jitsu under Renzo Gracie.[37] On 18 May 2000, Ritchie was arrested by the police for an alleged assault on a 20-year-old man outside the Kensington home he shared with American singer Madonna, on suspicion of causing actual bodily harm.[38]
On 22 December 2000, Ritchie married Madonna at Skibo Castle in Scotland.[39] They have a son, Rocco John Ritchie (born 11 August 2000 in Los Angeles) and adopted a Malawian baby boy in 2006, David (born 24 September 2005). Madonna eventually filed for divorce from Ritchie in October 2008, citing irreconcilable differences.[40] On 15 December 2008, Madonna's spokeswoman announced that the singer had agreed to a divorce settlement with Ritchie, the terms of which grant him between £50–60 million ($Template:To USD–Template:To USD million), a figure that includes the value of the couple's London pub and Wiltshire estate in England. This would be one of the largest divorce settlements in British history. [41] Madonna and Ritchie issued a joint statement calling the previous announcement "misleading and inaccurate." The financial details of the settlement remained private.[42] Their marriage was dissolved by District Judge Reid by decree nisi at the clinical Principal Registry of the Family Division in High Holborn, London. Madonna and Ritchie entered into a custody agreement for Rocco and David, then aged eight and three, respectively, and divided the children's time between Ritchie's London home and Madonna's in New York, where the two were joined by her daughter Lourdes, from a previous relationship.[43][44]
In February 2011, a £6m house he owns in London's Fitzrovia was occupied briefly by members of The Really Free School, a squatter organisation.[45][46]
On 30 July 2015, Ritchie married model Jacqui Ainsley, whom he had been dating since 2010.[47] They have three children: son Rafael (born 5 September 2011),[48] daughter Rivka, (born 29 November 2012)[2] and son Levi (born 8 June 2014).[47]
Ritchie can speak Hebrew.[49]
Filmography[]
Year Film Director Writer Producer Notes 1995 The Hard Case Yes Yes No Short film 1998 Lock, Stock and Two Smoking Barrels Yes Yes No Also casting director 2000 Snatch Yes Yes No 2001 Star Yes Yes No Segment from the BMW short film series The Hire, Co-written with Joe Sweet 2002 Swept Away Yes Yes No Golden Raspberry Award for Worst Director
Nominated – Golden Raspberry Award for Worst Screenplay 2005 Revolver Yes Yes No 2008 RocknRolla Yes Yes Yes 2009 Sherlock Holmes Yes No No Nominated – Saturn Award for Best Director 2011 Sherlock Holmes: A Game of Shadows Yes No No 2015 The Man from U.N.C.L.E. Yes Yes Yes 2017 King Arthur: Legend of the Sword Yes Yes Yes 2017 Thumbelina Yes Yes No 2019 Aladdin Yes Yes No TBA The Gentlemen Yes Yes Yes Post-production
Uncredited cameos[]
Year Film Role 2000 Snatch Man Reading Newspaper 2008 RocknRolla Man riding bicycle 2017 King Arthur: Legend of the Sword Inn Owner
References[]
[]
Script error: No such module "Side box".
Template:Twitter
Guy Ritchie at IMDb
Guy Ritchie Films directed Lock, Stock and Two Smoking Barrels (1998) • Snatch (2000) • Swept Away (2002) • Revolver (2005) • RocknRolla (2008) • Sherlock Holmes (2009) • Sherlock Holmes: A Game of Shadows (2011) • The Man from U.N.C.L.E. (2015) • King Arthur: Legend of the Sword (2017) • Aladdin (2019) • The Gentlemen (2019) • Wrath of Man (2021) • Operation Fortune: Ruse de Guerre (2023) • Guy Ritchie's The Covenant (2023) • The Ministry of Ungentlemanly Warfare (film) (2024) Films Producer RocknRolla (2008) • The Man from U.N.C.L.E. (2015) • King Arthur: Legend of the Sword (2017) • The Gentlemen (2019) • Wrath of Man (2021) • Operation Fortune: Ruse de Guerre (2023) • Guy Ritchie's The Covenant (2023) • The Ministry of Ungentlemanly Warfare (film) (2024) Films screenwriter Lock, Stock and Two Smoking Barrels (1998) • Snatch (2000) • Swept Away (2002) • Revolver (2005) • RocknRolla (2008) • The Man from U.N.C.L.E. (2015) • King Arthur: Legend of the Sword (2017) • Aladdin (2019) • The Gentlemen (2019) • Wrath of Man (2021) • Operation Fortune: Ruse de Guerre (2023) • Guy Ritchie's The Covenant (2023) • The Ministry of Ungentlemanly Warfare (film) (2024)
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https://lbbonline.com/news/high-five-dean-paradise
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en
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High Five: Dean Paradise
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"GUT Miami"
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2023-08-02T11:30:02+00:00
|
Little Black Book, The executive creative director at GUT Miami delves into the challenge of choosing his all-time favourite ads
|
en
|
/favicon.ico
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https://lbbonline.com/news/high-five-dean-paradise
|
Choosing my favourite ads of all time is a little bit like having to choose my favourite child. You sort of have an inkling, but no matter what you pick, it just doesn’t feel right. So, in no particular order, here are my choices...
Guinness - 'Surfer'
Agency: AMV BBDO
Production: Academy
Sound: Soundtree x Wave Studios
At the top of the list will always be Guinness' 'Surfer'. It showed me that advertising is more than just the sell, it can also be poetic and artful. It also got me obsessed with finding out the people behind the ads, and since then, I’ve had a career-long obsession with Jonathan Glazer.
BMW - 'The Hire: BMW Films'
Agency: Fallon Minneapolis
Production: Anonymous Content x RSA
Director: Guy Ritchie x Ang Lee x Alejandro González Iñárritu x Neil Blomkamp and more
Sound: Primal Scream x Element
The next idea in my High Five is the BMW Films series titled 'Hire', directed by Guy Ritchie, Ang Lee, Alejandro González Iñárritu, and many other amazing filmmakers. It totally changed my perspectives on what is possible in the ad world - that we could literally create movies and shows just like the entertainment world. It’s incredible what it did for the industry, creating an entire new category, 'Titanium', at Cannes.
Topsy Foundation - 'Selinah'
Agency: Ogilvy Johannesburg
Production: Egg Films
Director: Kim Geldenhuys
'Selinah' by the Topsy Foundation is one that has always stuck with me. An Aids patient was filmed over 90 days, and simply by documenting the power of the medication and reversing the footage, we see how it changed her life. Sometimes, the most powerful ideas just show the truth in an interesting way, and this showed me that you don’t always need giant productions. I want to say it was one of South Africa’s first gold Lions for film, and it showed the country that we can compete with the best.
Melbourne Metro Trains - 'Dumb Ways to Die'
Agency: McCann Melbourne
Director: John Mescall
I was at Cannes the year 'Dumb Ways to Die' swept all the categories, and it was one of those where everyone was celebrating it winning. I love how they showed that serious issues sometimes need a little levity to really make a difference. It also was an idea that integrated itself into every possible channel, and the craft involved in every detail was something to behold. From the characters, to the song, to the animation, the details are what really made it so memorable and groundbreaking at the time.
Burger King - 'Google Home of the Whopper'
Agency: DAVID Miami
Production: Caviar Los Angeles
Director: Kris Belman
And last but not least, is 'Google Home of the Whopper'. I love how it completely hacked the traditional 15, but also did it in a way that gave it so much voltage, it was impossible not to see it in your feed. It’s also awesome that my two bosses are the masterminds behind this ingenious 15 sec TVC.
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https://nerdist.com/article/operation-fortune-ruse-de-guerre-trailer-guy-ritchie-jason-statham-aubrey-plaza/
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en
|
OPERATION FORTUNE Trailer Sets Guy Ritchie Spy Vehicle in Motion
|
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2021-12-09T16:06:42+00:00
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Jason Statham and his crew of spies recruit a movie star to take down a billionaire arms dealer in Guy Ritchie's Operation Fortune: Ruse de Guerre trailer.
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en
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Nerdist
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https://nerdist.com/article/operation-fortune-ruse-de-guerre-trailer-guy-ritchie-jason-statham-aubrey-plaza/
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A team of spies and a dashing movie star team up to take down an evil billionaire. What could possibly go wrong? In a Guy Ritchie movie that means a lot of explosions, some cheeky one-liners, and Jason Statham. Operation Fortune: Ruse de Guerre certainly sounds promising. And the newly-released Operation Fortune trailer features a whole lot of classic Ritchie moves, with a few twists. For one, Aubrey Plaza graces the film with her sardonic presence, surely adding necessary a bit of new fire.
Statham stars as the incredibly named Orson Fortune, a spy for hire whose next mission is to stop an arms dealer from selling off some seriously deadly high-tech weapons. And in order to do so, he must blackmail the dealer’s favorite actor into helping him.
Here’s the official synopsis:
In the film, super spy Orson Fortune (Jason Statham) must track down and stop the sale of a deadly new weapons technology wielded by billionaire arms broker Greg Simmonds (Hugh Grant). Reluctantly teamed with some of the world’s best operatives (Aubrey Plaza, Cary Elwes, Bugzy Malone), Fortune and his crew recruit Hollywood’s biggest movie star Danny Francesco (Josh Hartnett) to help them on their globe-trotting undercover mission to save the world.
Truly amazing things are happening here. Of course, it reunites Guy Ritchie with a whole lot of familiar faces—as it must. But it also features a few truly stellar casting decisions, at least on the surface. For one, it looks like Josh Hartnett gets to be hot and funny in this movie and that just doesn’t happen enough for him. And then there’s Hugh Grant. His turn as eccentric baddies is one of the best moves in modern cinema. (Here’s hoping the rule still applies. even if he’s playing a bad guy named Greg.)
The always charming Carey Elwes and Bugzy Malone also star in the film, joining Plaza as Statham’s roguish crew. Ritchie also co-wrote the film with Ivan Atkinson and Marn Davies. Ritchie, Atkinson, and Bill Block are producing.
Guy Ritchie films are notoriously hit or miss. But we’re keeping ourselves optimistic for Operation Fortune: Ruse de Guerre, especially after that trailer. The film hits theaters in 2022.
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yago
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https://www.latimes.com/entertainment-arts/tv/story/2024-03-07/theo-james-kaya-scodelario-the-gentlemen-netflix-guy-ritchie
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en
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Theo James and Kaya Scodelario discuss ‘The Gentlemen’ and keeping up with Guy Ritchie
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[] |
[] |
[
""
] | null |
[
"Emily Zemler"
] |
2024-03-07T00:00:00
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In "The Gentlemen," based on Guy Ritchie's film of the same name, Theo James plays a British aristocrat who discovers his father's estate is part of a weed empire run by Kaya Scodelario's Susie.
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en
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Los Angeles Times
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https://www.latimes.com/entertainment-arts/tv/story/2024-03-07/theo-james-kaya-scodelario-the-gentlemen-netflix-guy-ritchie
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This article contains spoilers for Netflix’s “The Gentlemen.”
Despite having similar careers, Theo James and Kaya Scodelario had never met before being cast in “The Gentlemen,” a Netflix spin-off of Guy Ritchie’s 2019 crime comedy. Both have starred in young adult book adaptations, appeared in popular TV shows and toyed equally with big studio films and eclectic indies. So joining the series, created by Ritchie and co-written with Matthew Read, was another tandem step.
“I feel like he makes good choices,” Scodelario says of James. “It’s quite good to know on Day 1 that you already respect the person without having worked with them yet.”
On the show, James plays Eddie Halstead, a member of a British aristocratic family who becomes a duke when his father suddenly dies. He soon realizes their estate is home to a weed empire run by Bobby Glass (Ray Winstone) and his daughter Susie, played by Scodelario. Eddie finds himself descending deeper and deeper into the criminal underworld with Susie’s help, eventually discovering that he “has the heart of a killer,” as James says. It’s a wild ride served up with signature Ritchie flair.
“In Guy’s world, you have to straddle, very acutely, humor and comedy, but it can’t tip into the ridiculous because then all the stakes become completely lost,” James says. “He undercuts your sense of expectation as an audience continually, which I quite enjoy. Nothing is totally serious, and I think that’s crucial. It’s not ‘Succession.’”
In the eight episodes, which exist as a standalone story separate from the film and are now streaming, Eddie and Susie first collaborate, then backstab each other and eventually realize they are better as a team. Much of the series shifted and evolved on set during the lengthy production process, which took place in England.
“You have to be on your toes, and you have to be willing to oscillate with what Guy’s feeling on the day,” James says. “And that can be quite liberating.”
“As it progressed, we were able to enjoy it a bit more because we got used to the rhythm of how Guy works,” Scodelario adds. “But the beginning was quite anxiety-inducing, just because 101 for an actor is to turn up and learn your lines, and that goes out the window with him. It was an interesting experience.”
Here, James and Scodelario discuss how they developed their characters for the series, why Eddie and Susie never become romantic partners and whether there might be more episodes. This interview has been edited and condensed for clarity.
What was exciting to each of you about this series?
Kaya Scodelario: I knew the film and I enjoyed it, but I was curious to see what the female character would be. Once I was offered the role, I took a second to speak to the creatives involved just to make sure that Susie would be a part of the show the whole way through. I only had two episodes to read and I wanted to make sure she was going to really make an impact. I always feel like I owe it to whatever character I’m playing to make sure they have the best possible story, and I was hyper aware of that being a female in the Guy Ritchie universe.
Theo James: I liked the melding of two worlds, the aristocracy and the criminal underworld. Guy Ritchie has touched on that in the past. But the idea that it was part of the focus, of smashing these two genres together, was exciting. At the end of the day, it’s a piece of entertainment. But some of the conceits behind that were very interesting, like the British aristocracy being criminal in the essence of controlling land and being able to pass that down for generations. We’re still very class-led, so sending that up in the most bombastic way possible was interesting.
Theo, was “The White Lotus” already streaming when you were cast?
Scodelario: The first episode aired like the day before we shot, and I felt so bad for you. It was Day 1 on set and you were on the biggest show at the time. And your d—’s in it.
James: Yeah, it came out literally the day we started. [But] they’re very different roles. With Cameron [in “The White Lotus,”] I wanted him to be as vivacious and as consuming as possible. Whereas, Eddie’s the opposite. He represents Britain. He’s quite closed in, both metaphorically and physically. He’s a watcher rather than a statement-maker, while Cameron represents that interesting part of Americana. It was almost going to the polar opposite.
How did you determine how restrained to make Eddie?
James: It was deliberate, in a way, although I have to say that with Guy, we had a lot of heated conversations. We would constantly talk about Eddie’s motivation because he wanted him to be more reserved, but I wanted to make sure he was active. Not that we’d ever emulate “The Godfather,” because it’s one of the best movies of all time and this is a comedy, but the idea of Michael Corleone evolving from a person of moral standing to one whose soul is corrupted was always a touch point for me and also for the writers.
Kaya, what kind of arc did you want to ensure Susie had?
Scodelario: I wanted it to be multi-faceted. I wanted to see her adapt and go toe-to-toe with [her father], and I think we did that ... She’s the first actual woman I’ve played. It’s been a long line of teenagers and young adults. It was really f—ing cool to play someone who was already there, who is at the top of their game, who is confident and who is unapologetic.
It feels significant that Eddie and Susie never have a romantic relationship over the eight episodes.
James: We spoke about the idea that [Eddie and Susie] have chemistry, but it’s never realized or actualized. I think you lose the chemistry and you cheapen it the moment you have them—
Scodelario: Bonk for the sake of it.
James: I think at one point they were going to do some bonking. But luckily, we were like, “No, thank you.”
Scodelario: It’s also realistic. They’re busy. There’s stuff going on all the time, and it’s really intense s— that they’re going through together. It wouldn’t fit in this world — sex isn’t funny. This is a comedy, and the humor comes from the high stakes and the journey the characters are on.
As the series progresses, Eddie and Susie become adversaries. How much did you discuss that tension?
James: The scripts were different, actually. The show spans eight episodes, and we were very keen to show them go through a breakdown of their relationship, otherwise, the stakes are unaffected. We had to establish them being successful as a team to tear them apart and make them enemies.
Scodelario: It’s my favorite part of the show, actually, that we go toe-to-toe for a bit and then see how important one is for the other. It’s also honest. This is a new, vulnerable relationship and problems are going to come up. It was fun to play with the idea of “Is there anything there romantically?” and put it into their working relationship.
James: I almost wished at a certain point they’d go farther and betray each other to the point of no return.
Did you have all eight scripts when you started shooting?
James: Oh God, no. They weren’t written.
Scodelario: They weren’t even an idea yet.
