Autosport Magazine 2012 08 16

Official Government Test Environmental Data.
Fuel consumption figures mpg (litres/

(6.5), Combined: 34.9 (8.1). CO2 emissions 189g/km.
Model shown Astra VXR26,995 with optional VXRAero Pack 995, dark-tinted rear windows 265 and two-coat pearlescent/metallic paint 495 (Power Red paint is standard). Total cost 28,750. Vauxhall
ASTRAVXR
Shortens Straights.
Straightens Corners.
.co.uk
100km) and CO2 emissions (g/km). Astra VXR: Urban: 26.2 (10.8), Extra-urban: 43.5
does not condone irresponsible driving. Vauxhall Lifetime Warranty covers lifetime ownership of first registered keeper, 100,000 mile limit. Terms and conditions apply. Visit www.vauxhall.co.uk/warranty
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August 16 2012 autosport.com 5
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August 16 2012 vol 209 no 6
CONTENTS
1982 SPECIAL
28 John Watson introduction
Welcome from our guest editor and title runner-up
30 Keke Rosberg: rock ape or race ace?
How good was the Finn, champion of 82? By Mark Hughes
34 Great car: Williams FW08
Under the skin of the title-winning machine. By Edd Straw
36 The men who could have been king
The eight drivers who lost out. By Andrew van de Burgt
38 Ferrari feud: Didier Pironi v Gilles Villeneuve
The story behind their tragic fall-out. By Tony Dodgins
42 Great car: Ferrari 126C2
The car that should have won the title. By Edd Straw
44 Niki Lauda: comeback king
Super Rats second second coming. By Tony Dodgins
48 Monaco GP: the race no-one wanted to win
Monegasque madness revisited. By Edd Straw
50 The tragic tale of Riccardo Paletti
The young Italian perished in Canada. By Gary Watkins
53 Pictorial memories of 1982
54 Powerplay: Brabham versus BMW
A love-hate relationship explained. By Gary Watkins
58 Colin Chapmans nal year
The Lotus design geniuss last season. By Mike Doodson
62 All the crucial stats and facts from F1 1982
How the title race ebbed and owed. By Kevin Turner
REPORTS
66 British Touring Car Championship Snetterton
Plato (MG), Jordan (Honda) and Newsham (Vauxhall) score
72 World of Sport
NASCAR; Grand-Am; Scandinavian Touring Cars
NEWS
10 F1 on TV: analysing the numbers
How the BBC and Sky stack-up in the viewing stakes
12 Ferrari admits: early-season fears have helped
Poor start to 2012 has galvanised the Scuderia
15 A round-up of the past week in F1
20 Jackson boosted by new NGTC Ford Focus
BTCC frontrunner eyes 2013 title after promising debut
22 Lotus motorsport programmes in jeopardy
British marques racing future in doubt, but LMP1 is safe
24 Former Citroen WRC star Philippe Bugalski dies
Remembering the French asphalt ace
REGULARS
7 From the editor
8 Snapshot
17 Mark Hughes column
85 Subscribe for a free gift
100 Final drive
Letters and latest gear
102 On track/on screen
The best action in the next week
105 From the archive
Bobby Rahal, Cleveland Champ Car 1982
106 Race of my life
John Watson, Belgian Grand Prix 1982
SPORTS EXTRA
87 Nations Cup F3 revival mooted
HSCC behind plan to bring back 1000cc screamer events
88 GT Cup winners back to British GT
Belshaw, Donovan and Seldon father-and-son set to return
92 National reports
Snetterton TOCA supports; Nurburgring AvD Oldtimer;
Silverstone BDC; Knockhill SMRC; Oulton Park MGCC;
Valkenswaard ERC; Mallory Park BARC
COVER IMAGES:
LAT ARCHIVE;
PA PHOTOS
The system no longer does
what its supposed to: give a
young driver a CV to progress
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Retelling a thrill-a-minute
story: the 1982 F1 season
BAMBERS
WEEK
Find us on
AS F1 2012 TAKES A WELL-EARNED BREAK
after a breathless rst half, to sun itself in no
doubt exotic climes, it gives us the chance to
reect on a bygone grand prix season that
thrilled in similar measure: 1982.
For many, Im sure its difcult to see past the
loss of Gilles Villeneuve at Zolder. The death
of the most thrilling driver of his generation
(perhaps ever?) cast a huge pall over the season,
and dont forget that the racing career of sworn enemy Didier
Pironi didnt last too much longer.
And although backmarker Riccardo Paletti was far from their
league of top-drawer skills, his death in Canada was no less awful.
Nor too the untimely passing of Lotus founder Colin Chapman,
a pure genius if ever there was one.
Apart from those obvious tragedies,
there were also many amazing stories,
crazy nishes and triumphs in 1982
which weve done our best to retell.
From its star drivers to the highly
distinctive cars they tried to
tame, and the fantastic races they
collectively produced, feel free
to wallow in the nostalgia.
F1 1982
Beasts unleashed at Hockenheim
Its August 8, 1982 and the start of the German GP.
Arnoux edges Prost, Piquet, Alboreto, Tambay, Cheever,
Patrese, de Cesaris, Rosberg, Watson, Giacomelli,
de Angelis, Warwick, Late, Henton, Mansell, Daly,
Guerrero and co. Eerily, pole-setter Didier Pironi is
absent Our 1982 Special starts on p27.
Pic: LAT Archive
SNAPSHOT
PIT & PADDOCK
FOR THE BEST 1982 PICS ONLINE,
CLICK ON AUTOSPORT.COM/GALLERY
Race-share deal between the BBC and Sky has not had a major eect on overall TV audience. By EDD STRAW
a larger average audience and three
have been lower, backing the
assertion that numbers have not
dramatically dropped even if, overall,
a small proportion of casual viewers
may have been lost. The gures are
also distorted by races such as the
British Grand Prix, which went
head-to-head with Andy Murrays
appearance in the Wimbledon nal.
AUTOSPORT understands that of
races shown live by both broadcasters,
Sky has attracted around 53 per cent
of the viewers with access to both
channels. This suggests that the
BBCs race coverage is still popular.
WHAT THE TEAMS THINK
Prophets of doom last year predicted
that sponsors would go elsewhere
because of the anticipated drop in
television viewership. Given the
timescale of sponsorship deals it is
too early to say if that has been the
case, but McLaren team principal
Martin Whitmarsh has played down
the importance of raw TV viewing
gures in the modern era.
We were obsessed by bums on
seats in TV audiences, but thats
going to be as antiquated as
considering library rentals as a
measure of popularity of literature,
F1 paddock is swarming
with rival camera crews
P
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F1 TV figures holding up
Whitmarsh told AUTOSPORT. We
dont think in those terms anymore
because of mobiles, tablets, internet
outlets and the ability to watch
programming when you want.
Sky has brought a lot of creativity
to F1 and has more outlets than the
BBC. And the BBC is still there, as the
licence-fee-paying public wants them
to be. It is not a terrestrial TV model
any more. Thats the nature of life.
Bernie Ecclestone and the teams
were widely criticised when the Sky/
BBC race-share deal was announced.
However, it is important to note that
the deal guaranteed continued
terrestrial coverage on the BBC until
2018; ve years beyond the end of the
previous contract. While there were
question marks over why a potential
bid from Channel 4 was not
considered, AUTOSPORT
F
ormula 1s UK race day viewing
gures have not plummeted in
2012 despite Skys controversial
race-share deal with the BBC.
When the arrangement was
announced last year, there were
widespread predictions that it would
have a catastrophic effect on the size
of the domestic audience. However,
an analysis based on gures for the
live broadcasts, combined with the
BBC highlights for the six races that
have been broadcast live only on
Sky since the start of the year,
suggests that viewership in this
country is still strong.
Inevitably, there are limitations to
the data. It is difcult to generate an
accurate gure for total eyeballs
watching a given race because of the
number of assumptions that must be
factored in (eg what proportion of
those who were watching the
highlights in 2011 were additional
viewers) to create a true like-for-like
comparison. But in the case of the
ve races that have been shown on
both the BBC and Sky, two have had
Sky has brought a lot of
creativity and has more
outlets than the BBC. It
is not a terrestrial
TV model any more
McLaren team principal
Martin Whitmarsh
Skys biggest audience
came at the German GP
Sky is satisfied
with its F1 spend
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6.0
5.8
5.6
5.4
5.2
5.0
4.8
4.6
4.4
4.2
4.0
3.8
3.6
3.4
3.2
3.0
2.8
2.6
2.4
2.2
2.0
1.8
1.6
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0
Australia Malaysia China Turkey 11
Bahrain 12
Spain Monaco Canada Europe Britain Germany Hungary
F1 RACE AUDIENCE 2011 V 2012
Analysis of last years live, exclusively-BBC viewing gures
shows that there has been a year-on-year drop for some
events. For 2012, the overall gure is created by combining
the Sky and BBC audience. The BBCs Sunday highlights
package is used for races that it does not broadcast live.
KEY
2011: BBC 2012: SKY BBC
Data is for average audience for F1
programme, as assessed by the BARB
(Broadcasters Audience Research Board).
60 SECONDS WITH
MARTIN BRUNDLE
SKY F1 COMMENTATOR
How happy are you with the Sky F1
coverage so far?
Very. It has gone even better than I
expected. I like the scope that we
have. If we come up with ideas, we
have the resource and the air time to
pursue them. A good example is my
Ferrari pieces, where we went to
Fiorano for the day and turned it into
half a dozen ve- or six-minute pieces.
Previously, it would have become four
two-and-a-half minute pieces that
would be squeezed in with some of
them maybe going out on the
Saturday morning of the Japanese
Grand Prix [when TV audiences would
be small because of the time of day].
How well have the new ideas
come together?
As I saw with ITV and with the BBC
when they came in, when you have
new people come in they have a fresh
take. If you look at the features weve
done on the history and the technical
side of the sport, its been very good.
Is there any frustration that Sky
doesnt have any inuence over the
FOM-produced live feed?
Fundamentally, its very good with all
the camera angles and the onboards.
When you understand that they have
to share the coverage out between the
teams, its not an easy job. But what
Id love to see is my guys let o the
leash on 3D action in the future. That
would fascinating.
Are there a lot more ideas for
content for the future?
Every week we improve something
and at the end of the year we will
have new ideas. Theres even more we
can achieve with the coverage and
there are lots of imaginative ideas for
graphics. There are any number of
things that we can do.
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2011 2012 2011 2012 2011 2012 2011 2012 2011 2012 2011 2012 2011 2012 2011 2012 2011 2012 2011 2012 2011 2012
understands that such broadcasts
would have required at least 15
minutes of adverts within races
50 per cent more than ITV used to
include to make it work nancially.
SUBSCRIBER BASE
Sky is believed to be satised with
the inuence taking over F1 coverage
has had on its subscriber base.
While it has not led to a dramatic
increase in subscribers, it has been
used to shore-up subscription
renewals. The viewing gures for live
races, which stretch from a low of
455,000 for the British Grand Prix to
a high of close to one million for the
German race (which was broadcast
free as part of a Sky promotion) are
satisfactory. The highest gure for a
subscriber-only race was 924,000 for
the Canadian GP.
Ancilliary programmes have been
a qualied success. The F1 Show has
yet to establish itself as a must-watch,
but regularly clocks the best non-GP-
session numbers on Sky Sports F1,
with 86,000 the highest gure for a
single broadcast. Figures for GP2 and
GP3 have been disappointing.
NEWS
PIT & PADDOCK
Wake-up call
key to Ferraris
long-term aims
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A poor start to 2012 has galvanised
Ferrari into a return to long-term
winning ways, helped by structural
and procedural changes from Pat Fry
12 autosport.com August 16 2012
FERRARI
SINCE
2004
Ferrari was utterly
dominant early in
the 21st century,
but since then has
struggled to keep
up the extraordinary
standards that it
set for itself.
Fernando Alonso is key
to Ferraris upturn
2004
Drivers championship:
1st (Michael Schumacher)
Constructors
championship: 1st
Wins: 15
A dominant season for
Schumacher and Ferrari,
winning 75 per cent of
the seasons races.
According to chief designer
Rory Byrne, Aldo Costa
heads up work on the
following years Ferrari
under his oversight.
2005
3rd (Schumacher)
Constructors
championship: 3rd
Wins: 1
Ferrari isnt a factor in
the championship for
the rst time since 1996
because of Bridgestones
struggles under
regulations allowing
only one set of tyres for
use across qualifying
and the race.
2006
2nd (Schumacher)
Constructors
championship: 2nd
Wins: 9
Michael Schumacher
retires at the end of the
year, while Jean Todt and
Byrne move away from the
frontline with the Scuderia.
Ross Brawn goes on a
sabbatical, never to return.
Nicolas Tombazis joins as
chief designer.
2007
1st (Kimi Raikkonen)
Constructors
championship: 1st
Wins: 9
New team boss Stefano
Domenicali oversees a
championship double,
albeit under Todt. The
season is overshadowed
by the spy scandal and
performance development
head Nigel Stepneys
dismissal in June.
2008
2nd (Felipe Massa)
Constructors
championship: 1st
Wins: 8
Ferraris car is the
strongest aerodynamically,
although its sensitivity to
tyre temperature is a
problem. Massa misses out
on the drivers title at the
last second but Ferrari
does claim another
constructors title.
F
erraris stuttering start to its
2012 campaign was the wake-up
call the team needed to force
through changes that could allow
it to dominate Formula 1 again in
the future.
Since the Michael Schumacher era
ended in 2006, Ferrari has struggled
to replicate its success of the early
years of the century. Although it won
constructors titles in 2007 and 2008,
it has underachieved since 2009.
Pat Fry, who took over from Aldo
Costa as technical director (chassis)
last year, has already made signicant
changes to the way the team operates.
But he has admitted that struggles
with the F2012 acted as a trigger to
see through the full extent of the
necessary overhauls.
When you are developing and
changing an organisation, youve got
to be careful, Fry told AUTOSPORT.
You have got to do things logically
and have people believing in it so that
the organisation moves forward. We
had done a lot of homework
and knew a lot more [about what
needed to be done] but we just hadnt
been brave enough to take the last
step into changing everything.
Thats effectively what the
wake-up call in early February did for
us. The amount of effort and passion
that is in the factory is unbelievable
its just about trying to get it all
linked together and working. Now, we
are making huge steps and improving
and the results are showing what the
people are capable of.
At the root of Ferraris struggles
has been its failure to adapt to the
demands of modern F1. During the
Schumacher era, it benetted from a
close relationship with tyre supplier
Bridgestone, but more importantly
it effectively had unlimited mileage
at its Fiorano test track. It used this
second advantage to devastating
effect, using what might be called an
empirical model of car development
based upon evaluating a wide range
of parts on track.
Since the ban on in-season testing
came in at the start of 2009, Ferrari
hasnt been able to do this. Other
teams devoted resources to improving
off-track development technology
such as windtunnels, CFD and driver-
in-loop simulators to allow better
evaluation of parts before they ever
hit the track. Fry worked at McLaren
during this period and, despite
some resistance to his methods at
Maranello, the shortcomings of the
car have given him the mandate to
complete this process.
Fry is key to Ferraris potential
revival and a compelling case can be
made that it was a lack of technical
leadership, after chief designer Rory
Byrne and technical director Ross
Brawn left the Scuderia at the end of
2006, that held back the team. Byrne,
in particular, was a big loss as he is
one of the few designers arguably in
the Adrian Newey league. Although
Byrne is still a Ferrari consultant,
he spends only around 40 per cent
of his year at Maranello and has no
involvement with the F1 team.
There has been some criticism of
team principal Stefano Domenicali
during Ferraris struggles, although he
deserves credit for the way that Fry
has been able to change the teams
way of working. Ferrari president
Luca di Montezemolo backed him
at the end of last month, suggesting
that there are no plans for any change
at the top of the Scuderia.
When it was decided to go for
a man who had grown from within
the company, there were some who
turned up their noses at the idea,
said di Montezemolo. But today I
am pleased to see a true leader of a
team that is doing well, which is what
I want and which is worthy of the
name Ferrari.
NEWS
PIT & PADDOCK
AUTOSPORT SAYS
EDD STRAW
F1 EDITOR
edd.straw
@haymarket.com
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I
t would be grossly unfair to judge Ferrari
by the exceptional standards of the early
years of the 21st century. At a time of engine
equivalency, resource restriction and ever-
tightening regulations, the chances of any
team, no matter how remarkable, achieving
2002 or 2004 levels of domination are slim.
But thats not to give Ferrari a free pass. While
it has not been a failure, it has underachieved
by its own lofty standards.
Perhaps that underachievement is a
consequence of that success. It set new
standards for an F1 team a decade ago, but as
the sport has changed Ferrari has been left
behind. And its not just about the sport
changing, for McLaren technical director Paddy
Lowe has suggested that technologies like the
simulator could actually be superior to the old
Ferrari model.
We started
work on the
simulator long
before there was
any hint that track
testing would be
limited, said Lowe.
We knew that it
would have many
advantages over
real track testing.
But the equation was different for Ferrari. It
had its own test track on its doorstep. No team
could compete with that for cost-effectiveness
and efciency, so its decision to persevere with
that route was logical at the time.
Ferraris remarkable turn-around since the
start of the season is validation of Frys
methodology. Could the tricky F2012 we saw in
pre-season testing be the trigger point that
kick-starts the Alonso/Ferrari era in earnest?
Fry: keen for change
Todt, di Montezemolo,
Schumacher and Brawn
2009
6th (Raikkonen)
Constructors
championship: 4th
Wins: 1
The F2009, lacking in a
double diuser at the
start of the year, is a
conservative interpretation
of the new skinny
aerodynamic regulations.
Ferrari loses Massa from
Hungary onwards after
his freak accident.
2010
2nd (Fernando Alonso)
Constructors
championship: 3rd
Wins: 5
Alonsos arrival galvanises
the team. After a slow
start, thanks to a lack of
f-duct and exhaust- blown
diuser, only a strategy
blunder in Abu Dhabi
that costs head of track
engineering Chris Dyer his
job denies the Spaniard.
2011
4th (Alonso)
Constructors
championship: 3rd
Wins: 1
The struggle to master
exhaust-blown diusers,
the new Pirelli rubber
and windtunnel/track
correlation problems leave
Ferrari with a single win as
Red Bull runs away with it.
Technical director Costa is
replaced by Pat Fry.
2012
Currently 1st (Alonso)
Constructors
championship: 4th
Wins to date: 3
The new F2012 is all over
the place in pre-season
testing, but some drastic
changes to working
practice help the team to
make big improvements.
Good team work and
Alonsos virtuosity
salvages the campaign.
Drivers
championship
Constructors
championship
We are making
huge steps and
the results are
showing what we
are capable of
Ferrari technical
chief Pat Fry
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THIS WEEK IN F1
NEWS
PIT & PADDOCK
HRT team principal Luis Perez-Sala believes that
his outts Cosworth-engined F112 has signicant
untapped potential. Were at 50 per cent of its
potential and we can still extract another 50 per
cent, mainly in aerodynamics.
Its feasible. I dont think
its an attractive thing to
do. An equivalence formula,
as we had in 1988 when we
had turbos and normally
aspirated [engines] wasnt
such a bad memory for
McLaren, but it wasnt
an attractive formula.
McLaren team boss Martin Whitmarsh
isnt keen on current-generation
engines continuing alongside the
new V6 turbos.
Mercedes team
principal Ross Brawn
is condent his outt
will nish the season
strongly, despite a dicult
middle part of 2012. We
havent got the car quite
as we wanted, he said.
I am optimistic that
we are going to have
a stronger second
half to the season.
BRAWN EXPECTS
STRONG
FINISH
Whitmarsh to hand
over FOTA chair
NURBURGRING
CASH INJECTION
INVESTIGATED
Pastor Maldonados demonstration run driving last years Williams FW33 in Venezuelan capital Caracas
was cut short when he slid the car into a kerb. The accident happened after only two laps of the course
and the team was unable to run the car again before an electrical storm brought the event to a close.
MALDONADOS
HOMETOWN SPIN
MORE TO COME FROM HRT
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60
Triple world champion Nelson Piquet,
one of the stars of the 1982 season,
which is celebrated in this weeks
special edition of AUTOSPORT, turns
60 tomorrow (Friday).
Former team owner Giancarlo Minardi believes
its ousting of Giorgio Ascanelli might not have
met with approval inside the team. The clashes
between team principal and technical manager are
synonymous with nervousness. The choices are not
always endorsed by the technical department.
MINARDI
FEARS FOR
TORO ROSSO
McLaren team principal Martin Whitmarsh does not
expect to continue as chairman of FOTA beyond the
end of the year. He has held the position since the end
of 2009. It would be quite healthy for someone else
to do it now, he said.
The European Commission has extended its existing
investigation into the Nurburgring to encompass the
recent 254 million loan that the Rhineland-Palatinate
state legislature approved earlier this month. A statement
said: The Commission has doubts that the measures
were granted on market terms and that the companies
are viable without continued state support.
For information on sponsoring Sennan Fielding,
contact Dawn Fielding at dawnelding1@talktalk.net
All in all it was a good weekend said Fielding, who maintained his lead in the Ginetta Juniors Championship and is now looking
forward to Knockhill in Scotland in 2 weeks time.
Sennan Fielding came back in both Sunday races at Snetterton, to secure hard fought 2nd and 4th place nishes. Fielding started at
the front of the grid but was hit in both races, sending him to the back of the eld. In race one, Fielding came back through the pack,
with an over heating engine and impared vision from bodywork damage, to secure a hard fought 4th place nish. Race two saw a ght
back that on lookers called, one of the best drives of the weekend. Having posted a fastest lap time, Fielding forced a move at
Hamiltons on the penultimate lap, to earn a 2nd place nish conrming his lead in the championship.
Sennan Fielding maintains championship lead
MARK HUGHES
GRAND PRIX EDITOR
COMMENT
PIT & PADDOCK
Without a common enemy
in the form of Max Mosley,
FOTAs unity has ebbed
away to the point that
the teams are now ready
to be at each others
throats once again
M
artin Whitmarshs
announcement that he is
to stand down from his
three-year chairmanship of FOTA
brings F1s political landscape into
sharp focus. When the team body
FOTA was formed in 2009, with
near-universal team membership, it
presented a united front to both a
governing body and a commercial
boss that had traditionally used
divide and conquer methods to
impose its will upon them, leaving
them powerless in the process.
FOTA suggested a challenge to
a powerbase which was taking the
sport in a damaging direction that
benetted only the private equity
company that owned it. FOTA
represented the hope of a healthier
balance between sport and business.
Three years on, despite
Whitmarshs best efforts, the spirit
of team harmony and unity that
brought the body into being has
largely gone. Among such intensely
competitive entities as the teams,
that vision couldnt be maintained.
Particularly signicant has been the
ambition of Red Bull, a recent arrival
to power, its ambition not sated in
any way by previous achievements
which were virtually nil three years
ago. Adrian Newey has forged ahead
there, his technical imagination
unrestrained by the restrictions
imposed on him at McLaren
where a mole from the technical
team would relay Newey plans
to Whitmarsh, who would then
frequently temper the more legally
ambitious of them.
The resentment this built up
within Newey maybe continues to
fuel his work now. With the rest of
the team from owner Dietrich
Mateschitz to team principal
Christian Horner more than
happy to let him have his head, this
wasnt a team that was ever going to
be much interested in the internal
harmony of the sport if that meant
compromising its own chances of
success. I think McLaren has been
an incredibly good citizen of F1
during that time, says Whitmarsh
of his tenure. Being a good citizen is
not a concept high up on Red Bulls
list of priorities.
Red Bulls apparent reluctance to
stick to the resource restriction
agreement, the competitive paranoia
that pervades this prickly but
fantastically driven team, the
absolute readiness to push the
interpretation of the regulations to
the limit: All these things have been
key in breaking up that unity. Its
attitude has created bad feeling
among others. When it began the
Monaco weekend with the holes in
the bodywork ahead of the rear
wheels, Ferrari was doing something
very similar. When McLaren politely
informed both teams of its doubts
about the legality of the feature,
Ferrari responded by accepting the
point, and modifying accordingly.
Red Bull deantly raced with it that
way, forcing the FIA to issue another
technical directive applicable from
the following race.
Much of this attitude might be
traced back to the beginning of 2009
and the FIAs acceptance of the
double diffuser as legal, politically
judicious as it was at the time as
then-president Max Mosley sought
to divide and conquer the teams.
Newey and Red Bull were furious
about that and when they pointed
out that this was totally against the
spirit of that new regulation, then
were told there is no spirit, it gave
Adrian the green light to say: Right.
In that case Red Bull has been
persistently the hardest breaker of
the elusive spirit ever since.
Competitive paranoia was always
going to break up the singular vision
of the teams. That came about only
in forming a united front against
Mosley, and was so effective it
inspired more but without as
strong a common enemy as Max
was, FOTAs energy inevitably ebbed.
So were back to how its always
been, with Bernie playing divide and
conquer, with the sports nances
still being sucked dry by a private
equity company, the teams still
relatively powerless despite their
theoretical punch if unied.
This is all a potentially explosive
backdrop to the Red Bull manual
ride-height story that blew up in
Hungary. Horner may have brushed
it off as a non-story but it wont be
that if a rival team were to go legal
with it as one of them was, and
may still be, considering. There will
be even less room for harmony if
that little bomb should go off.
Theres a potentially explosive
backdrop to the Red Bull saga
Red Bull and McLaren
see things differently
P
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NGTC Focus made
debut at Snetterton
Jackson is confident
of 2013 title push
BTCC
Jackson aims for 2013 crown
B
ritish Touring Car
Championship frontrunner
Mat Jackson is targeting the
2013 title after a promising debut
for Motorbase Performances
NGTC-spec Ford Focus at
Snetterton last weekend.
The Mountune turbo-powered car,
which is the rst to be built in-house
by Motorbase, was completed the
day before Snetterton qualifying.
It had no testing prior to the event
and ran old BMW S2000 springs.
Despite minor new-car problems,
such as boost pressure and gear-cut
glitches, the rst NGTC Focus
nished eighth, sixth and fourth
in the three races.
Jacksons best racing lap of
1m59.527s compared with Gordon
Sheddens top NGTC mark of
1m58.460s in his Honda Civic
during the second race. Although
Jackson is still in the top six of the
drivers championship, he is now
focusing on developing the car
during the rest of the season.
We have to make some sacrices
and 2013 is exactly what were
working for, he said. I want to win
a championship and the team wants
to win a championship, and for that
you need NGTC. Were a second off
and for a rst effort its a good result.
Its a testament to the work the boys
have done.
Jackson admitted that the lack of
spares affected his approach to the
races but that he could feel the car
had potential.
I wasnt racing it, he said. We
havent got a spare anything so we
cant afford to get involved.
Its awesome. This is our
shakedown and you can feel the
tyres have a lot more grip. The
sooner we can get a grip with this,
the better position well be in for
2013. This is the future.
Motorbase plans to build three
NGTC Focuses initially, and will run
two in the 2013 BTCC, but has not
ruled out producing more.
Team boss David Bartrum, who
conrmed the squads S2000
Focuses will be for sale at the end of
the year, said: If someone comes
along and wants one well do it. Its
out at the same time as the new ST
[road car], so it has longevity.
BTCC frontrunner hugely encouraged by pace of brand-new Motorbase NGTC Ford Focus. By KEVIN TURNER
MAT JACKSONS SNETTERTON PACE
Qualifying
Race 1
Race 2
Race 3
+3.0s +2.5s +2.0s +1.5s +1.0s +0.5s 0.0s
Jacksons lap-time gap to the fastest NGTC cars as the weekend progressed
1:57.595 (Wrathall) 2:00.436s
1:58.682 (Plato) 2:00.436s
1:58.460 (Shedden) 1:59.527s
1:59.663s (Neal) 2:00.118s
GAP: 2.547s
GAP: 1.754s
GAP: 1.067s
GAP: 0.455s
NEWS
PIT & PADDOCK
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BTCC Legends targeted for contest
BTCC
SOME OF THE MOST FAMOUS
names in British Touring Car history
could go head-to-head for a cash
prize at the start of next season.
BTCC racer and team boss Tony
Gilham is currently planning The
Hardest Ever competition. He hopes
to get 30 touring car drivers past and
present to battle it out in a Time
Attack-style event.
The plan is for there to be three
rounds on one day, the rst in Ariel
Atoms, the second in BMW M3s and
the last in two new NGTC tin-tops that
Gilham is hoping to acquire over the
winter. The slowest drivers in each
round will be eliminated, a similar
system to the current Formula 1
qualifying format.
The event, which will have a prize
fund of 34,000, is likely to be held
at Brands Hatch next March.
Gilham, who has already
approached two-time BTCC champion
John Cleland, 1992 title winner Tim
Harvey, World Touring Car racer Rob
Hu, and fan favourite Paul ONeill,
said: Itll be a show, winner takes all.
Huff, Menu and Muller
are all in the frame
This collision didnt
deter Holland (left)
own Honda team, is also hoping to
attract stars such as multiple tin-top
champions Fabrizio Giovanardi, Alain
Menu, Yvan Muller, Rickard Rydell
and Frank Biela.
They all think theyre the best so they
can come and prove it.
Racing has been done before and
it gets messy. This will be aordable
and were hoping to get a big crowd.
Gilham, who raced for the Thorney
Vauxhall team at Snetterton last
weekend, but began the year with his
AMERICAN RACER ROBB
Holland is planning more
British Touring Car
Championship outings after
making his series debut at
Snetterton last weekend.
Holland became the first
American to race in the BTCC
since Bill Gubelmann in 1975
after completing a deal to drive
Tony Gilham Racings Honda
Civic. He is already planning to
tackle the Knockhill rounds, but
has not ruled out further 2012
appearances ahead of a full
2013 campaign.
Its going well and Im
learning every session, he
said. The S2000 machines are
completely different to what
Ive driven before.
Ive talked with a few teams
for 2013, but my experience
with Tonys team has been
brilliant so its likely Ill stay
with them.
Holland caused the
deployment of the safety car in
the first Snetterton race after
crashing with Adam Morgan,
but scored points by finishing
14th in race two.
BTCC
Holland wants to finish
season in Gilham Honda
KEVIN TURNER
FEATURES EDITOR
kevin.turner
@haymarket.com
AUTOSPORT SAYS
M
otorbase Performance has become one
of the big independent BTCC teams in
recent years and it will be some relief to
series boss Alan Gow that it has now taken
the plunge with NGTC.
As many of the teams have found, building
NGTC machines hasnt proved quite as cheap
as rst hoped, but Motorbase boss David
Bartrum believes running costs will be lower.
And he wants to win, for
which an NGTC machine
will be required.
Its also great that,
having been a customer
in the BTCC and British
GT, Bartrum has been able
to become a constructor
for the rst time. No
second-hand chassis
for him...
Taking on the might
and resources of Triple 8
(MG) and Team Dynamics (Honda) is a big
ask, but the Snetterton weekend was
promising. With even less running (ie none)
than Triple 8 had before Jason Plato took
a win at the Brands Hatch opener, getting
within a second of the pace reliably - was
an incredible achievement.
The chances of breaking into the Plato-
Neal-Shedden battle for this years title are
low, but if Motorbase can use the last part of
this season to get on top of the NGTC Focus,
then the prospects for 2013 could be good.
Jackson has long been one of the series best
performers and it would be great to see him
taking on the Big Three in equal kit.
Now all we need is for WSR to announce
an NGTC programme.
Bartrums team
now builds cars
REMEMBER WHEN
The BTCC Masters came to Donington? Back
in 2004, SEAT donated 16 Cupra Cup Leons
for series legends. Anthony Reid won the
one-o race, defeating a eld including Alain
Menu, Gabriele Tarquini and Frank Biela.
SEPTEMBER 24, 2004
P66 SNETTERTON REPORT

Gow considers
S2000 Cup
BTCC
BRITISH TOURING CAR CHAMPIONSHIP
boss Alan Gow is considering a separate
award for Super 2000 machines next
season to smooth the transition to NGTC.
Turbocharged S2000 cars are gradually
being replaced by NGTCs in the BTCC and
will not be included in the championships
new equalisation boost amendments in
2013 season. They will, however, be
allowed to run in the series and Gow is
considering a separate prize.
In the current economic climate youve
got to give teams time to change over, but
NGTC will become more and more
dominant, said Gow.
We may have a cup for S2000s though
youd need a few to make it worthwhile.
Nine S2000s appeared at Snetterton last
weekend, against 13 NGTC entries. Dave
Newshams race three win was the third for
an S2000 car this year in 18 races.
NGTCs have edged S2000s in 2012
Kodewa runs Lotus
LMP2 team in WEC
of its various involvements in
the sportscar arena.
In September we will
present our projects to our new
shareholders. We will have to
see what our budget is and then
prioritise, Berro told AUTOSPORT.
Maybe in the future we will have
to be more focused in our activities.
Berro explained that Lotuss
involvement in sportscar racing,
in GTE and GT4 with the Evora,
and in LMP1 and LMP2 with the
Rebellion and Kodewa teams, was
likely to be safe.
There is no discussion about
GT racing because of the link with
our production cars, he said.
The agreements with the Lotus
LMP2 team run by Kodewa Sport,
which has a licence to use the Lotus
name for its forthcoming P2 design,
and Rebellion Racing, whose LMP1
Lola-Toyotas run in Lotus colours,
are set to continue because they are
what Berro described as marketing
deals. He suggested that there
could be a closer involvement with
these teams in the future.
Berro also hinted that Lotus is
looking for an exit strategy from
the IndyCar Series, in which its
Judd-developed V6 turbo has
underperformed and been dropped
Lotus poised for racing cutbacks
SPORTSCARS
But iconic manufacturer says LMP and GT sportscar programmes are safe for 2013. By GARY WATKINS
L
otus has given a clear
indication that it will make
dramatic cutbacks to its
motorsport programmes in 2013
in the wake of its takeover by new
owners earlier this year.
Claudio Berro, director of
motorsport at the British car maker,
has revealed that decisions about
Lotuss future in racing will be made
at a meeting next month with
Malaysian conglomerate DRB-
Hicom, which took a controlling
interest in Lotus owner Proton in
January. He conrmed that every
Lotus programme was currently
under review, with the exception
by three of the four teams that
initially signed up to use it.
We want to continue, but there
is a clear need to have the right
budget, he said. We have a
ve-year contract [to supply
engines], but we are having an
open discussion with IndyCar.
The deal for the French ART
organisation to run its GP2 and
GP3 squads under the Lotus GP
banner is also under review,
according to Berro.
We have long-term contracts
[with ART], but it is clear that
there have to be discussions
about these, he explained.
SAFE: Deal for former Renault squad to run
as the Lotus F1 Team doesnt cost the
company any money and is set to continue.
UNDER THREAT: Lotus is moving closer to
admitting that it is looking for an exit.
Five-year contract could be an obstacle.
UNDER THREAT: Lotus pays ART to run its
GP2 and GP3 cars, but would have to
extricate itself from a multi-year deal.
SAFE: Lotus promotes road cars through
Evora GTs and sells customer cars. Kodewa
and Rebellion deals similar to F1 contract.
F1
LOTUSS MAIN MOTORSPORT PROGRAMMES IN 2012
INDYCAR GP2/3 SPORTSCARS
JERRY GRANT: 1935-2012
Jerry Grant, the rst man to ocially lap
at over 200mph in an Indycar, died on
Sunday aged 77. Grant, also an
accomplished sportscar driver, made 10
starts in the Indianapolis 500 and was
stripped of second place in 1972 after
stopping in the wrong pit box late-on.
DRAGON OWNER ARRESTED
Dragon Racing owner Jay Penske was
arrested with his brother in Massachusetts
last week in connection with an alleged
break-in at a yacht club. Both were
released on personal recognisance, with
hearings set for August 20.
MULLER FIT FOR NURBURGRING
Sven Muller has been passed t to return to
action at this weekends F3 Euro Series
round at the Nurburgring. The 20-year-old
German broke his right arm after crashing
his Prema Powerteam car at the Spa
British F3 round less than three weeks ago.
DICK HAGEY DIES
Dick Hagey, the only man to race a
Volkswagen Beetle in top-level NASCAR
competition, died last week. Hagey
nished 19th in the International 200,
the rst Grand National event open to
foreign cars, at Langhorne Speedway in
June 1953, and won $40.
JOUSSE BROTHERS FOR WEC
Julien and Maxime Jousse will drive Status
Grand Prixs Lola-Judd/BMW B12/80 LMP2
in the Silverstone FIA World Endurance
Championship round on August 26. The
Frenchmen, who will share with Alexander
Sims, raced the car at the Donington Park
European Le Mans Series round.
NO PORSCHES IN SLOVAKIA
The Muhlner Motorsport Porsches will not
take part in this weekends FIA GT1 World
Championship round at the Slovakia Ring.
That means a maximum of 14 cars will
contest the sixth round of the series.
Muhlner won at Zolder with Matt Halliday
and Mike Parisy at the wheel of the teams
Exim Bank China-badged 911 GT3-RSR.
IN BRIEF
Porsches wont appear
Grant made 10 Indy starts
McLAREN REVIVES CAN-AM TAG FOR MONSTER MP4-12C
McLaren launched a concept version of the MP4-12C, the Can-Am, this week. The 630bhp car has 30 per cent
more downforce than a GT3, enabling it to lap Barcelona 2s quicker. There are no plans to build a racing version.
DeltaWing could become Indy Lights car
INDY LIGHTS
THE PROJECT 56 GROUP BEHIND THE
revolutionary DeltaWing Le Mans 24
Hours racer has made a bid to build the
next-generation Indy Lights car at the
request of IndyCar.
Series ocials approached Project 56
early in the summer about adapting the
low-weight/high-eciency concept of the
DeltaWing DW LM12 for Indy Lights,
AUTOSPORT can reveal. The group, which
includes American Le Mans Series boss
Don Panoz and US racing legend Dan
Gurney, is understood to have made a bid
to build a single-seater version of the car
to replace the existing Dallara for 2014.
Panoz, who has already said he wants
to build production versions of the
DeltaWing sportscar for the LMP
categories, would only hint that his group
had made a bid for the Lights contract.
Youd need to talk to IndyCar, he
said. In these situations you need to
speak to the sanctioning body. All we
can say is that it is an exciting car with
lots of possibilities, which has a place
NEWS
PIT & PADDOCK
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in motorsport in the future.
No comment was available from
IndyCar on any of the bidders to replace
the existing Dallara IPS design. Dallara,
Swift and Mygale are understood to have
put forward concepts.
The DeltaWing was conceived by
designer Ben Bowlby as the 2012 IndyCar.
The group behind the original single-
seater version of the car, led by IndyCar
team owner Chip Ganassi, was overlooked
in favour of Dallara.
Panoz re-iterated his desire to eld the
DeltaWing sportscar in Octobers Petit Le
Mans, the nal round of the ALMS.
We are getting ready for Petit and in
the process of gathering more data, said
Panoz, who conrmed that work was
underway on an LMP2 version of the car
(see AUTOSPORT, June 14).
Dallara builds the
current Lights cars
Quick Nic will
race Jota Zytek
Minassian gets Jota deal for Silverstone
WORLD ENDURANCE CHAMPIONSHIP
FORMER FACTORY PEUGEOT DRIVER
Nicolas Minassian will join the British
Jota LMP2 squad for this months FIA
World Endurance Championship round
at Silverstone.
The 39-year-old Frenchman, who raced
the Pescarolo-run Dome LMP1 at the Spa
and Le Mans 24 Hours WEC rounds, will
share Jotas Zytek-Nissan Z11SN with Sam
Hancock and Simon Dolan.
Jota team boss Sam Hignett, whose
team won the LMP2 category at the Spa
WEC event in May, said: We want to
continue to improve as a team and to
win the race, and bringing in someone
of Nics experience can only help.
Running three drivers gives us more
exibility on strategy.
Ive been trying for ages to get Nic in
one of our cars and Id like to keep him in
some way in the future.
Minassian, who also drove Sebastien
Loeb Racings ORECA-Nissan in the two
European Le Mans Series events earlier
this year, said: It will be good to get out
at Silverstone, because it is a special
place for me: Ive won in every category
Ive raced there.
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followed me. I didnt have the time
to say goodbye.
Bugalski had a personality that
far exceeded his diminutive stature.
He was driven by a passion for
rallying that led him to always help
youngsters coming up through the
sport, with Citroen regarding him as
not just a valued test driver, but a
true brand ambassador.
O Richard Rodgers
Philippe Bugalski 1963-2012
PHILIPPE BUGALSKI, WHO DIED
last Friday following a fall at his
home near Vichy, will forever be
remembered as the rst driver to
win a world championship rally for
Citroen. However, his legacy is
much more signicant.
Every Citroen that cut it on the
world stage beneted from the
input of the man known as Le Petit
Bug, who tested and shook down
every model from the prototype
Xsara to the current DS3 WRC.
Bugalski, who was 49 and
married with two children, began
competing in 1982. He joined
Citroen full-time in 1998, making
his debut for the manufacturer in
the all-conquering Formula 2 Xsara
Kit Car in Catalunya: the rst of
three asphalt rallies that he would
contest that year.
The undisputed high point of his
career came in 1999, when he won
both the Catalunya and Corsican
events in the car, co-driven by
Jean-Paul Chiaroni. These were
such extraordinary performances
that the sports top stars at the time
called for the car to be handicapped
on WRC events.
He could have made it three wins
in the same season in Sanremo, but
rain left his two-wheel drive car
starved of traction. His ghtback
when it dried was spectacular but
ended in a huge crash.
At the same time, Bugalski
wrapped up three French titles from
1998 to 2000, twice with the Xsara
Kit Car and then with the Xsara T4.
In 2000 he also alternated
occasional world championship
outings in a Citroen Saxo alongside
a testing campaign with the Xsara
T4, which would eventually become
the Xsara World Rally Car. His debut
in the car came on the 2001
Catalunya Rally, where he nished
eighth, but the best result of his
rst Xsara WRC season came on the
rough gravel of the Acropolis by
no means his favourite surface
where he nished sixth.
In 2002, once the Xsara WRC
really hit its stride, he was back on
the podium with third in Catalunya:
the same rally where he ended his
distinguished career a year later
at the age of 40.
Latterly, Bugalski took control of
the Automeca preparation rm and
played a key role in mentoring
Thierry Neuville during the
Belgians Junior World Rally
Championship campaign in 2010.
Neuville said: All [the] advices
you have given me, all the victories
we took together, the way you
Bugalski took Citroens
first WRC win in 1999
Le Petit Bug was a
key man for Citroen
NEWS
PIT & PADDOCK
TOYOTA LAUNCHES RALLY YARIS
Toyota Motorsport GmbH has taken its rst
step back into rallying with the launch of
the R1A-specication entry-level Yaris,
which will be used as a course car on
Rallye Deutschland later this month. The
rm is also developing an S2000 version.
LEGENDS TO RACE SCIROCCOS
World Rally champions Carlos Sainz and
Juha Kankkunen and fellow legend Markku
Alen will compete in this weekends
Volkswagen Scirocco-R Cup race at the
Nurburgring. VW WRC driver Sebastien
Ogier will also take part.
KLINGER TO CO-DRIVE NOVIKOV
Evgeny Novikov will be co-driven by
Nicolas Klinger on Rallye Deutschland
while his regular navigator Denis Giraudet
recovers from surgery for a back injury
sustained on Rally Finland.
PADDON WANTS WRC ACTION
PWRC champion Hayden Paddon is aiming
to undertake a limited number of events in
a World Rally Car in 2013. The Kiwi, who is
currently second in the SWRC standings,
is working with Sebastien Ogiers manager
Kim Vatanen.
DUO ESCAPE PIKES PEAK CRASH
Jeremy Foley and his co-driver Yuri
Kouznetsov survived a horric accident at
the Pikes Peak Hillclimb. Meanwhile, a
six-year-old girl sustained minor injuries
after the rock she was watching practice
on was hit by a car. Rhys Millen won in a
record time in a Hyundai Genesis.
S2000 Yaris will follow
Rhys Millen won Pikes Peak
IN BRIEF
Penske has been top
Dodge team in 2012
Mads Ostberg is
highly regarded
DODGE HAS INSISTED THAT NOT BEING
able to nd a frontrunning team to
develop its 2013 Sprint Cup car was the
key reason for its decision to withdraw
from NASCAR competition at the end
of this season.
The US manufacturer, which has had
an 11-year unbroken stint in NASCAR,
made the announcement last week. Four
months ago its top team, Penske Racing,
conrmed that it will transfer to Ford
machinery next year in a move that
mirrors the one made by Richard Petty
Motorsports in 2010.
That news left Dodges motorsport
chief, Ralph Gilles, a short timeframe in
which to secure a frontrunning team to
develop the new Charger, which was
launched in March. This ambition
proved unattainable, despite discussions
NASCAR
Dodge pull-
out explained
with several outts.
Some teams we were talking to were
not even sure what they wanted to do,
Gilles said. Even back in March, it was
getting late for deciding what you are
going to do for the next season and
getting everything in place. And no one
will wait on you. If youre not ready,
theyre going to move on without you.
We wont do this without a
frontrunning team. Were in this game to
win, not just to show up.
Gilles left the door open for a return in
the future; Dodges 2001 re-entry into
NASCAR competition came after a
23-year absence.
Of course well never say never, he
added. But as you know its very scarce
right now, its a very tough situation in
North Carolina. If we did something
like that it would have to be quite a
signicant eort. We have to look at it.
Ostberg on Ford WRC radar
Loeb urged to stay in rallying by rivals
WRC
WRC
FORD TEAM BOSS MALCOLM WILSON
says Mads Ostbergs pace on Rally Finland
earlier this month has marked him out as a
candidate for the Blue Ovals factory world
championship line-up in 2013.
The works outt is set to lose Jari-Matti
Latvala to newcomer Volkswagen next
season and is in need of a replacement. The
24-year-old Norwegian could t the bill.
Ostberg outpaced Latvala and fellow
Ford driver Petter Solberg on the third
Mynnila stage in his privateer Fiesta RS
WRC, going second fastest to stage and
event winner Sebastien Loeb.
Its the best drive hes done in the past
18 months, said Wilson. If he keeps up
that sort of pace then theres no question
hell play himself in [for a drive next season]
because Finland is an event where you
really see somebodys speed.
Ostberg eventually nished in fth place
in Finland.
SEBASTIEN LOEBS RIVALS HAVE URGED
the eight-time title winner to hold o on
retiring and chase more World Rally
Championship silverware in 2013.
Loeb is contemplating his future in the
sport (see AUTOSPORT, August 9) and
could call time on his glittering career with
Citroen at the end of the season.
His former team-mate Sebastien Ogier
wants Loeb to continue so he can go up
against him when he fronts Volkswagens
maiden World Rally Car campaign next year.
Everybody wants him to continue
because its making the championship
interesting for us, pushing us to the top,
said Ogier. For sure it will not be easy to
ght with him with his talent, his team and
their experience. We will do our best to be
as close as possible but hes fantastic and
we really want the challenge to be there.
Ford team boss Malcolm Wilson said:
Hes stopped us probably winning eight
titles so I want to beat him while hes still
there competing.
Tel: 0845 644 5504
www. dayt onamax. co. uk
Rnd Date Venue Circuit
6 8th July Daytona Milton Keynes International Extra
7 19th Aug PF International, Lincs Extended Circuit
8 16th Sept Daytona Milton Keynes International
9 21st Oct Rye House, Herts Raceway Circuit
10 18th Nov Daytona Sandown Park Alternate
Come along and see why Vodafone Dmax
is the Uks leading karting championship
BIGGER THAN EVER, NEW WEIGHT CLASSES, NEW CIRCUITS
EVEN BETTER VALUE - LESS THAN 1500 FOR A SEASONS RACING
1982 REVISITED
Rosberg: one-o champ Q Laudas comeback
Pironi v Villeneuve Q Chapmans nal season
A Haymarket publication August 16 2012
Watson won twice in 1982, at Zolder (above) and Detroit (right), challenging for the title
The most notable story going in to
1982 was the return of Niki Lauda, to
be my team-mate at McLaren, after
hed bailed out on his airline and
realised that hed spent all his money
and he needed a bit of a ll-up.
It was still a time of extraordinary
innovation, and innovation that
could be identied with a specic
marque. If you painted every car
from 1982 white you could quickly
recognise the different cars in a way
you couldnt do today. What took
place over those six or seven years
in the late 70s and early 80s was
amazing and were never going to
see the like of it again.
It was an interesting period because it was the beginning of the
realisation that the Cosworth/Hewland package, the DFV era, was
over and the strength of the turbo cars, principally in terms of the
reliability, was becoming more and more apparent.
But there was more than that. We had Michelin versus Goodyear in
a tyre war, we had the introduction of carbonbre chassis and a really
strong eld of drivers too. It was a time when Renault and Ferrari had
made a turbo car competitive in the race as well as just in qualifying.
But the normally-aspirated cars were more than capable of winning, as
was proven by McLaren and Williams and Tyrrell too even if I never
knew how Michele Alboreto won that race at the end of the season
I think the most intelligent driver of that era was Alain Prost.
Wed been team-mates in 1980 and he had this tremendous speed,
and he did it in a way that wasnt ruthless. He had panache and style.
In terms of out-and-out speed its hard to say who was the quickest.
If you took a BMW turbo, for example, for Riccardo Patrese and Nelson
Piquet it might have had one lap of explosive speed before it went
bang. The quickest combination of the season unquestionably would
have been Didier Pironi and Ferrari, followed by Rene Arnoux and
Prost in the Renaults, but I think in out-and-out performance the
Ferrari probably had the Renault beaten.
The drivers strike involved everybody except a couple of the
ladyboys who crept off in the middle of the night because their
girlfriends were crying outside the dormitory we were staying in.
It was serious and Pironi was very much a part of that. Although
Niki was seen as the focal point, it was actually Pironi who was
doing the real business end of stuff.
You had to understand and respect Pironi, and I believe there was
a sea change taking place at Ferrari. There were a number of parties
who realised what Pironi, in a competitive car, was capable of. Pironi
was an aspirational, seriously-minded, ambitious beyond belief,
intelligent guy. And in my view I think whether Gilles Villeneuve was
serious about leaving Ferrari at the end of 1982 or not, I suspect that
what was happening at Ferrari and the way the Imola race unfolded
there was no apparent penalty within the company to Pironi makes
me think that the balance of power within the team was shifting. I
dont think he was necessarily a better driver but he was better
equipped from an intelligence perspective, from a ruthless political
perspective, whereas Gilles was just a guy who had a truly natural
talent and gift. Pironi should have won the championship but for
being such an idiot at Hockenheim.
For me there were lots of little silly things that meant the
championship was lost after the British Grand Prix. That race
Ive never seen such poor driving as on the opening lap. Arnoux
was slow off the grid and I had to go around him on the grass and lost
some places, and going down Hawthorn Hill I was forced off the road at
Hawthorns and I locked the brakes and it spun me around and that was
that. In Austria the car just wasnt quick, and the same again in Monza.
Teddy Mayer was primarily running my car, and there was an
element of Teddy sticking it up John Barnard. And I was caught in
a position where I knew what I needed from a car to do what I had to
do, but sometimes that was at odds with the direction John wanted
to go because hed designed and built it.
Overall it was a great era to be involved in, albeit one where the risks
to drivers were much higher than today. I hope you enjoy revisiting
some of the fascinating stories from a turbulent, exciting and above
all unpredictable season.
John Watson, guest editor
A year that
we all lived
on the limit
August 16, 2012
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By JOHN WATSON
GUEST EDITOR INTRODUCTION
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Its only hindsight that has placed
a question mark over just how
good 1982 world champion Keke
Rosberg was. The question mark
was triggered when, after four
seasons at Williams, he spent
his nal F1 season 1986 at
McLaren alongside Alain Prost
and was completely trounced by
the Frenchman. Only then was
there a tendency to re-evaluate
and its a debate that continues.
Anyone privileged enough to
have seen him in action can attest
that Rosberg was a wonderfully
exciting, amboyant performer
and his pole position lap of
Silverstone 1985, with a slow
puncture and rain starting to fall,
is still recalled with reverence.
But its fair to say that his F1
career was rescued only
reluctantly by Frank Williams,
as recalled by the teams
engineering chief of the time,
Frank Dernie. At the end of 81
Alan Jones had vacillated about
whether he was retiring or not,
and by the time he decided he
denitely was, Keke was about
the only driver with any F1
experience still on the market.
Already 33 years old, hed been
around in F1 for four years, but
with uncompetitive machinery
from Theodore, ATS, Wolf and
Fittipaldi. He was a sensation
when he grabbed the hopeless
Theodore by the scruff of the
neck to win the non-
championship 1978 International
Trophy at a wet Silverstone in
only his third F1 race. But the
few quick cars that were there
had dropped out so it wasnt a
case of being better than the
machinery but he did maximise
the opportunity as it came along.
It was to be a recurring theme of
his career: opportunistic
improvisation rather than
self-determined strategy.
His performances hadnt been
enough to secure him a place on
the grid for 79 but then Wolfs
James Hunt retired mid-season,
gifting Rosberg a second chance.
But he could no more make that
car competitive than had Hunt.
As that team was merged with
Fittipaldi, so he remained, initially
as team-mate to Emerson
Fittipaldi. He was usually, but not
always, quicker than the double
world champ, but Emersons
motivation at that time was
suspect, so still there was no
denitive, obvious reading on
Rosbergs level. But one test at
Paul Ricard convinced Dernie
who for 82 was effectively
in engineering charge at Williams
while Patrick Head was
preoccupied with the Metro 6R4
rally programme.
My big thing was that I
wanted plenty of testing and I
wanted a driver with experience,
recalls Dernie. Because I didnt
want to be chasing non-existent
oversteer that was there only
because the driver had never
driven anything powerful before.
So we went to a test with Keke
and Frank [Williams] refused to
come. He didnt rate him, there
was some history between them
and he was fairly non-receptive.
Me and Charlie Crichton-Stuart,
the teams sometime marketing
The 1982 world champ only won one race
during his title season, but many rate
his non-turbo triumph among the best
King Keke:
rock ape or
a genuine
superstar?
Retro 1982
Finn Keke Rosberg was not a natural t at the Williams team, but he got the job done in 1982
ROSBERG JUST CHAMPION
By MARK HUGHES
Second in Austria, to de Angeliss Lotus by 0.05s, brought valuable championship points
Watson (rear): Keke was a good, honest racer
The non-turbo, Cosworth-powered Williams FW08 suited Kekes style and since he was the focus of a mostly one-car-centric team he could concentrate on getting the most out of it
drivers strike at Kyalami,
Rosbergs Williams career got off
to a solid start. He outqualied
his team-mate Carlos Reutemann,
though nished well behind him
in the race. Next time out, in
Brazil, he was the teams thrusting
edge, dicing with Gilles
Villeneuves Ferrari before
ultimately nishing second to
Nelson Piquets Brabham. Both
were later disqualied for their
teams interpretations of the
minimum weight limit amid the
political ght between the turbo
and non-turbo teams.
That normally-aspirated-
versus-turbo aspect of the season
forms a crucial part of the picture
of Rosbergs victorious campaign.
His 3-litre Cosworth could not
compete with the 1.5 turbos from
Renault, Ferrari and BMW for
sheer grunt, especially in
qualifying. But Ferrari lost both
its drivers to horric accidents,
while the Renaults and BMWs
were disastrously unreliable.
Furthermore, when Reutemann
announced his immediate
retirement after Brazil, Williams
was effectively a Rosberg-centric
team by default. The only
remaining team with a
competitive car, McLaren, shared
its results between two drivers,
Niki Lauda and John Watson.
These circumstances combined
to elevate that Williams seat from
a competitive ride to a title-
contending one. Ever the
WATSON: To me,
Keke was just a good
seat of the pants
driver. He didnt have
that final piece to
become a legend
man, went to the test and Keke
was simply brilliant, super-fast
and never put a foot wrong. So I
went back to Frank and said we
should sign him, hes brilliant.
Frank still wasnt convinced
and Charlie had to do a marketing
job on him to convince him.
Of course, when he started to
go well it all became Franks idea
but that was his prerogative
as the boss!
Amid the upheaval of the
improvising opportunist, Rosberg
grabbed onto those enhanced
circumstances and throttle-
danced his way around the tracks,
late-braking, spectacular
ick-and-catch on the steering,
never more brilliantly than when
he stuck the FW08 on pole at
Brands with an on-the-edge lap
that eclipsed anything the turbo
drivers could conjure. He clinched
the title after a nal-round
showdown in Las Vegas with
Watson, but won only one GP on
the way, something the detractors
regularly point to. But in fairness,
it was a season in which no-one
won more than twice.
Watson is one of those
reluctant to tag Rosberg with the
legend title. For me a legend is
someone who wins multiple races
and world championships, he
expounds, someone like Niki
Lauda, Jackie Stewart, Alain
Prost or Fernando Alonso today;
guys that know not just how to
compete in the car, but also how
to go about achieving what they
need to be successful, how to get
a team revolving around them.
I came to see it close-up when
Niki was my team-mate. I had
thought it was just about
competing in a gladiatorial way,
but it wasnt at all; that was a very
naive view. Keke was just a good,
seat-of-the-pants driver, a good
Retro 1982
guy, an honest guy and
someone who fought hard and
fair, but not someone who had
that nal piece that goes to
being a legend.
Frank Williams and Patrick
Head have never forgiven me for
not being Alan Jones, was a
famous Rosberg quote of the
time, and its true that he never
formed quite the bond with the
team owners that their rst world
champion had. But with Head
only attending one race and
Dernie in charge of the technical
direction, Rosberg wasnt short
of support.
Im actually a big fan of
drivers who just get in and give
it arseholes without analysing
things too much, says Dernie,
and Keke was very much in that
mould. You knew if the car went
faster or slower after making a
change it was because that change
had or hadnt worked. Ive had
drivers swear blind a change has
made the car better yet theyve
gone slower.
As the team sensed the
opportunity before it, so the
support naturally centred on
Rosberg. But he was never part of
the grain of the team. Derek Daly,
who assumed a stand-in role in
ROSBERGS 1982 IN NUMBERS
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the second car after Reutemanns
retirement, can give a perspective
now that was impossible for him
then. Keke was plugged into the
team much better than me, he
says, and only partly because
I was late to the party. He was
also faster, with a great balls-out
ability to grab the car and use his
brilliant reexes.
But I wouldnt say he was
maximising his environment in
the way Id understand that
concept today, pulling everything
from the environment to get what
BARNARD: Keke
was the last of the
late brakers and
liked a turn-in that
was very positive.
But to get the car
like that, you had
to sacrifice some
rear grip
you need. His great strength was
a mental skill that allowed him
to be completely separated from
outside circumstances. He was
able to disconnect what was
happening outside so that he
could always drive to the best
of his ability.
Dernie accepts as much: Its
true that Keke didnt t there
quite as tightly as AJ had. Patrick
and Alan were like brothers,
people would think they were
brothers because they even looked
the same. But Patrick was not as
The ying Finn was always a fan favourite
Williamss 82 latecomer Derek Daly admits he didnt ingratiate himself in the team like Keke
involved in the F1 programme
in 82 so he didnt really get to
properly know him until later. In
the meantime I think I probably
got the closest relationship Ive
ever had with any driver.
Patrick still had a feeling that
Keke was a bit of a rock ape. In
fact his nickname in the team
was Rocky. Hed hit kerbs and
on one occasion hit Reutemann
in the other car. The cars were
very much Patricks babies and
he didnt take kindly to them
being maltreated.
He could be a little bit brutal
with the car. But he was also
absolutely fantastic at feeling the
grip from qualifying tyres. When
Jacques Lafte joined as Kekes
team-mate the following year
he was very often quicker in the
races but hed qualied so much
slower that it wasnt really
noticed. Keke really was
tremendous on qually tyres.
He hated understeer, just like
most really quick guys, but was
particularly sensitive to it and I
guess that was why he later
struggled at McLaren alongside
Prost, because Kekes way of
driving just did not t with the
ROSBERG JUST CHAMPION
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Prost/John Barnard concept of
how a racing car should behave.
Barnard conrms as much,
recalling: Keke was last of the
late-brakers and liked a turn-in
that was very positive. But to
get the car like that you have to
sacrice a bit of rear grip. Alain
had a wonderful way of getting
the car early into the turn and
rotated, which meant that you
could give him a stronger rear end
and have better traction, which
allowed you to use the turbo
much more effectively.
Much as Rosberg complained
that he simply couldnt drive the
car the way Prost preferred it, he
was unable to get the team to
respond to his needs. McLaren
simply did not buzz to his
frequencies in that way. A couple
of years later Ayrton Senna would
arrive there, still with Prost as the
incumbent, and it wasnt too long
before even Prost began to
experience how it was to be less of
a galvanising factor than the guy
on the other side of the garage.
That dig-deep, intensive,
almost skewed, need to have every
possible thing in your favour
within the team, to have it
Rosberg sole victory in his title-winning season came in the Swiss GP, held at Dijon in France
Patrick Head was busy designing rally cars in 1982 so didnt get to gel fully with his lead driver
steering movement, then it would
go almost square in the other
direction for the left-hander.
Piquets was more like a sine
wave, building more gradually but
peaking at over 4g, but he would
creep up to it, not ghting it. On
elapsed time through the corner
they were very similar but I
suspect Kekes style took more
out of the tyres. In general,
Nelsons way was the old
fashioned way, going back to
Fangio, of doing all the work in
testing and then trying to win
the race at the slowest pace so
as to get reliability.
But for the circumstances of
that 82 season, in a responsive,
light, reliable little Williams,
with no in-team threat, with
electronics technology not yet
able to keep the faster turbos
of Renault and BMW from
detonation and with the tragic
fall-out of intensity and ambition
between the Ferrari drivers,
Rosbergs style was just ne.
With tyres developed around the
turbo cars, they were somewhat
under-stressed on a Cosworth
car and actually benetted in
qualifying from the busy
technique of Rosberg.
It was a perfect storm of
circumstances that played
perfectly to a driver of
freewheeling improvisation who
simply drove the wheels off the
car and didnt think too much
about it. The man of that
moment was Keke Rosberg.
DERNIE: Piquet and
Rosberg set similar
times, but I suspect
Keke took a lot more
out of the tyres
jumping to your every whim,
was not something that was
part of Rosbergs straightforward
personality, and if it had been,
he may perhaps have reected
more on a driving style that had
its downsides, for all that it
thrilled the fans.
A perspective on this came as
Piquet joined Williams as
Rosbergs replacement, with
Dernie staying on to engineer the
Brazilian: Like Keke, Nelson
hated understeer yet they had
quite different driving styles. It
was the early days of data logging
and at the fast right-left at Rio
Kekes lateral load trace was like a
square wave. Hed get up to about
3g and keep it there all the way
through with lots of throttle and
CV
KEKE ROSBERG
GPs 114
Wins 5
Podiums 17
Poles 5
Fastest laps 3
Points 159.5
After his F1 career ended in 1986,
Rosberg re-appeared in Peugeots
world sportscar squad, taking two
wins in the 905 in 91. He switched
to the DTM, and set up a team,
before retiring from driving. He
helped JJ Lehto, Mika Hakkinen
and, more recently, son Nico.
GREAT CAR: WILLIAMS-
COSWORTH FW08
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Retro 1982
A STEP FORWARD
The FW08 is often described as an evolution of the FW07. But that
perhaps underplays the extent of the changes beneath the skin.
Dernie: The gearbox and rear suspension were the same as the
FW07s; since that didnt make much dierence, we thought we might
as well keep something that was reliable. The rest was a development
of the thinking of the 07. Patrick [Head] had done a lot of work
with the chassis and nearly doubled its stiness. And by getting
rid of the rocker suspension [in favour of a pullrod arrangement],
which produced lift, it made a big improvement.
IMPRESSIVE DEBUT
The FW08 (the build of which was led by Ross Brawn) made its track
debut in the second week of March on the Brands Hatch Indy circuit.
Keke Rosberg set a time of 36.38s, breaking the lap record by over a
second despite running relatively hard tyres.
Dernie: I remember that test very well because I had a bit of a
hangover the next day! I told Keke to take it easy and his second
ying lap was the fastest anyone had ever done around there. We
knew straight away we had a very good car, but what I didnt realise
at the time was that the turbos had 200bhp more than we did.
We only had 505-510bhp with the DFV.
AERO SUPERIORITY
Rosberg has described the FW08 as magically quick in the fast
corners, which certainly supports the suggestion that the Williams was
the best chassis/aero package of the season.
Dernie: It probably was [among the best]. It was certainly the car
that I have the most fond recollections of among all the cars Ive
worked on. It had the highest lift-to-drag ratio of any car Ive ever
run something like 8.2 or 8.4, which is far better than you get now.
The trick was get it driveable and fast for an entire grand prix with the
set-up, but it certainly had the downforce.
OVERSTEER BALANCE
While the FW08 was strong on front-end grip, drivers found the rear
could get lively. But while the team had the option to dial out the
oversteer, they had compelling reasons not to.
Dernie: We made a good, strong sidepod that produced a lot of
downforce, but as you moved the centre of pressure rearwards to balance
the aero, you lost a bit. We had an alternative sidepod that moved the
centre of pressure backwards and created a better balance, but peak
downforce gave you the better laptime and that was the one with the
oversteer balance.
The FW08 won only one race in 1982, but that was enough
for Keke Rosberg to win the drivers championship.
Former Williams aero specialist Frank Dernie guides
us round a car that could have won more grands prix
had its engine been a match for turbo horsepower
GREAT CAR WILLIAMS FW08
By EDD STRAW
SKIRTING THE ISSUE
Dernie: It was dicult to get the best out of the FW08 with
the skirts. You could do soft springs and lots of suspension
movement to make it nice to drive, but within about 15 or 20
miles, the skirts were nished because they were hitting the
ground. That was useless for a grand prix. It was in the early
days with the 1982 cars that I started doing testing with a lot
of fuel in the car. We were the rst to suss that. Renault were
still producing a car that could be faster for 5-10 laps but we
would then reel it in because it knackered its skirts!
ALUMINIUM CHASSIS
Dernie: We decided against
a carbonbre monocoque
[and opted for aluminium
honeycomb]. Patrick Heads view
was that he didnt want to do
carbonbre until we understood
it fully ourselves and could do
it in-house. We did have
carbonbre sidepods.
SIX-WHEELER
A six-wheeled version of the FW08 the FW08B was tested. Featuring
four wheels at the rear, as opposed to four at the front as the Tyrrell P34 of
1976 had, the project was abandoned at the end of 1982 as a result of a
rule change allowing only two-wheel drive.
Dernie: It was a good idea aerodynamically. Had the at bottom not
come in, it had a lift/drag of over 13 in the windtunnel, which in
retrospect probably means that nobody would have been
able to drive it on the limit because they would have
blacked out! We wouldnt have raced the car in
1982, but it was possible for 1983. The project
was very serious and Patrick Head was
absolutely furious with what happened.
Q&A
JOHN WATSON
AUTOSPORTs guest
editor on the Cosworth
DFV engine and taking
on the turbos.
The DFV cars are often thought of as being like
go-karts. Was that the case?