James: We had an outline for where the characters were going, although it didn’t go there. I mean, we knew there was going to be an assault on the house at the end. But it really evolved during the process … But I feel like it’s emblematic of Guy’s world. Even if they’ve had every single episode polished and ready to go, it would have changed anyway. It’s certainly discombobulating. But there is a freedom sometimes in the unknowing as long as you’re in a collaborative space, and luckily we were all up for the challenge cast-wise.
Was there ever a conversation about connecting the series to the movie or incorporating any cameos?
James: No, actually, and I was very glad that wasn’t the case. It’s set in the world, but the characters have no overlap. It would have been too tricky to cross-pollinate them. The movie exists in its own space, and the story is very different. This is [about] melding two worlds. It’s a clear, linear story of ascension and betrayal. It felt better that they didn’t have any connection. Don’t you agree?
Scodelario: I agree. I mean, it would have been nice to meet Matthew McConaughey, but in some respects it would have been more confusing. You’d have to really lean into that and go full throttle. To have two or three people from the movie come into this world looks a little half-baked. It’s more interesting to have an entirely blank slate to go on this journey with these people. And those decisions are well above our pay grade. I don’t get to call Matthew up and say, “Come on, come down for a bit.”
Has there been a discussion about a second season?
Scodelario: Not one that we’ve had yet.
James: I felt like it was quite capped off, actually.
|
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https://en.as.com/entertainment/guy-ritchie-changes-approach-to-filming-new-movie-the-covenant-n/
|
en
|
Guy Ritchie changes approach to filming new movie ‘The Covenant’
|
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[
""
] | null |
[
"Francesca Conforti"
] |
2023-04-23T21:43:25-04:00
|
Guy Ritchie shares the changes made to using weapons in war films since ‘Rust’ shooting incident.
|
en
|
/pf/resources/images/favicon/favicon.ico?d=508
|
AS USA
|
https://en.as.com/entertainment/guy-ritchie-changes-approach-to-filming-new-movie-the-covenant-n/
|
Guy Ritchie came to film his war movie ‘The Covenant’, just three months after the tragic events on the’ Rust’ set, which changed how filmmakers approach using weapons on set.
While filming the movie ‘Rust’, the cinematographer Halyna Hutchins passed away in an accident involving Alec Baldwin, who allegedly fired what he thought was a prop gun but turned out to be loaded.
He was charged with two counts of manslaughter, but the charges were dropped, and a new cinematographer was hired despite the sad news.
Guy Ritchie’s approach to weapons on set
Both Ritchie and Jake Gyllenhaal, who’s no stranger to using guns on set, were both relieved to use a new system that involves Airsoft guns in ‘The Covenant’, which seem realistic but cannot pose a threat to any crew member.
“We haven’t used a real weapon since then. So there were no real weapons. It’s the first shoot that we had, which I have to tell you, it’s a tremendous relief for all of us.”
“They’re as good as, they look as good as real weapons, they do all the functions as a real weapon. You get a gas discharge. It all seems as authentic as it can be, but as Jake said, it’s Airsoft though. No one can get into any trouble.”
How he always felt about firearms
Though Guy Ritchie has directed a number of films that use firearms, from his British gangster films, to ‘The Man from U.N.C.L.E.’ and the recent ‘Operation Fortune: Ruse de Guerre’, he claims that he always had some hesitations in using real ones.
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https://www.worldofreel.com/blog/2024/4/16/the-ministry-of-ungentlemanly-warfare-is-another-peculiar-addition-to-guy-ritchies-filmography
|
en
|
‘The Ministry of Ungentlemanly Warfare' is Another Weak Addition to Guy Ritchie's Filmography — World of Reel
|
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[
""
] | null |
[
"Jordan Ruimy"
] |
2024-04-16T00:00:00
|
I was not a fan of Guy Ritchie’s “The Ministry of Ungentlemanly Warfare.” In fact, I’m just not very supportive of Ritchie’s overall body of work, more on that later.
|
en
|
https://images.squarespace-cdn.com/content/v1/5bbcad0f2727be3646b9fee1/1539350635768-HMJVC0ZYEWTQIFGY1GMW/favicon.ico
|
World of Reel
|
https://www.worldofreel.com/blog/2024/4/16/the-ministry-of-ungentlemanly-warfare-is-another-peculiar-addition-to-guy-ritchies-filmography
|
I was not a fan of Guy Ritchie’s “The Ministry of Ungentlemanly Warfare.” In fact, I’m just not very supportive of Ritchie’s overall body of work, more on that later.
Regardless, the reviews are decent — 55 on Metacritic and 81% on Rotten Tomatoes. What turned me off most about the film was how tonally off it all felt. Much like many of Ritchie’s films, it’s a narrative mess and can’t really find a good groove. There is so much to take in and, yet, so little to feed on.
Ritchie has two films in 2024 and maybe even three, with a fourth beginning production. There’s also “The Gentleman” spin-off series, which he wrote and directed, that debuted on Netflix last month.
Ritchie is VERY busy these days. He recently completed production on another action film, this one, again, starring Henry Cavill, Eiza González, and a certain Jake Gyllenhaal. It was also recently announced that he would direct “Fountain Of Youth,” starring Jon Krasinski, Natalie Portman, and González.
The English-born Ritchie initially built his career in the British crime-comedy genre, from “Snatch” to “Lock, Stock, and Two Smoking Barrels,” he amassed a fanbase in the late ‘90s and early aughts that would follow him anywhere he went. Of all the Tarantino ripoffs that came after “Pulp Fiction,” Ritchie looked like one filmmaker who could actually stick around.
The problem was that the destination he decided to take next, and the ensuing paycheck-driven studio fare he decided to partake in, weren’t what his original fans had signed up for — “King Arthur: Legend of the Sword,” “Aladdin,” “The Man From U.N.C.L.E” “Swept Away,” and two “Sherlock Holmes” films.
I will say this, I was a total sucker for Ritchie’s pandemic-released Jason Statham vehicle, “Wrath of Man,” which featured the best direction of his career and, in terms of style and tone, was a ballsy effort. Last year, Ritchie released a war film, “The Covenant,” another fairly impressive technical feat, that seemed to be well-liked by audiences.
Ritchie’s “The Ministry Of Ungentlemanly Warfare” is in theaters on April 19, 2024.
|
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|
https://tv.apple.com/us/person/guy-ritchie/umc.cpc.72k1sfjyjamz6akfptckiot8h
|
en
|
Guy Ritchie Movies and Shows
|
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[
""
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[] | null |
Learn about Guy Ritchie on Apple TV. Browse shows and movies that feature Guy Ritchie including The Ministry of Ungentlemanly Warfare, Sherlock Holmesâ¦
|
en
|
/assets/favicon/apple-touch-icon-9a18d92f405f4cba68b503b186df5f5b.png
|
Apple TV
|
https://tv.apple.com/us/person/guy-ritchie/umc.cpc.72k1sfjyjamz6akfptckiot8h
|
Episode 4
Jeremy Clarkson travels to Belfast to conduct an extremely thorough test of the Renaultsport Twingo 133 involving a tunnel, a ferry and the actor Ross Kemp. Meanwhile, Richard Hammond investigates ways to speed up your next summer holiday through the crucible of motorsport as he invents the brand new sport of airport vehicle racing. At the other end of the intellectual spectrum, James May tests the new Vauxhall Insignia VXR in the company of Margaret Calvert, the lady responsible for inspired design philosophy behind the familiar British road sign. Finally, Jeremy is on and off the track in the BMW X5M, Audi Q7 V12 and the latest version of the supercharged Range Rover.
|
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|
0
| 38
|
https://variety.com/2023/biz/global/guy-ritchie-the-gentlemen-lawsuit-denies-mickey-de-hara-1235690827/
|
en
|
Guy Ritchie Hits Back Over ‘The Gentlemen’ Lawsuit, Denies Breach of Contract
|
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2023-08-08T17:28:59+00:00
|
Guy Ritchie has hit back over a lawsuit regarding his film 'The Gentlemen,' denying he breached a contract.
|
en
|
Variety
|
https://variety.com/2023/biz/global/guy-ritchie-the-gentlemen-lawsuit-denies-mickey-de-hara-1235690827/
|
Guy Ritchie has hit back at a lawsuit claiming he copied “The Gentlemen” from a script written by his friend Mickey de Hara.
Actor and writer de Hara, who had a role in Ritchie’s 1999 hit “Snatch,” filed a lawsuit in April in London’s High Court claiming the director had reneged on a contract relating to a sequel to 2008 gangster movie “RockNRolla.” De Hara asserts that Ritchie’s 2019 film “The Gentlemen” copies the characters and specific plot points that were part of his planned “RockNRolla” sequel.
In a defense filing submitted to the court this week, Ritchie denied that the “RockNRolla” sequel — which was set to be titled “The Real RockNRolla” — was based on de Hara’s life or that he had hired de Hara to write a sequel to the film.
Ritchie’s defense filing was delayed following a court order in May to give the parties time to negotiate and potentially settle out of court.
Ritchie says that he paid de Hara £25,000 in 2006 under a work for hire agreement in which the actor provided “anecdotes” and “acted as a sounding board” while Ritchie was writing the sequel. The defense document says “several” of those anecdotes “influenced aspects” of the final screenplay.
Ritchie admits that while he discussed the possibility of turning “RockNRolla” into a trilogy, with de Hara and another writer named Martin Askew potentially receiving credits and financial benefits, no agreement or detail ever ensued.
Ultimately, no sequel to “RockNRolla” was ever made, with Ritchie admitting in the defense document he thought the era of gangster films was over. “[Ritchie] believed that ‘RocknRolla’-type gangster movies were not generally being made at that time, and as far as [he] was concerned, those who had tried had failed,” the defense document states.
Under the 2006 agreement, Ritchie owned all the copyright that resulted from de Hara’s contributions and the director, who has also made films including “Sherlock Holmes” and “Aladdin,” acknowledges he made “some use” of the “RockNRolla” sequel’s screenplay while writing “The Gentlemen.” But he denied de Hara’s claim that the latter was a “reproduction of a substantial part” of the former.
In de Hara’s lawsuit, he sets out a table pointing out the overlap between what he says are his plot points and characters and those that eventually ended up in “The Gentlemen.” Ritchie admits there is some “similarity” because he used the “RockNRolla” sequel screenplay for inspiration, but some are substantially different. In particular, de Hara’s claim that a plot point in “The Gentleman” in which an aristocrat asks a drug dealer for help finding his daughter is a “widely used plot,” says Ritchie.
Ritchie’s defense document also points out that under WGA and WGGB rules, a writer must contribute 33% or more to a screenplay to earn a writing credit and, in his estimation, de Hara contributed “below 5%.”
De Hara is seeking over $250,000 as well as a credit on “The Gentleman.”
The case continues.
|
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28270
|
yago
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2
| 56
|
https://awardswatch.com/duchess-review-neil-marshalls-charmless-guy-ritchie-rip-off-is-a-female-empowerment-forgery/
|
en
|
‘Duchess’ Review: Neil Marshall’s Charmless Guy Ritchie Rip
|
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2024-08-05T15:46:18+00:00
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In 1998, Guy Ritchie erupted onto the British cinema scene with Lock, Stock and Two Smoking Barrels. The gangster movie, which in itself took inspiration from Quentin Tarantino’s 1994 Palme D’Or winner Pulp Fiction, found itself in an unimpeachable position as a strangely immediate cult classic in British culture. Its snappy editing and snarky attitude…
|
en
|
AwardsWatch
|
https://awardswatch.com/duchess-review-neil-marshalls-charmless-guy-ritchie-rip-off-is-a-female-empowerment-forgery/
|
In 1998, Guy Ritchie erupted onto the British cinema scene with Lock, Stock and Two Smoking Barrels. The gangster movie, which in itself took inspiration from Quentin Tarantino’s 1994 Palme D’Or winner Pulp Fiction, found itself in an unimpeachable position as a strangely immediate cult classic in British culture. Its snappy editing and snarky attitude cemented director Guy Ritchie’s future in Hollywood. In 1998, this was fresh and exciting filmmaking, the type that soon became a blueprint for the genre. But it is 2024, and director Neil Marshall following that Ritchie blueprint means that Duchess is more than just old hat: it’s Patrick Swayze, as the cockney saying goes.
The titular character of Duchess, Scarlett Monoghan (Charlotte Kirk), is a foul-mouthed femme fatale, whose days of contemporary Dickensian pickpocketing are numbered once she falls for ex-marine turned diamond smuggler Robert McNaughton (Philip Winchester). The cliches begin thick and fast in this banal, unoriginal thriller as Duchess opens with Scarlett in lingerie, schmoozing a Russian oligarch as a pretend sex worker before she unceremoniously stabs him in the genitals. Freeze frame. Through a voiceover from Kirk, she begins equating cocks with power before hard-man colleague Danny (Sean Pertwee) attempts to strangle him. Freeze frame. “Actually hang on a minute, we need to go back” Kirk voices, as the film rewinds itself to before she took up the moniker of Duchess.
Around an hour into Duchess, this scene is contextualised. Until then, this is a bog-standard origin story for the film’s often scantily-clad anti-heroine Scarlett. After this, it is your classic revenge tale. This is to say that the film as a whole is riddled with broad genre archetypes of British gangster movies; redundant voiceovers, the cockney hard-man, bold letters splashed on the screen naming the characters, a Russian mob boss, the hispanic maid…even a wild animal held captive underground.
This is the thing with the whole ordeal that is Duchess: there is not a single idea that is an original manifestation from Marshall or from writing partner Kirk. So what boggles this critic about Duchess being a concoction of tired, stale cliches is the lack of self-awareness about it. The film plays its tropes straight but line readings such as: “if you want to play in a man’s world, you’d better get ready to be fucked in the ass. Because we all look the same from behind” from gruff bad guys would find a comfortable place in a satirist’s version of this story. The film could be funny if it wasn’t such a cruel exercise.
Within Auteur Theory, it is suggested that the director is the sole beneficiary of both praise and criticism. When we intersect this with feminist theory and the Male Gaze for purposes of criticism and analysis, we find that both theories become at war with each other. Scarlett, and laterally the Duchess character, is an embodiment of male idealism: a skinny blonde-haired liquor drinking foul mouth, who is promiscuous, gun-toting and spends a lot of time in bikinis.
Placing male gaze and auteur theory in the same venn diagram suggests that this is Neil Marshall’s male power fantasy, since the character is removed from agency until over an hour in – often finding herself saved by men – and whose portrayal could be construed as misogynistic. But this was co-written by Kirk herself. Is this, then, a female power fantasy? Does Kirk’s involvement in the script then negate criticism of its misogyny and the male gaze – a fundamental flaw in the theory is its assumed heterosexuality anyway – or is Duchess a product of patriarchal hegemony? If we are to believe this is the latter, then we also negate Kirk’s own autonomy in creating a movie this acrid.
Continuing with Auteur Theory, we then traverse into why attempting to capture a certain directorial style is fundamentally flawed. The films of Guy Ritchie are not just playful with their form, but they have a gritty panache that comes from its dynamite cast. They made household names of Jason Statham and Stephen Graham, while getting charisma magnets like Vinnie Jones and Brad Pitt involved. Even Ritchie’s box office bomb, the spy thriller The Man From U.N.C.L.E, had a sparkling Henry Cavill and Armie Hammer playing off each other to great effect.
Ritchie’s cast are what makes his films such whirlwinds of charisma. Mimicking that same style, devoid of a cast with individuality and personality, makes Duchess a gruelling, miserable chore to watch; a film faker than its CGI blood. It is an endurance test of juvenility, one where cockney gangsters call each other cunts with a smirk, and diamond smugglers make references to chopping genitalia while thinking it’s being a maximalist challenge to the genre just because it uses diamonds instead of drugs.
The gangster genre is an embarrassment of riches; Brian DePalma, Francis Coppola and Martin Scorsese, to name but a few, are directors who have found success. But for Marshall, whose career started so promisingly with Dog Soldiers and The Descent, there are no riches here, just embarrassment. A mean, grungy pastiche ripped out of the Guy Ritchie playbook without an ounce of self-awareness that this style was only fresh in 1999. It is the kind of acerbic, faux-edgy chauvinistic storytelling that can only really be enjoyed by lager louts and 10-year-old boys.
Grade: D–
Duchess will be released theatrically in the U.K by Vertigo Films and on VOD in the U.S. by Saban Films on August 9.
|
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28270
|
yago
|
1
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https://en.wikipedia.org/wiki/Guy_Ritchie
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en
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Guy Ritchie
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2002-09-25T05:34:47+00:00
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en
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/static/apple-touch/wikipedia.png
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https://en.wikipedia.org/wiki/Guy_Ritchie
|
English filmmaker (born 1968)
Guy Stuart Ritchie (born 10 September 1968)[1][2] is an English film director, producer and screenwriter. His work includes British gangster films and the Sherlock Holmes films starring Robert Downey Jr.