It was for cars like the Williams. Keke
[Rosberg] was the kind of guy that liked to
drive it with a ick of the steering wheel, get
the back end out and then balance it on the
steering and throttle. I didnt do that but
I liked to have the condence to quickly load
the outside rear wheel and then gain the
stability by using the combination of a quick
turn to counteract understeer.
What kind of driving style did the cars demand?
You were able to use a more aggressive style
than you would have done in a non-ground-
eect car. It was about nding the combination
of low-speed mechanical grip and then
higher-speed aerodynamic grip being the
dominant factor, so in the middle and
higher-speed corners you were able to do
dierent things than in pre-ground-eect cars.
How did you go about racing against the turbo
cars with their lag?
You had to pre-plan it. It was frustrating trying
to get yourself to the precise part of the corner
where you had the maximum exit speed, but
the turbos were struggling to get out of the
corner. The turbos were little more than
gloried dragsters.
WILLIAMS FW08 STATISTICS
RACES STARTED: 12
WINS: 1
POLES: 1
FASTEST LAPS: 0
TITLES: 1982 drivers
(Keke Rosberg)
The men who could
have been the king
Retro 1982
As Murray Walker always said, F1 is if spelt backwards, something these eight
drivers knew all too well in 1982 as they failed to beat Keke Rosberg to the title
Didier Pironi Ferrari 126C2
2nd, 39 points, 2 wins, 2 poles W
In the period following his
controversial win at Imola to
his career-ending crash at
Hockenheim, Pironi enjoyed a run
of success that surely would have
taken him to the title. Victory in
Holland was backed up by podiums
at Monaco, Detroit, Brands Hatch
and Paul Ricard a level of
consistency unmatched by his
rivals. But a poorly-judged move
in a meaningless practice session
in Germany put paid to far more
than just his title hopes.
John Watson McLaren MP4/1B
3rd, 39 points, 2 wins, 0 poles
Third place in the Canadian Grand
Prix opened up a 10-point lead in
the championship for Watson at
the seasons half-way point. But a
run of six pointless races meant he
had a 12-point decit to Rosberg
to make up in the nal two rounds.
A lack of grunt from the non-turbo
Cosworth engine didnt help at the
Osterreichring or Monza, but nor
did John Barnards ideas about the
way the car should be set-up,
which favoured the Irishmans
team-mate Niki Lauda. Watson won twice at Zolder and Detroit but inconsistency meant he fell short at the end
Pironi was a title favourite until his dreadful Hockenheim practice accident in August, but still held on to the runner-up spot despite another four race weekends remaining
W
MISSING OUT ROSBERGS RIVALS
By ANDREW VAN DE BURGT
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Alain Prost Renault RE30B
4th, 34 points, 2 wins, 5 poles V
Victory in the opening two races
of the season in South Africa and
Brazil should have helped to
propel Prost and Renault to the
title, yet the Frenchman didnt
score again until the 10th race
the British Grand Prix at
Brands Hatch in July! Given
Le Professeurs error-free
reputation its interesting to
note that he crashed out of three
of those races, and engine issues
accounted for others. The
increasingly fractious relationship
with team-mate and fellow
Frenchman Rene Arnoux didnt
help, coming to a head in their
home grand prix at Paul Ricard in
which Arnoux deed team orders
and held off Prost to win.
Niki Lauda McLaren MP4/1B
5th, 30 points, 2 wins, 0 poles V
After a break of over two years, it
took Niki Lauda just three races to
get back into the winning habit.
But there would be ve more races
before he troubled the scores again.
However, victory at Brands gave
him a legitimate title shot, but like
team-mate Watson he struggled to
make an impact at the high-speed
tracks that proliferated the second
half of the season. He was a factor
if he qualied well, but often
struggled to make up places
when he started further back.
Rene Arnoux Renault RE30B
6th, 28 points, 2 wins, 5 poles W
Third in the season opener was
followed by an awful run of eight
retirements in the following nine
races many of them due to
contact with other cars. He was
every bit as quick as team-mate
Prost in qualifying, and two wins
(France and Italy) and a second in
Germany in the nal six races
showed title-winning form. He fell
out with Prost and the team and
headed off to Ferrari for 1983.
Riccardo Patrese Brabham
BT49D-Cosworth/BT50-BMW
10th, 21 points, 1 win, 0 poles W
Patrese entered ve races in the
Cosworth-powered BT49 in 1982
and took victory at Monaco,
second in Canada and third at
Long Beach. Running the
BMW-engined BT50 in the
remaining races he scored a
solitary fth in the Swiss GP.
Given the closeness of the eld,
and the proven performance of
the 49, its totally feasible that
had he been given it for the full
season he could have strung
together a genuine title tilt.
Nelson Piquet Brabham BT49D-
Cosworth/BT50-BMW
11th, 20 points, 1 win, 1 pole V
The reigning world champion
won the second race of the season
on the road with the Cosworth-
powered BT49, but was
disqualied for the car being
underweight. Had the team
persevered with the 49, the
title may well have fallen the
Brazilians way. The car had
already proved to be a match for
Williamss FW08, and Piquet
was at the peak of his powers.
But with turbo power in the
ascendency, the title was
effectively sacriced in favour
of in-race testing with BMW.
Carlos Reutemann Williams FW08
15th, 6 points, 0 wins, 0 poles W
Having missed out on the 1981
title by just a point, Reutemann
started 1982 in style with a strong
second to Prost in South Africa.
He crashed out of the Brazilian
GP and never raced in F1 again.
The escalating political tensions
between Britain and Argentina
over the Falklands/Malvinas,
coupled with Reutemanns
political ambitions, forced
his retirement. But given his
experience, undoubted pace
(albeit soured by a fragile
mentality), surely he would have
been a more than a match for
Rosberg over the course of 82
Prost (leading) and Arnoux waged intra-team war that didn't help either of them in title race
Piquet (about to pass out!) won in Brazil but was thrown out for an underweight car
Arnoux celebrates second 82 win at Monza
Comeback king Lauda won twice for McLaren
Patrese got it wrong on the streets of Detroit
Reutemann walked away from the Williams team after just two races of the 1982 season
equipped machines like the
Williams FW07 or Ligier JS11,
although Jody Scheckter won the
title in a Ferrari, helped by a
four-from-each-half-of-the-year
scoring system that season.
By the following year Ferraris
design concept, in the form of the
T5, had been left hopelessly
trailing and it drove Scheckter
into retirement.
In October 80 Pironi tested a
Ferrari, the rst Frenchman to
drive a Maranello machine since
Jean Behra. The word was that
Enzo Ferrari had been highly
impressed by a stunning drive in
the Ligier at Brands Hatch in 80.
There was another thing:
although Didier was Gallic through
and through, the Pironi name had
its roots in the Frioul region of
northern Italy. Enzo had a soft
spot for people from the area
after they freely rebuilt son
Dinos tomb following a visit
from mindless vandals.
In truth, many were surprised
that Pironi forsook a Ligier for
Ferrari alongside the man then
regarded as indisputably the
quickest in the world, even if
Villeneuve was yet to sit in a car
worthy of him.
Pironi though, was quick,
massively ambitious and had a
burning ambition to become F1s
rst French world champion.
He was also a businessman and
well-connected. Turbo engines
were the future, Ferrari was
developing one and Pironi reasoned
that, Villeneuve or not, Maranello
was the place to be. And if that
wasnt about to translate
immediately, he could put up
with the signicantly increased
remuneration meantime
Stepping into a Ferrari 126CK in
1981, Pironi must have wondered
what hed done! The new Ferrari
Ferraris two stars
came into 1982
with a car to show
off their talents.
Sadly, acrimony
and tragedy would
get in the way
Villeneuve v Pironi:
F1s most lethal rivalry
Retro 1982
A Formula 1 photograph thats given body language experts plenty to get their teeth into: the podium ceremony after the 1982 San Marino GP at Imola.
There are those who
consider Villeneuve
the best who ever
lived, but Pironi
was quick and
massively ambitious
The 1982 season was the year
it was supposed to happen for
Gilles Villeneuve or Didier Pironi.
By now the little French-
Canadian was revered the world
over for his exuberant style, car
control, uncomplicated approach
and never-say-die attitude.
Villeneuves detractors said he
was irresponsible and over-rated
but they were few in number
compared with the worshippers.
If ever statistics were
meaningless, its in the assessment
of Villeneuve. When he died, at
Zolder on May 8, 1982, he had no
world championships to his name
and just six grand prix wins. But
there are those who consider him
the best who ever lived.
His rst full season was 1978,
when Ferraris 312T3, with a at-12
engine and no ground-effect
aerodynamics, was certainly no
Lotus 79. Gilles took an emotional
rst grand prix win in front of his
home crowd in Montreal after
Jean-Pierre Jariers Lotus expired.
He started 79 on a roll, winning
early season at Kyalami and Long
Beach. While the distinctive 312T4
was better, it was still hampered by
its engine layout and wasnt always
a match for vee-engined, venturi- P
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FERRARI FOES VILLENEUVE v PIRONI
By TONY DODGINS
Didier Pironi sprays the victory champagne watched by local dignitaries and ofcials, while Gilles Villeneuve looks like hed rather be elsewhere
Pironis nal win: Dutch GP, Zandvoort 1982
Gilles Villeneuves #27 Ferrari 126C2 leads team-mate Didier Pironi at San Marino in 1982 but the positions would be reversed by the end of the race, sparking an intra-team fall-out
turbo was initially light-switch
in its power delivery and to say
the chassis was agricultural was
unkind to the likes of Massey-
Ferguson and John Deere.
A big red Cadillac, was how
Villeneuves described the 126CK.
Everyone knew what he meant
but it was hardly a tting analogy
when it came to comfort.
On top of that, Pironi got to see
precisely what hed got himself
involved in against Gilles.
With prodigious turbo lag, the
rock-hard suspension that was
part and parcel of the ground-
effect era, and a tendency to slide
on turn-in, the 126CK was
something of a monster. It
required a high-speed Monza or
Hockenheim if anything was to be
had from it. Or else, a magician.
At Monte Carlo and Jarama,
Villeneuve was precisely that. The
car was quick in a straight line and,
having blasted inside a hobbled
Alan Jones on the short straight
at Monaco to win, Gilles also got
the car in front at Jarama. With
four cars lined up behind him, it
seemed inconceivable that he
could drive such a beast without
making a mistake for the entire
race but he did.
Despite 18 points for those two
wins, Gilles could muster just 25
in total and seventh place in the
championship over the season.
Pironi scored nine and placed 13th.
The power was there, but little
else. When Alan Jones signed off
his GP career at least rst time
around by motoring off into the
distance in Las Vegas, he said:
God help everyone if Ferrari ever
makes one of those things handle.
The 126C2 for 82 was that car.
The Scuderia recruited Harvey
Postlethwaite, who oversaw
Ferraris rst proper monocoque.
The carbon-composite design,
THE STATS:
VILLENEUVE v PIRONI
AT FERRARI 1981-1982*
Villeneuve Pironi
Wins 2 1
Podiums 4 1
Poles 1 0
Qualifying 14 6
Average qual 6.4 9.7
Fastest laps 1 2
Points 31 19
*From 1981 US GP West to
qualifying for 1982 Belgian GP
PIRONI AFTER
VILLENEUVE**
Wins 1
Poles 2
Average qual 3.1
Fastest laps 1
Points 29
**From 1982 Monaco GP to
qualifying for the 1982 German GP
Jackie Stewart offers advice to furious Gilles
Retro 1982
PICCININI: We
know what happened
but it doesnt
correspond with the
general belief
on, with the Cosworth runners told
they could no longer use water
ballast, and Keke Rosberg and
Nelson Piquet thrown out of the
Brazilian GP results. The upshot
was that the British FOCA teams
boycotted the following San
Marino GP, except Ken Tyrrell,
who had Italian backers. It meant
that there were only 14 cars
entered, crucial to understanding
what happened next.
Four years later, the year before
Pironi died, I interviewed him at
his Leader Offshore powerboat HQ
in St Tropez. Inevitably, I brought
up Imola 82.
By then, many column inches
had been devoted to it, usually
backing up Villeneuves view that
he was duped by Pironi, who
passed him on the last lap after the
slow board had been displayed
many laps earlier, meaning
maintain position because the
team was concerned about the
cars fuel consumption.
This is what Pironi said: The
only person to ask is Marco
Piccinini. He was in charge of the
orders and he didnt have any for
this race. When I passed Villeneuve
for the rst time, this was because
he had made a mistake and gone
off the circuit. The rst slow sign
we got was a few laps after that,
and I was leading. Gilles overtook Villeneuve and Pironi follow the race-leading Renaults during early laps at infamous Imola
The aftermath of Villeneuves death
at Zolder on Saturday May 8, 1982
following McLarens pioneering
direction from two years earlier,
was hugely stiffer and about
25 kilos lighter, while engine
development continued apace.
The Ferraris set some ominous
pre-season testing times and
Pironi escaped an enormous shunt
at Paul Ricard. Villeneuve, in fact,
told reporters to go easy on Didier
if he wasnt quite there because it
had been so big. He remembered
that a couple of months later when
they had their famous fall-out at
Imolas San Marino GP
First though, Gilles qualied
third in South Africa and second
in Brazil (Pironi was sixth and
eighth) but retired both times
and then was disqualied in Long
Beach for a rear double-wing that
attempted to circumvent the
maximum width restriction.
It was actually Mauro Forghieris
unofcial protest theres nothing
in the rules that says you cant
have two rear wings! at the
Cosworth teams running 60kg
underweight and then using water
ballast post-race for brake cooling.
The season had started
controversially at Kyalami when
Pironi, along with Niki Lauda,
played a key role in a drivers
strike over licences. They all took
themselves off in a coach and
barricaded themselves in a hotel
room. Villeneuve shared a bed
with Alain Prost and the rest
speculated upon just how quick
any offspring might be
By Imola the politics had moved
me after that, and by then we knew
we had a lot of fuel left because of
the way we drove in the rst half
of the race.
You will remember that this
was the race of the FOCA boycott.
Ive never said this before but we
had a meeting before the race:
Arnoux, Prost, Gilles and me, in
my motorhome. We agreed to
make a spectacle for the rst part
of the race so long as our positions
on the lap after half-distance were
the same as on the grid. We started
the real race at half-distance, so
had plenty of fuel.
The team didnt know that,
Piccinini and [Gerard] Larrousse
[the Renault team boss] didnt
know, only the mechanics knew,
but Prost and Arnoux they will
tell you the same
The lap chart supports Pironis
claims. Lap 31 was half-distance;
Arnoux was on pole from Prost,
FERRARI FOES VILLENEUVE v PIRONI
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With Gilles Villeneuve killed at
Zolder on May 8, 1982, Ferraris
season reached even deeper
depths of despair when Didier
Pironi suered career-ending
leg injuries at Hockenheim
three months later.
Just weeks earlier, popular
33-year-old Frenchman Patrick
Tambay, who appeared to have
missed the F1 boat, was called
upon to partner Pironi for the
rest of the season at Maranello.
Although for many the #12
Ferraris from the rst two full
years of Villeneuves F1 career
(1978-79), in which he took four
of his six GP wins, were as iconic
as the hallowed #27s that came
to be so synonymous with him,
it was the #27 car that Tambay
felt honoured to drive in the
footsteps of his friend.
Just like Graham Hills
Barcelona Lotus success in the
aftermath of Jim Clarks fatal
68 Hockenheim F2 accident,
and Damon Hills at the same
track for Williams in 94 after
Ayrton Sennas death, Tambays
Hockenheim 82 win held the
Patrick Tambay: Hockenheim hero
The crumpled remains of Pironis Ferrari are taken into the garage after his Hockenheim shunt
Alain Prosts Renault bore the brunt of Pironis assault the RE30Bs right rear ripped away
Tambay won for Ferrari in Germany 82
Drivers, including Pironi (red Candy overalls), confer before the low-entry 82 San Marino GP
hit by rookie driver Riccardo
Paletti, who died in the impact.
Pironi then won at Zandvoort,
nished second at Brands and third
at Ricard, giving him a nine-point
championship lead as they headed
for round 12 of 16 at Hockenheim.
In wet, dismal conditions on
Saturday morning, with the mist
hanging between the trees, Pironi,
already on provisional pole from
Fridays dry session and going
unnecessarily quickly, ran
unsighted into the back of Prosts
Renault. In a sickening accident,
Pironi suffered his career-ending
multiple leg injuries.
With Patrick Tambay driving
from Zandvoort onwards (see panel
above) and Mario Andretti at
Monza and Caesars Palace, Ferrari
still managed to win the 82
constructors championship.
Pironi still nished second to Keke
Rosberg, just ve points down, in
the drivers championship despite
missing the last ve rounds.
Without the tragedies that
befell Villeneuve and Pironi its
inconceivable that one or other,
most likely Gilles, would not
have won that years drivers
championship. Weve had the
Senna movie and Rush (the Hunt/
Lauda 76 story) is on the way. If
ever an F1 season was tting of a
third straight movie script
team together at what was a
time of deep distress.
Tambay admitted that it was
emotional to stand on the top
step of the German GP podium
after his rst GP win, but rates
his second Ferrari win, at Imola
of all places the following year,
as even more poignant.
drivers. They had an agreement
but it wasnt so detailed that it said
what would happen if one of them
made a mistake.
Forghieri, who wasnt there that
weekend, added: Gilles was an
innocent believer. He had a right
to be after sacricing his chances
over the years for the team.
Such as in 79 when he did not
interfere with Jody Scheckters
championship bid at Monza when
he could have done.
Villeneuve thought that Imola
was his because he was in front
when Arnoux dropped out and he
had outpaced Pironi all weekend
(they qualied in 1m30.717s and
1m32.020s respectively). Pironi
believed he was entitled to ght
because Gilles had made a mistake.
Whats certain is that 13 days
later, when Villeneuve crashed
fatally in qualifying at Zolder, with
Pironi a tenth quicker at the time,
Gilles had not spoken to him since
Imola and had determined to be
quicker on every lap, everywhere
Pironis car was withdrawn
from the Belgian GP as a mark of
respect. In Monaco, an event Gilles
had won the previous year, Didier
ran out of fuel but still nished
second in a crazy race (see p48),
then was third in Detroit and took
pole in Canada in front of the
dead Canadian heros home fans.
Straight afterwards he paid
tribute to Gilles amid a highly
charged atmosphere.
On raceday Pironi stalled on the
grid and the stationary Ferrari was
Villeneuve and Pironi; Prost retired
early and after Rene had led the
rst 26 laps, Gilles led from
27-30. But next time through
Arnoux was back ahead, as agreed,
and the video shows Gilles offering
little resistance.
A cynic may observe that Pironi
is just as capable of interpreting a
lap chart and watching a video of
the race. Undeniably, Villeneuve
was not anticipating Pironis move
on that last lap.
But it is possible just that
Pironis misunderstanding was
exactly that. It should be pointed
out, however, that Piccinini was
best man at Pironis wedding a
few weeks earlier and that one
of the things that angered
Villeneuve most was the lack of
censure from the team
My friend and colleague Mark
Hughes spoke to Piccinini about
Imola 10 years ago for a feature in
Motor Sport magazine.
We know exactly what
happened but it doesnt
correspond with the general belief,
Piccinini said. It was a genuine
misunderstanding triggered by
Gilles making a mistake. The slow
sign may have come before or after
that I cant recall after 20 years,
but its not that important.
It was complicated by the
private agreement between the
Harvey Postlethwaites masterpiece was regarded
as the first modern Ferrari. As well as winning
the constructors championship, it would surely
have taken either Gilles Villeneuve or Didier Pironi
to the drivers title had fate not intervened
GREAT CAR:
FERRARI 126C2
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Retro 1982
FIRST MONOCOQUE
McLaren pioneered the carbonbre monocoque
with its MP4/1 in 1981, but Ferrari decided against
following suit entirely. Its 82 monocoque was an
aluminium/honeycomb design, with carbonbre
used for the front and rear bulkheads. As Enzo
Ferrari explained: We could have used more
carbonbre in the construction of the car. But
the C2 is built with a technology, thanks to
Mr Postlethwaite, which is entirely new to us.
For the moment, we prefer caution.
Even so, the changes brought in by
Postlethwaite played a big part in bringing Ferrari
into the age when the chassis and aerodynamics
mattered as much as the engine.
There were questions over the safety of the car
after Gilles Villeneuves death, but subsequent
analysis of his crash, in which the nose of the car
impacted the ground at 120mph at a 70-degree
angle, suggested that the impact would have been
unsurvivable in any grand prix car of the time.
SUSPENSION
The Ferrari started 1982 with
front and rear suspension that,
while new, was derived from
the previous years system.
But there were problems early
in the season with tyre wear,
leading to pull-rod front
suspension being tried at the
Detroit Grand Prix and the
rocker-arm-based system
being dropped. This vastly
improved the stiness of
the car and improved the
handling signicantly.
RELIABILITY
In 1982, turbo engines were still regarded as powerful but fragile. Ferrari
had concentrated on reliability in 81, which chief engineer Mauro Forghieri
said was eectively a development season. The cars remarkable nishing
record played a huge part in the teams constructors championship
success, as only four times in 22 starts (the death of Villeneuve, and
Didier Pironis accident, meant that the team only started races with a
single car on several occasions and skipped the Belgian GP entirely) did a
Ferrari fail to nish. Just one of these, when Villeneuve retired at Kyalami
when a bearing failed in the turbo, was down to a mechanical problem.
GREAT CAR FERRARI 126C2
By EDD STRAW
Q&A
MARIO ANDRETTI
What was the Ferrari
126C2 like to drive?
I loved the car. It had an
incredible amount of power,
especially in qualifying.
I was in fth gear through
the Lesmo [at Monza] and spun the tyres in
the middle of the corner. According to [Ferrari
chief engineer Mauro] Forghieri, in qualifying
we had over 1000 horsepower. The engine was
water-injected and it only had about 10-15 laps
in it, so you had to get [the job] done.
How much turbo lag was there?
Believe it or not, the way we were keeping
the [revs] up there, not a lot. I was pleasantly
surprised that it was not an issue, even
through the slow corners.
You also raced the Cosworth-engined Williams
FW07D at Long Beach. How dierent was it?
There was a big dierence. The Williams
wasnt set up properly and we could have
had a productive weekend if I had gotten
my way. They kept saying, You have to get
used to it and all the usual stories you get
from engineers. The car was all over the place.
Mark Glendenning
FERRARI 126C2 STATISTICS
RACES STARTED: 15
WINS: 3
POLES: 3
FASTEST LAPS: 2
TITLES: 1982 constructors
WATER-INJECTION
Ferrari and fuel supplier Agip introduced
water-injection during the 1982 season.
This involved injecting water molecules into
the fuel both to cool it and, in combustion,
to better spread the explosion. This resulted
in signicantly more power.
TWIN-WING CONTROVERSY
Eyebrows were raised when the 126C2 appeared on Saturday at Long
Beach with a double rear wing. The rules stipulated the maximum
rear wing width was 110cm, but by tting two overlapping 110cm
wings, one ahead of the other, Ferrari was able to run the car with a
rear aerofoil that was as wide as the rear track. The drivers reported
a marginal improvement and the wing was raced, but Villeneuve was
disqualied from third place after a protest by the Tyrrell team.
ENGINE
Ferrari started test work on its 1.5-litre, 120-degree V6 turbo engine in late
1980 and by the following year it was widely recognised as comfortably the
strongest part of the 126C2s predecessors package. In 1982, the engine was
carried over, although signicant weight-saving work got it down to around
the 140kg mark, meaning the car was capable of running on the 580kg
minimum weight limit. Ferrari used a KKK twin turbocharger throughout the
year, although development work was undertaken on a supercharged option
in an unraced version of the car dubbed the 126CX. In races, the car ran at
around the 700bhp mark, but with maximum boost and in qualifying trim
the engine is reckoned to have been capable of more than 1000bhp.
TYRE CHANGE
Ferrari switched from Michelin rubber to Goodyear in
1982, ending a four-year partnership with the French
company that included dominating the 1979 season.
In 81, the team was unhappy with the performance of
the Michelin rubber not to mention the diculties that
the characteristics of the rubber exhibited under load
and joined Williams, Lotus and Brabham on Goodyears.
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He came back from his Nurburgring crash, then walked away
from the sport. In 1982, he was back again with McLaren
Laudas second
second coming
Retro 1982
Lauda has just grabbed the lead from the
distracted de Cesaris to score Long Beach win
To fully understand why Niki
Laudas successful 1982 F1
comeback was a surprise, you
need to know a little about the
circumstances in which Lauda
left the sport in the rst place.
He won his rst world
championship with Ferrari in 1975
as a 26-year-old, nearly lost his life
at the Nurburgring in 76 but
bravely came back six weeks later
at Monza. He only lost his crown
by a single point at the season
nale in teeming rain at Fuji, Japan.
Ferrari had presumed that Lauda
would not be the same driver and
had engaged Carlos Reutemann.
The two didnt get on and when
By TONY DODGINS
LAUDA KING OF COMEBACKS
The rst race of Laudas second comeback: fourth place at Kyalami in 1982 South African GP
LAUDA: As soon as I
signed [for Brabham
in 1980] I felt bored.
It didnt give me any
kind of thrill. And I
asked myself why
a DC9 on the same route, at a loss.
If he cancelled a route, so did they.
When Laudas plans for an F1
return broke in 1981, the word was
that his airline was being squeezed,
was in nancial trouble, and that
he needed the money. Not so,
Lauda says, and you believe him.
A character so pragmatic and
calculating would have known
that unless there was more to it,
a return to such a precarious
environment would have been
dangerous and unsuccessful.
And it was anything but.
At rst, Lauda had not remotely
missed F1. TV coverage left him
cold. But in the summer of 81 he
accepted an invitation to join
Heinz Pruller as back-up
commentator for Austrian TV at
the Osterreichring. He got the bug
again. He went to see tness guru
Willy Dungl to discover what kind
of shape he was in. Just in case.
Embarrassment at the hands of
a group of t young housewives
Lauda regained his title in 77
he left Ferrari in acrimonious
circumstances and signed for
Bernie Ecclestones Brabham team.
From BRM to Ferrari to
Brabham, Lauda drove only
12-cylinder F1 cars. The at-12
in the 1978 Brabham BT46 was
competitive but with ground-
effect technology taking over, a
vee engine was needed and Alfas
attempt for the BT48 of 1979 was
heavy and thirsty.
The answer was a return to the
Cosworth V8 power that Brabham
had used until the end of 74.
Suddenly, on a drizzly Friday
morning in Montreal, immediately
after rst practice and his rst run
in the Cosworth BT49, Lauda
simply walked away.
Alan Jones thought that Niki had
always wanted the advantage of a 12
at least a Ferrari 12 and didnt
fancy a Cosworth and a team-mate
as quick as Nelson Piquet.
But Lauda had plenty of reasons
to stay. Two million, in fact. Early
in the year Niki had told Ecclestone
he wanted $2m in 1980. Bernie was
offering 25 per cent of that. Lauda
outmanoeuvred him by telling
sponsors Parmalat that he wasnt
going to sign again. Parmalat told
Ecclestone to sort the Lauda
contract before they renewed their
Brabham deal.
Parmalats Mr Tanzi left the
room and Bernie looked at me,
Lauda relates. $2 million, he said.
I signed the contract there and
then. But as soon as I signed I felt
bored. It didnt give me any kind
of thrill. And I asked myself why.
Bernie said, Well done, you
arsehole! He had no bad feelings
about it. Then we came to
Montreal. I was getting tired of all
the surroundings, not the driving
itself: talking to the media, the
bullshit, the sponsors, all that. I got
out of the car and told Bernie I was
stopping, there and then.
Ecclestone accepted it and, no
doubt with some relief, tore up
that $2m contract. Lauda called his
wife, Marlene. Were cutting down
Ron Dennis (centre) had brought Lauda out of retirement. Here they confer with long-time McLaren team player Tyler Alexander
over a 20-mile cycle ride answered
that one...
Lauda then drove to Monza to
watch the Italian GP and enjoyed
himself. Ron Dennis, meanwhile,
had been calling him every other
month to ask if he was interested
in coming back. The pair met in
the Monza paddock and Lauda
asked Dennis to set up a test.
A day was arranged at Donington
in September 81 and Lauda ew to
London with Marlene. He left her
at Harrods for a days shopping
on washing powder. Youve washed
your last overall, he said. By mid-
afternoon he was on a ight to Los
Angeles to buy a new jet for Lauda
Air, established in 1978 and now
his new professional love.
Austrian Airlines, which had
operated a monopoly, was hell bent
on putting Lauda out of business.
If Niki launched a Venice route
with his 44-seat Fokker, theyd run
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Retro 1982
After his two-year absence sorting out his burgeoning airline, Lauda prepares for his rst race weekend with McLaren in the Kyalami pitlane. He would qualify 13th, but race through to fourth
and told her he was off to
test-drive some car, for fun.
The rst impression was the
physicality of driving a wing car.
Lauda was spent after three laps.
Eventually though, he matched a
target time set by John Watson,
winner of the British GP that year.
It says much for Lauda that he
was not daunted by taking on some
of the talents that had emerged
since his retirement: as well as
Piquet, drivers like Gilles
Villeneuve, Alain Prost, Keke
changing gear now! I hear him hit
the rev limiter at 11,000rpm and
pull out to pass, giving him a wide
berth. After all, you have to watch
yourself when you pass someone
whos so busy shaking his rst
that he forgets to change gear!
Lauda won again at Brands
Hatch but in a year that had no
fewer than 11 different winners, it
was team-mate Watson who went
down to the wire against Keke
Rosberg for the title at a Caesars
Palace car park in Las Vegas.
By the end of the following
1983 season, however, the top four
nishers in the championship were
all driving turbocharged cars. Ron
Dennis had convinced Mansour
Ojjeh to underwrite development
of a Porsche turbo and Lauda
showed it to be highly promising in
the last race of 83 at Kyalami.
But a problem loomed on the
horizon. Lauda, on his return, had
asked Marlboro and McLaren for
more than anyone had ever earned
in F1. They baulked by claiming
it was a risk, that Laudas level
was an unknown.
Youre paying me a dollar for
the driving, Niki said, the rest is
my PR value. They paid up, with
the proviso that they could cancel
the contract one-third or two-
thirds of the way through 82 if
Lauda had not been up to par. Third place in Belgium would be taken away after his McLaren failed a post-race weight check
LAUDA: I saw de
Cesaris shake his fist,
and as he raised his
hand I thought, He
should be changing
gear now! I gave him
a wide berth
Rosberg and Didier Pironi.
Before he even took to the track,
however, it was Laudas experience
and business acumen that cast him
in the spotlight.
Technically, he didnt qualify
for the newly-introduced F1
Superlicence. An exception was of
course made, but reading through
the paperwork, Lauda realised that
signing the document weakened
the drivers position contractually.
Niki and GPDA chief Pironi
masterminded and executed the
infamous Kyalami drivers strike, in
which they drove themselves off to
a hotel and barricaded themselves
into a single room until the licence
demands were dropped.
At the time Lauda decided on
his comeback, post-Donington, he
weighed 10st 3lb, almost a stone
more than his racing weight rst
time around. He nished fourth in
that rst Kyalami race, collided
with old foe Reutemann in Rio and
won third time out for McLaren, at
Long Beach, not seven months
after the Donington test.
De Cesaris was on pole and
led, Lauda explains. I was telling
myself to be patient. He came up to
lap a tail-ender, who doesnt move
over. When he eventually overtook
he shook his st.
I saw him raising his hand to do
it and said to myself, He should be
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LAUDA KING OF COMEBACKS
Long Beach success was 18th of his 25 F1 wins
Mid-season points drought ended in Holland
Chewing fat with Johns Barnard and Watson
Second victory of the season
came at Brands Hatch
LAUDA: Wattie was
no threat to me, I was
the number one. But
Prost proved how
quick you can go.
He outqualified me
from day one
The two wins proved he was.
In the nal championship
classications of both 82 and 83,
however, Watson had nished
ahead. Now, he wanted a decent
payday too. He held out in his
negotiations with Dennis, which
proved to be his downfall when
Alain Prost was unexpectedly
sacked by Renault.
Dennis told Wattie, Sorry, we
cant afford you, and picked up
one of the quickest men in F1 at a
bargain-basement price.
That was bad news for Lauda.
For the rst time he faced a driver
who was conclusively quicker in
the same car. During qualifying
at least. In race conditions Lauda
was as quick, but faced with the
prospect of having to attack
more than he liked after ceding
positions in qualifying.
All season, Lauda fought tooth
and nail and nally won his third
title by just half a point with ve
wins to Prosts seven, in the
season-closing race at Estoril.
Ironically, Prost had wanted
the Monaco GP to be stopped in
teeming rain as Ayrton Senna
closed in. The organisers obliged
and Ayrton was robbed but only
half points were awarded. Had the
race run its course, Prost would
have taken six points for second
place instead of the four and a
half he took for the win, and
been champion by a point.
Lauda drove one more year, in
85, and this time, now 36, could
not hold Prost at bay.
Maybe Id have raced another
year or two if Id still been with
Wattie, Niki says. But the Prost
problem showed me, along with
the turbo shit that I hated up
and down the power that my
limits in the same car had arrived.
He outqualied me from day
one because he could better handle
this boost issue. Somebody proved
to me in the same car that there
was more in it.
Wattie was no threat to me,
I was the number one. But Prost
proved to me every day how quick
you can go. I won my [third]
championship because of
experience and ghting my ass
off for a stupid half a point.
A year later I knew it would
not work out, my experience level
against his thrill of driving quicker,
so I knew I was going to lose and
he won the championship.
I gave him a hard time in
Zandvoort that year with a high
level performance. There will be
days where Michael Schumacher,
like myself, is better than anybody
else because the experience, tyre
wear, everything comes together
in a certain way that you can use
all the potential. But generally the
quicker guy will always be quicker.
Its an age thing. A brake goes
on to bring down the risk level.
THE STATS: LAUDA v WATSON IN 1982
Lauda Watson
Wins 2 2
Podiums 3 5
Poles 0 0
Qualifying 11 4
Fastest laps 1 1
Points 30 39
You stay a metre away from the
guardrail, not a millimetre. I asked
Schumacher if this is an issue for
him and he says its not there
because there is no risk.
The other problem was that
even if the risk issue is not there,
I had to tell myself in the last
years how to go quicker. Basically
I had to do it through my head.
Prost drove the same fucking
car quicker, so that is the limit.
I have to force myself to reach it
which you can do. The problem
is, the Vettels and Hamiltons
dont have to force themselves
its automatic. They dont have
the brain unknowingly working
against them.
Then you understand that
the speed is not there anymore.
You have to think too much.
There was nothing more to
achieve. I was healed. For good.
Weve got this ridiculous
situation; we are all sitting by
the start/finish line waiting for
a winner to come past and we
dont seem to be getting one
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Retro 1982
James Hunts famous BBC television commentary encapsulates the
confusion surrounding the astonishing finish of the 1982 Monaco Grand
Prix the race that no-one wanted to win. Heres how it happened
RESULTS
1 Riccardo Patrese (Brabham-Ford BT49D) 82.185mph
2 Didier Pironi (Ferrari 126C2) +1 lap
3 Andrea de Cesaris (Alfa Romeo 182) +1 lap
4 Nigel Mansell (Lotus-Ford 91) +1 lap
5 Elio de Angelis (Lotus-Ford 91) +1 lap
6 Derek Daly (Williams-Ford FW08) +2 laps
Starters: 20
Finishers: ve of the 10 classied nishers were not running
at the ag
Pole: Rene Arnoux (Renault RE30B) 1m23.281s
Fastest lap: Patrese 1m26.354 on lap 69
Leaders: Arnoux, laps 1-14; Alain Prost (Renault RE30B),
laps 15-73, Patrese, 74; Pironi, 75; Patrese, 76.
MONACO MADNESS LAST MAN STANDING
By EDD STRAW
ARNOUX CRASHES OUT
Rene Arnoux leads team-mate Alain
Prost by over seven seconds after starting
on pole position. On lap 15, he loses control
of the rear of his Renault exiting the rst
part of the swimming pool and spins. He
stalls the engine and is out.