Ritchie left school at the age of 15, and worked in entry-level jobs in the film industry before going on to direct television commercials. In 1995, he directed a short film, The Hard Case, followed by the crime comedy Lock, Stock and Two Smoking Barrels (1998), his feature-length directorial debut. He gained recognition with his second film, Snatch (2000), which found critical and commercial success. Following Snatch, Ritchie directed Swept Away (2002), a critically panned box-office bomb starring Madonna, to whom Ritchie was married between 2000 and 2008. He went on to direct Revolver (2005) and RocknRolla (2008), which were less successful and received mixed reviews. In 2009 and 2011, he directed the box-office hits Sherlock Holmes and its sequel, Sherlock Holmes: A Game of Shadows. The former was nominated for Academy Awards in Best Original Score and Best Art Direction.
His other directed films include The Man from U.N.C.L.E. (2015), based on the 1960s television series, King Arthur: Legend of the Sword (2017),[3] and Aladdin (2019), Disney's live-action adaptation of their 1992 animated film, which grossed over $1 billion worldwide, becoming one of the highest-grossing films in 2019 and the highest-grossing film of Ritchie's career. In 2019, he returned to crime comedy with The Gentlemen (2019), which was mostly well received and a commercial success. He subsequently reteamed with Jason Statham on the action films Wrath of Man (2021) and Operation Fortune: Ruse de Guerre (2023). His second film of 2023, The Covenant, received generally positive reviews.[4]
Life and career
[edit]
1968–1997: Early life and career beginnings
[edit]
Ritchie was born in Hatfield, Hertfordshire,[2] the second of two children of Amber (née Parkinson) and Captain John Vivian Ritchie (b. 1928), former Seaforth Highlanders officer and advertising executive. He has an elder sister, Tabitha, and a half-brother, Kevin, who was born to Amber Parkinson and placed for adoption.[5]
Both of Ritchie's parents remarried. His father's second marriage was to Shireen Ritchie, Baroness Ritchie of Brompton, a former model and later Conservative politician and life peer.[6] Between 1973 and 1980, Ritchie's mother was married to Sir Michael Leighton, 11th Baronet of Loton Park.[7] As a divorcée, she is styled as Amber, Lady Leighton.[8]
Ritchie is dyslexic, and attended Windlesham House School in West Sussex and Stanbridge Earls School in Hampshire. He was expelled from school at the age of 15.[2] He has claimed that drug use was the reason for expulsion, although Ritchie's father said he was "cutting class and entertaining a girl in his room".[9]
1998–2002: Breakthrough
[edit]
After working on a short film, The Hard Case (1995), in 1998, Ritchie met Matthew Vaughn, godson of Peter Morton, co-founder of the Hard Rock Cafe chain. Vaughn had been working in Los Angeles and expressed interest in producing Ritchie's directorial debut, Lock, Stock and Two Smoking Barrels (1998). It took 15 months to secure financial backing.[10][11] Trudie Styler served as an executive producer—she said "I've always liked bad-boy movies".[12]
The production of comedy heist film Lock, Stock and Two Smoking Barrels was completed in about eight months. Starring Nick Moran, Jason Statham, Jason Flemyng and Dexter Fletcher, the film exposed them to worldwide audiences, and launched the acting career of former footballer Vinnie Jones. It was released in the United Kingdom on 28 August 1998 to critical and commercial success, with Janet Maslin of The New York Times praising Ritchie's "brash, ebullient direction" and "punchy little flourishes that load this English gangster film".[14] The feature earned $28.1 million at the worldwide box office.[15] At the 1999 British Academy Film Awards (BAFTAs), Lock, Stock and Two Smoking Barrels was nominated for three awards: Outstanding British Film, Best Editing and Outstanding Debut by a British Writer, Director or Producer for Vaughn. The film won a BAFTA for Film of the Year.[16] In response to the film's success, Ritchie created a spin-off television series called Lock, Stock.... in 2000.[17]
Ritchie's next film was Snatch (2000), another crime-comedy about a group of criminals searching for a stolen diamond. Starring an ensemble cast including Benicio del Toro, Dennis Farina, Jason Flemyng, Vinnie Jones, Brad Pitt, Rade Šerbedžija and Jason Statham. Similar to Lock, Stock and Two Smoking Barrels, the film depicted events from different characters' perspectives; a narrative device which he would use in later films. Snatch was released on 23 August 2000 to a commercial success at the box office, grossing more than $83 million worldwide.[18] Mick LaSalle, writing for San Francisco Chronicle, was impressed with Ritchie's directing and "sequences that discharge with energy", but felt the writing could have been better.[19] Film critic Roger Ebert describes Ritchie as a "zany, high-energy director" but felt the film's plot "doesn't build and it doesn't arrive anywhere".[20]
In 2001, Ritchie directed a music video for "What It Feels Like for a Girl", a song performed by Madonna, to whom Ritchie was married at the time. In the video, she commits criminal and violent acts towards men; music channels MTV and VH1 banned the video from their rotation, opting to play it only once on the release date.[21] Ritchie directed a short film starring Madonna and Clive Owen, titled Star for season one of The Hire, a 2001 online series to promote BMW automobiles.[22] Ritchie's next film, starring Madonna and Adriano Giannini, was Swept Away (2002), a remake of Lina Wertmüller's 1974 Italian film of the same name. It is a romantic comedy about a wealthy socialite who is shipwrecked on a deserted island with a Communist sailor. The film was a critical and commercial failure, with an average rating of 5% on film review aggregator Rotten Tomatoes.[23][24] Almar Haflidason of the BBC was critical of the lead actors, writing, "[Madonna] has neither good comedic sense nor any warmth [...] as for Giannini, he spends the first half of the movie endlessly complaining like some old fishwife".[25] The feature won five awards at the 2002 Golden Raspberry Awards for Worst Picture, Worst Actress, Worst Screen Couple, Worst Remake or Sequel and Worst Director.[26][27]
In 2002, Ritchie conceived a prank show titled Swag, for Channel 5 in the United Kingdom.[28]
2003–2015: Critical disappointments and Sherlock Holmes
[edit]
Ritchie's next heist film Revolver (2005) starred Jason Statham, Ray Liotta, Vincent Pastore, and André Benjamin. The story is about gambler Jake Green (Statham) who is released from prison and seeks revenge on those who stole his money. Filming was completed in late 2004 and the film premiered at the 2005 Toronto International Film Festival.[29] Revolver was released in the United Kingdom on 22 September 2005, but it was critically panned and a commercial failure. Simon Guerrier of FilmFocus gave it one out of five stars, calling it, "tedious, humourless, pretentious and nasty".[30] Adrian Hennigan from the BBC wrote, "the cheeky charm has been replaced by plodding pretentiousness in a film that's illuminated by great action set-pieces and some powerful performances, but not redeemed".[31] Ritchie responded to the criticism by stating, "I don't think anything went wrong with Revolver. By its very nature it's an esoteric movie. It's not designed for the masses".[32] The film was budgeted at $27 million but earned $7.1 million at the worldwide box office.[33] In 2007, Revolver was re-edited and released for the United States.[34]
In 2008, Ritchie directed RocknRolla, for which he also wrote the screenplay. It stars Gerard Butler, Tom Wilkinson, Thandie Newton, Mark Strong, Idris Elba, Tom Hardy, and Toby Kebbell. RocknRolla was released on 5 September 2008 in the United Kingdom, reaching number one at the UK box office in its first week of release.[35] Rotten Tomatoes gave the film a 60% rating, stating, "Mixed reviews for Guy Ritchie's return to his London-based cockney wideboy gangster movie roots, but most agree, it's a step in the right direction following two major turkeys".[36] In that same year, Ritchie directed a television commercial for Nike called "Take It To The Next Level". The commercial includes appearances from Cristiano Ronaldo, Cesc Fàbregas, Ronaldinho, Wayne Rooney, and Ruud van Nistelrooy.[37]
Ritchie's next directorial effort was Sherlock Holmes (2009) starring Robert Downey Jr. and Jude Law. The film was released on 25 and 26 December 2009 in the United States and United Kingdom. It was a box-office hit, taking more than $520 million worldwide, and garnered mixed to favourable reviews from critics and general viewers.[38][39] It received multiple accolades, including two Academy Award nominations for Best Original Score and Best Art Direction, and Downey won a Golden Globe Award for Best Actor.[40][41] In 2011, Ritchie directed the sequel Sherlock Holmes: A Game of Shadows released on 16 December. It was a commercial success, grossing more than $545 million worldwide.[42] A. O. Scott of The New York Times praised Ritchie for "taking liberties" with the characters, and wrote that both films depict "a smoky, overcast Victorian world, infuses it with an air of jocular, hairy laddishness and stages a lot of fights in fussy and tiresome slow motion".[43]
In 2012, Ritchie produced a trailer for the video game Call of Duty: Black Ops II.[44] In 2013, he directed a commercial for H&M featuring David Beckham.[45] A year later, he directed a commercial for whisky brand Haig, which also stars Beckham.[46] He made a return to film in 2015 with The Man From U.N.C.L.E., a remake of the 1960s spy series. Ritchie and Lionel Wigram wrote the screenplay about a CIA agent and a KGB agent who work together to stop a criminal organisation from constructing a nuclear weapon. Henry Cavill and Armie Hammer played the lead roles. Principal photography commenced in 2013 in London and Italy,[47][48] with rewrites to the script during filming.[49] It was released on 14 August 2015 by Warner Bros. to a mixed critical reception.[50] Glenn Kenny onRogerEbert.com writes that it "is only intermittently engaging and amusing, and those portions of the movie that succeed are also frustrating." However, he praised Hugh Grant's performance which "saves the movie".[51]
2016–present: Aladdin and return to crime films
[edit]
In January 2014, Warner Bros. hired Ritchie to direct the first of six films in a franchise, fantasy adventure King Arthur: Legend of the Sword (2017) with Charlie Hunnam portraying King Arthur.[52][53] The feature was released in 2D and 3D on 12 May 2017 in the United States, and a week later in the United Kingdom. Despite high expectations from the film studio, it was a box-office failure, causing large financial losses for Warner Bros. and Village Roadshow Pictures.[54][55] King Arthur: Legend of the Sword received mixed reviews from critics and the subsequent sequels were cancelled.[56][57]
In August 2017, Ritchie received the Raindance Auteur Award for his contributions to the British film industry.[58] Next, Ritchie directed Disney's live-action adaptation of Aladdin (2019), based on the 1992 animated film of the same name.[59] The plot follows Aladdin, a street urchin, as he falls in love with Princess Jasmine, befriends a Genie, and battles the wicked Jafar. Released on 24 May 2019 in the United States, the film was a commercial success despite mixed reviews;[60] Aladdin earned more than $1 billion worldwide, becoming one of the highest-grossing films in 2019, and the 34th highest-grossing film of all-time during its theatrical run.[61] Writing for the Chicago Sun-Times, Richard Roeper gave the film 3 out of 4 stars, praising Will Smith, Naomi Scott, and Mena Massoud's performances.[62] On Metacritic, Aladdin has a weighted average score of 53 out of 100 based on 50 critics, indicating "mixed or average reviews",[63] and on Rotten Tomatoes, the film holds an approval rating of 57% based on 372 reviews with an average rating of 5.88/10.[64]
In 2020, Ritchie returned to crime comedy with The Gentlemen. The story is about an American expat who tries to sell his marijuana business, which triggers a chain reaction response from various criminals. Released on 1 January in the United Kingdom, and a few weeks later in other countries, the film was generally well received. Anton Bitel of Sight & Sound wrote that it "returns to the sense and sensibilities of his earliest features".[65] Film critic James Berardinelli gave the film 3+1⁄2 out of four stars, writing, "The Gentlemen takes Ritchie back to his roots" although "the screenplay is too clever by half, with some of the quirkiness being awkward and intrusive."[66] On Rotten Tomatoes, the film gained an approval rating of 74% based on 260 reviews,[67] and earned $115 million worldwide.[68] In October 2020, it was announced that Ritchie was developing a spin-off television series, which was eventually acquired by Netflix; the series was released on Netflix on March 7, 2024.[69][70]
Ritchie next directed the action thriller Wrath of Man, a remake of the 2004 film Cash Truck, starring Jason Statham. It was released in theatres in the United States on May 7, 2021.[71][72][73] It was initially set for theatrical release in the United Kingdom by Lionsgate UK, but was instead released straight to streaming on Amazon Prime Video on December 10, 2021.[74]
Ritchie followed up Wrath of Man with the spy thriller Operation Fortune: Ruse de Guerre, again starring Statham.[75][76] It was scheduled for release in theatres on March 18, 2022, but was pulled from the schedule a month prior without an explanation; it was eventually released in the United States on March 3, 2023, by Lionsgate.[77][78] Ritchie began filming his next film, a war drama titled The Covenant starring Jake Gyllenhaal, Dar Salim, Antony Starr and Emily Beecham, in February 2022 in Alicante, Spain.[79][80] The film was released in theatres in the United States on April 21, 2023.[81] In June 2022, it was announced that Ritchie had signed on to direct a live-action film adaptation of Disney's Hercules.[82]
In February 2021, Ritchie signed on to direct and write the World War II film The Ministry of Ungentlemanly Warfare, based on the book by Damien Lewis, for producer Jerry Bruckheimer and Paramount Pictures.[83] In October 2022, Henry Cavill and Eiza González were cast in the lead roles, with Paramount no longer involved.[84] The film was released in theatres in the United States on April 19, 2024.[85]
In May 2023, a few weeks after production wrapped on The Ministry of Ungentlemanly Warfare, it was announced Ritchie would next direct the film In the Grey (untitled at the time), starring Cavill, Gyllenhaal and González, set to shoot in Spain in the summer of 2023.[86] The film concluded production in October 2023, with Lionsgate acquiring domestic distribution rights and Black Bear UK releasing in the United Kingdom.[87] The film will be released in theatres in the United States on January 17, 2025.[88]
On July 6, 2023, it was announced Ritchie would executive produce the ESPN documentary series Gracie, to be directed by Chris Fuller.[89][90]
On January 11, 2024, it was announced Ritchie would direct the action adventure film Fountain of Youth, for Skydance Media and Apple Studios, with Natalie Portman, John Krasinski and Domhnall Gleeson set to star and production began in February 2024.[91][92][93][94]
On February 28, 2024, it was announced that Ritchie would serve as director and executive producer alongside Top Boy creator Ronan Bennett on the Ray Donovan spin-off series The Donovans for the streaming service Paramount+.[95][96][97] On May 13, it was announced Ritchie would write and direct the film Wife and Dog, with the project set to begin production in October.[98]
Filmmaking
[edit]
Influences and style
[edit]
Ritchie has cited Quentin Tarantino and Sergio Leone as influences on his work. However, he has stated "just about every film — any good film — that's ever been made has had an influence on me. But then how much of it, I have no idea".[99] He has complimented several films including The Long Good Friday (1980), The Good, the Bad, and the Ugly (1966), Seven Samurai (1954) and Once Upon a Time in the West (1968).[99] When asked about the influence of criminals Ronald and Reginald Kray, Ritchie states "It's inevitable ... everything, more or less, of the old-school villainy related back to the Krays at some point. And the Krays were a lot worse than everyone thinks they are. ... And I know what those boys were doing was a hundred times worse than what everyone thought was going on. So it's inevitable that anything that is genuine, and old, and British will somehow have something to do with the Krays".[99]
Ritchie's films often incorporate memorable and "colourful" characters, for instance, Irish boxer Mickey O'Neil in Snatch, and crime boss "Hatchet" Harry in Lock, Stock, and Two Smoking Barrels. In his crime films, there is also fragmented dialogue, with many characters behaving menacingly and using cockney slang.[100][101] The portrayal of the British class system has also been explored.[102] Costume designer for The Gentlemen, Michael Wilkinson, said "Each character has an iconic, memorable look — a little larger than life".[100]
Fast-paced and energetic action scenes serve as cinematic choices, as well as placing his characters in combat or violent situations.[103] Ritchie has used fast-cutting and slow motion to build momentum in the story, and to create a high-impact viewing experience, respectively. He is also known to use interweaving stories and a non-linear narrative such as a circular plot in his films; this is found in the case of Lock, Stock, and Two Smoking Barrels, Sherlock Holmes and Snatch [101][104]
Ritchie has said this on his creative process:
My creative process has never been something I can put into words. It's very random, very scattered and can sometimes lead down dark alleyways and dead ends. What I will say is I think any director needs to immerse himself in both real life and in history to fully open up creative processes. And you must be prepared for the reality that any creative process worth its salt needs to be revised, reworked and, on occasion, thrown out the window entirely.[105]
Ritchie has worked multiple times with Vinnie Jones, Jason Statham, Jason Flemyng, Alan Ford, Geoff Bell, Mark Strong, Jude Law, Eddie Marsan, Jared Harris, Charlie Hunnam, Josh Hartnett, Hugh Grant, Jake Gyllenhaal, Eiza González, Henry Golding, Cary Elwes, Bugzy Malone, and Henry Cavill.
Personal life
[edit]
Ritchie started training in Shotokan karate at age seven at the Budokwai in London, where he later achieved a black belt in both Shotokan and Judo.[106] He also has a black belt in Brazilian jiu-jitsu under Renzo Gracie.[107]
Ritchie says that he can speak Hebrew.[108]
On 18 May 2000, Ritchie was arrested by police for allegedly assaulting a man outside the Kensington home that he shared with American singer-songwriter Madonna.[109] On 22 December 2000, he married Madonna at Skibo Castle in Scotland.[110] They had son Rocco (born 11 August 2000 in Los Angeles) and adopted a Malawian baby in 2006.[111]
Madonna filed for divorce in October 2008, citing irreconcilable differences.[112] On 15 December 2008, Madonna announced that she had agreed to a divorce settlement with Ritchie, the terms of which grant him £50–60 million, which includes the value of the couple's London pub and Wiltshire estate in England. The couple issued a joint statement calling settlement reports "misleading and inaccurate".[113] At the Central Family Court in Holborn, district judge Caroline Reid pronounced the decree nisi, which dissolved the marriage within six weeks.[114] Madonna and Ritchie entered a custody agreement for their children.[115][116]
In February 2011, his £6 million London home was briefly occupied by members of the Really Free School, a squatter organisation.[117][118] In 2010 Ritchie met model Jacqui Ainsley; they married on 30 July 2015.[119] The couple have three children: Rafael, Rivka, and Levi.[119][120][2] In July 2020, Ritchie was given a six-month driving ban after he was caught by CyclingMikey using a mobile device while operating a motor vehicle.[121]
Other business ventures
[edit]
Ritchie owns a pub, The Lore of the Land, in London, and previously co-owned another, The Walmer Castle with David Beckham until 2022 when it was taken over by Piers Adams, a French entrepreneur.[123] Ritchie owns a small brewing company, Gritchie Brewing Company which brews beer on his Ashcombe Estate in Wiltshire.[124] He also owns The Wild Kitchen, a firm producing outdoor cooking equipment and tents, which launched at Chelsea Flower Show in 2021.[125]
In October 2022 it was announced that Compton Abbas Airfield was being sold by the owners, the Hughes family, to Ritchie, who owns the neighbouring Ashcombe Estate. Ritchie took over running of the airfield on 1 February 2023. Some of the Gritchie Brewing Company's storage facilities will be relocated to the airfield.[126][127]
Ritchie became a comic writer from 2007 to 2008 with the release of the Virgin Comics series Guy Ritchie's Gamekeeper.
Filmography
[edit]
Feature film
[edit]
Year Title Director Writer Producer Notes 1998 Lock, Stock and Two Smoking Barrels Yes Yes No Also casting director 2000 Snatch Yes Yes No 2002 Swept Away Yes Yes No 2005 Revolver Yes Yes No 2008 RocknRolla Yes Yes Yes 2009 Sherlock Holmes Yes No No 2011 Sherlock Holmes: A Game of Shadows Yes No No 2015 The Man from U.N.C.L.E. Yes Yes Yes 2017 King Arthur: Legend of the Sword Yes Yes Yes 2019 Aladdin Yes Yes No The Gentlemen Yes Yes Yes 2021 Wrath of Man Yes Yes Yes 2023 Operation Fortune: Ruse de Guerre Yes Yes Yes Guy Ritchie's The Covenant Yes Yes Yes 2024 The Ministry of Ungentlemanly Warfare Yes Yes Yes 2025 In the Grey Yes Yes Yes Post-production[88] TBA Fountain of Youth Yes No Yes Post-production[128]
Short film
[edit]
Year Title Director Writer Notes 1995 The Hard Case Yes Yes 2001 The Hire Yes Yes Segment: Star
Cameo appearance
[edit]
Year Title Role 2000 Snatch Man reading newspaper 2008 RocknRolla Man riding bicycle 2017 King Arthur: Legend of the Sword Inn owner
Television
[edit]
Year Title Director Executive
producer Writer Notes 2000 Lock, Stock... No Yes Yes Wrote episode: "...and Four Stolen Hooves" 2024 The Gentlemen Yes Yes Yes Directed 2 episodes and wrote 2 episodes TBA Gracie No Yes No Filming
See also
[edit]
Guy Ritchie's unrealized projects
References
[edit]
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https://www.fandango.com/movie-news/guy-ritchie-hired-for-disneys-live-action-remake-of-aladdin-751431
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en
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A Message To Our Fans
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A Message To Our Fans
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Sorry, Fandango is not available outside the United States.
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https://www.esquire.com/uk/culture/a60072417/where-does-the-gentlemen-series-sit-within-the-guy-ritchie-verse/
|
en
|
Where Does ‘The Gentlemen’ Series Sit Within the Guy Ritchie-verse?
|
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[
"Laura Martin"
] |
2024-03-04T13:30:19.345529+00:00
|
The Netflix show is a spin-off from the hit 2019 film of the same name. Here's the context
|
en
|
/_assets/design-tokens/esquire/static/images/favicon.9bd3ce0.ico
|
Esquire
|
https://www.esquire.com/uk/culture/a60072417/where-does-the-gentlemen-series-sit-within-the-guy-ritchie-verse/
|
When The Gentlemen reached cinemas in December 2019, we found Guy Ritchie at his most gloriously self-indulgent: gangland geezers shifting gear; dodgy deals and bloody shoot-’em-ups, supercharged by an A-list cast decked out in heritage tailoring and out-there eyewear, all injected with the grizzly wit that the director has become synonymous with.
The film was a hit, taking in $115 million at the box office. Less than a year later, it was announced that Ritchie was developing a spin-off TV series of the same name. Fast forward to March 2024 and that show is about to drop on Netflix.
Featuring an impressive cast, including The White Lotus’s Theo James in the lead role, Joely Richardson, Peter Serafinowicz, Daniel Ings, Giancarlo Esposito, and Skins’ Kaya Scodelario, the series also boasts several familiar faces from Ritchie’s oeuvre, including Vinnie Jones, Max Beesley, and of course, the mighty Ray Winstone. But how does the TV show differ from the original film?
What’s the big idea?
The short answer is that it’s The Gentleman-adjacent. As explained by James in a Netflix interview: “The world of this TV show is inspired by the movie, but the actual narrative is very different.”
In the film, Matthew McConaughey plays Mickey Pearson, who runs a weed empire and is looking to sell off his business, but a variety of other gangster characters wade in to make this deal a little more tricky. There’s blackmail, YouTubers, MMA fighters, oligarchs and a frozen fish factory all making up the rich tapestry of this slightly bonkers comedy-thriller, which also starred Colin Farrell, Hugh Grant, Jeremy Strong, Michelle Dockery and Charlie Hunnam.
The film has links threaded in the series throughout, namely that James’ character, Eddie Horniman – who has inherited a Saltburn-esque pile from his dad – finds out that cannabis is being grown on the estate, which is part of Mickey Pearson’s business, which ultimately traps him in the criminal underworld.
So while there are all-new characters and set up – it’s “a sojourn into the world of aristocrats meeting gangsters”, as one description goes, and looks like it could actually land the kind of biting upper class satire that Emerald Fennell could only dream of – its roots very much sit in its predecessor, and more importantly, within the Guy Ritchie-verse as a whole.
Ritchie explained to Netflix his reasons for giving the concept a second life: “I felt within The Gentlemen I could have at least have continued with another film. I’ve got an inexhaustible creative reservoir of different ideas I’ve come up with in the past… The ability to be able to extend storylines has been tremendously liberating.”
Fans won’t be disappointed, he added, as by now they should be very much attuned to what they’ll be getting. “If you like my sort of worlds,” he said, “then you should like this world.”
The Gentlemen arrives on Netflix from 7 March.
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yago
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0
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https://film613.ca/review-the-hire/
|
en
|
Review: The Hire
|
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[
"Jith Paul",
"film613"
] |
2023-01-28T09:00:03-05:00
|
“The Hire series from BMW was viral branded content before the age of viral branded content.” - Jith Paul
|
film613 blog
|
https://film613.ca/review-the-hire/
|
In 2001 BMW commissioned a series short films to be made specifically “for the internet”. For context, this was four years before the first video was uploaded to YouTube in 2005. The series centred on a nameless protagonist, an expert driver, who was often hired to take on difficult extractions or deliveries. Clive Owen was cast as the lead and each film featured a different car from the BMW line. Well-known directors were tapped to put together each episode with budgets rumoured to be in the millions of dollars. Clive Owen was a favourite to play the new James Bond at the time, and these films felt like an extended audition or a preview of things to come.
Although I haven’t seen any published stats increased car sales as a result of the campaign, I really enjoyed watching these actors, directors, and crew push storytelling to new heights within the constraints of what is essentially a long car commercial. A DVD edition of some of the films was made available for a limited time, packaged with Behind the Scenes videos, and I was quick to snap up a copy. It is difficult to pick just a few to highlight because each one stands out, in its own way.
Here are my favourites.
Ambush (directed by John Frankenheimer, featuring the BMW 740i)
Hostage (directed by John Woo, featuring BMW Z4 3.0i)
Star (directed by Guy Ritchie, featuring the BMW M5)
Powder Keg (directed by Alejandro Iñárritu, featuring the BMW X5 3.0i)
With the rise of social media platforms, branded content has snuck its way into all kinds of formats. It’s great to see skillful and innovative creatives pretty much invent it in 2001, proving that good visual storytelling can be used to make campaigns memorable. BMW’s “The Hire” campaign was viral branded content before the age of viral branded content.
Ambush
(directed by John Frankenheimer, featuring the BMW 740i)
“While escorting an elderly man to an undisclosed location, the Driver is confronted by a van full of armed men and is warned that the old man has stolen a large amount of diamonds. The old man claims to have swallowed the diamonds and that the men will likely cut him open to retrieve them. The Driver decides at the last minute to help him, participating in a car chase and shootout with the van.”
For me, this one was all about the elaborate set-up of the chase scene. Frankenheimer knows a thing or two about doing this well (See ‘Ronin’ if you haven’t seen it. See it again if you have seen it). This short film will get your heart pumping.
Hostage
(directed by John Woo, featuring BMW Z4 3.0i)
“The Driver is hired by the FBI to help defuse a hostage situation. A disgruntled employee has kidnapped a CEO and has hidden her, demanding $5,088,042 for her release. The Driver delivers the money, writing the sum on his hand as instructed by the hostage taker, and is then ordered to burn the money. As he complies, the federal agents break in and attempt to subdue the man, who shoots himself in the head without revealing the woman’s location.”
If I recall correctly, this is the only short film that featured a convertible. You won’t see doves flying in slow motion, but you will see shell casings fall in slow motion, and the film has an undeniable ”John Woo” feel and a memorable ending.
Star
(directed by Guy Ritchie, featuring the BMW M5)
“The Driver is chosen by a spoiled and shallow celebrity to drive her to a venue. Unbeknownst to her, her manager has actually hired the Driver to teach the celebrity a lesson. Pretending to escape her pursuing bodyguards, the Driver recklessly drives through the city, tossing the hapless celebrity all around the backseat. They arrive at the venue, where she is thrown out of the car and photographed by paparazzi in an embarrassing end on the red carpet.”
Madonna and Guy Ritchie were married at the time and it was entertaining and hilarious to see Madonna make fun of herself playing the superstar diva.
Powered Keg
(directed by Alejandro Iñárritu, featuring the BMW X5 3.0i)
“The Driver is chosen by the UN to rescue a wounded war photographer named Harvey Jacobs from a hostile territory. While they are leaving Jacobs tells the Driver about the horrors he saw as a photographer, but he regrets his inability to help war victims. Jacobs answers the Driver’s curiosity about why he is a photographer by saying how his mother taught him to see. He gives the Driver the camera film needed for a New York Times story and also his dog tags to give to his mother. When they reach the border, they are confronted by a guard who begins to draw arms as Jacobs begins taking pictures, seemingly trying to get himself killed. The Driver drives through a hail of gunfire to the border, but finds Jacobs killed by a bullet through the seat. The Driver arrives in America to visit Jacobs’ mother and share the news of him winning the Pulitzer Prize and hand over the dog tags”.
If I had to pick one, this is my favourite. It introduced me to Iñárritu, who went on to direct films like ‘Babel’, ‘Birdman’ and ‘The Revenant’. His BMW short film is quiet, and ends with an emotional punch. An added bonus: The film also stars the incredible Stellan Skarsgård, whose skill I have recently come to appreciate even more, watching the Star Wars series ‘Andor’.
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0
| 75
|
https://rmsmotoring.com/film/before-facetube-the-hire-by-bmw-films/
|
en
|
Before Facetube: The Hire by BMW Films
|
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"https://rmsmotoring.com/wp/wp-content/uploads/2015/05/before-facetube-the-hire-by-bmw-1200x675.jpg"
] |
[] |
[] |
[
""
] | null |
[
"Andy Cooper"
] |
2015-05-27T14:10:35+00:00
|
An E39 BMW M5 fleeced by Clive Owen with Madonna in the back seat. Classic pre-youtube nostagia set to Blur and directed by Guy Ritchie.
|
en
|
RMS Motoring
|
https://rmsmotoring.com/film/before-facetube-the-hire-by-bmw-films/
|
Back when I started RMS in 2001, I was on dial up 56k internet, and there was no Facebook or Youtube. Downloading or streaming a film was a whimsical dream. Any videos were passed about on CDs or on one forum I was a member, Eamonnobrien.com (which then became octane.ie, and then closed), had a “Hard Drive around Ireland”. Full of car video goodness.
Anyway, I’ll cut to the chase. As there were a lot less videos back then, there was much better quality as it took decent money to get a video shot, never mind on the internet. So over the next several weeks I’ll be pumping out some of the best pre-youtube videos to enjoy in my new Before Facetube series.
First up is easy. BMW decided to blow a fortune on internet shorts, that were then shown as trailers in front of movies, back in the early 2000s. There’s a whole series of them called “The Hire” starring Clive Owen as this mysterious driver piloting BMW M cars of the era.
This one below, Star, features Owen, an E39 BMW M5, Madonna, a sound track by Blur, and was directed by none other than Guy Ritchie. Throwback awesome. Enjoy.
//www.youtube.com/watch?v=b5eoNyWUz8I
|
|||||
28270
|
yago
|
2
| 83
|
https://www.tfw2005.com/boards/threads/king-arthur-6-movie-series-staring-charlie-hunnam-directed-by-guy-ritchie.1047516/
|
en
|
King Arthur - 6 Movie Series staring Charlie Hunnam. Directed by Guy Ritchie
|
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] |
[] |
[] |
[
""
] | null |
[] | null |
Well it seems King Arthur is very popular right now.
Guy Ritchie will be Directing King Arthur, staring Charlie Hunnam. As of now it seems it has...
|
en
|
TFW2005 - The 2005 Boards
|
https://www.tfw2005.com/boards/threads/king-arthur-6-movie-series-staring-charlie-hunnam-directed-by-guy-ritchie.1047516/
|
I'm definitely interested in this project because I love the Arthurian legends. Hunnam seems like a great choice for the role. I'm a little skeptical about them making him less virtuous though. Nice characters can be interesting like Captain America. It's important to have interesting characters, but you also have to make sure we like those characters.
...It'll be interesting if by going in the opposite direction with the mythology with a different spin but end up in the same destination. Sure I'll throw money down for something like that and with it intended on being a story spanning 6 films their will be more than enough time to break the reviews down by Acts : Act 1 : Films 1 - 3 ; Act 2 : Films 4 - 6.
I'm in. The series Merlin (yes, yes, awful show, I know) found/made up enough material to keep me entertained over the course of 65 episodes so I'm sure it wont be too hard to fill 6 movies. I do agree it's probably overly ambitious though.
It'll never be given 6 movies - there's just no way. At best, they'll trilogy it... assuming the first one doesn't bomb... which could happen given it's Guy Ritchie aka same guy who hasn't really had a 'hit' outside of the Sherlock's.
He's about 50/50 hit and miss: Lock, Stock and Two Smoking Barrels, Snatch, and the Sherlock Holmes movies are his major successes but he got three turkeys in a row with Swept Away, Revolver and Rock'N'Rolla (which I liked, but a success it was not) between Snatch and Sherlock Holmes.