PROST CRASHES OUT
Prost has an advantage of almost
eight seconds over Brabham driver Riccardo
Patrese. He overdoes it exiting the chicane
in damp conditions with two laps to go
and is red nose-rst into the barrier.
Patrese takes the lead.

PATRESE SPINS
Patrese, who has yet to win a grand prix,
loses it as soon as he touches the brakes at
the hairpin on the penultimate lap. He spins
and ends up on the pavement on the inside
of the corner. He is able to continue.

PIRONI RUNS OUT OF FUEL
After crawling past Patrese to take the
lead, the Ferrari of Didier Pironi makes it only
to the tunnel on the nal lap before grinding
to a halt. He said: I thought I had an electrical
problem because of the wet. For three or four
laps the car had been misring. But it was
more simple than that no fuel.

DE CESARIS RUNS OUT OF FUEL
Andrea de Cesaris, whose unreliable
Alfa Romeo was, to his own amazement,
still going, rolls to a halt with no fuel
at Casino Square. He was catching Pironi
at the time and would have won had he
RICCARDO PATRESE ON HIS CRAZIEST VICTORY
Monaco in 1982 was a very strong weekend for
me. I started second on the grid beside Arnoux
and felt competitive. In the race, I couldnt catch
Prost because he was controlling the race but
then the rain came in the last three or four laps
and changed everything.
He crashed, I spun at the hairpin [on oil from
Derek Dalys gearbox] and Pironi went into the
lead. Then he had problems and I got back into
the lead without knowing it! When I crossed the
line I had no idea I had won because we didnt
have radios in those days. It was very sweet to
realise in front of the podium that I had won
my rst grand prix.
There were discussions about being disqualied,
but the marshals had pushed me because I was
blocking the road. After that, they left me but
fortunately the nose was pointing downhill and
started to roll, so I could restart the engine.
Winner Patrese cant believe his luck, while de Cesaris rues misfortune. Interloper de Angelis (left) thought hed nished third
Prost passed Patrese and pulled out an eight-second lead before crashing with just two laps to go more madness followed!
Patrese was on form at Monaco; here he heads Prost, Pironi
lasted another mile-and-a-half.
DALY STOPS
Williams driver Derek Daly who many
mistakenly believe was on course to pass the
stationary Pironi to win but who was still
behind Patrese, who had bump-started his
Brabham after being helped by marshals
stops on the approach to Rascasse. This was a
result of a loss of gearbox oil dating back to an
earlier impact at Tabac. I think I was over the
limit and coming into Tabac it got away from
me in the damp, remembers Daly. I half
caught it but it got into a lazy, long slide and
the rear wing caught the guard rail,
straightened me up perfectly and away I went
thinking, Wow, I got away with that. The next
corner, I realised the rear wing was gone but I
never thought anything of it. I was being told
to slow down from the pitwall, and I wasnt
sure why but I slowed down. I didnt know
what was happening, I just saw people stopped
on the track. I began to hear noises from the
gearbox and oil temperature was climbing.
Coming through Tabac it was slowing down
but as I got to the last corner it went.

PATRESE WINS
Patrese takes the chequered ag to win
his rst grand prix. He is the only driver on
the lead lap and one of only ve cars to be
running at the end of the race.
The 23-year-old Italian was killed in a startline shunt in the 1982 Canadian GP, for
which many blame his inexperienced, pay-driver status. Is it an unfair assessment?
The tragic tale of
Riccardo Paletti
Retro 1982
Glasses and frail frame belied a bravery and skill that meant Paletti earned his place in racing
MIKE EARLE:
We quietened him
down and he did well.
That was down to
his bravery and
intelligence
Paletti learned quickly once he
made the step full-time to F2,
however, and he came away from
the Monza non-championship
grand prix (there was no F1 xture
that year, remember) with third
place. He was just a couple of
seconds behind the winner and
only lost second at the nal corner.
Riccardo learned exceedingly
quickly, explains Earle. His
English was poor when he joined
us and we typed a crib sheet with
terms such as oversteer,
understeer and wheelspin, but
by the time of the second race he
didnt need it hed gone away
and learned English.
He was also very brave. Earle
remembers being worried about
the state of mind of his driver
after a major accident in testing
at Goodwood ahead of the 1981
season: He had a monster shunt
and I thought he might struggle
when he got back in the car, but
he was straight back on it.
Riccardo had skied for the
Italian youth team and was very
brave. Im not sure he was the
most naturally gifted driver, but
he could go out there and do it
because he knew it was possible.
That was down to his bravery
and his intelligence.
Earle points out that Paletti
mixed it with some stars of the
future during his only full season
of F2, which followed an intensive
winter testing programme with
Onyx. Drivers such as Thierry
Boutsen, Stefan Johansson and
The glasses and frail-looking
physique, the quick rise up the
ranks, the stack of lire that paid for
his drive and a tragic death in what
was his rst proper Formula 1
start have contrived to create a
certain image of Riccardo Paletti.
The Italian was two days short
of his 24th birthday when he
perished at the start of the 1982
Canadian Grand Prix, and has been
remembered as a rich kid with a
modest CV who had no business
racing at the pinnacle of the sport.
Some have even gone as far to
suggest that his inexperience was
a contributory factor in his death.
Paletti probably graduated to F1
too soon his Formula 2 team
owner certainly urged against the
move and backing from the
Italian importer of Pioneer hi-
did secure his drive with Osella,
but to suggest that he was out of
his depth is unfair. He had, after
all, stood on the podium multiple
times in F2, the rst time in only
his fth race at that level.
Mike Earle ran Paletti for all
but one of his 18 F2 races, rst in
a satellite works March entry at
the end of 1980 and again the
following season when the team
became Onyx. He remembers a
brave, determined and intelligent
racing driver.
My Italian friends were telling
me that he was going to be a
disaster and he would crash every
lap, remembers Earle. It wasnt
like that at all. We quietened him
down and he did well straightaway;
at Monza we might have won.
Palettis reputation when he
arrived at Earles door wasnt
undeserved. He had achieved little
in a couple of seasons of F3 after
stepping up from Italian SuperFord
(thats Formula Ford 2000 to you
and me). His F3 successes didnt
stretch beyond a couple of fth
places in the Italian championship,
though he did win a couple of heats
at Varano, the circuit that now
bears his name. P
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PALETTI ROOKIE TRAGEDY
By GARY WATKINS
Michele Alboreto were racing in
F2 that year.
Paletti made a ying start to the
1981 season, nishing second at
Silverstone, leading at Hockenheim
before a battery terminal broke,
and then making it onto the
podium with a third position at
Thruxton aboard the solo Onyx
March-BMW 812. There would,
however, be only one more
points-scoring nish.
Earle puts this down to a
combination of bad luck and a
calculated gamble of opting for
American M&H tyres not quite
paying off.
F1 beckoned, despite the
mediocre second half to 1981, at
the behest of sponsor Pioneer,
whose Italian importer was a race
fan and friends with the Paletti
family. Contemporary reports
suggest that $1 million was the
asking price for a seat alongside
Jean-Pierre Jarier at Osella.
It was a move that Earle would
argue against.
I suggested that he could do
with another year in F2, he says,
especially when I heard that he
wasnt going to a British team.
Palettis F1 season started with a
string of non-qualications before
he nally got to race in a grand prix
when only 14 cars turned up for
the San Marino GP after the FOCA
boycott. Problems ring up his
Cosworth-engined Osella FA1C
meant that he actually started the
race half a lap late.
Paletti also qualied at Detroit,
but the second Osella lost a wheel
in the warm-up and he failed to
start. Hence the reason why the
Canadian Grand Prix can be
described as his rst proper
start. But to suggest that this
inexperience contributed to the
accident in which he slammed into
the back of Didier Pironis stalled
polesitting Ferrari is surely absurd. Jean-Pierre Jarier (left) was Palettis Osella team-mate and championed the Italians cause
and was trapped, gravely injured, in the ensuing reball. He died later that day in hospital
Head cocked, foot down, Paletti pushes his Osella FA1C to 23rd fastest time out of 26 qualiers during the scrap for grid slots in Montreal. At the start, he hit Didier Pironis stalled Ferrari
JARIER: I cannot
say that he wouldnt
have become a good
driver. The Osella
wasnt a good car,
but we did no testing
and he was a very
determined guy
Jarier remembers the dangers
of an F1 start of that era.
Starts were crazy in those days,
he says. There was so much tyre
smoke that there was a good
chance of not seeing a stalled car.
You really couldnt see in front of
you sometimes.
The Frenchman wont implicate
the fragility of Osellas early
designs in Palettis death on the
operating table of Montreals Royal
Victoria hospital, from massive
abdomen and thorax injuries:
It would have been difcult to
survive that accident in any car.
Jarier also doesnt dismiss
Palettis talents.
I cannot say that he wouldnt
have become a good driver, he
says. The Osella wasnt a good
car and we did no testing, but he
was a very determined guy.
Palettis future may not have
been with Osella; he was already
contemplating a switch away from
the Italian team at the time of his
death. Onyx was running a
semi-works March for Emilio de
Villota and Earles former charge
had enquired about the possibility
of switching teams.
The wheels were already in
motion, recalls Earle. One race
after Montreal, de Villota called
time on F1.
SNAPSHOT PICTURE PERFECT
By LAT PHOTOGRAPHIC
Retro 1982
The year in pictures
Youve read the amazing stories that shaped 1982 into the classic season it
was, now here are some bonus photos that our snappers caught during the year
Marshals beach BMW in rush to aid Arnoux at Zandvoort
Favouritism at Ferrari? Its Pironi 2, Villeneuve 1 at Rio! Guerrero didnt score all year, but wife Katie was brolly dolly Michele Alboreto took an unlikely win in Vegas season-closer
Prost inherited top step in Rio from the unconscious Piquet! The day after the music died: Arnoux leads Rosberg and the rest of the depleted eld at Zolder following Villeneuves death
Twas ever thus: Bernie (back to camera) holds court with (right-to-left) Chapman, Warr, Tyrrell, Oliver and Audetto
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The Cosworth era was over (well, almost)
for Brabham, but its new, turbocharged
BMW powerplant proved tricky to tame
The growing pains
of Brabham & BMW
Retro 1982
BMW Formula 1 engine too fast
for Brabham chassis screamed
the headline on the press release
from the German manufacturer
announcing that Nelson Piquet and
Riccardo Patrese would be back at
the wheel of the Cosworth-engined
BT49s for the 1982 Brazilian Grand
Prix. The pronouncement was,
perhaps, slightly tongue-in-check,
but it clearly indicated an uneasy
partnership between the British
team and its new engine supplier.
The relationship would only
worsen, to the point of near
breakdown, before the corner was
turned and the Brabham/BMW
combo set itself on course for the
world title the following season.
The headline was a reference to
the braking issues that put Piquets
Brabham BT50, powered by
BMWs four-cylinder turbo engine
out of the season-opening South
African GP at Kyalami. The race
debut for the German powerplant
was not a happy one, Piquet
crashing out after three laps with
brake failure and Patrese retiring
15 laps later with engine failure. M for mystifying: BMWs turbocharged engine was plagued by reliability woes throughout 82
World champion Nelson Piquet crests the rise out of Casino Square during the 1982 Monaco GP. It was the third time hed run the BMW engine and the turbo would break after 49 laps
POWERPLAY BRABHAM v BMW
By GARY WATKINS
Parmalat didnt brew beer, so the
barrels bearing the name of the
Italian diary company in the
Brabham pit at the 1982 British
Grand Prix at Brands Hatch should
have set alarm bells ringing. The
metal containers and they really
were beer barrels contained fuel
at high pressure. Fuel ready to be
pumped into the Brabham-BMW
BT50s mid-race.
There had been concerns that
Nelson Piquet would run out of
fuel in the Canadian Grand Prix,
but the reason behind the move
was a desire to send the Brabhams
to the grid with a lighter fuel load
to enable them to run the softer
Goodyear tyre.
It wasnt until the Austrian
Grand Prix that either Brabham
made it as far as the pitstop, but
at the Osterreichring, Riccardo
Patrese pitted from the lead and
resumed still ahead. A precedent
had been set.
Beer barrels key to fuel system
Austria 82: Patrese pitted from the lead for a fuel top-up and resumed still out front
Patreses engine blew while he was leading in Austria, after hed made a mid-race stop for fuel
Parmalat-branded beer barrels contained fuel at high pressure to be pumped into the cars
Talk of brake problems was a
pretext. The BMW turbo, based
on the same cast-iron production
block of its ultra-successful M12
Formula 2 engine, was still
disastrously unreliable. Brabham
had been testing the turbo, initially
in what was known as the BT49T,
since the spring of 1981 and had
showed its potential when Piquet
set a time in practice at the British
Grand Prix at Silverstone good
enough to put him second on the
grid, though admittedly just slower
than his mark in the Cosworth-
engined BT49. The thing wouldnt
hold together, however.
Theres a tale of a test at Paul
Ricard during the winter of 1981/82
that involved Brabham reputedly
blowing 11 engines.
We certainly got through a lot
of engines in that time, remembers
Brabham team manager Herbie
For christs sake blow the thing up,
I dont want to have to run it.
Herbie was back on the phone,
saying, We cant, its bulletproof.
The late Stappert refers to this
test and Brabhams attitude in
period press reports: Instead of
doing them the favour of blowing
up, it did us the favour of sticking
together and going very quickly.
Next came Imola, a race at which
Brabham wasnt present courtesy
of the FOCA boycott. This further
strained the relationship between
Brabham and BMW.
I cant remember the details,
but I do remember BMW being
extremely upset that we werent
there, recalls Blash. The detail
was a summons for Stappert to
appear before the BMW board to
explain the absence.
There were two BT50s on the
grid for Zolder, albeit down in
eighth and ninth, and the engine
problems continued.
Engine detonation was our big
problem, says Blash. One
BLASH: Engine
detonation was our
big problem. One
detonated so badly it
split the block in half
Blash. It was the early days of the
ECU [engine control unit] and we
worked and worked to get the map
right, and invariably couldnt.
An agreement was reached after
Kyalami between Brabham owner
Bernie Ecclestone and BMW
Motorsport boss Dieter Stappert,
that the team could revert to the
Cosworth engines and the previous
years BT49. But only until after
the yaway races at Rio de Janiero
and Long Beach (the Argentinian
round was cancelled around the
time the deal was being done):
Piquet and Patrese had to be back
in BT50s for the San Marino GP
at Imola at the end of April.
Deal or no deal, Brabham didnt
want to go back to the BMW, at
least not Ecclestone and designer
Gordon Murray. A test was
arranged for Zolder ahead of the
Imola date. Brabham didnt appear
particularly interested in the
proceedings, sending neither
Murray nor assistant David North.
The hope, and perhaps
assumption, was that the engine
would once again prove unreliable
and Brabham could stick with
Cosworth motivation.
I remember Bernie on the
phone to Herbie, recalls a former
Brabham mechanic, who prefers
not to be named. He was saying,
F
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Get your FREEappNOWat whatcar.com/app
Plus, Nokia users get exclusive videos
Newor used,
get theright car at the
right pricewithourfreeapp
POWERPLAY BRABHAM v BMW
Retro 1982
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The BMW unit held together in Canada, allowing Piquet to take his only win of the season
ROSCHE: Nelson
was our test driver,
if you like. He was
always behind
the project
Patrese won at Monaco in the old BT49D while Piquet triumphed in Canada in BT50
THE STATS: BRABHAM-FORD BT49D v BRABHAM-BMW BT50
BT49D BT50
Appearances 7 23
Wins 1 1
Podiums 3 2
Poles 0 1
Fastest laps 1 3
Points 19 22
The history of Formula 1 may
have been very dierent had the
BMW board not said no to Jochen
Neerpasch, then BMW Motorsport
boss, when he suggested an
Formula 1 programme sometime
over the winter of 1979/80.
Paul Rosche conrms that
discussions were underway to
supply the Ron Dennis-owned
Project 4 Racing team, then
planning a Formula 1 entry with
the rst carbon-chassis design
from the pen of John Barnard.
But then again, the Bimmer turbo
could have ended up in a Ligier.
The link with Dennis was
obvious. Not only was he a stalwart
of the Formula 2 scene, in which
BMW had been the dominant force
since 1972, but Project 4 was also
heavily involved in the BMWs M1
Procar series.
We wanted to go F1 and we
were slowly working on the
engine, remembers Rosche.
We had a crank for a 1.5 litre
some time in 1979, but then the
board said no.
Neerpasch subsequently tried to
take the F1 engine project, which
had grown out of its Group 5
campaigns with a 1.4-litre unit, to
Talbot, a brand name then in the
control of Peugeot that appeared
on the anks of the Matra-engined
Ligiers of 1981-82.
Dieter Stappert, Neerpaschs
successor, managed to persuade
the board of their folly and
rescinded the Talbot deal.
Legend has it that there was
no signed contract.
Stappert knew Ecclestone from
his days on the F1 beat and a deal
was quickly done in the summer
of 1980 for Brabham to use BMW
turbo engines.
BMWs near misses: McLaren & Ligier
BMW engine guru Paul Rosche (left) confers with Brabham designer Gordon Murray
perhaps caused by a hot soldering
iron being placed in the box
containing the ECU and reams
of computer printouts.
The switch to digital electronics
and a new brew of fuel that
overcame the detonation problems
were the crucial developments that
allowed Piquet to become world
champion for a second time in
1983, but some suggest that he
should have begun that season
as a two-time world champion.
Blash believes that Brabham
would have won the 82 world
title had it stuck with the BT49.
Keke Rosberg won with a
Cosworth [in the Williams], he
says, so we have to believe that
we would have beaten them.
The follow-up question is
obvious: would Piquet have
claimed his second world title in
1983 with the Brabham-BMW
BT52 had team and engine supplier
not gone through the pain of 1982?
Absolutely not, Blash says.
Im 100 per cent sure of that.
The electronic control systems
on the engine were initially
analogue, which made nding the
correct map as much guess work
as anything else. There was a test
some say at Ricard, others
suggest Donington when Rosche
and his team found the sweetspot.
The only problem was that the
vital information was lost.
Rosche has claimed that it was
accidently plugged into the wrong
voltage electricity supply back at
the factory and fried itself. Other
former Brabham employees,
including Blash, remember a re,
detonated so badly at Zolder that
the block was cut in half.
The Brabham camp was still an
unhappy one, though BMW had
found an unlikely ally in a reigning
world champion happy to play the
long-game and forgo a successful
title defence.
The BMW was uncompetitive:
it wouldnt stay together at all,
says Blash. As we went further
along, Piquet was the one who
didnt trouble the scorers on the
streets of Monte Carlo, but worse
was to come at the Detroit GP:
a Brabham failed to qualify.
Piquets failure to make the
race in Detroit was simple.
The problem in Detroit was
that on the rst day on Friday we
had a misre, explains Rosche. In
the evening we found the problem,
but on the next day, it was raining.
A non-qualication came as a
major shock to Brabham.
For a Brabham not to qualify
was just something else, says
Blash. Everyone was down and
BMW was still insisting that we
run its engine. Nelson wanted to
continue, but Bernie and Gordon
were denitely against it.
I remember spending time
with Stappert and him going to
see Frank Williams to see if he was
interested in running the BMW.
This was all going on the night
before rst practice in Montreal.
Piquet turned out on the
Circuit Gilles Villeneuve on Friday
morning in the BT50. What
happened over the remainder of
the weekend is the stuff of legend.
Piquet won ahead of Patrese in the
Cosworth-engined car. The BT49
had run its last grand prix.
There was to be no repeat of
the Montreal victory for the BT50,
however. The BMW engine
remained unreliable to the end of
the season, limiting Piquet and
Patrese to a further podium each.
Brabhams season might have
turned out differently but for a
freak event during the 1981/82
off-season.
was determined to make it work.
Nelson gave the impression to
the outside world that he was a
bit of playboy, but really he was
technically very strong and on top
of everything. He was a guy who
would look for every trick in the
book to get an advantage.
Paul Rosche, the architect of the
BMW turbo project, has similar
memories: Nelson was our test
driver, if you like. He was always
behind the project and asked very
good technical questions.
Piquet stayed with the Brabham-
BMW after Zolder, while Patrese
reverted to the BT49 and went on
to score a maiden F1 victory in
Monaco. His Brazilian team-mate
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Colin Chapman was pushing ahead with active suspension
when his other business practices caught up with him
Chapman: an
innovator right
until the end
Retro 1982
Not for the first time
in his topsy-turvy life,
Chapman was finding
it difficult simply to
keep Team Lotus
competitive
By the end of the 1982 season,
Colin Chapman had every reason
to be losing his enthusiasm for
Formula 1. A self-made man and
now aged 54, he had won seven
constructors titles with his Team
Lotus organisation over the
previous 19 seasons.
His cars, though, had won only
one race in four years, a memorable
but isolated triumph at the
Osterreichring in August 1982 in
which the more powerful rival
turbo cars had failed and Elio de
Angelis had pipped Keke Rosbergs
Williams to the line by just a few
inches. Nevertheless, and not for
the rst time in his topsy-turvy
life, Chapman was nding it
difcult simply to keep Team
Lotus competitive in F1 against
factory teams from Renault and
BMW. Although one of his major
sponsors (John Player) had been
persuaded to increase its budget,
another (the amboyant oil trader
David Thieme) was in a Swiss jail.
Throughout 1981 Chapman
had argued passionately but
unsuccessfully for the right to race
his twin chassis type 88, a
revolutionary concept which did
not so much bend the rules on
aerodynamics as bypass them
altogether. Ever since 1958, when
his cars had rst competed in F1,
Chapman: on track, a straight shooter
After clashing heads with the FIA and fellow competitors over the Type 88 in 1981, Chapman pressed on with the carbonbre 91 but it struggled against more powerful turbocharged cars
CHAPMAN THE END OF THE ROAD
By MIKE DOODSON
McLaren was rst on track with carbonbre construction but Lotus followed with its 1982 car
WRIGHT: The day
Elio drove Colin
around Snetterton in
the active mule, he
became excited and
fully supportive
Jubilation as Elio de Angelis ends a four-year win drought for Lotus at the Osterreichring in 1982, edging out Keke Rosbergs Williams in the lunge to the tape by a fraction of a second
in the active mule, he became
excited and fully supportive.
On the business side, the British
economy was coming out of
recession and annual sales of Lotus
cars had broken through the 500
barrier in 1982. For a publicly
quoted company, this was hardly
big potatoes, but revenues were
swelled by the engineering
consultancy work being done for
major car manufacturers at the
Hethel factory in Norfolk.
There was good news, too, about
the search for long-term nancing
for the car business, something
which had always been one of
Chapmans greatest headaches.
Negotiations were under way
with American Express and the
successful conclusion of the deal
was announced only a few days
after his death.
In February 1982, Group Lotuss
involvement in the grandiose
DeLorean project had come to an
end when a receiver was appointed
at the factory in Northern Ireland
where the ashy US entrepreneur
John Zachary DeLorean had
promised to build 10,000 units per
year of the gull-winged DMC-12
sportscar, which had been
developed in conjunction with
Lotus. Spurred by the prospect of
creating jobs for as many as 2,000
people in one of the UKs most
depressed areas, the British
government had been beguiled into
nancing the factory. Eventually
the hallmark of Chapmans success
had been to stay ahead of the
regulations. For 1983, under the
megalomaniacal rule of Jean-Marie
Balestre, the FIA would try to stie
any further aerodynamic ingenuity
by imposing a requirement for all
cars to be at-bottomed.
Dogged by setbacks and
handicaps like these, a lesser man
might have given up the struggle,
but not the founder of Lotus.
While Chapman was also seeking
engineering challenges in aviation
projects, he had put the nancial
pain of the war with FISA behind
him and was sowing the seeds of
an F1 recovery. Renault, the
company responsible for the turbo
engines which the T88 with its
ageing Cosworth V8 had been
specically designed to defeat, had
agreed to supply Lotus in 1983.
On the technical front, at the
end of 1982 Team Lotus was still
living up to Chapmans precepts.
A team of bofns under the
leadership of chief engineer Peter
Wright was working on plans to
replace the springs and dampers of
conventional suspension with
computer-controlled hydraulic
dampers. Known as active
suspension, the system had been
under development for more than
a year and was tted to a Lotus F1
car for testing at Snetterton on
December 16, 1982. It was at
lunchtime on that day that the
teams racing chief, Peter Warr,
broke the news to the crew that
Colin Chapman had died in the
early hours of the morning, victim
of sudden heart failure.
Only a few months earlier
Chapman had been able, rst hand,
to appreciate the potential of
active, when he had been driven
round Snetterton by de Angelis at
the wheel of a road-going Lotus
Esprit turbo equipped with a
prototype version of the system.
The active suspension
programme started just about as
soon as the twin chassis T88 was
banned, Peter Wright recalls. We
had looked at the concept while the
saga was still going on. The day
Elio drove him around Snetterton
Retro 1982
LOTUS CONSTRUCTORS CHAMPIONSHIP POSITION
8th 7th 6th 5th 4th 3rd 2nd 1st
1958
1959
1960
1961
1962
1963
1964
1965
1966
1967
1968
1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
(0 wins)
(0 wins)
(2 wins)
(3 wins)
(3 wins)
(7 wins)
(3 wins)
(6 wins)
1 win)
(4 wins)
(5 wins)
(2 wins)
(6 wins)
(0 wins)
(5 wins)
(7 wins)
(3 wins)
(0 wins)
(1 win)
(5 wins)
(8 wins)
(0 wins)
(0 wins)
(0 wins)
(1 win)
2
ND
2
ND
2
ND
3
RD
3
RD
2
ND
2
ND
1
ST
1
ST
1
ST
1
ST
1
ST
1
ST
1
ST
4
TH
4
TH
4
TH
4
TH
7
TH
7
TH
5
TH
5
TH
5
TH
5
TH
6
TH
CHAPMAN: The
Government wants to
give the money to
someone, so it might
as well be us!
time in the whole of my career that
I have met a case where the entire
capital subscribed to develop a
project was misappropriated.
DeLorean was understandably
unwilling to return to the UK to
discuss these conclusions, and
anyway by now he was also in hot
water at home. In his apparent
desperation to save his company, in
October 1982 he had allowed
himself to become involved in a
multi-million dollar cocaine deal
which turned out to be a
government sting. Although the
whole scenario was caught on a
hidden camera, his lawyer would
successfully argue that his client
had been entrapped, and DeLorean
was found not guilty.
Nevertheless, the game was up.
With his business reputation in
ruins and legal suits connected
with the car company raining
down on him, the one-time tycoon
would take little comfort from
the verdict. In 1999 he declared
bankruptcy and in 2005, at the age
of 80, he succumbed to a stroke.
While it was easy to condemn
DeLorean as a im-am man,
Chapmans extraordinary lifetime
achievements, both in racing and
road car technology, made it hard
for those who had known him to
come to terms with the disgrace
that followed the Cork Gully
revelations. Jabby Crombacs
family-authorised biography
(Colin Chapman: The Man and his
Cars, 1986) appeared before the
accusations of diverting money
came to court and makes no
mention at all of DeLorean. Peter
Warr, who worked as Lotus team
manager for many years and died
IN THE
CHAPMAN ERA
the politicians would admit that
the four-year adventure had cost
the British taxpayer $130 million.
Chapmans decision to go into
business with a ashy operator like
DeLorean raised eyebrows from the
very beginning. Journalist Eoin
Young remembers being phoned in
1980 by the American magazine
Autoweek, for which he was then
writing an F1 column, asking him
to interview Chapman about his
part in the proposed DeLorean car
deal. It was not at all my scene,
Young recalls, but I knocked
difdently on the door of the JPS
motorhome and requested an
interview. Colin was affability-
plus, answering all my questions.
But how, I asked, can you take all
this Government money to develop
a car that will be in direct
competition to your own Lotus
sportscars? Oh, itll never work,
and the Government wants to give
the money to someone, so it might
as well be us! he said.
Those untypically ippant
remarks would prove to be
signicant when the receivers,
Cork Gully, started to ask
questions about $17.5 million of
the British governments money
which had simply vanished. They
reported that Chapman, when
interviewed, answered elusively
and insisted that the only money
seen by Lotus had been $5 million
agreed with DeLorean for the
(extensive) development work on
the car. By now, though, the
insolvency experts had trailed $8.5
million of the missing money to a
bank account controlled by John
DeLorean in the US.
The search for the remainder of
the cash took the investigators to
Switzerland, where they were able
to speak to Marie-Denise Juhan
Perrin, supposedly a business
associate of Chapman, who was in
charge of an organisation called
GPD Services Inc which appeared
to have channelled another $8.5
million to Panama, where the
company was incorporated.
After much stone-walling by
Mme Juhan, not to mention some
hard work into GPD by the Insight
team of The Sunday Times, the
suspicions of the Cork Gully team
were vindicated.
We were able to establish to our
satisfaction that the other $8.5
million had gone to two directors
of Lotus, said Sir Kenneth Cork.
There is incontrovertible evidence
that the whole of the $17.5 million
put up to develop the DeLorean
two-seater sportscar was
misappropriated. It is the only
Conventional Lotus 91 proved effective
CHAPMAN THE END OF THE ROAD
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For more than 10 years until he
died, Colin Chapman employed
Peter Wright as his chief engineer
at Team Lotus. Long acknowledged
as the engineer who translated
the theory of ground-eect
aerodynamics into race-winning
F1 practicality, Wright was
in charge of the promising
computer-controlled active
suspension development
programme at the time of his
bosss death. He believes that
Chapman, although less
enchanted with racing at the end
of 1982 than he had once been,
was motivated to press ahead to
exploit the new technology.
Colin didnt get computers,
in terms of actually using them,
but was fully convinced of their
future importance, Wright
observes. He had little hands-on
involvement, which mainly
consisted of electronics design
and software/algorithm
development, but followed
the programme closely if
somewhat cynically.
His genius was to back me
and the active programme after
just 30 minutes of explaining it
to him. No committees, no
PowerPoints, no cost/benet
analysis, no budget I simply told
him I needed 10,000 plus a
turbo Esprit, and he sensibly
didnt believe me [that it could
be done so cheaply].
You dont come across many
like that. If he hadnt died, the
active programme would have
been fully supported in racing and
Team Lotus would have been
miles ahead. Peter Warr decided
Wright hand man
Peter Wright (left) was chief engineer at Lotus, translating ground-effect aerodynamics from theory into practice with winning results
to junk it. Luckily Tony Rudd picked
it up in Lotus Engineering and
eventually it helped Team Lotus
win its last two GPs in 1987 before
Peter Warr junked it again, thereby
allowing Williams to move ahead
[with its own active technology].
So what exactly was Chapmans
feeling about the restrictions that
were being placed on F1 technology?
I remember Colin saying to me,
after he nally realised [in 1981]
that the teams, Bernie and the FIA
were not going to let him run the
[twin-chassis] type 88: The only
reason I am in motor racing is
because it allows me to try out and
develop ideas. Nine times out of ten
they are wrong and dont work, but
the tenth is worth the eort. If the
FIA is going to prevent me doing
that, I am not interested and will go
o and do something else. That
something else was aeroplanes, or
to be precise, relatively unregulated
micro/ultralights.
Did Chapman perhaps have any
more innovative ideas, however
far-fetched, which might have
appeared on Lotus racing cars if he
had not died? No, not really, says
Wright. Active was the main thrust
post-T88. He was very committed
personally to the microlight
programme with Burt Rutan, and
used to drag me o to the Mojave
desert [Ruhans base] because of my
experience with composites. Very
distracting, but also very interesting!
His creative energy never waned, it
was simply redirected to where it
could nd full rein. Eectively F1
rejected Colin and his way of going
racing. Such a waste.
If Chapman were still alive, one
suspects that he would have been
disgusted by the current
check-it-with-Charlie-rst
procedure for new engineering
tweaks. Wright agrees.
I dont think he would have
much liked the last couple of
decades of F1. He would have
been interested in things like the
inertia dampers, F-duct, double
DRS, and the front ride-height
control as a function of brake
caliper forces, but frustrated by
them being banned. His style
of engineering was based on
intuition, not computer analysis.
The one thing that would
have really got him going is Ben
Bowlbys DeltaWing pure Lotus!
Its interesting that motorsport
doesnt really like or want that
either. The trouble with successful
innovations is that they obsolete
everything else.
ofcer for two years (1972-73), and
remained friendly with my old
team for many years afterwards,
I cannot claim to have been close
to Chapman. Nevertheless, I knew
him well enough to observe that
although he was a straight-shooter
at the race track, in business he
tended to be a bit of a rascal.
Given the constant struggle to
keep Group Lotus nancially aoat,
this was hardly surprising. It was
clear, for example, how conscious
he was of his responsibilities as an
employer, indeed he hated ring
staff so much that he always got
someone else to deliver the bullet
(I left of my own accord).
We can only speculate about
what triggered Chapmans decision
to share the missing millions with
DeLorean, although the two must
surely have conspired together. It is
also necessary to weigh the likely
role of his fellow director Fred
Bushell, the accountant and friend
who had managed Lotus nances
from the very beginning of the
company. Bushell had become
famous for keeping the sometimes
leaky boat aoat, not always in
accordance with the textbook.
It took a long time to arraign
Bushell, who nally appeared in a
Belfast court in July 1992, pleading
guilty to sharing the spoils of the
scam. Mr Justice Murray
emphasised in his summing-up
that he regarded Chapman as a
blackguard who would have gone
down for 10 years if he had still
been alive and had stood trial.
Bushell served his three-year
stretch and died in 2006.
Is it, in fact, possible that
Chapman faked his own death and
disappeared, as some have
suggested, to a jungle hideaway
in South America? To those of
us who knew Chapman for the
gregarious, restless soul that he
was, that scenario is far-fetched.
He was a man who naturally
attracted attention to himself,
someone who would have lasted
very little time in an environment
distant from the worlds of
engineering and competition in
which he had ourished.
Lets come to terms with the
reality that his achievements far
outweigh the shame of one
nancial false step. Colin Chapman
has gone, but he remains an
inspiration to those who follow
and are seeking an example of the
genius required to build quick,
innovative racing cars and make
great champions.
DeLorean funding was misappropriated
in 2010, left a partly completed
biographical manuscript which also
failed to mention the scandal. Only
the lurid warts-and-all biography
compiled by Dr Mike Lawrence
(Wayward Genius, 2002) dares to
lance the boil, despite the authors
self-confessed admiration for the
subject of his work.
Although I worked for John
Player Team Lotus as its press
P
I
C
S
:
L
A
T
A
R
C
H
I
V
E
Retro 1982
RESULTS AT A GLANCE
1. SOUTH AFRICA
(KYALAMI)