I'd be interested to see this movie if only because I have an odd image in my head of Vinnie Jones as a knight - but I agree he's only just getting his big film mojo back: if Man from UNCLE is a success, he might see a revival of his reputation.
|
|||||
28270
|
yago
|
0
| 22
|
https://clios.com/awards/winner/hall-of-fame/the-hire-bmw-films-13733
|
en
|
- The Hire: BMW Films
|
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[] |
[] |
[
""
] | null |
[] | null |
Clio Advertising Awards
|
en
|
https://clios.com/sites/all/themes/clios/images/favicon/favicon.ico
|
Clios
|
https://clios.com/awards/winner/hall-of-fame/the-hire-bmw-films-13733
|
This 2011 Clio Awards Hall of Fame entry is titled 'The Hire: BMW Films' . It consists of 2 videos.
|
||||
28270
|
yago
|
0
| 34
|
https://cultmtl.com/2019/05/aladdin/
|
en
|
So Disney hired Guy Ritchie to direct the new Aladdin?
|
[
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] |
[
"https://www.youtube.com/embed/JcMtWwiyzpU"
] |
[] |
[
""
] | null |
[
"Alex Rose",
"Cult MTL"
] |
2019-05-23T17:33:19+00:00
|
This latest live-action remake is a lot like the others, but Ritchie screws up a key component.
|
en
|
Cult MTL
|
https://cultmtl.com/2019/05/aladdin/
|
Although I’ll admit I’ve been wary of the whole “white men fail upwards” approach to blockbuster filmmaking, there are few more obvious examples of it than Guy Ritchie directing the live-action remake of Aladdin. That Ritchie, who started his career making small-scale gangster movies and graduated to a run of nondescript tentpoles after the surprise success of Sherlock Holmes, is directing a giant Disney movie is not surprising in itself. That Guy Ritchie, whose work seems to bear out that he’s never seen a musical or even had the concept of a musical explained to him, is responsible for a movie with several large-scale musical setpieces is significantly more surprising. Any quibble you may have with the directions this new Aladdin go in have to be secondary to how thoroughly bumbled its musical sequences are. There’s more to Aladdin than just the songs, of course, but the final product here is severely hampered by what Ritchie does to them.
The set-up is more or less exactly the same: Aladdin (Mena Massoud) is a street urchin and thief who scrapes together a living by stealing alongside his trusty pet monkey Abu. That’s how he meets who he thinks is the princess’s handmaiden — but she actually turns out to be Princess Jasmine (Naomi Scott) herself, slipping out in disguise to experience the world she can only gaze at from her perch. Aladdin, of course, falls for the princess because he thinks she’s a handmaiden; law dictates that she can only marry a prince, which bodes poorly for our riff-raff friend.
Fortunately, he’s soon forced by Jafar (Marwan Kenzari), the Sultan’s (Navid Negahban) nefarious right-hand man, to go down into a cursed cave to find a magic lamp that Jafar wants to get his paws on. It’s fortunate in the sense that Aladdin doesn’t die, but instead unfurls a genie (Will Smith) who offers him three wishes. His first wish (well, after getting out of the aforementioned cave) is to become a prince so that Jasmine might consider him, after all.
In the vein of every single one of these Disney reboots, Ritchie’s take on Aladdin is reverent to the point of near-irrelevance. The original Aladdin isn’t broken, and there have been no attempts to fix it. The songs (which remain, in the parlance of our time, bops) are more or less the same, with a few lyrical tweaks. The plot is more or less exactly the same, save for the addition of a handmaiden (played by SNL alum Nasim Pedrad) who serves as both comic relief to stretch out the shenanigans (this movie is nearly 40 minutes longer than the animated version, after all) and as a love interest to the genie character (!), which ultimately maybe makes more sense than it should.
It’s therefore difficult to judge the choices that the new movie makes, because in the end most of them were already made for it. Ever since the project was announced, the fact that Smith was walking in Robin Williams’ shoes was a point of contention for most. It’s true that, even at his most gregarious, Smith is hardly the hoobily-doobily dad-jazz improv machine that Williams was, and it’s also true that Williams’ vocal performance is a huge part of the original Aladdin film. (It, in fact, ushered in a brand new era of barely disguised, highly overpaid vocal performances by movie stars in animated movies.) It’s ALSO true that Smith has spent the last few years dipping a toe in edgelord-infested waters by appearing in shit no one asked for like Bright and Suicide Squad, which indicates that he may have gotten tired of the goofy, audience-pleasing Will Smith persona that we’ve gotten accustomed to. The bad news is this: Will Smith beatboxes as the genie and his blue skin and weirdo torso from the trailers appear in the film, just as you would have feared. The good news is this: Will Smith remains a very charismatic movie star and watching him just go mildly nuts is more fun than watching him hunt orcs or diagnose football players with brain injuries.
The same goes for the rest of the cast, which is (thankfully) filled out with lesser-known performers of Middle Eastern descent, so that we don’t have to live through Jake Gyllenhaal slathered in bronzer once again. Massoud — a Toronto actor in his twenties who has, somehow, never appeared on Degrassi — certainly has the right look for Aladdin, though he might be a little green for how much the film requires of him. His Aladdin is great at being a cheeky bugger, but somewhat less convincing when it comes to the film’s heavier lifting. Naomi Scott, who plays Jasmine, shows more range but has considerably less to do — though it seems likely that if there’s a breakout from this cast, it will be here. The biggest casting change comes in the form of Jafar, who goes from older and caricatural in the animated film to a more grounded version that’s barely older than Aladdin.
In the end, it all boils down to what Ritchie does with the material. Ritchie’s presence is really the only wild card in this entire production, which plays it safe despite appearances. Ritchie does fine with the grandeur of the production but mortally whiffs it on the musical sequences, all of which he directs as if they were action scenes. There’s no consideration for rhythm and spectacle; everything is cut to ribbons to the profit of movement. Elaborate musical sequences unfold mostly in close-ups and whip-pans, giving you an inkling of the scope of a particular musical number, but barely letting us see the whole thing. In one sequence, Aladdin has to impress the princess with his dance moves — something he achieves with the help of the genie, who plays him like a puppet. The rest of the royal subjects launch into an elaborate dance, and yet the audience constantly watches over someone’s shoulder or from the corner of the room, as if a gritty immediacy is what we need from a fucking Aladdin reboot. It’s the most chaotically indifferently directed musical since Tom Hooper’s Les Misérables.
I’m not saying that there’s no way that an alternate take on the musical genre is necessarily harmful to Aladdin; I’m saying that taking the Disney bait and toeing the company line just long enough to fuck up the musical sequences is a curious approach. It strikes me as less of a deliberate decision and more of an inherent limitation — there are hundreds of directors out there who are capable of mounting a fluid, dynamic musical sequence. Guy Ritchie, apparently, is not one of them. On nearly every front, this new Aladdin is equal to all other Disney reboots: handsomely mounted, entertaining, useless. ■
|
|||||
28270
|
yago
|
2
| 95
|
https://www.slashfilm.com/1535248/guy-ritchie-the-gentlemen-netflix-movie-connection/
|
en
|
Netflix's The Gentlemen Series Shares A Title With The Movie, But Does Its Own Thing
|
[
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] |
[] |
[] |
[
""
] | null |
[
"Chris Evangelista"
] |
2024-03-08T15:32:54+00:00
|
How does the new Netflix series The Gentlemen connect to the 2019 movie of the same name? The answer isn't too complicated.
|
en
|
SlashFilm
|
https://www.slashfilm.com/1535248/guy-ritchie-the-gentlemen-netflix-movie-connection/
|
Remember Guy Ritchie's "The Gentlemen"? They're back — in Netflix form. Ritchie has taken his 2019 crime comedy and turned it into a Netflix series, which is now streaming. But just how connected is the show to the movie? Is it the same story now turned into a TV show? Are the same characters back, played by new actors? Just what the heck is the deal here? Don't worry, it's not that complicated.
In Ritchie's "The Gentlemen" movie, which we called "stylish but empty" in our review, Matthew McConaughey plays Mickey Pearson, a wealthy American crook with a cannabis empire in the UK. Here's the official synopsis:
Mickey Pearson is an American expatriate who became rich by building a highly profitable marijuana empire in London. When word gets out that he's looking to cash out of the business, it soon triggers an array of plots and schemes — including bribery and blackmail — from shady characters who want to steal his domain.
And now here's the synopsis for the show:
The Gentlemen sees Eddie Horniman unexpectedly inherit his father's sizable country estate – only to discover it's part of a cannabis empire. Moreover, a host of unsavory characters from Britain's criminal underworld want a piece of the operation. Determined to extricate his family from their clutches, Eddie tries to play the gangsters at their own game. However, as he gets sucked into the world of criminality, he begins to find a taste for it.
As you can see, both movie and show deal with cannabis empires and shady characters. But as the official logline for the series states, "The series is set in the world of The Gentlemen film, with a whole new cast, combining Hollywood talent and British film and TV legends. The series offers depth into this criminal world and a new story to get stuck into." So there you have it: the show and the film share a name, but they're different stories with different characters. Theo James, who stars in the TV series, said in an interview via Netflix that "the world of this TV show is inspired by the movie, but the actual narrative is very different."
As for Guy Ritchie, he states that he "felt within 'The Gentlemen' I could have at least have continued with another film." Ritchie also says making the jump from film to show "actually turned out to be easier than I anticipated." He adds:
"You feel that this could run and run ... the characters take on their own life, all you have to do is establish a character and create their own voice, and then couple that with an actor and we're off to the races."
The film, which has an incredible cast that includes Matthew McConaughey, Charlie Hunnam, Henry Golding, Michelle Dockery, Jeremy Strong, Colin Farrell, and a scene-stealing Hugh Grant, was a commercial hit, but it seems like it was easier for Ritchie to continue the story (or at least a story set in the same world) on Netflix rather than make a whole new film. "The Gentlemen" series, which stars Theo James, Kaya Scodelario, Daniel Ings, Joely Richardson, Giancarlo Esposito, and Vinnie Jones, is now streaming on Netflix. Is it worth watching? If you enjoyed the movie, you'll probably get a kick out of the series. But it'll help to watch the movie first, even if the stories are different.
|
|||||
28270
|
yago
|
2
| 94
|
https://www.ign.com/articles/the-gentlemen-netflix-review-guy-ritchie
|
en
|
The Gentlemen Review
|
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[] |
[] |
[
""
] | null |
[
"Luke Reilly"
] |
2024-03-06T15:37:23.818000+00:00
|
The Gentlemen is slick, stylish, and very well cast but it doesn’t quite crackle with the same energy as Guy Ritchie’s greatest crime capers.
|
en
|
https://kraken.ignimgs.com/favicon.ico
|
IGN
|
https://www.ign.com/articles/the-gentlemen-netflix-review-guy-ritchie
|
Guy Ritchie’s new Netflix series The Gentlemen sees the prolific UK crime caper director bring his distinctive brand of gangster geezers to the small-screen. The result is slickly shot, easy to digest, and regularly entertaining, but it’s also proof that TV is an imperfect vehicle for the zest, humour, and pace of Ritchie at his very best.
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Play
When British Army captain Eddie Horniman (Theo James) is drawn home by the imminent death of his father – Archibald Horatio Landrover Horniman, the Twelfth Duke of Halstead – he becomes the unexpected heir to his father’s title and entire estate, much to the chagrin of his unreliable and slightly unhinged older brother, Freddy (Daniel Ings). The backstory behind Archibald’s comically idiosyncratic name is left a mystery, but the show’s opening moments otherwise move at a pleasing canter. The fundamental differences between the cool and calculating Eddie and the flaky and foolish Freddy are illustrated immediately, and no time is wasted establishing Eddie’s sudden predicament.
Unfortunately for Eddie, the estate itself also comes with his father’s pre-existing business arrangement. That is, housing a highly illegal but highly lucrative underground marijuana facility beneath the property. The site is operated by a gang with a host of such operations – all hidden beneath the estates of various other aristocrats who are happy to take a fat stack of cash in exchange for looking the other way.
It should be noted that this is where the connection between Netflix’s The Gentlemen and the 2019 film of the same name begins and ends. The only thing they share is the concept of puff plantations buried under the homes of British aristocrats. No characters from the film are ever referenced in the show.
The slight problem here is that Netflix’s The Gentlemen is so disconnected from the film upon which it’s ostensibly based, I found it actually borders on distracting if you don’t know that going in. As it stands, I spent a good deal of time wondering where the facility under Eddie’s farm fits into the wider weed empire of Matthew McConaughey’s Mickey Pearson, only to eventually realise Pearson… doesn’t appear to exist in this world? Ray Winstone’s Bobby Glass and his daughter Susie (Kaya Scodelario) simply run an… identical operation.
Admittedly, once you’re past this, Netflix’s The Gentlemen does otherwise unfold as an entirely serviceable standalone British crime drama, albeit one with less humor than I’d expected from the bloke who brought us Lock, Stock and Two Smoking Barrels, Snatch, and indeed The Gentlemen itself. That is, there’s certainly nobody in the series who can hold a candle to Colin Farrell’s Coach – or Hugh Grant’s hilariously slimy tabloid reporter Fletcher – although British comedian Guz Khan’s brief appearance as an outlandish money launderer is very funny. Equally, Dar Salim – who has sidestepped from the far sterner world of Guy Ritchie’s The Covenant to a short, minor role here – is memorable as a Frenchman with a talent for making bodies disappear, and he’s amusingly drunk when first introduced.
In terms of the main cast, James is entirely convincing as the new Duke of Halstead – complete with a suitably aristocratic accent and an appropriate air of sophistication – although his character Eddie is a little one-speed. He’s given the scope to swing from moments of suave assuredness to bursts of retrained frustration but, despite having eight episodes to dig in, it’s never really made clear what makes Eddie uniquely adept at instantly holding his own against England’s criminal underworld.
“Do you know what I love about the British aristocracy?” Giancarlo Esposito’s Stanley Johnston (with a T, as he and others are wont to point out throughout the series) asks Eddie at one point over a drink. “They’re the original gangsters. The reason they own 75% of this country is because they stole it. William the Conqueror was worse than Al Capone.” Eddie was in the military, and he’s a Duke. Perhaps that’s just supposed to be enough.
The fabulous Winstone is invariably in cruise control as Bobby Glass, but there’s no denying that these are the sorts of roles he was born to play. Scodelario is strong as the streetwise Susie, in a crucial part that certainly takes more than a few cues from Michelle Dockery’s plain-speaking Rosalind from the film – although Scodelario is front-and-center throughout the whole series.
However, it’s Vinnie Jones who is a surprising standout. His softly spoken gamekeeper Geoff is intimidating and confident when necessary, but he otherwise carries himself with a quiet dignity that makes Jones’ casting quite interesting – and even a little subversive in the wake of his previous Ritchie roles like Lock, Stock's Big Chris and Snatch's Bullet-Tooth Tony.
The series initially unfolds like a series of Grand Theft Auto missions, as Eddie attempts to extricate his family and his home from the Glass operation and finds himself doing miscellaneous favours for a revolving door of miscreants and madmen. But it does eventually settle into a clearer trajectory as it approaches its crescendo. Threads that came close to feeling abandoned are ultimately woven back into proceedings, but the series’ denouement is ultimately a lot more low-key than the closing confrontations of Ritchie films like Snatch – or the original Gentlemen, for that matter.
|
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28270
|
yago
|
0
| 35
|
https://deadline.com/2020/07/guy-ritchie-matthew-vaughn-commit-hiring-paid-bame-interns-1202986278/
|
en
|
Guy Ritchie & Matthew Vaughn Commit To Hiring Paid BAME Interns On Next Films
|
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[
""
] | null |
[
"Tom Grater"
] |
2020-07-15T15:47:49+00:00
|
Ritchie will also stump up £50K to support the Creative Access scheme.
|
en
|
Deadline
|
https://deadline.com/2020/07/guy-ritchie-matthew-vaughn-commit-hiring-paid-bame-interns-1202986278/
|
The debate continues around how the film biz can address its diversity crisis, but it’s clear that the appetite right now is for action rather than words. Hopefully some good news here then that two prominent, established filmmakers, Guy Ritchie and Matthew Vaughn, are teaming with not-for-profit UK enterprise Creative Access to ensure they improve representation on their sets. The filmmakers are also putting their hands in their pockets, with Ritchie ponying up £50K ($63K) for the scheme.
In the UK, a report published today illustrated that the British Film Institute’s Diversity Standards are not yet moving the dial of BAME employment behind the camera, with the latest figures showing that just 3% of film industry workers are BAME. One issue regularly cited is a lack of entry level opportunities – this is famously a closed shop.
Creative Access is looking to change that by providing opportunity to people from under represented backgrounds both through paid on-set internships and career mentoring to elevate them into more senior roles. Today, Aladdin filmmaker Guy Ritchie has signed up to partially fund the program for a one-year period – a £50K commitment that will increase during the program – and has committed to hiring 10 paid interns from underrepresented backgrounds on the production team of his next movie across different departments; an endeavor that will be ongoing on all of his future films.