Alain Prost
(Renault RE30B)

Carlos Reutemann
(Williams-Ford FW07C)

Rene Arnoux
(Renault RE30B)
Pole Arnoux Fastest lap Prost
2. BRAZIL (RIO)

Alain Prost
(Renault RE30B)

John Watson
(McLaren-Ford MP4/1B)

Nigel Mansell
(Lotus-Ford 91)
Pole Prost Fastest lap Prost
3. LONG BEACH

Niki Lauda

Keke Rosberg
(Williams-Ford FW07C)

Riccardo Patrese
(Brabham-Ford BT49D)
Pole Andrea de Cesaris FL Lauda
(Alfa Romeo 182)
4. SAN MARINO
(IMOLA)

Didier Pironi
(Ferrari 126C2)

Gilles Villeneuve
(Ferrari 126C2)

Michele Alboreto
(Tyrrell-Ford 011)
Pole Rene Arnoux FL Pironi
(Renault RE30B)
5. BELGIUM
(ZOLDER)

John Watson

Keke Rosberg
(Williams-Ford FW08)

Eddie Cheever
(Ligier-Matra JS17)
Pole Alain Prost FL Watson
(Renault RE30B)
6. MONACO
(MONTE CARLO)

Riccardo Patrese

Didier Pironi
(Ferrari 126C2)

Andrea de Cesaris
(Alfa Romeo 182)
Pole Rene Arnoux FL Patrese
(Renault RE30B)
7. DETROIT

John Watson

Eddie Cheever
(Ligier-Matra JS17)

Didier Pironi
(Ferrari 126C2)
Pole Alain Prost FL Prost
(Renault RE30B)
8. CANADA
(MONTREAL)

Nelson Piquet
(Brabham-BMW BT50)

Riccardo Patrese

John Watson
Pole Didier Pironi FL Pironi
(Ferrari 126C2)
9. NETHERLANDS
(ZANDVOORT)

Didier Pironi
(Ferrari 126C2)

Nelson Piquet
(Brabham-BMW BT50)

Keke Rosberg
Pole Rene Arnoux FL Derek Warwick
(Renault RE30B) (Toleman-Hart TG183B)
10. BRITAIN
(BRANDS HATCH)

Niki Lauda

Didier Pironi
(Ferrari 126C2)

Patrick Tambay
(Ferrari 126C2)
Pole Keke Rosberg FL Brian Henton
(Williams-Ford FW08) (Tyrrell-Ford 011)
11. FRANCE
(PAUL RICARD)

Rene Arnoux
(Renault RE30B)

Alain Prost
(Renault RE30B)

Didier Pironi
(Ferrari 126C2)
Pole Arnoux FL Riccardo Patrese
(Brabham-BMW BT50)
12. GERMANY
(HOCKENHEIM)

Patrick Tambay
(Ferrari 126C2)

Rene Arnoux
(Renault RE30B)

Keke Rosberg
Pole Didier Pironi FL Nelson Piquet
(Ferrari 126C2) (Brabham-BMW BT50)
13. AUSTRIA
(OSTERREICHRING)

Elio de Angelis
(Lotus-Ford 91)

Keke Rosberg

Jacques Late
(Ligier-Matra JS19)
Pole Nelson Piquet FL Piquet
(Brabham-BMW BT50)
14. SWITZERLAND
(DIJON)

Keke Rosberg

Alain Prost
(Renault RE30B)

Niki Lauda
Pole Prost Fastest lap Prost
15. ITALY
(MONZA)

Rene Arnoux
(Renault RE30B)

Patrick Tambay
(Ferrari 126C2)

Mario Andretti
(Ferrari 126C2)
Pole Andretti Fastest lap Arnoux
16. CAESARS PALACE

Michele Alboreto
(Tyrrell-Ford 011)

John Watson

Eddie Cheever
(Ligier-Matra JS19)
Pole Prost FL Alboreto
Alain Prost 4
Riccardo Patrese 2
Nelson Piquet 2
Didier Pironi 2
Michele Alboreto 1
Rene Arnoux 1
Brian Henton 1
Niki Lauda 1
Derek Warwick 1
John Watson 1
AVERAGE *excludes Monaco
WINNING MARGIN 13.111s*
CLOSEST FINISH 0.050s, Austria
BIGGEST
WINNING MARGIN 1 lap, Monaco
1982 SEASON STATISTICS
By KEVIN TURNER
DRIVERS CHAMPIONSHIP LAPS LED WINS:
TEAMS
WINS:
DRIVERS
POLES:
TEAMS
POLES:
DRIVERS
CONSTRUCTORS
CHAMPIONSHIP
Pos Driver Car Points
1 Keke Rosberg Williams 44
2 Didier Pironi Ferrari 39
= John Watson McLaren 39
4 Alain Prost Renault 34
5 Niki Lauda McLaren 30
6 Rene Arnoux Renault 28
7 Michele Alboreto Tyrrell 25
= Patrick Tambay Ferrari 25
9 Elio de Angelis Lotus 23
10 Riccardo Patrese Brabham 21
11 Nelson Piquet Brabham 20
12 Eddie Cheever Ligier 15
13 Derek Daly Theodore/Williams 8
14 Nigel Mansell Lotus 7
15 Carlos Reutemann Williams 6
= Gilles Villeneuve Ferrari 6
17 Andrea de Cesaris Alfa Romeo 5
= Jacques Late Ligier 5
19 Mario Andretti Williams/Ferrari 4
20 Jean-Pierre Jarier Osella 3
= Marc Surer Arrows 3
22 Mauro Baldi Arrows 2
= Bruno Giacomelli Alfa Romeo 2
= Eliseo Salazar ATS 2
= Manfred Winkelhock ATS 2
26 Chico Serra Fittipaldi 1
Team Wins
McLaren 4
Renault 4
Ferrari 3
Brabham 2
Lotus 1
Tyrrell 1
Williams 1
Driver Laps led
1 Alain Prost 289
2 Rene Arnoux 205
3 Niki Lauda 128
4 Nelson Piquet 105*
5 Didier Pironi 80
6 Keke Rosberg 80
7 Gilles Villeneuve 39
8 Riccardo Patrese 36
9 John Watson 28
10 Patrick Tambay 27
11 Michele Alboreto 24
12 Andrea de Cesaris 14
13 Elio de Angelis 5
Driver Wins
Rene Arnoux 2
Niki Lauda 2
Didier Pironi 2
Alain Prost 2
John Watson 2
Michele Alboreto 1
Elio de Angelis 1
Riccardo Patrese 1
Nelson Piquet 1
Keke Rosberg 1
Patrick Tambay 1
Team Poles
Renault 10
Ferrari 3
Alfa Romeo 1
Brabham 1
Williams 1
Driver Poles
Rene Arnoux 5
Alain Prost 5
Didier Pironi 2
Mario Andretti 1
Andrea de Cesaris 1
Nelson Piquet 1
Keke Rosberg 1
Pos Driver Points
1 Ferrari 74
2 McLaren-Ford 69
3 Renault 62
4 Williams-Ford 58
5 Lotus-Ford 30
6 Tyrrell-Ford 25
7 Brabham-BMW 22
8 Ligier-Matra 20
9 Brabham-Ford 19
10 Alfa Romeo 7
11 Arrows-Ford 5
12 ATS-Ford 4
13 Osella-Ford 3
14 Fittipaldi-Ford 1
10
9 1 8 7 6
11 12
3 2
4 5
13
*Does not include the 34 laps
Piquet led at the Brazilian GP,
from which he and second-placed
Keke Rosberg were disqualied.
Alain Prost is credited as leading,
as the rst legal runner.
WORLD CHAMPIONSHIP POINTS
South
Africa
Brazil
Long
Beach
San
Marino
Belgium Monaco Detroit Canada Holland Britain France Germany Austria Swiss Italy
Caesars
Palace
Key
Keke Rosberg
Didier Pironi
John Watson
Alain Prost
Niki Lauda
46
44
42
40
38
36
34
32
30
28
26
24
22
20
18
16
14
12
10
8
6
4
2
0
Keke Rosberg didnt lead the
championship standings until
he won for the first time at the
Swiss GP at Dijon. He scored
in six of the eight races in the
second half of the season
FASTEST LAPS
WINNING MARGINS
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SNETTERTON
August 11-12
British Touring Car Championship
Round 6/10
GREAT BRITAIN
A practice fire, electrical woes and post-race disqualification
didnt deter Gordon Shedden, who remained in the hunt yet again
Jordan claimed first
BTCC win of 2012
AT A GLANCE RACE 1
Winner Jason Plato
Pole Frank Wrathall
FL Plato
THEYRE THROWING SOME
amount of stuff at me at the
moment, reckoned Gordon
Shedden after the latest
British Touring Car rounds
at Snetterton.
He had a point, too. Yet
again, the works Honda
driver found himself on the
back foot due to problems
outside of his control.
Thanks to a fuel-system
failure, Sheddens Civic
ended Saturdays rst free-
practice session on re. As
the Dynamics team worked
to repair the car, second
practice and more set-up
opportunities came and
went. Car ready just in time
for qualifying, Shedden
soon ground to a halt with
an electrical problem similar
to that which aficted him
at the Brands Hatch opener.
Sheddens expression on
Flash ooded but unfazed
points race.
If theres any bad luck
going it seems to go to me,
but after Saturday the fact
I had a car at all was a
miracle, he said.
That Shedden had been
able to top the table albeit
briey was the result of a
combination of his
continual battling and
drama elsewhere.
Race two represented the
real ashpoint. Plato had
taken the Triple Eight-run
works MG6 to victory in
the rst race, in which
Neals ballast-laden Civic
had not been a factor. But
with the success weight
transferring from the Honda
to the MG, race two was a
different story.
Were still lacking in
straightline boost, but with
a bit of the weight out we
can hang on, reckoned Neal.
And our car on the brakes
is just awesome its like
throwing an anchor out
the window.
Plato led early on, but had
Andrew Jordans Eurotech
Civic for company until
Neal moved by for his turn
to chase the MG. With
Shedden also making his
way through to fourth,
Plato soon had three Civics
on his tail.
If theres any bad luck going it seems
to go to me, but after Saturday the
fact I had a car at all is a miracle
Shedden looks on the bright side after more woes
Shedden went through it at Snetterton
Saturday afternoon did not
indicate he was enjoying
the weekend.
But more work from the
squad got the car xed for
the three races and Shedden
responded brilliantly.
Despite the ongoing boost
restrictions that keep the
NGTC Civics at the bottom
of the speed traps, Shedden
charged from the back to
seventh in race one, took
advantage of a classic
contretemps between title
rivals Matt Neal and Jason
Plato in race two, and
moved to the head of the
championship with third
in race three.
Then his ill fortune
struck again. His car had
been overboosting in that
nal race and he was
disqualied. Neal moved
back ahead of him in the
RACE RATING
+++,,
Some decent action,
though driving standards
remain a problem
KEVIN TURNER
reports
MILESTONESTONE
First BTCC pole
for a Toyota since
Julian Bailey at
Knockhill in 1993
Plato celebrates win
with the Mobot
Gearbox woes cost
Wood Race 3 podium
Shedden was on fire
on Saturday... literally
Wrathall took his
first BTCC pole
Plato and Neal twice
got together in Race 2
REPORT
BTCC SNETTERTON
The MG was not one
of the quickest cars
through the speed traps at
Snetterton, but it was still
faster than the Civics and
Plato initially looked safe.
But then he ran wide at
Hamilton and had to spend
several corners cleaning
his tyres. Neal was now
right on him and was much
faster through some of the
quicker stuff.
With just over a lap to
go, Neal made his move at
Coram, nudging the MG
sideways. Plato held it as
Neal barged through, then
returned the favour by
taking them both off at
Murrays. Ive been on the
receiving end of that before
and thats why I dont get
on with Matt, said Plato.
Im no angel Ive gone
for gaps under braking that
havent worked but
what I dont do is re
into someone in a fth-
gear corner.
There are places, like the
Craner Curves at Donington
Park, most of Thruxton, and
here at Riches and Coram,
where you dont do that.
Last time I looked you
couldnt overtake there.
It was unnecessary.
Had that not happened
Id have had two wins.
Not for the rst time in
their careers, Neal disagreed
with Plato. He ran wide on
three or four corners, said
the reigning champion. I
dont know whether it was
the tyres going off or if he
was struggling with his car.
He tried to keep it tight
everywhere and he brake-
tested me a couple of times.
He had a little wiggle and I
put my nose in there. He
closed the door, I knocked
him sideways and backed
off to let him sort it out. I
knew what would happen
at Murrays, but it was a
bigger hit than I expected.
Whatever, the incident
dropped Plato and Neal
behind Jordan and Shedden,
who had been enjoying their
own scrap but elected not to
take each other off.
I went down a couple of
gears when I saw Jason
sideways and Gordon was
having a nibble, said Jordan.
He could have turned me
round I squeezed him
and he was very fair.
Jordans relief at his rst
victory in the NGTC Civic,
having been in the hunt
throughout the year, was
obvious. That was a tense
last lap, admitted Jordan, P
I
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S
:

E
B
R
E
Y
/
L
A
T
Jason Plato started

the Snetterton
weekend with a
victory before Andrew Jordan
and Dave Newsham took their
first wins of the season.
Platos Triple Eight-run
MG6 jumped Frank Wrathalls
polesitting Dynojet Toyota
Avensis at the start of race one
and led throughout. It wasnt
an easy victory, though.
Newshams ES Racing
Vauxhall Vectra also
outdragged the slow-starting
Toyota and chased Plato. His
attack was curtailed for
several laps while Robb
Hollands Honda Civic and
Adam Morgans Toyota were
recovered from their clash at
Riches, but Newsham applied
the pressure after the restart.
On lap nine of 15 the
straightline speed of the
Vectra helped Newsham go
for the lead on the run to
Riches. Plato defended and
Newsham optimistically tried
the outside. He ran wide and
allowed Wrathall through.
While Plato headed for
BTCC win #71, Newsham
fought back but fell away as
his tyres went off and he was
caught by Jordans Eurotech
Honda Civic. Jordan forced
his way by at Williams, was
repassed on the run down
Bentley Straight, then pushed
passed Newsham at Nelson.
It had to be a hard move,
reckoned Jordan, whose
effort raised the possibility of
a post-race place swap. That
was made academic when
Newsham was excluded for
being underweight.
With 45kg of success
ballast instead of 27kg
Plato had to work harder in
race two. He took off into the
lead while Wrathall was again
slow away and lost out to
Jordan and Matt Neal.
Neal dived by Jordan at
Agostini on lap four, setting
up a fight with this old rival.
When Plato ran wide at
Hamilton in the closing
stages he got dirt on his tyres.
It took a while to clean them
up, by which time he was into
defence mode from Neal.
The MG6 struggled through
Bomb Hole and Coram and on
the penultimate lap Neal
nudged the back of Plato.
It sent the MG sideways,
allowing Neal through, but
Plato simply drove into the
back of the Honda at Murrays
and took them both off.
Jordan, who had Gordon
Shedden (up from row four)
nibbling at his heels, took the
lead. He held off Shedden to
win, with a recovering Plato
third. Neal briefly lost out to
Wrathall and Tom Onslow-
Cole, but got back to fourth.
Lea Wood led the reversed-
grid race early on, but had no
answer when fellow Vectra
driver Newsham went by into
Montreal. Wood was then
denied a podium by gearbox
failure, leaving Onslow-
Coles WSR BMW to win a
multi-car battle for second.
Shedden brilliantly picked
his way through to P3, but was
excluded for overboosting.
That left Plato to take his third
podium of the day, with Mat
Jackson taking a third top-
eight on a great debut for
Motorbases NGTC Ford Focus.
Neal, Jordan, Newsham
made to work for wins
AT A GLANCE RACE 3
Winner Dave Newsham
Pole Lea Wood
FL Newsham
AT A GLANCE RACE 2
Winner Andrew Jordan
Pole Jason Plato
FL Gordon Shedden
Frank took us by surprise and did a
brilliant job, beat us fair and square
Plato heaps praise on polesitter Frank Wrathall
who has now opened
up a strong lead in the
Independent standings.
The weight was on my
shoulders. It hasnt been
through a lack of pace, its
just nally come together
here. I could see them
getting a little bit feisty.
Jordan and indeed Plato
also benetted when Neal
was involved in another
clash in the nale, this time
with Frank Wrathalls
Dynojet Toyota Avensis.
Neals pace on his recovery
drive was impressive, but
would not have been enough
to keep hold of the points
lead had it not been for his
team-mates woes.
Ahead of all the title
contenders in qualifying had
been Wrathall, who pulled
a great lap out of the bag
to beat Plato by 0.015s. He
had the odd scrape come
the races, but a second, a
fth and a seventh was a
pretty good haul.
Its the rst circuit we
have any meaningful data
for, said the 25-year-old,
who had his rst
competitive run of 2011
at the Norfolk venue.
I held nothing back.
The circuit suits me and the
work over the break made
me condent.
Even Plato was impressed.
Frank took us by surprise
and did a brilliant job, beat
us fair and square, he
conceded. You dont
mind getting pipped for
pole when its a
performance like that.
Wrathall is surely one of
the few winless drivers on
the grid capable of joining
the list of 2012 race victors.
The latest name to be
added to the roster was a
rst-time winner. Dave
Newsham was a tad too
eager in race one, dropping
back after trying an early
move on Plato at Riches, but
he bounced back superbly
from race-one exclusion
for being underweight.
Using the prodigious
straightline speed of the
Swindon-engined S2000
Vauxhall Vectra, he powered
through to eighth in race
two before taking a nely
judged victory in the
reversed-grid nale.
It also marked ES Racings
maiden success.
The other talking point
of the weekend was the
appearance of Motorbases
new NGTC Ford Focus.
Understandably, given its
lack of running, the car
looked a handful at times,
but Jackson kept out of
trouble essential with no
spares available and got
better with every race,
culminating in a fourth.
Not bad for a
shakedown! he said. We
have no idea on set-up and
no data-logging because we
havent had the time; were
learning as we go.
The performance bodes
well for the future, but the
present at least in terms
of the title is once again
about Neal versus Shedden
versus Plato.
Neal may have got the
title lead back after
Sheddens exclusion, but
Plato was the big winner at
Snetterton. He came into
the event 29 points behind
and heads to the next round
at Knockhill in 10 days time
just 10 off the lead
Onslow-Cole had race-three podium
A popular first win
for Newsham and ES
Jackson gave Motorbases
NGTC Focus a strong debut
Morgan collided with
new boy Holland
Rob Austin (12/R/R)
Turbo issue/clashes and
driveshaft problem
spoiled yet another
promising meeting.
Plato leads
race 1 early
REPORT
BTCC SNETTERTON
KNOCKHILL
August 25-26
The Insignia reappeared in Gilhams hands
DRIVER BY DRIVER
Matt Neal (4/4/8)
Tony Gilham (13/R/R)
Dave Newsham (EX/8/1)
Robb Holland (R/14/17)
Gordon Shedden (7/2/EX)
Rob Collard (R/NC/9)
Chris James (R/R/R) Frank Wrathall (2/5/7)
Jason Plato (1/3/3)
Tom Onslow-Cole (6/7/2)
Daniel Welch (5/17/12)
Andy Neate (15/12/15)
Nick Foster (11/13/13)
Ollie Jackson (R/15/14)
Mat Jackson (8/6/4)
Andrew Jordan (3/1/5)
Adam Morgan (R/R/10)
Lea Wood (9/9/R)
Aron Smith (14/10/6)
Jef Smith (10/11/11)
Tony Hughes (16/16/16)
Good job in the races
despite straightline
speed woes. Plato R2
hit was a tad blatant.
Gave Thorney
Motorsport Insignia
its best showing as he
evaluates NGTC.
Recovered brilliantly
from R1 DSQ to take
fine first BTCC win for
him and the team.
Rude awakening to BTCC
with R1 crash, but
American looked up for
the challenge.
Fought valiantly despite
all his issues. R3
disqualification seemed
a bit cruel.
Engine failure forced
first ever WSR BMW engine
change at a race and
spoiled weekend.
Disappointment at his own
weekend overcome by joy
of Team ES Racing first
victory.
Even Plato praised his
pole lap. Great second in
race one and solid in the
other two despite contact.
Up at the sharp end
all day, although R2
mistakes allowed Neal
to attack.
Competitive throughout
and now feels more
comfortable in the BMW.
Three top 10 finishes.
Team boss Ian Harrison
reckoned Neate had been
beaten up too many times
in trying weekend.
Quiet weekend behind
team-mates, but still
managed to score points in
all three races.
Couldnt have asked for
more on NGTC Focus debut
and kept his nose clean, a
great fourth in finale.
In the mix in every race
and was relieved to score
his first victory of 2012
in race two.
Fifth on the grid, but
again proved a drama
magnet some of his
making, some not.
Solid weekend
especially considering
brake issues hampered
practice running.
Car now engineered
by Mike Jordan, who
reckoned Smiths qualy
lap was his best ever.
Off the pace in
improved car, but
avoided trouble to
score three finishes.
Improved engine mapping
in Proton gave performance
boost before contact held
him back.
AmD still trying to put a
weekend together to fulfil
potential of its revised
S2000 Golf.
Quietly impressive and
didnt deserve R3 gearbox
failure while heading
for a podium.
NEXT ROUND
Support races
P70
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RACE 1 15 LAPS, 44.533 MILES
POS DRIVER (NATIONALITY) TEAM CAR TIME/REASON GRID
1 Jason Plato (GB) MG (Triple 8) MG6 33m10.134s 2
2 Frank Wrathall (GB) Dynojet Toyota Avensis +1.834s 1
3 Andrew Jordan (GB) Eurotech Racing Honda Civic +6.764s 4
4 Matt Neal (GB) Honda (Team Dynamics) Honda Civic +13.072s 7
5 Daniel Welch (GB) Welch Motorsport Proton Persona +17.363s 6
6 Tom Onslow-Cole (GB) WSR BMW 320si +17.873s 9
7 Gordon Shedden (GB) Honda (Team Dynamics) Honda Civic +18.288s 22
8 Mat Jackson (GB) Motorbase Performance Ford Focus +19.298s 16
9 Lea Wood (GB) Team Wood Racing Vauxhall Vectra +19.715s 8
10 Jeff Smith (GB) Eurotech Racing Ford Focus +21.271s 10
11 Nick Foster (GB) WSR BMW 320si +23.798s 17
12 Rob Austin (GB) Rob Austin Racing Audi A4 +30.101s 14
13 Tony Gilham (GB) Thorney Motorsport Vauxhall Insignia +31.404s 19
14 Aron Smith (IRL) Motorbase Performance Ford Focus +32.085s 11
15 Andy Neate (GB) MG (Triple 8) MG6 +53.087s 13
16 Tony Hughes (GB) Speedworks Motorsport Toyota Avensis +53.401s 21
R Rob Collard (GB) WSR BMW 320si 14 laps-engine 12
R Chris James (GB) Team ES Racing Vauxhall Vectra 11 laps-acc damage 15
R Ollie Jackson (GB) AmD Tuning Volkswagen Golf 11 laps-driveshaft 18
R Adam Morgan (GB) Speedworks Motorsport Toyota Avensis 2 laps-accident 5
R Robb Holland (USA) Tony Gilham Racing Honda Civic 2 laps-accident 20
EX Dave Newsham Team ES Racing Vauxhall Vectra Underweight 3
POS DRIVER TIME/REASON GRID
1 Jordan 24m08.819s 3
2 Shedden +0.561s 7
3 Plato +1.751s 1
4 Neal +2.123s 4
5 Wrathall +4.807s 2
6 M Jackson +7.583s 8
7 Onslow-Cole +8.014s 6
8 Newsham +8.500s 22
9 Wood +14.296s 9
10 A Smith +14.787s 14
11 J Smith +26.550s 10
12 Neate +31.157s 15
13 Foster +36.717s 11
14 Holland +38.363s 21
15 O Jackson +38.731s 19
16 Hughes +47.426s 16
17 Welch -1 lap 5
NC Collard -4 laps 17
R Gilham 5 laps-acc damage 13
R James 1 lap-driveshaft 18
R Austin 0 laps-driveshaft 12
R Morgan 0 laps-acc damage 20
RESULTS British Touring Car Championship, round 6 of 10, Snetterton (GB), August 12
GRID
1 WRATHALL
1:57.595
3 NEWSHAM
1:57.649
5 MORGAN
1:58.205
7 NEAL
1:58.552
9 0-COLE
1:58.881
11 A SMITH
1:59.401
13 NEATE
1:59.961
15 JAMES
2:00.005
17 FOSTER
2:00.208
19 GILHAM
2:01.056
21 HUGHES
2:01.695
18 O JACKSON
2:00.778
20 HOLLAND
2:01.112
22 SHEDDEN
No time
16 M JACKSON
2:00.142
14 AUSTIN
1:59.693
12 COLLARD
1:59.421
10 J SMITH
1:59.215
8 WOOD
1:58.699
6 WELCH
1:58.263
4 JORDAN
1:58.133
2 PLATO
1:57.610
POS DRIVER TIME/REASON GRID
1 Newsham 24m12.464s 2
2 Onslow-Cole +0.991s 3
3 Plato +3.066s 7
4 M Jackson +5.130s 4
5 Jordan +5.444s 9
6 A Smith +6.898s 10
7 Wrathall +9.676s 5
8 Neal +18.863s 6
9 Collard +19.074s 18
10 Morgan +23.968s 22
11 J Smith +24.615s 11
12 Welch +37.279s 17
13 Foster +39.353s 13
14 O Jackson +41.114s 15
15 Neate +49.359s 12
16 Hughes +49.461s 16
17 Holland +52.714s 14
R Wood 8 laps-gearbox 1
R Austin 7 laps-acc damage 21
R Gilham 6 laps-acc damage 19
R James 1 lap-acc damage 20
EX Shedden Overboosted 8
Race 1 Winners average: 80.55mph.
Fastest lap: Plato, 1m58.682s, 90.05mph.
Fastest lap: Shedden, 1m58.460s, 90.20mph.
Fastest lap: Newsham, 1m59.283s, 89.60mph.
DRIVERS CHAMPIONSHIP
POS DRIVER PTS
1 Neal 255
2 Shedden 247
3 Plato 245
4 Jordan 218
5 Collard 178
6 M Jackson 170
7 Onslow-Cole 161
8 Wrathall 118
9 Newsham 114
10 J Smith 95
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The old master shows
them how its done
RENAULT CLIO & PORSCHE CARRERA CUPS SNETTERTON, AUGUST 11-12
sixth on the grid on the rst
lap. The KX Academy racer
put a forceful move on Goff
at Agostini on lap six, but
fell to fth as contact
between the two promoted
TCRs James Dixon to
second. Ive not been on
the podium for bloody
months, so that feels good!
said Dixon, who was later
penalised two places on the
race two grid for a driving
standards offence.
Goffs team-mate Adam
Bonham was the fastest
man on the track in the
second half of the race, but
broke his steering by hitting
Goff at Agostini on the
penultimate lap. The delay
allowed Hodgetts to come
back and steal third from
Goff. Goff took umbrage
at Hodgetts aggression,
while Hodgetts claimed
Goff had driven too
defensively. The stewards
gave Hodgetts a warning
but he kept his third place.
Hodgetts chased hard
after Rivett in race two, but
to no avail. Hes the only
driver on the grid who can
do the whole race without
a mistake, said Hodgetts.
Hes a class act.
Former Clio Cup racer
Sam Tordoff also scored
a double win at Snett, to
become Michael Meadows
nearest threat in the
Porsche Carrera Cup.
The Team Parker racer
did his damage in qualifying
bumping Redline man
Meadows from the top spot
in the dying minutes to
score his second double
pole of the season. He
converted both into victory
with scorching starts
leaving Meadows winless
for the fourth race in a row.
Ben Barker failed to
complete the formation lap
in race one, when a water
hose detached from his
Porsches cooling system,
but fully hosed once more
he harassed Meadows
fruitlessly for the duration
of race two. Meanwhile,
Andy Meyrick followed up a
podium on his series debut
with a lonely run to fourth
in another soporic affair.
Lithuanian Jonas Gelzinis
damaged his own title
chances by spinning away
fourth at Agostini in race
one and ring Pro-Am1
leader Ahmad Al Harthy off
at Hamilton as he recovered.
A quiet run to fth in race
two dropped him to third in
the points, behind Tordoff.
Croft winner Rory
Butcher fell back to earth
with a bump at Snetterton.
Rivett was the class
of the Clio Cup field
Meyrick scored a debut podium in Carrera Cup
Tordoff leads
Porsche pack
PAUL RIVETT RETURNED
from a long summer break
for the Renault Clio Cup
with a snazzy new livery on
his Colin Stancombe-run
car, and he gained fresh
impetus in the title race too
with an impressive double
win at Snetterton.
The reigning champion
confessed to small errors
in qualifying that ceded
pole position for both races
to points leader Jack Goff.
Condent in the superiority
of his racecraft, Rivett
outdragged Team Pyros
youngster at the start and
swept ahead on the outside
line as they rounded Riches
for the rst time. Goff was
quicker initially, but
couldnt nd a way by.
I could see him sideways
in my mirrors, said Rivett,
but I knew even if he got
onto my bumper that his
tyres would be nished.
Goff soon came under
pressure from Stefan
Hodgetts, who pinballed his
way through to third from
SNETTERTON
August 11-12
TOCA supports
Round 6/10
Great Britain
CLIO CUP AT A GLANCE
Race 1 Paul Rivett
Race 2 Rivett
Points lead Jack Gof
He lost out to Porsche
scholar Daniel Lloyd in a
nal-lap ght for fourth in
race one and then got spun
out of sixth at the Montreal
hairpin on the penultimate
lap of race two, by Lloyd,
who was later penalised.
O Ben Anderson
RESULTS
Renault Clio Cup (10 laps) 1 Paul
Rivett; 2 James Dixon +2.033s; 3
Stefan Hodgetts; 4 Jack Go; 5 Josh
Files; 6 Josh Cook. Class winners
Cook; Simon Belcher. Fastest lap
Hodgetts 2m09.717s (82.39mph).
Race 2 (10 laps) 1 Rivett; 2
Hodgetts +0.634s; 3 Adam Bonham;
4 Go; 5 Files; 6 Aaron Williamson.
CW Williamson; Finlay Crocker.
FL Rivett 2m10.012s (82.20mph).
Points 1 Go, 255; 2 Rivett, 228; 3
Dixon, 192; 4 Files, 188; 5 Bonham,
183; 6 Ant Whorton-Eales, 136.
Porsche Carrera Cup (13 laps)
1 Sam Tordo; 2 Michael Meadows
+2.135s; 3 Andy Meyrick; 4 Daniel
Lloyd; 5 Rory Butcher; 6 Glynn
Geddie. CW Victor Jiminez; Fraser
OBrien. FL Tordo 1m53.361s
(94.28mph) record. Race 2
(14 laps) 1 Tordo; 2 Meadows
+1.490s; 3 Ben Barker; 4 Meyrick;
5 Jonas Gelzinis; 6 Richard Plant.
CW Ahmad Al Harthy; Will Go.
FL Barker 1m53.631s (94.05mph).
Points 1 Meadows, 211; 2 Tordo,
175; 3 Gelzinis, 165; 4 Butcher, 151;
5 Lloyd, 140; 6 Barker, 130.
Hill makes glory run
after testing times
GINETTA BTCC SUPPORTS SNETTERTON, AUGUST 11-12
AFTER STRUGGLING TO FIND
a strong set-up through
Friday testing, Jake Hill had
his Tollbar team to thank
for a remarkable overnight
transformation that helped
him secure his rst Ginetta
Supercup win of the year.
Having shadowed early
leaders Tom Ingram and
Tom Sharp for two laps,
Hill got a tow off both as
the trio charged towards
Agostini on lap three and
shot into the lead.
Although the gap was
barely more than a second
throughout, Hill held on for
an impressive win. Testing
was catastrophic, but today
it felt like a different car,
he said. Thats the best
Ive ever driven.
Ingram frustrated Sharps
close attentions to take
second, while Carl Breeze
held off Andrew Richardson
to take fourth.
A rapid start from second
on the grid by Ingram
earned him the lead of race
two, but his good work was
cruelly undone when his
engine blew on lap two.
Having earlier snatched
second from Hill on the
opening lap, a grateful
Breeze swept past Ingrams
stranded machine to take
the lead. Hill pushed him
hard for 10 laps, but
couldnt nd a way through.
Andrew Richardson
claimed third after
pressuring Sharp into
outbraking himself at
Agostini on lap six. He
chased after the leaders, but
nally had to settle for the
last podium spot after a
grassy moment on fading
tyres at Murrays.
With the top ve from
race two reversed to form
the front of the grid for the
nale, Jamie Orton lined up
on pole, but his slow start
allowed Sharp to surge
ahead, with Richardson and
Breeze following suit to
complete the top three.
Further back there was
briey chaos at Hamilton
as Hill tagged Colin White
into a spin and several cars
behind took to the grass in
avoidance. Unaffected by
the drama, Sharp led
condently (despite having
Richardson ll his mirrors
for much of the race) to take
his 10th win of the year.
Breeze kept the leaders in
sight in third, but couldnt
quite match their pace.
Meanwhile, having started
last after his race two
retirement, Ingram set
fastest lap in taking fth,
a fraction behind Orton.
The rst race of the
Ginetta Junior double-
header was frantic from
the start, with Charlie
Robertson snatching the
lead from polesitter Ollie
Chadwick at the lights and
the pair disputing the place
in the opening laps.
They exchanged places
when Chadwick dived up
the inside at Agostini on
lap three and again when
Robertson swept round the
outside into Brundle next
time around. But while they
scrapped, Pepe Massot
closed in.
The Spaniard sensed a
maiden win in his rookie
year, and his rivals duly
Hill was much happier
with his car on race day
Massot pounced
when rivals fell
GT SUPERCUP AT A GLANCE
Race 1 Jake Hill
Race 2 Carl Breeze
Race 3 Tom Sharp
REPORTS
TOCA SNETTERTON
Testing was catastrophic,
but today it felt like a
diferent car. Thats the
best Ive ever driven
Jake Hill was delighted to win
obliged when Chadwicks
lunge on Robertson into
Murrays put both of them
on the grass. Massot
gratefully picked up the
pieces to claim a lead that
he faultlessly converted.
Andrew Watson was a
distant second, ahead of
Niall Murray and Sennan
Fielding, whod battled
through the eld having
collided with each other
at Brundle on lap one.
With polesitter Chadwick
fading to fourth at the start
of race two, Fielding briey
grabbed the lead, only for
Robertson to pick up the
tow on Bentley Straight and
slice ahead into Brundle.
Fieldings race
immediately went from bad
to worse when he collided
with third-placed Murray
at Nelson and fell to fth.
While Robertson took
advantage of his rivals
misfortunes to secure a
dominant win, Fielding
completed an impressive
recovery drive, setting
fastest lap of the race as
he surged past title rival
Murray to claim second
on the nal lap.
O Oliver Timson
RESULTS
Ginetta GT Supercup (7 laps)
1 Jake Hill (G55); 2 Tom Ingram
(G55) +1.173s; 3 Tom Sharp (G55);
4 Carl Breeze (G55); 5 Andrew
Richardson (G55); 6 Jamie Orton
(G55). Class winner Mark Davies
(G50). Fastest lap Breeze
1m56.370s (91.84mph).
Race 2 (12 laps) 1 Breeze; 2 Hill
+0.649s; 3 Richardson; 4 Sharp;
5 Orton; 6 Fergus Walkinshaw.
CW Davies. FL Richardson
1m56.333s (91.87mph).
Race 3 (12 laps) 1 Sharp;
2 Richardson +0.542s; 3 Breeze;
4 Orton; 5 Ingram; 6 Hunter Abbott
(G55). CW Davies. FL Ingram
1m56.981s (91.36mph).
Points 1 Sharp, 528; 2 Breeze, 433;
3 Ingram, 412; 4 Abbott, 287;
5 White, 250; 6 Wakeeld &
Richardson, 240.
Ginetta Junior (6 laps) 1 Pepe
Massot; 2 Andrew Watson +3.187s;
3 Niall Murray; 4 Sennan Fielding;
5 Charlie Robertson; 6 Oliver
Basey-Fisher. FL Robertson
2m15.196s (79.05mph).
Race 2 (6 laps) 1 Robertson;
2 Fielding +3.899s; 3 Murray;
4 Ollie Chadwick; 5 Massot; 6
Watson. FL Fielding 2m15.504s
(78.87mph). Points 1 Fielding, 315;
2 Murray, 312; 3 Robertson, 297;
4 Massot, 227; 5 Harry Woodhead,
198; 6 Watson, 196.
REPORTS
WORLD OF SPORT
THE SOMERSAULT RETURNS AS EDWARDS TAMES THE GLEN
Carl Edwards made his first Nationwide start of 2012 at
Watkins Glen, and took his Roush Ford to victory. Penskes
Brad Keselowski and Sam Hornish Jr completed the top three
RACE RATING
+++++
A crazy race
from start to
nish; totally
captivating
INTERNATIONAL
RACES & RESULTS
NASCAR SPRINT CUP
Watkins Glen (USA),
Rd 22/36
QUICK RESULTS
Winner Marcos Ambrose
Pole Juan Pablo Montoya
Laps led Kyle Busch
Points leader Jimmie
Johnson
REPORTS
WORLD OF SPORT
CURRENT
STANDINGS
To see the full list, visit castroldriverrankings.com
Ranking the worlds best drivers
WHAT HAPPENED THIS WEEK
Marcos Ambrose (49) slipped a place, despite winning at Watkins
Glen his fall stemming from the fact he also won in 2011. Brad
Keselowski (17) also dropped a spot despite nishing second. Matt
Kenseth (11) and Greg Bie (16) moved in the opposite direction.
1 Sebastian Vettel <> 24,955
2 Fernando Alonso <> 20,070
3 Mark Webber <> 19,252
4 Lewis Hamilton <> 19,097
5 Jenson Button <> 18,548
Ambrose won again
on a road course
WITH TWO LAPS TO GO AT
Watkins Glen, victory
seemed assured for Kyle
Busch, but after one of the
most thrilling conclusions
ever witnessed in a
NASCAR Cup road race, it
was Marcos Ambrose who
drove his Richard Petty
Motorsports Ford into
Victory Lane.
A sensational restart
from third place took Busch
and his Joe Gibbs Racing
Toyota into the lead and he
seemed in full control,
opening up a comfortable
gap to Ambrose and
Penskes Brad Keselowski,
who were disputing second.
But an oil leak in Buschs
Camry not only slowed him,
but turned the track into
a skating rink. The rst
indication that something
was amiss was when
Ambrose ran wide and
allowed Keselowski back
into second. Next, as Busch
struggled to slow his car,
Keselowski slid into his
rear, tipping Busch into a
spin and damaging the front
of his own Dodge Charger.
For the rest of the nal
lap, Ambrose and
Keselowski ran either
bumper-to-bumper or
door-handle-to-door-
handle as they fought not
only for position, but also
to keep control of their cars
on the treacherous surface.
Ultimately, Ambrose
managed to get better
traction out of the nal
corner and just out-dragged
Keselowski to the line to
claim back-to-back Watkins
Glen Cup wins.
The oil was getting
worse and worse, said the
winner. It was great racing
with Kyle and Brad, just
pitstop. He nished 33rd,
27 laps down.
O Connell Sanders Jr
RESULTS
1 Marcos Ambrose (Ford Fusion),
90 laps in 2h14m48s; 2 Brad
Keselowski (Dodge Charger),
+0.571s; 3 Jimmie Johnson
(Chevrolet Impala); 4 Clint Bowyer
(Toyota Camry); 5 Sam Hornish Jr
(Dodge); 6 Greg Bie (Ford Fusion);
7 Kyle Busch (Toyota); 8 Matt
Kenseth (Ford); 9 Regan Smith
(Chevy); 10 Martin Truex Jr (Toyota).
Points 1 Johnson, 777; 2 Bie, 776;
3 Kenseth, 775; 4 Dale Earnhardt Jr,
760; 5 Keselowski, 733; 6 Truex,
728; 7 Bowyer, 719; 8 Tony Stewart,
716; 9 Kevin Harvick, 710.
awesome fun; theyre the
best guys to race with.
Keselowski echoed that
sentiment: The 18 [Busch]
was leaking uid something
erce and the track had no
grip at all. It was just really
good, hard racing; thats the
way racing should be. Its
great to have a guy you can
lean on and rub without any
of that intentional wrecking
BS. Marcos is a class act.
Third fell to Jimmie
Johnson and the Hendrick
driver now leads the points.
His team-mate and
erstwhile table-topper
Dale Earnhardt Jr fell foul
of the oil and dropped to
28th on the last lap.
Pole man Juan Pablo
Montoya lost out to Busch
at the start, but seemed to
be a contender until broken
left-front suspension forced
him to make a lengthy
Tasmanian devil monsters the Glen
NASCAR SPRINT CUP WATKINS GLEN (USA), AUGUST 12, RD 22/36
Donohues Action Express
Corvette for second
following a lap 40 restart,
and then took advantage of
excellent pit work to leapfrog
clear of Oswaldo Negri Jr
during the nal round of
stops. He remained under
pressure from the sister
Starworks car of Sebastian
Bourdais following a late
caution, but cemented his
authority by posting the
fastest lap on the nal tour
to hang on to victory.
Virtually all of the top
GT contenders ran into
difculty or each other
enabling Paul Dalla Lana
and Bill Auberlen to snatch
the victory in their BMW.
O Jeremy Shaw
RESULTS
1 Lucas Luhr/Ryan Dalziel
(Riley-Ford MkXXVI), 91 laps in
2h00m47.712s; 2 Alex Popow/
Sebastien Bourdais (Riley-Ford),
+0.817s; 3 Memo Rojas/Scott Pruett
(Riley-BMW); 4 Ricky Taylor/Max
Angelelli (Dallara Corvette DP);
5 Jon Fogarty/Alex Gurney
(Riley-Corvette); 6 Jordan Taylor/
David Donohue/Terry Borcheller
(Pratt & Miller Corvette). Points
1 Rojas/Pruett, 295; 2 Dalziel, 289;
3 Darren Law, 275; 4 Popow, 274;
5 Donohue, 268; 6 Joao Barbosa, 262;
7 John Pew, 260.
Dalziel puts the star into Starworks
RACE RATING
+++,,
Unremarkable
race livened up
by Dalziels
heroics
INTERNATIONAL
RACES & RESULTS
GRAND-AM
Watkins Glen (USA),
Rd 11/13
QUICK RESULTS
Winners Lucas Luhr/Ryan Dalziel
Pole Max Angelelli
FL Dalziel
GT winners Paul dalla Lana/
Bill Auberlen
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TOMAS ENGSTROM DIDNT
gure in the reckoning for
the title when the 2012
Scandinavian Touring Car
Championship kicked off
at Mantorp Park in May.
This, the experts said,
was to be a ght between
Chevrolet and Volkswagen;
between defending
champion Rickard Rydell,
young pretender Johan
Kristoffersson and foreign
invaders Jordi Gene and
Michel Nykjaer.
But at the Ostersund
airport track last weekend,
Engstrom was in a class of
his own and eradicated the
memories of the rst two
rounds, where engine
problems with his self-run
Civic had left him without
points on both occasions.
Two pole positions paved
the way for a double win
for the nimble Honda and
brought Engstrom to
within 28 points of the
championship lead. Behind
him, though, things were
less straightforward.
Rydell was handed third
in race one when Johan
Stureson hit his VW
team-mate Patrik Olson at
half-distance; Stureseon
forgot that after the rst lap,
the cars were to negotiate a
tight right-hander halfway
down the start/nish
straight, rather than driving
straight down it. The former
BTCC champion added
fourth in race two, having
been hit by Kristoffersson at
the start as the VW man
came by. Kristoffersson, who
had been second in race one,
was given a drive-through
penalty for his actions and
fell to sixth by the ag.
Nykjaer, back in the STCC
after his WTCC adventure in
Brazil with the Bamboo
Chevy outt, had a pair of
fths while fourth was
Genes best result.
O Tege Tornvall
RESULTS
Race 1 1 Tomas Engstrom
(Honda Civic), 22 laps in
22m45.188s; 2 Johan Kristoersson
(Volkswagen Scirocco), +1.275s; 3
Rickard Rydell (Chevrolet Cruze); 4
Jordi Gene (VW); 5 Michel Nykjaer
(Chevy); 6 Joakim Ahlberg (Audi
A4). Race 2 1 Engstrom, 22 laps
in 20m17.492s; 2 Gene, +1.130s;
3 Johan Stureson (VW); 4 Rydell;
5 Nykjaer; 6 Kristoersson. Points
1 Kristoersson, 172; 2 Rydell, 164;
3 Engstrom, 145; 4 Nykjaer, 139; 5
Stureson, 101; 6 Patrik Olsson, 91.
Double delight for
Honda man Engstrom
Blomqvist leads the pack
IN BRIEF
ADAC GT MASTERS
Nick Tandy took his second win of
2012 with Christian Engelhart in
their Schutz Porsche at Spielberg.
The 911s traction levels made it
the car to have. Niclas Kentenich/
Mario Farnbacher (Farnbacher
Porsche) won race two after Diego
Alessi parked his Callaway
Corvette with four laps left.
ADAC FORMEL MASTERS
Roy Nissany son of sometime
Minardi F1 tester Channoch took
his maiden win at Spielberg, but
the Israeli Mucke driver could not
add to it as Alessio Picariello and
Marvin Kirchofer won the other
races. Gustav Malja took over the
points lead.
SUPER TC2000
Jose Maria Lopezs third win in a
row at Rafaela moved the Ford
driver into contention for a third
title. Peugeot duo Nestor Girolami
and Facundo Ardusso completed
the podium; Girolami took the
points lead in the process.
ARCA
Chris Buescher won at Berlin
Speedway in his Roulo Bros Ford
to take over the points advantage
from erstwhile leader Brennan
Poole. Frank Kimmell (Toyota)
and Erik Jones (Ford) completed
the podium.
GERMAN F3
Britains Tom Blomqvist took a
double win for Eurointernational
at Spielberg, beating Mitchell
Gilbert (Performance) in race
one and Alon Day (ADM) the
next day. Lucas Auer was the
other winner; the Austrian took
his Van Amersfoort car to victory
at his home track.
Tandy won in Austria
REPORTS
WORLD OF SPORT
Dalziel (l) teamed
up with Luhr to win
Engstrom did an
Ostersund double
GRAND-AM WATKINS GLEN (USA), AUGUST 11, RD 10/13
SCANDINAVIAN TOURING CARS OSTERSUND (S), AUGUST 11, RD 5/8
UNTIL LAST WEEKEND IT HAD
been a case of close but no
cigar for Ryan Dalziel in
Grand-Am this year. The
Briton had nished second
in the Daytona 24 Hours,
at New Jersey and at Road
America, and most
recently at Indianapolis
had been punted out of
contention by an over-
zealous Juan Pablo Montoya.
His admirable speed and
consistency had kept him in
title contention, however.
And when regular team-
mate Enzo Potolicchio
abruptly withdrew from the
series following the Indy
disappointment, Starworks
Motorsport principal Peter
Baron kept the faith and
paired Dalziel with GT1
world champion Lucas Luhr
at Watkins Glen.
Dalziel responded with a
magnicent drive to win and
close to within six points
of Scott Pruett and Memo
Rojas with three races left.
Dalziel passed David
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BOOKS EXHAUSTS
GEARBOXES MEMORABILIA MERCHANDISE
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Rally & Race Gearboxes,
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Tel: 01782 280136 Fax:01782 269913
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TeI. 1327 333
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76
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RL 2000
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HIRE THE ULTIMATE MOTORHOME
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Look Beyond
Trackside support
Short of a mechanic or just a spare pair of hands? Apex can provide
an experienced member of staff
Promotional assistance