Ritchie has also said he will approach other filmmakers to sign up, commencing with Michael Vaughn who has likewise committed to hiring 10 interns on his next film and beyond and is making his own financial contribution.
The Creative Access program – ‘Set Access’ – has two elements. Initially, it has a rolling program of paid internships on UK film productions funded by participating companies, which is aiming to hire 250 candidates over five years. Alongside their workplace training, they also receive a program of mentoring, peer support and masterclass opportunities. For this iteration, it will be open only to Black applicants, the most underrepresented group according to the org.
Secondly, the ‘Development Program’, is designed to help those already working in the industry to progress onto the next stage of their careers. Ritchie is funding 100% of that program’s upcoming iteration. It will be open to anyone from an underrepresented community, including those from lower socio-economic backgrounds or with disabilities. This will be achieved through training and mentoring from established figures – Ritchie and Vaughn have both signed up – to elevate participants into leadership roles. The goal here is to stop participants doing internships and then failing to progress into senior positions.
Applications to the scheme can be made through Creative Access’s website. Interns will of course have to wait until production restarts in the UK.
“Young Black people from disadvantaged backgrounds are too often at the bottom of the ladder when it comes to career opportunities, especially those in creative industries often perceived as ‘closed’,” said Ritchie. “We have a very modest initial goal of placing 50 young Black trainees in productions as soon as the current situation allows. With the help, support and guidance of others in the industry we hope that our pilot scheme will grow quickly and our aim is to dramatically increase those numbers and then, as soon as we can, open up the on-set training opportunities to young people from all disadvantaged and under-represented communities – irrespective of the color of their skin.
“Between us we should be looking to build a supportive community for our trainees where they can graduate across our productions, gaining a wealth of hands-on experience, taking on more responsibility as they grow and eventually become employed gainfully in our industry. Matthew was the first person I approached, and he agreed immediately to be part of the program. We look forward to more filmmakers joining us both as backers and mentors.”
“Of course I had to say yes when Guy called. Real change is not only about enabling candidates to get a foot through the door but ensuring that they will thrive once they do so,” added Vaughn. “We want to see candidates from a diversity of backgrounds flourish and gain senior roles, in turn offering their insight when bringing in new talent. It is from here we can enable enduring representation in the creative industries.”
“Creative Access is a community based on the shared values of equity and creativity. Our mission is to help under-represented communities, not just enter the creative industries but to thrive when they get in, because only then will the industry truly reflect and engage broader society,” added Josie Dobrin, Chief Executive and co-founder of Creative Access. “Our community has been disproportionately affected by events in recent months and we know that more than anything the one thing needed now is access, which is why we are so thrilled to be working with Guy on both elements of the project. We are grateful for Guy and Matthew’s generosity in financing the Development Program and for providing so many tangible opportunities for talent from under-represented communities in the film industry.”
|
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28270
|
yago
|
0
| 74
|
https://www.thehindu.com/entertainment/movies/the-gentlemen-series-review-this-guy-ritchie-spin-off-is-stylish-and-senseless/article67947498.ece
|
en
|
‘The Gentlemen’ series review: This Guy Ritchie spin-off is stylish and senseless
|
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"Kaya Scodelario",
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"the gentlemen tv series netflix",
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[
"Mini Anthikad Chhibber"
] |
2024-03-14T07:07:27+00:00
|
‘The Gentlemen’ series review: Though beautifully dressed with extraordinarily erudite turns of phrase, Guy Ritchie’s The Gentlemen-inspired series is rather boring
|
en
|
https://www.thehindu.com/favicon.ico
|
The Hindu
|
https://www.thehindu.com/entertainment/movies/the-gentlemen-series-review-this-guy-ritchie-spin-off-is-stylish-and-senseless/article67947498.ece
|
Guy Ritchie’s 2019 film, The Gentlemen, featured Mickey Pearson, played by Matthew McConaughey, using stately English homes to run his weed empire. The impoverished aristocrats used the rent for the upkeep of their historical homes. The latest eight-episode Netflix series, created by Ritchie, is inspired by the movie.
Eddie (Theo James) is a brave soldier with the UN Peacekeeping Force solving disputes involving sheep on the Syrian border, when the family lawyer, Ahmed Iqbal (Ranjit Krishnamma), comes to tell him that his father, the Duke of Halstead (Edward Fox), is gravely ill.
Eddie returns home to England and after the Duke’s death is shocked to learn that he (Eddie) has been named successor to the title and land. Freddie (Daniel Ings), Eddie’s elder brother, who should have inherited, is too cocaine-addled to be reliable. Though Freddie throws a mini-tantrum at being passed over, he soon calms down and tells Eddie the true reason for his distress.
He apparently owes an evil Scouser, Tommy Dixon (Peter Serafinowicz), 8 million pounds. There is some mention of Sticky Pete (Joshua McGuire) and his money-making schemes. Just as Eddie is grappling with this seemingly insurmountable problem, Susie Glass (Kaya Scodelario) walks in.
Susie tells Eddie some home truths, chief among them being that her father, Bobby Glass (Ray Winstone), presently in jail, was using the manor grounds to grow cannabis, paying an annual rent of 5 million pounds to Eddie’s father.
While her father is in jail, Susie runs his business empire and meets the present duke to ensure the agreement still holds. Eddie would like to get Halstead Manor free of Glass’ clutches but also needs the criminals to extricate Freddie from his troubles.
Over eight episodes, Eddie tries various deals and counter deals to get out all the while meeting a colourful cast of characters. All Ritchie trademarks are present — from the sudden shocking violence and jolly pop songs to wildly eccentric characters, wry, deprecating English humour, boxing, and hand-written subtitles in yellow to bring the audience up to speed.
However, despite these enjoyable characteristics, The Gentlemen is criminally dull and going through the eight episodes is a drag. All the sharp edits and posh, poncy language cannot gloss over the glaring plot holes. For instance, for such a well-run drug empire, why is Jimmy (Michael Vu), the chief weed grower, sent alone with a van full of products to make the drop? Everyone seems to be playing gangsters — very well-dressed and well-spoken ones at that. As there is no chemistry between Eddie and Susie, we fail to be invested in them.
The Gentlemen is all surface shine with no way into the different characters’ inner lives. Eddie’s mum, Lady Sabrina (Joely Richardson), is first presented as vague, but she knows of her husband’s deal with the devil and is worried about it corrupting her family. The groundskeeper, Geoffrey (Vinnie Jones), rescues all kinds of animals including a hedgehog, is left Luna, the family Labrador, by his Grace, and also has a specific set of skills.
The aristos, from Bassington (Freddie Fox), an actor with an ugly secret to Princess Rosanne (Gaia Weiss), 11th in line to the Belgian throne swan around. The other side has its stock characters too, such as Glass Sr., with his fancy chef in prison; American billionaire Stanley Johnston (Giancarlo Esposito) — with a ‘T’; a double crossing distributor, Florian de Groot (Kristofer Hivju); the traveller family head JP (Laurence O’Fuarain), who uses statues of Mother Mary for unholy purposes; the Bible-thumping Gospel Dixon (Pearce Quigley); Toni Blair (Cameron Cook), the Albanian with a fondness for supercars and the former British Prime Minister; and Mercy (Martha Millan) dealing in cars and Colombian coke.
Siblings form a key part of The Gentlemen. No matter how infuriating Freddie is, Eddie or Edwina as he is sometimes fondly called, always bails him out. Charly (Jasmine Blackborow), Eddie and Freddie’s sister, who is away studying at university according to the stipulations of her father’s will, is also close to her brothers. Susie’s brother, Jack (Harry Goodwins), is a professional boxer and inspires total loyalty from Susie who has been caring for him since her mum died when she was 10.
All these colourful characters, no matter how well dressed or how they find themselves in increasingly hectic situations, do not translate to an engaging show.
|
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28270
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This is not ADVERTISING
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One of the great marketing campaigns of this millennium, BMW’s The Hire was lauded for its embrace of online marketing and branded content. Bolstered by tangible results and heaps of awards, it also helped launch the career of Clive Owen into the mainstream. OVERVIEW In 2000 Bayerische Motoren Werke AG (BMW) posted total sales of $33 billion,…
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This is not ADVERTISING
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https://thisisnotadvertising.wordpress.com/2011/07/05/bmw-the-hire/
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BMW – The Hire
One of the great marketing campaigns of this millennium, BMW’s The Hire was lauded for its embrace of online marketing and branded content. Bolstered by tangible results and heaps of awards, it also helped launch the career of Clive Owen into the mainstream.
OVERVIEW
In 2000 Bayerische Motoren Werke AG (BMW) posted total sales of $33 billion, a slight decrease from its 1999 earnings of $34 billion. Afraid of further backsliding, the Bavarian automaker decided to reshape its advertising to better target the Internet-savvy BMW customer. Before 2001 the company’s advertisements had typically consisted of product-driven campaigns with immaculate BMWs clinging to mountain roads. BMW asked its longtime advertising partner, Fallon Worldwide, to create something different. In 2001 five action-packed short films emerged under the campaign title ‘‘The Hire,’’ which became one of the most acclaimed campaigns in advertising history.
After working with BMW to develop the idea of a James Bond-type hero who drove various BMWs, Fallon enlisted David Fincher’s film-production company, Anonymous Content. Fincher then successfully wrangled some of Hollywood’s biggest guns—including directors Guy Ritchie and John Frankenheimer and actors Madonna, Forrest Whittaker, and Mickey Rourke—to create the five short films. Three more films were created in 2002 to promote BMW’s new Z4 roadster. All eight starred Clive Owen (Croupier, The Bourne Identity) as the ‘‘hired’’ driver who found himself driving a BMW in every spot. ‘‘The Hire’’ was promoted much like a feature film would have been, with movie trailers, print ads, and Web ads.
The five initial films cost an estimated $15 million, and the three made in 2002 cost about $10 million. ‘‘The Hire’’ catapulted BMW’s exposure into film festivals, awards shows, and even an exclusive BMW DirecTV channel. By 2002 BMW sales were up 17 percent, while some of its competitors, such as Volkswagen and General Motors, floundered. By June 2003 more than 45 million people had viewed the films, overshooting the original goal of reaching 2 million viewers. ‘‘The Hire’’ garnered numerous ad industry awards. The campaign’s final spot, ‘‘Beat the Devil,’’ aired November 21, 2002.
MARKETING STRATEGY
Initially, Fallon and BMW had decided to film one serialized 45-to-60-minute film featuring a suave hero who saved, kidnapped, and escorted people using different BMW models. Fallon approached production company Anonymous Content, headed by David Fincher (director of Se7en and Fight Club), to produce the film. Fincher recommended that the spots be broken into five different films in order to facilitate file downloading and allow more flexibility in attracting talent to work on the project.
Following Fincher’s advice, Fallon developed scripts for five short films. In producing ‘‘The Hire,’’ Fincher and Fallon went so far as to create a dossier, complete with FBI and CIA files, just to flesh out the films’ hero. Fincher then solicited some of Hollywood’s top directors. The final list included Ang Lee (Crouching Tiger, Hidden Dragon), John Frankenheimer (The Manchurian Candidate), Wong Kar-Wai (Chungking Express), Guy Ritchie (Snatch), and Alejandro Gonza´lez In˜a´rritu (Amores Perros). The scripts, ranging from dark to hilarious, were distributed according to each director’s style. Anonymous Content chairman Steve Golin told Shoot, ‘‘The good news is that these weren’t commercials. We had very few restrictions. The budgets were equivalent to [those of] high-end commercials.’’
Fallon flipped the advertising equation upside down by spending 90 percent of its budget on production and only 10 percent on media. The reduced media expenditure was initially seen as a huge risk. According to Advertising Age’s Creativity, a BMW rep warned Fallon, ‘‘Either nobody will notice, or this will be a smashing success.’’
For each of the six-to-seven-minute films, subplots were also created in an attempt to weave the film storylines together. British actor Clive Owen, whose character became the common thread for the entire campaign, always played the skillful hired driver. Frankenheimer’s ‘‘Ambush,’’ the campaign’s debut film, first became available for download on http://www.bmwfilms.com on April 26, 2001. It featured the hired driver saving a diamond smuggler from machine-gun toting assailants in a cargo van. Fallon released each of the following four spots every two weeks. Typical Hollywood methods, including broadcast spots, billboards, and free posters, were used to promote the films. Print ads ran in Hollywood trade magazines Vanity Fair, Entertainment Weekly, and Rolling Stone. The trailers for ‘‘The Hire,’’ resembling regular movie trailers, aired on VH1, Bravo, and the Independent Film Channel. One of Fallon’s biggest challenges was to pitch the films as entertainment but to still disclose BMW’s involvement. ‘‘We wanted to avoid the ‘microbrew syndrome,’’’ Bildsten explained to Brandweek, ‘‘like where you look down and see that [your beer] was actually made by Anheuser-Busch.’’ ‘‘The Hire’’ was also uniquely filmed to fit computer screens. ‘‘No one had ever done an internet project of this magnitude, and we had a lot to learn,’’ Fallon producer Robyn Boardman told Advertising Age’s Creativity. ‘‘There are different things to keep in mind when shooting for the web. File size, for starters, and the fact that wide shots don’t play well.’’
Due to overwhelming Web traffic, ad-industry praise, and BMW’s bottom-line success in 2002, a ‘‘second season’’ consisting of three films began airing October 24, 2002. The second crop involved an equally renowned roster of names. Instead of Anonymous Content, all spots were produced by Ridley Scott (director of Blade Runner and Gladiator), who recruited directors Tony Scott (Top Gun), John Woo (Face/Off ), and Joe Carnahan (Narc). The actors included Gary Oldman, James Brown, Don Cheadle, Ray Liotta, and of course, Clive Owen, returning to star in the final three films. The last of the films was released at the end of 2002.
Even though BMW ended their 10-year relationship with Fallon in 2005, the eight films remained available on http://www.bmwfilms.com.
OUTCOME
‘‘The Hire’’ raked in a plethora of advertising awards, including two Grand Clio Awards and a Grand Prix Cyber Lion at the International Advertising Festival in Cannes, France, along with Best of Show at the One Show Interactive competition. The campaign was praised not just by the ad industry; it earned kudos within the entertainment arena as well. ‘‘Hostage,’’ from the second series of films, earned the award for Best Action Short during the Los Angeles International Short Film Festival in 2002. Entertainment magazines began reviewing the films. Even the New York Times gave the films a favorable review. Their entertainment value garnered media coverage not accessible to typical advertisement. ‘‘We’d hoped for a good response, but we never thought it would be as strong as it was,’’ Bildsten told Shoot in 2001. ‘‘BMW recorded over eleven million film-views. And according to their research, it really worked. [The films] got people to not just pay attention, but to buy cars.’’ By June 2003 the films had been viewed more than 45 million times. BMW’s sales rose 17.2 percent between 2001 and 2002, helping the automaker to outsell Mercedes and placing it second only to Lexus in the luxury-car market. From an ad industry perspective, the greatest pinnacle of ‘‘The Hire’’ may have been winning the first-ever Titanium Lion, the highest honor at the Cannes International Advertising Festival. The award recognized a campaign that caused ‘‘the industry to stop in its tracks and reconsider the way forward.’’
Success and Accolades
Tangible Love
– In 2001, BMW sales increased by 12.5% compared to 2000, surpassing the 200,000 mark for the first time in history
– The following year, BMW’s sales rose 17.2 percent between 2001 and 2002, helping the automaker to outsell Mercedes and placing it second only to Lexus in the luxury-car market
– During the four month core of the promotion (series 1), the films were viewed more than 11 million times, with more than100+ million views to date
Industry Love
– Awarded the Cyber Lion Grand Prix at Cannes in 2002 (Cannes is the ‘Academy Awards’ of advertising)
– Awarded “Best Excuse for Broadband” at WIRED Magazine’s third annual Rave Awards in 2001
– Recipient of two Grand Clio Awards and Best of Show at the One Show Interactive competition
– In 2002, the Los Angeles International Short Film Festival’s “Best Action Short” award was given to director John Woo for Hostage
– Won the first-ever Titanium Lion, the highest honor at the Cannes International Advertising Festival. The award recognizes campaigns that caused ‘‘the industry to stop in its tracks and reconsider the way forward.’’
– In 2003, The Hire series was inducted into the permanent collection of the Museum of Modern Art (MOMA)
The five initial films cost an estimated $15 million, and the three made in 2002 cost about $10 million.
SEASON ONE
AMBUSH – starring Clive Owen, Tomas Milian and the BMW 7-series. Directed by John Frankenheimer.
While escorting an elderly man to an undisclosed location, The Driver is confronted by a van full of armed men and is warned that the old man has stolen a large amount of diamonds. The old man claims to have swallowed the diamonds and that the men will likely cut him open to retrieve them. The Driver decides at the last minute to help him, participating in a car chase and shootout with the van. The Driver eventually evades his pursuers and watches their destruction. He then delivers the old man to a town nearby and asks the merchant if he did indeed swallow the diamonds. The client merely chuckles and walks away. The Driver then leaves.
CHOSEN -starring Clive Owen and the BMW 5-series. Directed by Ang Lee.
The Driver protects a holy Asian child that was brought to America by boat. The child gives the Driver a gift but says that he is not supposed to open it yet. After being pursued by many armed assassins, and being grazed in the ear, he delivers the boy to another holy man. The Boy however signals silently to the Driver that the man is not actually a monk, indicated by his footwear. The Driver defeats the impostor holy man and rescues the boy. As he leaves the Driver opens the gift which is revealed to be a Hulk bandage for his bleeding ear.
THE FOLLOW – starring Clive Owen, Adriana Lima, Mickey Rourke, Forest Whitaker and the BMW Z3. Directed by Wong Kar-wai
The Driver is hired by a nervous movie manager to spy on a paranoid actor’s wife. During his tailing of the wife, the Driver describes the right way to tail someone. As he follows her he begins to fear what he might learn of her apparently tragic life. He discovers the wife is fleeing the country and returning to her mother’s, and that she’s been given a black eye, likely by her husband. He returns the money for the job, refusing to tell where the wife is, and drives off telling the manager never to call him again.
STAR – starring Clive Owen, Madonna and the BMW M5. Directed by Guy Ritchie.
The Driver is chosen by a spoiled and shallow celebrity to drive her to a venue. Unbeknownst to her, her manager has actually hired the Driver to teach the celebrity a lesson. Pretending to escape her pursuing bodyguards, the Driver recklessly drives through the city, tossing the hapless celebrity all around the backseat. They arrive at the venue, where she is thrown out of the car and photographed by paparazzi in an embarrassing end on the red carpet.
POWDERKEG – starring Clive Owen, Lois Smith, Stellan Skarsgard and the BMW X5. Directed by Alejandro Gonzalez Inarritu.
The Driver is chosen by the UN to rescue a wounded war photographer named Harvey Jacobs from a hostile territory. While they are leaving Jacobs tells the Driver about the horrors he saw as a photographer, but he regrets his inability to help war victims. Jacobs answers the Driver’s curiosity about why he is a photographer by saying how his mother taught him to see. He gives the Driver the camera film needed for a New York Times story and also his to give to his mother. When they reach the border, they are confronted by a guard who begins to draw arms as Jacobs begins taking pictures, seemingly trying to get himself killed. The Driver drives through a hail of gunfire to the border, but finds Jacobs killed by a bullet through the seat. The Driver arrives in America to visit Jacobs’ mother and share the news of him winning the Pulitzer Prize and hand over the dog tags, only to discover that she is blind.
SEASON TWO
HOSTAGE – starring Clive Owen and the BMW Z4. Directed by John Woo.
The Driver is hired by the FBI to help defuse a hostage situation. A disgruntled employee has kidnapped a CEO and has hidden her, demanding $5,088,042. The Driver delivers the money, writing the sum on his hand as instructed by the hostage taker. After he is told that he holds the life of a person in his hand, he is ordered to burn the money. As he complies, the federal agents break in and attempt to subdue the man, who shoots himself in the head without revealing where the woman is hidden. The Driver then tries to find the hostage before she drowns in the trunk of a sinking car. As a twist, the kidnapped woman is revealed to be the hostage taker’s lover. She coldly taunts the dying man in the hospital.
TICKER – starring Clive Owen, Don Cheadle, F. Murray Abraham, Ray Liotta, Robert Patrick and the BMW Z4. Directed by Joe Carnahan.
In an unnamed foreign country, the Driver drives a wounded man who carries a mysterious briefcase, while under helicopter attack. During the attack the briefcase is struck by a bullet, causing a display on it to begin counting down, and it to leak an unknown fluid from the bullet hole. The Driver manages to cause the helicopter to crash, but refuses to proceed without knowing the contents of the damaged briefcase. It is revealed that the man guards a human heart for transplant to a statesman (shown in military uniform), whose life and peacemaking is needed for the continued freedom of the country’s people. The case is delivered by the Driver in time for the surgery. Also present are another military officer whom the passenger had said would take over the country with tyranny if his superior died (and whose uniform matches the soldiers who had tried to intercept the heart), and US agents who ensure that he does not interfere with the surgery, and so is forced to give up his attempt to take the country by force.
BEAT THE DEVIL – starring Clive Owen, Gary Oldman, James Brown, Marilyn Manson and the BMW Z4. Directed by Tony Scott.
The Driver is employed by James Brown, who goes to meet the Devil to re-negotiate the deal he made as a young man in 1954 to trade his soul for fame and fortune. He is worried about his ageing and the fact he can no longer do his moves like the splits, and says his lessened ability to perform means he cannot maintain his fame and fortune. He proposes a new wager, for the stakes of the Driver’s soul against another 50 years for his career, betting on the Driver drag racing against the Devil’s doorman/driver Bob on the Las Vegas Strip at dawn. The race ends with the Driver swerving to pass around a train while the Devil’s car crashes and explodes. Having won the race, the Driver leaves James Brown in the desert, but as he drives away he sees him as a young man again, who then does a handspring into the splits. The final scene shows Marilyn Manson who lives down the hall from the Devil, complaining that the noise is disturbing his bible reading, much to the Devil’s fear.
The Hire on Wikipedia
Agency: Fallon, Minneapolis
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Now Playing: Operation Fortune (2023 Movie) Official Trailer – Jason Statham, Aubrey Plaza, Hugh Grant
Starring: Jason Statham, Aubrey Plaza, Josh Hartnett, Cary Elwes, Bugzy Malone, and Hugh Grant
Operation Fortune – Only in theaters March 3, 2023. Starring Jason Statham, Aubrey Plaza, Josh Hartnett, Cary Elwes, Bugzy Malone, and Hugh Grant. Super spy Orson Fortune (Jason Statham) must track down and stop the sale of a deadly new weapons technology wielded by billionaire arms broker Greg Simmonds (Hugh Grant). Reluctantly teamed with some of the world’s best operatives (Aubrey Plaza, Cary Elwes, Bugzy Malone), Fortune and his crew recruit Hollywood’s biggest movie star Danny Francesco (Josh Hartnett) to help them on their globe-trotting undercover mission to save the world. Lionsgate and Miramax present, a Toff Guy production.
Operation Fortune (2023 Movie) Official Trailer – Jason Statham, Aubrey Plaza, Hugh Grant
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The Gentlemen (2020) New Trailer | Matthew McConaughey, Henry Golding, Hugh Grant
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Wrath of Man (2021) Official Trailer | Jason Statham, Post Malone, Josh Hartnett
In theaters May 7. A film by Guy Ritchie.
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Is ‘The Gentlemen’ on Netflix Connected to the Guy Ritchie Movie?
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[
"british",
"crime drama",
"Guy Ritchie",
"Netflix",
"Theo James"
] | null |
[
"Brett White"
] |
2024-03-11T00:00:00
|
The new Netflix series 'The Gentlemen' comes from Guy Ritchie, who also directed a movie in 2019 by the same name. Does that mean these two projects are connected? Clearly, but how connected are they?
|
en
|
Decider
|
https://decider.com/2024/03/11/is-the-gentlemen-series-connected-to-the-movie/
|
Would you like to live dangerously — or at least live dangerously vicariously through the deeds of a ridiculously handsome leading man on a Netflix crime series? If that’s the case, then The Gentlemen is for you.
The new Netflix series stars Theo James as a man who inherits his father’s sprawling, historic estate — and also the equally sprawling weed business that’s camped out in the mansion’s basement. If the show’s title sounds familiar, that’s because it’s also the name of a Guy Ritchie film from 2019 starring Matthew McConaughey and Colin Farrell. Hey — the Netflix show is also from Guy Ritchie! Does that mean… they’re connected?
Yes. Clearly they are connected, but how connected are they? Are we talking shared cast members? Is the series a sequel to the 2019 film? Here’s what you need to know.
Is Netflix’s The Gentlemen connected to the movie?
Yes, but not really. Both The Gentlemen film and TV series are nominally set in a shared universe, although it feels strange saying that a street-level dark comedy/crime series is set in a “shared universe.” But that’s what it is! Nothing in the Gentlemen TV series contradicts the events of the film, but you don’t have to know the film inside and out to enjoy the show.
As Guy Ritchie told Netflix’s Tudum, “We’re looking forward to bringing fans back into that world, introducing new characters and their stories, and I am excited to be doing it with this extremely talented cast.”
So instead of considering the Netflix series a sequel, you can kind of think of The Gentlemen series as more of a remake/remix of the Guy Ritchie film. Both projects use the same conceit (drug lords running operations under the radar by building them under stately manors), and they both involve a lot of similar character archetypes and even some plot points.
As for why he chose to expand the world of The Gentlemen into television, Ritchie said a TV series allows him to explore new angles of this premise, and to show the slow evolution of a man from law-abiding citizen to kingpin. “I’ve got an inexhaustible creative reservoir of different ideas I’ve come up with in the past,” Ritchie told Netflix. “The ability to be able to extend storylines has been tremendously liberating.”
Does Matthew McConaughey’s Mickey Pearson show up in Netflix’s The Gentlemen?
SPOILERS ahead but — the character played by McConaughey in Guy Ritchie’s 2019 film does not show up in the Netflix series. The same goes for the characters played by Charlie Hunnam and Colin Farrell. Could they show up in a Season 2? It’s always a possibility — but only if The Gentlemen gets a second season.
The Gentlemen Season 1 is streaming now on Netflix.
|
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yago
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https://www.imdb.com/name/nm0005363/
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Guy Ritchie
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Guy Ritchie. Director: Sherlock Holmes. Guy Ritchie was born in Hatfield, Hertfordshire, UK on September 10, 1968. After watching Butch Cassidy und Sundance Kid (1969) as a child, Guy realized that what he wanted to do was make films. He never attended film school, saying that the work of film school graduates was boring and unwatchable. At 15 years old, he dropped out of school and in 1995, got a...
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en
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IMDb
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https://www.imdb.com/name/nm0005363/
|
Guy Ritchie was born in Hatfield, Hertfordshire, UK on September 10, 1968. After watching Butch Cassidy und Sundance Kid (1969) as a child, Guy realized that what he wanted to do was make films. He never attended film school, saying that the work of film school graduates was boring and unwatchable. At 15 years old, he dropped out of school and in 1995, got a job as a runner, ultimately starting his film career. He quickly progressed and was directing music promos for bands and commercials by 1995.
The profits that he made from directing these promos was invested into writing and making the film The Hard Case (1995), a 20-minute short film that is also the prequel to his debut feature Bube Dame König grAS (1998). Sting's wife, Trudie Styler, saw The Hard Case (1995) and invested in the feature film. Once completed, 10 British distributors turned the film down before it eventually was released in the UK in 1998 and in the US in 1999; the film put Ritchie on the map as one of the hottest rising filmmakers of the time, and launched the careers of actors Jason Statham, Jason Flemyng, and Vinnie Jones, among others.
Bube Dame König grAS (1998) was followed by Snatch: Schweine und Diamanten (2000), this time with a bigger budget and a few more familiar faces such as Brad Pitt, Dennis Farina, Benicio Del Toro alongside returning actors Jason Statham, Vinnie Jones and Jason Flemyng. At the end of 2000, Ritchie married the pop superstar Madonna in Scotland, and proceeded to work with his famous wife on a variety of film and video projects, including the short Star (2001), made for BMW and co-starring Clive Owen, and the controversial video "What It Feels Like for a Girl," which was called out for its violence. In 2002, the couple embarked on a remake of the 1974 Lina Wertmüller film Stürmische Liebe - Swept away (2002); the new film was a critical and commercial flop, winning five Razzie Awards. Ritchie followed up with the Vegas heist film Revolver (2005), which was panned, but won favor with the crime thriller RocknRolla (2008), which featured a game, energetic cast and brought American attention to rising stars Gerard Butler and Tom Hardy.
The next year saw the release of Sherlock Holmes (2009), starring Robert Downey Jr. in the title role and Jude Law as his cohort Dr. Watson. The film received mostly good reviews but, more important for Ritchie's career, was a solid blockbuster hit that grossed more than $520 million dollars worldwide and spawned a sequel, Sherlock Holmes - Spiel im Schatten (2011). Ritchie is tentatively scheduled to direct an adaptation of Robert Louis Stevenson's Treasure Island.
Ritchie has two sons with Madonna: Rocco, born in 2000, and an adopted son, David, born in 2005. In late 2008, the couple confirmed reports that they were splitting up, and agreed to a divorce settlement that was finalized in December of that year. In September 2011, Ritchie's girlfriend, model Jacqui Ainsley, gave birth to a son, Rafael, and in July 2012 the couple announced they were expecting their second child.
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https://filmstories.co.uk/news/guy-ritchies-2025-movie-is-now-called-in-the-grey-more-details/
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en
|
Guy Ritchie’s 2025 movie is now called In The Grey
|
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[
"Simon Brew"
] |
2024-04-11T07:27:21+00:00
|
Henry Cavill and Jake Gyllenhaal headline the first of two 2025 releases from Guy Ritchie: In The Grey. More here.
|
en
|
Film Stories
|
https://filmstories.co.uk/news/guy-ritchies-2025-movie-is-now-called-in-the-grey-more-details/
|
Share this Article:
Henry Cavill and Jake Gyllenhaal headline the first of two 2025 releases from Guy Ritchie: In The Grey. More here.
Busy times in the life of Guy Ritchie. He’s currently doing promotional work for his incoming film, The Ministry Of Ungentlemanly Warfare, which is landing over the coming weeks. Yet even as he’s talking about that, he’s already in post-production on his next project, due from Lionsgate early next year.
Things we already knew: Ritchie has written the script as well as directing, while the cast features Henry Cavill, Jake Gyllenhaall, Eiza Gonzalez, Carlos Bardem, Fisher Stevens, Jason Wong, and Rosamund Pike.
It was revealed too that it was an action film, one that shot in the Canary Islands last autumn. In terms of further details though, they were on the scant side, and we didn’t even have a title.
Now we have a title. And you can’t go accusing us of clickbait waffle, because look! It’s in the headline!
The film is now going by the name of In The Grey, but that’s all we’re getting at the moment. There’s no details of the plot or anything, but I can’t imagine details are too far away. Lionsgate has put the film on its calendar for January 2025.
By the time In The Grey arrives in cinemas, the prolific Guy Ritchie will already be in post-production on his next movie. He’s been shooting the film Fountain Of Youth, starring John Krasinski and Natalie Portman, that’s going to be landing in 2025 as well.
As things stand, we seem to be getting a Guy Ritchie-directed film in intervals of less than a year. It seems like since he made The Gentleman in particular, he’s uncorked a bit of a creative run, as well as a constant source of finance for his features.
As we hear more on him and his films, we’ll let you know.
The Ministry Of Ungentlemanly Warfare is out in US cinemas on the 19th April. No word on when or if it’s getting a UK cinemas release as yet.
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https://www.huffingtonpost.co.uk/entry/guy-ritchie-announces-new-tv-show-young-sherlock-holmes-the-gentlemen_uk_6659acdae4b08f9fa140596f
|
en
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Guy Ritchie Announces New TV Series Following The Gentlemen's Success
|
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"HERO FIENNES TIFFIN"
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"Daniel Welsh"
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2024-05-31T11:05:56+00:00
|
The British director will be exploring the origins of another of his characters in an "exhilarating" new show.
|
en
|
/favicon.ico
|
HuffPost UK
|
https://www.huffingtonpost.co.uk/entry/guy-ritchie-announces-new-tv-show-young-sherlock-holmes-the-gentlemen_uk_6659acdae4b08f9fa140596f
|
Guy Ritchie has announced a return to the world of TV off the back of his hit show The Gentlemen.
Back in March, the hit series inspired by the British director’s film of the same name began streaming on Netflix, and quickly became a huge success for the platform.
It’s now been revealed he’s been inspired by another of his previous works for his next television venture, which will serve as an origin story for Sherlock Holmes.
Advertisement
While Robert Downey Jr portrayed the titular detective in two Guy Ritchie films, Hero Fiennes Tiffin is set to take the lead in this new adaptation, titled Young Sherlock.
“In Young Sherlock, we’re going to see an exhilarating new version of the detective everyone thinks they know in a way they’ve never imagined before,” Guy said in a statement.
“We’re going to crack open this enigmatic character, find out what makes him tick, and learn how he becomes the genius we all love.”
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Young Sherlock is based on the book series by Andy Lane and is expected to begin streaming on Prime Video next year.
Hero and Guy have previously worked together on the World War II film The Ministry Of Ungentlemanly Warfare, which hit cinemas earlier this year.
Prior to that, Hero was known for his roles in the After film series, Harlan Coben’s Safe and the ITV series Cleaning Up, which starred Sheridan Smith and garnered a new audience when it debuted on Netflix earlier this year.
The nephew of fellow actor Ralph Fiennes, he also portrayed a younger version of Voldermort in Harry Potter And The Half-Blood Prince.
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https://www.sandiegouniontribune.com/entertainment/national/story/2024-03-05/guy-ritchie-serves-up-a-meaty-thriller-comedy-series-on-netflix-with-the-gentlemen/
|
en
|
Guy Ritchie serves up a meaty thriller-comedy series on Netflix with ‘The Gentlemen’
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2024-03-05T00:00:00
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NEW YORK — When we first meet the hero of Guy Ritchie’s new Netflix series, he’s not exactly what you’d expect from a Guy Ritchie hero. He’s a peacekeeper for the United Nations, under orders to de-escalate tensions. Can that really last, this being a Guy Ritchie series? Doubtful. “The Gentlemen,” a captivating mix of menacing thriller, […]
|
en
|
San Diego Union-Tribune
|
https://www.sandiegouniontribune.com/entertainment/national/story/2024-03-05/guy-ritchie-serves-up-a-meaty-thriller-comedy-series-on-netflix-with-the-gentlemen/
|
NEW YORK — When we first meet the hero of Guy Ritchie’s new Netflix series, he’s not exactly what you’d expect from a Guy Ritchie hero. He’s a peacekeeper for the United Nations, under orders to de-escalate tensions. Can that really last, this being a Guy Ritchie series? Doubtful.
“The Gentlemen,” a captivating mix of menacing thriller, satire, soap opera, gangster caper and absurdist humor, will eventually have blood splashing on walls, but it delights in the promise of violence more than the acts themselves.
“Like ‘Jaws,’” says cast member Max Beesley. “You don’t see that shark for an hour and a quarter of the film. But the idea of it is terrifying, you know? And I think that’s quite clever.”
“The Gentlemen,” a sort of British take on “Breaking Bad,” follows an English aristocrat who inherits his family’s asset-rich but cash-poor estate and farm only to discover that it also has a massive secret weed farm, run by gangsters. At the same time, he urgently needs to bail his bumbling older brother out of massive debt to even more gangsters.
How the newly titled duke navigates this criminal underworld propels the eight episodes. “Without knowing it, you have stepped into a world that you are not familiar with,” he is told. The series begins streaming Thursday.
Theo James stars as the duke, and he says he loved the “idea of a man falling down a rabbit hole and learning to love violence and power and what that means.”
James says, “He thinks he knows power because he’s been in the army and he’s part of the aristocracy, but he realizes power comes in many different forms.”
“The Gentlemen” has Ritchie’s typical examinations of criminality, but it’s less hyperkinetic and frantic than many of his films like “Lock, Stock and Two Smoking Barrels,” allowing scenes to breathe and characters to deepen. The body count is even lower.
“We’re used to seeing Guy Ritchie in 90 minutes — it’s hard cuts and bombastic, which this is. But we had to make sure that we had characters that felt that they could live through eight episodes and beyond,” says James.
The series has been spun off from the writer-director’s 2019 film of the same name and features con jobs, a man dancing in a chicken suit, the always-welcome presence of Vinnie Jones, manic murder chases, gagged hostages, a Lamborghini heist, some beheadings and a soundtrack of choirs chanting religious text.
“We’ve just been given a much bigger canvas,” says Beesley. “The strokes are as thick, the paint is as thick. It’s just a multi-multifaceted bit of drama that incorporates everything that I think audiences like — drama, comedy, action. It’s all in there.”
In Ritchie’s world, the low-class gangsters who wear tracksuits are the same as the snooty upper classes who wear $50,000 three-piece suits — both groups cultured enough to appreciate the design of a classic Mercedes and a properly decanted 2002 Romanée-Conti.
“He’s making the point that the British landed gentry aristocracy really are the original gangsters of the British class society,” says Daniel Ings, who plays the duke’s older brother. “There’s kind of like a need to fight for survival in both of those worlds.”
The series also stars Joely Richardson, Giancarlo Esposito, Shane Walker and Kaya Scodelario, who plays Susie, a very cool but very non-nonsense underworld captain, who says things like: “Once you start the killing, you have to finish the killing.”
“It was one of the rare times where I instantly knew I wanted to play this character with every fiber of my being. I kind of loved her immediately and wanted to get under her skin. I just knew that I could bring something to her and that she would be exciting,” Scodelario says.
“Especially in this world — this Guy Ritchie universe where a lot of times the focus has been on these male characters — I thought would be really fun and interesting to introduce Susie, who can kind of go toe to toe with all of them.”
The series — written by Ritchie and Matthew Read and with the first two episodes directed by Ritchie — enjoys refinement with aggression, which is the title of the pilot episode and could be Ritchie’s calling card here. There is also his characteristic quirky sense of humor.
“Finding that line between the ridiculous and the benign — finding hilarity, but not too hard on the silliness so the stakes are not lost, but then finding drama but not too dramatic so it becomes melodramatic in any way — weaving that line was always a very specific and quite complex thing to do,” says James.
The cast hopes the series can find a worldwide audience despite being rooted in the grand estates of England. It is, after all, about more than a just a duke bluffing his way through the world of criminals.
“The heart of it for me is that it’s a family drama,” says Scodelario. “It’s all these different families realizing that they all need each other to coexist, and they want to protect their family above everything else. And I think that’s just a really interesting narrative.”
___
Mark Kennedy is at http://twitter.com/KennedyTwits
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28270
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yago
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https://www.rogerebert.com/streaming/the-gentlemen-tv-review
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en
|
Guy Ritchie’s The Gentlemen Stumbles Through the Door from Film to TV
|
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"Brian Tallerico"
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A TV review of the new Netflix show (loosely) based on the Guy Ritchie film.
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en
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/assets/fav/apple-touch-icon-57x57-9e12b6d6d15bfb3e86f09c3fc7d58a6f8a2d808cb856df9c1ada23480cda1dae.png
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https://www.rogerebert.com/
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https://www.rogerebert.com/streaming/the-gentlemen-tv-review
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Not all mediums work the same way. Say what you will about the overall quality, Guy Ritchie’s best work has a rhythm that fits film, whether it’s the zippy pace of something like “Snatch” or the gut punch of his underrated “Wrath of Man.” From the minute I heard that his “The Gentlemen” was going to be loosely adapted into a TV series for Netflix, I was concerned that his rhythm couldn’t really be adapted to episodic television. By and large, I was right.
To be fair, “The Gentlemen” isn’t a complete disaster as much as a stumle—there are some fun supporting performances and clever sequences, but they’re surrounded by scenes that just feel way too long, as if you can sense Ritchie and his team treading water before they can get back to the fun stuff. The episodic nature of the show sometimes works in its favor because it allows those kind of quick, Ritchie-esque creative choices, but the overall season-long narrative sags and drags in a way that makes it difficult to care about what happens to anyone involved.
Eddie Horniman (Theo James) plays a suave gentleman who gets sucked into a criminal empire that he’s consistently trying to avoid. When his wealthy father passes away, Eddie discovers that dad had a few cohorts who operated on the other side of the law, which quickly results in the heir having to help manage various criminal operations out of the massive Horniman estate. It actually starts when Eddie’s dumb brother (Daniel Ings) struggles to pay back a boatload of cash to some drug dealers, leading to an extended scene in the premiere in which he dresses like a chicken for maximum embarrassment. Where this scene will end is obvious to anyone who has seen a Ritchie movie, which is part of the overall problem with “The Gentlemen” in that it’s clear that every negotiation is going to go poorly, there will likely be some highly-edited hand-to-hand combat, and probably a needle drop or two. The playbook is too familiar.
If you’re wondering when Matthew McConaughey and Hugh Grant are going to show up, be warned that this is not that show of your dreams. This is a spin-off really in tone and theme only, capturing the world of wealthy criminals in the U.K. and dropping an occasional reference to the film without being directly related to it. It’s a spiritual sibling, another tale of aristocrats who happen to operate criminal empires under the pomp and circumstance. It also has a bunch of Ritchie style to tie it to the film, including scribbled captions that further detail the criminal happenings or overwritten dialogue.
The truth is it’s hard to try and be the coolest cat in the room for eight hours. Eddie himself gets particularly lost in the action, partly due to an underwritten role but also a flat performance from James that creates a black hole at the center of the show. Kaya Scodelario fares much better as the co-lead, the woman who basically serves as Eddie’s liaison to the criminal world, and who gets her own rich arc in the back half of the season. When the show threatens to fall apart, she often brings it back, giving a confident, nuanced performance.
Like a lot of Ritchie projects, there’s fun to be had to on the fringe too, including a subdued turn from Ritchie BFF Vinnie Jones and guest spots from crime genre heavyweights Giancarlo Esposito and Ray Winstone. Some of the supporters feel unbalanced—Joely Richardson’s role is underwritten while the sweet stoner played by Michael Vu wears out his goofy welcome—and that feels indicative of the overall unpolished nature of the show on a narrative level. Subplots come and go, characters pop in and out, and none of it adds up to much at all (at least until Scodelario gets to do her work to ground it). And it’s all actually surprisingly tame for a Ritchie project, almost as if maybe it was once set-up at a network like TNT before getting the Netflix gig. Ritchie’s penchant for shock value has gotten him in hot water before, but it’s more interesting than this lukewarm stew.
By the end of the season, when Eddie has finally realized what the show made clear all along—that he’s pretty good at this criminal empire thing—viewers will be asking themselves if what unfolded over the previous eight hours wouldn’t have just worked better as a traditional film sequel or spin-off. Eddie may learn that he fits in his new home. Too bad the show about him never really does.
Whole season screened for review. On Netflix March 7th.
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https://www.andsoitbeginsfilms.com/2012/05/anthology-breakdown-hire.html
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Anthology Breakdown: The Hire
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""
] | null |
[
"Alex Withrow"
] | null |
New column: reviewing and grading each specific film within a single anthology film. The rules will have be skewed slightly depending on wh...
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https://www.andsoitbeginsfilms.com/favicon.ico
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https://www.andsoitbeginsfilms.com/2012/05/anthology-breakdown-hire.html
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https://www.thewrap.com/the-gentlemen-review-netflix-guy-ritchie/
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‘The Gentlemen’ Review: Netflix Lets Guy Ritchie Go Wild With TV Adaptation of His Own Crime Thriller
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"Bob Strauss"
] |
2024-02-24T00:01:00+00:00
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Guy Ritchie’s first television project, Netflix's "The Gentlemen," feels like a creative resurgence but lacks a clear destination
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en
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TheWrap
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https://www.thewrap.com/the-gentlemen-review-netflix-guy-ritchie/
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Fans of Guy Ritchie’s early British caper comedies were heartened when the filmmaker returned to form with 2019’s “The Gentlemen.” It had his signature twisty plotting, verbal gymnastics, endless array of criminal gangs and cold-blooded class consciousness, almost back up to the entertaining levels of “Lock, Stock and Two Smoking Barrels” and “Snatch” after years of bad Sherlock Holmes, Aladdin and King Arthur remakes-for-hire.
While Ritchie’s subsequent features haven’t maintained the momentum, his new, Netflix “Gentlemen” series delivers everything we could reasonably expect, over eight generous and often ingeniously constructed episodes that allow us to savor their rich Ritchieness at a more relaxed pace than a two-hour movie. It’s the auteur’s first TV project (he didn’t have a hand in Crackle’s woeful “Snatch” series), which he created and directed the first two episodes. You can tell he reveled in indulging and sharing all of his favorite motifs in a manner to be savored.
While the overall impression is one of creative resurgence, it’s a tad disappointing that this new “Gentlemen” doesn’t really go anywhere, well, new. But as some toff might tell you, the joy is in the journey, not necessarily the destination.
The series tells a discrete story that grafts concepts from the “Gentlemen” movie onto “Godfather” themes, dusted with Tarantino influence. Theo James, fresh from finally outgrowing hot teen roles with his “White Lotus” investment bro, plays Eddie Horniman. We meet the British army captain commanding a UN peacekeeping checkpoint in some goat-herding part of the world. He’s also the Duke of Halstead’s second son, and is soon called home to his father’s deathbed. Dad’s last wish is for Eddie to keep the ancestral manor house and its vast acreage intact and in the family. To ensure this, the duke skipped over eldest boy Freddy (“Sex Education” actor Daniel Ings) and made Eddie the primary heir. A drug-addled gambler with a knack for bad investments, Freddy does not take this well; papers are tossed and scenery is chewed at the will reading, but Ings soon earns credit for bringing this flamboyant twit down off the ceiling and into an earthier screw-up mode.
Steady Eddie soon discovers more to be concerned about than his brother’s unmanageable debt to a coke-dealing clan of Liverpool religious fanatics. A stylish woman introduces herself, then shows him how the duke cleared the five million pounds a year that keeps the estate solvent. There’s an illegal marijuana plantation under the dairy farm, one of a dozen Susie Glass (Kaya Scodelario) operates for her imprisoned mob boss father Bobby (intimidating veteran Ray Winstone) on properties of otherwise impoverished lords. With Hawkwoman eye makeup and red-soled heels, Scodelario plays Susie like a devil spawn Emma Peel; super smart and capable, manipulative and ruthless, she’s impressed by Eddie’s similar, if unplumbed, qualities. He wants the Glass operation off his land, yet knows Susie can help resolve Freddy’s Liverpool situation. Susie sees through Eddie’s good boy demeanor while he refuses to. At core, he’s got killer instincts and gets off on the brutal danger she leads him deeper and deeper into.
“Careful there, Soldier. I can be nice and I can be not so nice,” Susie tells Eddie at a particularly fraught moment between them, summing up the pair’s treacherous, enticing frisson.
When people as attractive as James and Scodelario are messing with each other, there can’t help but be sexual tension. Yet their overt relationship remains, to again reference the 1960s “Avengers” TV series, on a bent Steed-and-Peel professional level. It’s a frustrating tease that could grow tiresome if not for the ingenious ways Eddie and Susie try to outfox one another, or conspire to do so to murderous competitors and alternately formidable or pathetic dupes.
Ritchie and company can cut away to scores of quirky supporting characters as well. Beside predictably unpredictable Freddy and four-dimensional chess master Bobby, there’s an impossibly erudite American meth billionaire (Giancarlo Esposito) who wants to buy Halstead Manor for its, sure, architectural significance. Susie’s high-on-his-own-supply head horticulturalist Jimmy (Michael Vu) has his own femme fatale weakness, Ruby Sears’ vinyl-clad dream girl Gabrielle. Eddie’s mom Lady Sabrina (Joely Richardson) and devoted gamekeeper Geoff (ex-footballer Vinnie Jones, who got his acting start in “Lock, Stock”), play against their posh and hardman archetypes to become the true hearts of the show. There’s an assortment of other idiot siblings, blackmailers, dissolute/deranged aristocrats and gangs of — let’s see — Albanians, Irish Travelers, Cockney disposal experts, Pakistani money launderers, underhanded boxing promoters, Belgian smugglers, machete-wielding luxury car dealers …
Despite the extended format, Ritchie rarely permits a scene to drag. Most episodes are tight little stories in themselves that also push along the overriding narrative. Beside the always amusing dialog and characters, flashes of serious psychological abuse are wed to apt but inventive visual correlatives, as in an astonishing, expertly nerve-wracking sequence involving a grotesque chicken suit. The directors have fun with editing, lens choices and widescreen compositions, minus the frantic feeling Ritchie sometimes aroused cramming formal flourishes into standalone films. Beatings and bloodlettings are as shocking as they can be without getting too gratuitous — usually.
The series touches on politics (Brexit’s bad for pot exports!) and strives to get at deeper themes, but only illuminates them in black comic ways. Family loyalty is a big deal to the Glasses, most of the Hornimans and their retainers, and certain other crime clans; while deception is the series’ main game, betrayal is considered quite intolerable and harshly dealt with. Class conflicts don’t bring much to that centuries-old table; self-made crime barons with better taste than old money scions aren’t exactly revolutionary, while nobility’s capacity to out-maneuver uppity proles is well documented.
“The Gentlemen” probably works best in the something-to-say department by promoting the notion of being true to yourself. Yeah, that’s an old saw too, but when that real you can get the job done, no amount of breeding is a proper substitute.
“The Gentlemen premieres Thursday, March 7, on Netflix.
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