As well as logistaical assistance Apex can provide further support
at your promotionial event.
Race and track tuition
Apex can provide an experienced race driving instructor to help you
hone your technique
Logistical Services
Apex offers exible, reliable and efcient logistical assistance to
race teams, individuals and sponsors
Tel: 07729 346897
Email: info@apexmotorsportlogistics.co.uk
Website: www.apexmotorsportlogistics.co.uk
Race car transporter, carries closed wheeled or open
wheeled, 7m full length awning, 12 months MOT on
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SPECIALISTS IN CAR SHIPPING
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GINETTA
FORMULA FORD
LAMBORGHINI
PORSCHE
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Tel: +44 (0)20 7823 2599 Fax: +44 (0)20 7723 1401
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LAMBORGHINI GALLARDO GT3
Established in 1942
Only 1 race since full rebuild by
Barwell to the highest standards,
and complete bodywork re-furb &
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Competitive 2011 GT4 spec.
Fitted with quick-ll fuel system.
PRICE: Offers invited on 33,950
(NO VAT - SALE BY PRIVATE OWNER)
OR DRIVES AVAILABLE IN BRITISH GT
- Silverstone 3-Hours & Donington 2-Hours
FOR FURTHER DETAILS CONTACT CHRIS NEEDELL OR MARK LEMMER ON
+44 (0) 7860 633971 / +44 (0) 7831 359217
chris@barwellmotorsport.co.uk / mark@barwellmotorsport.co.uk
FOR SALE GINETTA GT4
Telephone:
07761549454
Wanted
FF1600 and FF2000
Call: 0208 267 5367
To advertise your car
in this section of
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MARKETPLACE
FRANCHISES
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Unit 45, Silverstone Circuit teI: 01327 858006 fax: 01327 858800
Towcester emaiI: info@mardigras.co.uk
Northampton NN12 8TL web: www.performanceclutch.co.uk
Distributors and agents for: Distributors and agents for:
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We offer next day delivery on all stocked items within the UK and can ship worldwide to meet your requirements.
www.anglianfasteners.co.uk
Bedford 01234 345641 Northampton 01604 645341 email info@anglianfasteners.co.uk
Major stockist and distributor of high grade Unbrako and Holokrome
socket products.
Standard and special fasteners available to order.
Full range of zinc, stainless steel & Brass fasteners in stock.
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Loctite, Dormer (drills, taps and dies), maintenance sprays & lubricants and handy boxes of assorted
components from stock or lled to your requirements.
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ATL is the world leader in Motorsport Fuel Bladder & System Technology. We are proud to be the sole suppliers to Formula 1, DTM and BTCC.
A rapid expansion in the military sector, including being the chosen Fuel System partner for the General Dynamics Land Systems -
Force Protection Europe LPPV Foxhound program, has created the following positions:
Qu a l i t y Co n t r o l l e r F u l l T i me
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ideally in accordance with ISO9001 or AS9100.
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For further information or to apply please email mholden@atlltd.com or send your CV & Covering Letter to:
ATL Racing Fuel Cells, 1 Patriot Drive, Rooksley, Milton Keynes, MK13 8PU
Closing Date: 23rd August 2012
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NATIONAL RACING HISTORICS CLUB RALLY RALLYCROSS HILLCLIMB
Sports Extra
Swedish team won
1970 Nations Cup
ALL THE NATIONAL & CLUB RACE, RALLY AND HISTORIC NEWS. PLUS FULL REPORTS AND RESULTS ROUND-UP
THE NATIONS CUP TEAM
competition, which featured
1000cc Formula 3 competitors
from 1966-1970, is being reintroduced
as part of an ongoing programme to speed
up the renaissance of the charismatic
historic screamer class.
Forty-two years after the Nations Cup
was last run, the HSCC and the 1000cc
F3 Historic Racing Association will
promote the rst annual retrospective
at Dijon-Prenois, France, during the
PM Organisations Trophees Historiques
de Bourgogne event on October 6-7.
Contested by teams, nominally of three
drivers, the Nations Cup or European
Cup as it was called at Thruxton in 1970
added an extra dimension to period F3
for competitors and spectators.
Historic F3 drew a decent grid at Cadwell this year
HSCC executive director Grahame
White, who was the BARC clerk of the
course at Thruxton in that nal year, said:
I well remember Gerry Birrell winning
the race, followed by three Swedes [Sten
Gunnarsson, Torsten Palm and Ulf
Svensson all in Brabham BT28s].
Sweden took the team prize. That
element made it much more exciting
for the drivers and that is what we
want to recreate at Dijon.
Birrell and compatriot Richard Scott
steered GB B to second at Thruxton,
while the GB A team featured Bev Bond
and James Hunt (Lotus 59As) and Mike
Beuttler (BT28). Bond, who nished 11th
in the race and is the only surviving
member, will be at Dijon.
The 1000cc F3 HRAs Keith Messer
is condent the event will attract a
strong eld to the French venue.
Seven squads competed in 1970
and I already have teams from Great
Britain, Sweden, Germany, France and
Switzerland, he said.
Im looking for drivers from Italy
and Monaco and of course have space
for A, B and C teams, as in period.
I GET THE DISTINCT IMPRESSION
that the TOCA paddock is in a state
of limbo at the moment. It only lost
six cars when Formula Renault UK
went under on the eve of the season,
but that loss resonates to a greater
extent than the sum of its parts.
For one thing, gone is the alternate
spectacle of single-seaters breaking
up the succession of one-make GT
and tin-top categories, and with it
the opportunity to watch future
Formula 1 hopefuls making their first
marks on the motor racing map.
Guesting Minis and Classic Sports
Saloons from Scotland mixed things
up at Croft (and will do so again at
Knockhill), and Formula Renault
BARC will join the bill at Silverstone
in October, but the package is
missing that extra element at the
majority of its meetings.
The jurys still out on whether
FR UK will return next year (though
Septembers deadline for a decision
is looming fast) and one seasoned
team boss reckons the best plan
would be to keep Clios going for
one more season in current form,
before re-launching FR UK and Clios
jointly (with new cars) in 2014.
In the meantime, wouldnt it be
great if more club series could be
added to the racecard on a one-of
basis at each of next seasons
events? It would add diversity to
the spectacle, give lower level racers
a share of the spotlight, and show
TV audiences that theres far more
to UK motorsport than touring cars,
Clios, Ginettas and Porsches.
BEN
ANDERSON
NATIONAL
EDITOR
ben.anderson
@haymarket.com
Extra contact details
Kevin Turner, features editor
kevin.turner@haymarket.com
AUTOSPORT SAYS
Nations Cup
revived for
Historic F3
HSCC to run team contest
for 1-litre screamers at Dijon
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LEADING GINETTA JUNIOR AND GT5
Challenge squad HHC Motorsport will
expand into the Radical UK Cup in 2013.
The team will enter an SR8 into the
one-make sportscar series for ex-G40
frontrunner Richard Sykes and team
boss Charlie Kemp.
HHC technical director Jody
Hemmings said: I did some Radicals
with [Ginetta boss] Lawrence Tomlinson
when he started racing and we want to
establish ourselves in it.
We shook down at Donington
and were close enough to the pace.
Were going in with a will to win,
RadicalUKCup
HHC to race in
Radical UK Cup
Caterhams
New Caterham series coming
CATERHAMISCLOSETO
finalising plans for a new UK race
series for a souped-up version of
its popular R300 model in 2013.
Caterham has been evaluating
launching a new category to fill
the void left by the cancellation
of R400 Superlights in 2009
(see AUTOSPORT, April 12) and is
due to announce final specifications
for it in September.
The new and so far unnamed
car will feature a supercharged
engine (using technology developed
on the SP300R prototype) and will
run on slick tyres.
Drivers will also be able to convert
existing R300s to contest the new
series, which will be made up of at
least 14 races across seven rounds,
starting next year. The manufacturer
has not ruled out expanding into
Europe if the series is successful.
not to make up the numbers.
Kemp, who has shared a 1965 Ford
Mustang in historic events with Sykes
this year, added: Its the first time Im
going to do a full season in anything
and Im really looking forward to it.
Its a big step up for us in pace, and
there are some seriously quick guys in
it, but Richard is getting quicker all the
time and we all work well as a team.
Sykes ran at the front of G40s with HHC squad
R300s can be upgraded for new series
Belshaw will race
KTM at Brands Hatch
Former winners back to GT Cup
Belshaw, Donovan and Seldon family to bolster grid for Brands Hatch GP round
REIGNING BRITISH GT4
champion Peter Belshaw, and
GT Cup race winners Matt
and Peter Seldon and Mike Donovan
will return to the series for this
weekends races on the Brands Hatch
Grand Prix circuit.
Donovan, who has been racing
successfully in Group C GTP this
season, will campaign an In2Racing-
run Porsche 997 GT3 Cup car in the
Group 1 class. This will be Donovans
rst GT Cup race since winning
at Brands Hatch in 2010.
Donovan said: Im really looking
forward to racing in GT Cup again
and, with such a strong entry, it
will be a tough race on one of my
favourite circuits.
Belshaw will campaign a KTM
X-Bow run by the AGB Motorsport
squad that also tends Jim Geddies
McLaren MP4-12C, which won last
time out at Oulton Park. Blancpain
Endurance Series racer Belshaw last
raced in the GT Cup in 2010, when
he claimed a Group 2 win at Spa.
Having spent my early GT career
racing in the GT Cup Im looking
forward to returning at Brands
Hatch, he said. It will be interesting
jumping back into the KTM after
racing the Audi this season.
Father and Son Peter and Matt
Seldon will enter their BMW M3
GTR, bolstering a grid that has
struggled to reach double gures since
16 cars turned out for the season
opener at Donington Park in April.
The Kent-based duo last competed
in the GT Cup at last seasons Brands
GP round, where Matt took the
overall win in race two. They are
hoping for a repeat of that success.
Peter Seldon said: Our sponsors
really appreciate watching close
racing between Porsches, Ferraris,
Audi R8s and BMWs in the GT Cup.
RenaultClioCup
TOCA expansion for Team Hard
after Clio Cup debut at Snetterton
BTCC RACER AND TEAM BOSS
Tony Gilhams Team Hard outfit is
looking to expand into the TOCA
support categories after joining the
Renault Clio Cup grid at Snetterton
last weekend.
Team Hard entered a car in
conjunction with fledgling squad
Finesse Motorsport for VW Cup and
Ford Fiesta racer Andy Wilmot, but
Wilmot withdrew from the event before
qualifying so ex-Ford Fiesta ace David
Grady took over for the weekend.
Grady qualified 17th, 1.877s of pole,
first time out in the car on Saturday
morning. He climbed to ninth in race
one, but retired from race two on the
third lap after contact with TCRs Rob
Smith at Murrays.
Gilham said: Andy Wilmot was
originally in the car and tested, but he
wasnt 100 per cent comfortable and
he knew David from Fiestas. Hes a
good driver and we were happy to
have him in the car.
As well as the VWs, were looking at
NGTCs in the BTCC and running some
Clios, and were considering going back
to Porsches. Weve got massive plans,
but I dont know exactly what were
doing next.
THIS SEASONS SPEED EUROSERIES
is set to finish with a long-distance
event in what will be a precursor to
more enduros in 2013.
Series boss Stuart McCrudden is in
advanced stages of negotiation for
SPEEDEuroSeries
SPEED to go for longer races in 2013
MARCUS PYE
HUMBLE PYE
The voice of club motor racing
T
he striking red, Bavarian blue
and purple stripes of BMW
Motorsport, the DNA of the
Bayerische Motoren Werkes
competition and performance
models, have set heartbeats racing
among enthusiasts worldwide for
four decades. Last weekend, the
Nurburgrings paddock was awash
with the colours as a full spectrum
of sensational M-wagens celebrated
BMWs extraordinary history at the
40th AvD Oldtimer Grand Prix.
Under blazing skies not the
relentless Eifel Mountain rain that
prevailed when I saw Marc Surer
and Manfred Winkelhock race the
outrageous Junior Team 320is
there at the 1977 DRM finale
the fabled drei farben looked even
more dramatic as M1s and ever
more muscular M3s went head-
to-head with later tourers in
a pair of Jubilee races.
While those Group 5 silhouette
320is will always be close to my
racers heart, the Gp4 Procars look
even more fantastic. I remember
the most photogenic one-make
championship ever, when the
factory sold bewinged evolutions
of the rare M1 roadster for
Deutschmark-wedged but often
inept privateers then set out to
thrap them by fielding a fleet of
five factory cars for contemporary
Formula 1 drivers in 1979-80.
Those 450bhp rear-mounted
straight-six engines made
wonderful music sharp induction
roar over savage megaphone
exhaust note which enthralled
brand fans.
BMW Motorsport chief Jochen
Neerpaschs legacy was amply
demonstrated at the Ring, where a
couple of works M1s were joined
on track by the Hans-Joachim Stuck
Boss version, Wolfgang Schuetzs
period AirPress car, and several
others, including the Champagne
Abel Lepitre example of versatile
Swiss Christian Traber.
Marc Hessel and Prince Poldi
von Bayern raced M1s, while Marc
Surer (BMWs European F2 champ
of 79), and Johnny Cecotto saddled
320is in the events which, alongside
DTM Revival grids of cars from
72-81 contrasted beautifully with
earlier racers on which the Oldtimer
GP tradition was founded in 73.
Happily, petrolhead noblemen
Hubertus Graf von Doenhoff and
Kurt von Hammerstein, who sowed
the seeds of the event with their
own money, still love it. The 40th
edition was superbly organised
and, despite the parlous financial
state of the Rings current
management, the message from
AvD president Ludwig zu
Lowenstein was that the future
of both the venue and
the grandfather of
European historic
racing festivals
is assured.
Those 450bhp
rear-mounted
straight-six engines
made wonderful music
and enthralled fans
Quester (Z4) and Cecotto
raced in BMW celebration
EUROPEAN RALLYCROSS RACE
winner Kevin Procter sufered a
broken collarbone when he rolled
his Ford Focus Supercar in the ERC
event at Valkenswaard in Holland
last Sunday.
Procter was disputing second
place in the B final when his Focus
made contact with the Skoda Fabia
of Swedish rival Peter Hedstrom
and rolled.
I needed to be in the top two
to get up to the A final and as
Hedstrom came out of the Joker
Lap we just touched, said Procter,
who hopes to be fit to race in
the penultimate round of the
championship next month.
Perhaps I should have
held back and waited but its
a race and you have to take
a chance when its there.
Theres nothing you can do
with a broken collarbone except
wait for it to heal. The doctor here
told me it would be six weeks and
there are six weeks until Finland
so I hope it will be okay. The cars
not too bad, mostly superficial
body damage, so that should be
ready in time.
EuropeanRallycross
Procter injured in Rallycross crash
Procter hopes to return to action next month
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NEWS
SPORTS EXTRA
SPEEDs finale at Barcelona on October
6/7 to include a three-hour event. The
idea is then to have two enduros next
season in addition to the existing mix of
60- and 90-minute non-refuelling races.
McCrudden said: The promoter has
agreed in principle and we are just
awaiting the final go-ahead. The plan is
to have the three-hour race on Saturday
and, hopefully, a shorter race on Sunday.
We are meant to be a training
ground for Le Mans, so it makes
sense to have some longer races with
refuelling. All the teams are up for it.
SPEED is planning more enduro races in 2013
Henry Surtees Challenge
Announces Sensational Prizes for
2012 Event at Buckmore Park
In its second year the Henry Surtees Challenge all-stars kart showdown is aimed at bringing together the best
of young motorsport talent to compete for a staggering range of prizes to aid them in their race programme
preparation for 2013.
This years competition will take place at Buckmore Park, Chatham, Kent on Wednesday 24 October and is
seeking to attract drivers from all classes of motorsport who are in their 16th year and over.
The event, organised by former F1 world champion John Surtees OBE, will provide the top six drivers with a
prestigious Henry H trophy. Depending on the nal number of prizes available, at least the top six top
nishers will have a choice of the best career enhancing prizes ever offered at a UK kart meeting. Prizes for
fastest lap, the most unlucky driver and a heavyweight prize for 80kg or above will also be awarded. The prizes
currently include:
Visit to Red Bull Racing in Milton Keynes with simulator time and evaluation by an F1 race engineer
- donated by Christian Horner
Simulator pre-test in the UK plus GP3 test with Carlin Motorsport in Portugal
InterSteps Championship test with Falcon motorsport (for drivers in their 16th year)
National B Formula Renault BARC test with Hillspeed Racing
A full kit of Puma race clothing - 1 suit, 3 pairs of gloves, 2 pairs of shoes and 3 pairs of lifestyle shoes for
the winner - donated by Puma SE
2 pairs of lifestyle shoes for second place - donated by Puma SE
1 pair of lifestyle shoes for third place - donated by Puma SE
An Arai helmet prepared and painted to drivers own design donated by Arai
Shell Pilota Experience at Ferrari, Maranello, Italy driving on their Fiorano test track plus visit to the F1
facility - donated by Shell. Travel arrangements made and donated by Travel Places
A pair of VIP F1 tickets including Paddock entry - donated by Bernie Ecclestone
A supply of Teng Tools to the value of 1,000.00 - donated by IQ Supplies (Teamvise Limited)
Motorsport custom-t Driver Communication Earpieces together with Hearing Healthcare Package
- donated by Hearing Electronics Limited
A session on a simulator at iZone - donated by Andy Priaulx
A pair of tickets to the Autosport Awards, December 2012 - donated by Haymarket Publications
A bottle of Mumm champagne for 1st, 2nd and 3rd place winners
In addition the winner will be featured in a career prole in Motorsport magazine Henry Surtees Challenge
media supporter for 2012.
An entry for the meeting costs 500.00 and will showcase a broad spectrum of motorsport talent. Drivers
from single-seater formulas, touring, sportscar classes, karting and motorcycling will share the track in the allcomers
event. Drivers must hold an MSA licence, be a member of Club 100 or a Buckmore Park Elite driver.
Drivers wishing to take part in the event should contact Buckmore Park Circuit, Maidstone
Road Chatham, Kent, ME5 9QG on 01634 201562.
Small field contested Champ of Mallory event
Historic F1 had a decent grid at Silverstone
IN BRIEF
JAMESHADFIELD, THE20-YEAR-OLD
son of historic ace Simon, made his
racing debut at Mallory Park last Sunday
in the Champion of Mallory FF1600 races
with a Titan Mk4. It will be the only outing
of the season for the goal minder of the
Guildford Flames ice hockey team,
due to work commitments.
EX-FORMULA4ANDKITCAR
champion Stephen Ward made his racing
comeback in the North West Sports
Saloons at Mallory Park. His Westfield
took fourth and he expects to complete
the season. I have built the car myself
in three months, he said.
TOMDIMENTFOLLOWEDINTHE
footsteps of his in-laws by making his
racing debut at Oulton Park last Saturday.
Father-in-law David Nixon was a race
winner in the Super Coupe Cup with a
Rover Tomcat and Toms sister-in-law
Michelle was a winner in Formula Woman
and the Mini Challenge. Tom built his
MG ZR 160 himself for the MG Trophy.
EX-FORMULARENAULTBARCCLUB
Class champion Fraser Smart will make
his F3 Cup debut at Silverstone next
month. Smart will race for his old
FR BARC team-mate James Simons
Stanbridge Motorsport team, ahead of
a planned full season for both in 2013.
GERMANALFAROMEOTUNING
wizard Alexander Furiani made his Grand
Prix Masters debut at last weekends
Nurburgring AvD-Oldtimer-GP meeting
in a Surtees TS20. Having won Fridays
Nordschleife Touring Car race in his Alfa
Romeo GTA, Furiani managed a class win
and a top-five finish in the single-seater,
previously raced by Jeremy Smith and
Bernard de St. Hubert.
SIXAUSTINHEALEY100MODELS
were entered in the FISCAR race at the
Bentley Drivers Club Silverstone meeting
last Saturday. Among their number was
the Ex-George Abecassis 100S, driven by
Mike Darcey, and the 100/4 driven by
Georges grandson, Jonathan.
HISTORIC LOTUS RACING ACES
Paul Tooms, Vicky Brooks and Nick
Fleming will form part of a 23-car entry
for the first race of the Classic and
Sports Car Clubs Elan 50 Series at
this weekends Lotus Festival at
Brands Hatch.
Reigning HSCC Historic Road Sports
champion Tooms will contest the
Classic class (for non-FIA spec Elans),
while fellow HRS racer Brooks, and
HSCC Guards Trophy star Nick Fleming
(26R) will compete in the FIA category.
Classic Team Lotus director Clive
Chapman has donated the Colin
Chapman Trophy (in honour of his
marque-founding father) for the top
FIA car, while Club Lotus will award
the Ron Hickman Trophy (in memory
of the Elans designer) for the first
Classic class car home.
CSCC competitions secretary Hugo
Holder said: Twenty-three cars is a bit
disappointing, because we had a list of
75 names of cars that should, or could,
have been out.
That said Im sure there have never
been as many as 23 Elans racing alone
Elan aces to Brands celebration
Historics
Road Sports champ Tooms
will race his Elan at Brands
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Top historic Lotus drivers join the grid for the CSCCs first Elan 50 series race
THE JARAMA ROUND OF THE FIA
Historic Formula 1 championship,
scheduled for September 22-33,
has been cancelled by its promoters
due to lack of entries.
Following the earlier loss of an event
at Estoril, due to the cancellation of that
circuits 2012 Historic Festival, the HF1
season will conclude with double-
Poor entry means no Historic F1 at Jarama
HistoricF1
FormulaFord
FORMULAFORD1600GURU
James Beckett hopes to evolve
last Sundays Champion of Mallory
event into a series of races at the
Leicestershire circuit next season.
Only nine cars turned out for a
race that incorporated the third
round of Becketts new FF1600
Super Series, but Beckett is
Beckett wants
more FF1600
at Mallory Park
NEWS
SPORTS EXTRA
confident he can garner enough
support for a series of events in 2013.
I might only have had nine cars
on-track but the foundations have
Hadfield Jr made race debut in Titan Mk4
FISCAR welcomed Healey sextet
together on a track before.
Holder is hopeful that the second
and final of the two 30-minute races
that make up the anniversary series (for
standard, +2, and 26R versions of the
Elan) at Donington Park on September
15-16 will attract a strong grid.
There are a lot of people who are
gutted they cant come to Brands but
will definitely be out for Donington,
Holder added. Were staggered that no
one else is doing anything [to celebrate]
because the Elan is an iconic car
a proper giant-killer.
been made to grow this into a
series for 2013, said Beckett.
The return of regular FF1600
racing to Mallory Park should
further boost the category in the
Midlands and give competitors
a new cost-efective series in
which to race.
The race attracted much
interest and many former FF1600
drivers attended to watch, and I
am very confident that, together
with the staf at Mallory Park, the
Champion of Mallory will develop
into a very worthwhile and popular
series next season.
headers at Paul Ricard on October 6-7
and Jerez on October 13-14.
The organiser of the Jarama meeting
remains keen to see at least five
three-litre cars demonstrated at his
well-attended mixed motorcycle and car
event, and has ofered complimentary
hotel rooms and some travel money
to owners to take their cars to Spain.
NATIONAL
RACES & RESULTS
40th AvD OLDTIMER GP
NURBURGRING
QUICK RESULTS
Pre-61 Sportscars Stippler
FIA Formula Junior Tonetti
Pre-61 GP cars Walker
The tyres are too narrow for
the car but I had fun
Former GP winner Jochen Mass raced a Ford GT40
DISPLAYING THE
masterful ability and
circuit knowledge that
earned victory in Mays
Nurburgring 24 Hours,
factory Audi driver Frank
Stippler was on imperious
form as the AvD celebrated
the 40th Oldtimer GP.
Having won Fridays
Nordschleife Marathon and
the concurrent Touring Car
race, he added a Saturday
evening Pre-61 Sportscar
triumph, solo in Willi
Balzs Maserati Tipo 61.
The Bad Munstereifel
ace started the magnicent
Camoradi streamliner from
pole but couldnt relax, for
brief leader Julian Majzub
whose hairy Sadler-
Chevrolet is diametrically
opposed to the delicate
Birdcage was close
enough to pounce on an
error which never came.
Once the curiously
nned rear-engined
Maserati T63 of Adrian
Kraft/Max Werner had
fallen, Phillip Walker went
third in his svelte Lotus 11,
but he was almost caught
on the line by Simon Ham,
who drove father Davids
Lister-Jaguar brilliantly.
Among many splendid
performances, Richard
Attwoods rst taste of
a Jaguar C-type was
delightful. Co-driver Paul
Jaye brought it home 16th.
Majzub blitzed Sundays
sprint race, pursued by
Ham before his car cut
out. Walker and Kraft
(from way down the eld)
completed the podium.
Balz had a fun dice with
Josef Rettenmaier (ex-
Gaston Andrey T61) before
Balzs car conked out.
The FIA Lurani Trophy
Formula Junior round was
a corker, although quickest
qualier Michael Hibberd
was a reserve and only got
a Saturday run from the
back when Germanys
Horst Niggemann failed to
appear. While Italys Piero
Tonetti edged Swiss trio
Christoph Burkhardt,
Philipp Buhofer and
Christian Traber up front,
Hibberd tore from 40th to
seventh, behind Martin
Walford and Stuart Roach.
Championship organiser
Duncan Rabagliati (Alexis
HF1) saw his tenuous
points lead eroded when he
nished sixth in class on
aggregate and Tonetti won
again on Sunday. This time
the gritty 62-year-old won
a breathtaking battle with
Hibberd, Burckhardt and
Buhofer (later docked 30s
for a jumped start). Dane
Erik Justesen (U2) claimed
front-engined honours.
Event co-founder
Hubertus Graf von
Doenhoffs traditional
Pre-1961 Grand Prix car
race, for which HGPCA
members provided a grid
full of wondrous rarities,
included Lotus 16s this
year. Joaquin Folch briey
led Philip Walker before
the inevitable gearbox
problems blunted the
Catalans challenge. Miles
Grifths pursued the pair
to the chequered ag.
Folchs car jammed its
gearbox on Sundays green
ag lap and Grifths (23)
shot away from the pack in
John Bond-Smiths
ex-Dickie Stoop two-litre
Cooper T45. Despite its
rear brakes going away on
lap one, Walker staved off
Julian Bronsons raucous
Scarab (which came from
the back having retired
with a broken gear linkage
on Saturday), Rod Jolleys
Monza Lister-Jaguar, and
Willi Balzs ex-Fangio
Maserati 250F.
Better fortune awaited
Folch in GP Masters where
he scored a double in his
sensational Brabham
BT49C. Star of Saturdays
race, though, was Radical
racer Simon Fish, who
drove a blinder in his less
sophisticated Ensign N180
to keep Folch in sight.
Fish restarted late with a
clutch issue after Sundays
leg was red-agged with
former FIA champion
Steve Hartleys Arrows A4
upside down at the rst
corner following contact
with long-time Mirage
team-mate Dave Abbotts
sister car. Mercifully both
Britons escaped injury.
Sean McInerney
diligently nursed his TVR
Grifths brakes to win
the Masters Pre-65 GT
mini-enduro as several
V8-mounted rivals faded.
Stippler, Stippler uber alles!
AVD NURBURGRING, AUGUST 11-12
Tonettis Brabham BT6 won
both Formula Junior legs
Rosinas McLaren M8C won WSM event
Stippler was stunning
in Maserati Tipo 61
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Ex-Porsche Supercup racer
Mathai won DTM revival in 935K
fading AC Cobra.
Shepherd won Sundays
AvD Tourenwagen nal
on the road, only to be
penalised for crossing the
pit exit line. Swede Lars
Esselius (Ford Falcon) was
thus hailed victor, having
overpowered Graham
Wilsons pristine Lotus
Elan after a late full-course
caution to remove a stalled
Porsche 904 from turn one.
I didnt know it was the
last lap, otherwise Id have
tried harder to repass him,
said the Luxembourg-
based Briton.
Alex Buncombe proved a
loaned engine to be as good
as his regular JD Classics/
Jaguar Heritage unit by
waltzing away with both
E-Type races. Marcus Graf
von Oeynhausen and
Martin OConnell (in
Sandy Watsons car)
clashed on Sundays rst
lap. OConnell was out, but
the bearded baron fought
back to second with a
apping door. Jamie Boot
was an ecstatic third.
Stefano Rosinas
Cosworth DFV-engined
McLaren M8C proved
unstoppable in World
Sportscar Masters, but
all eyes were on Dominik
Roschmans droolsome
Escuderia Montjuich
Ferrari 512M which was
second on day one. Sandy
Watson put his Chevron-
FVC B19 between the
invitees on Sunday.
Special BMW
Motorsport jubilee and
DTM Revival events added
a strong Germanic avour.
Johnny Cecotto, Marc
Surer, Dieter Quester and
Prince Leopold of Bavaria
were among the stars of
the former, won by Markus
Weege (M3 E46 GTR)
and Christian Traber (M1).
Former Porsche Supercup
racer Oliver Mathai topped
the latter in a sensational
Porsche 935K3.
O Marcus Pye
Rick Hall relayed son Rob
to go after the leaders in
his AC Cobra, his charge
rewarded with second
from Marcus Graf von
Oeynhausens Jaguar
E-type, which was stuck
in fourth gear. Martin
OConnell relieved Sandy
Watson in the Scots
E-type and snatched
fourth from Bill Shepherds
Stippler stars whether
its marathon or sprint
HISTORIC NORDSCHLEIFE MARATHON NURBURGRING, AUGUST 11-12
TRADING HIS STATE-
-of-the-art Audi R8 ultra
for historic machinery,
Frank Stippler conquered
the fabled Green Hell
twice more on Friday.
Thirteen tourers
battled for two of the
3.5 hours, Stippler
having cut a staggering
8m27.669s lap for class
pole in Alex Furianis
Alfa Romeo GTA.
Unsurprisingly, they won
handsomely once diff
failure parked Richard
Shaws BMW 1800Ti
(started by Jackie Oliver).
Stippler then jumped
into Marcus Graf von
Oeynhausens Gotcha
Jaguar E-type and
growled home ahead of
the Porsche 911 of Walter
Rohrl/Armin Zumtobel
and the Marcos-Volvo of
Allen Tice/Chris Conoley.
We can now say weve
beaten Jochen Mass on
our CV, said Tice,
PRE-1961 SPORTSCARS (28LAPS)
1 FrankStippler (Maserati T61); 2Julian
Majzub(Sadler Mk2) +13.706s; 3 Philip
Walker (Lotus 11); 4SimonHam
(Lister-Jaguar); 5 AlexBuncombe
(Jaguar C-type); 6Josef OttoRettenmaier
(Maserati T61). Fastest lapMajzub
2m05.698s (82.53mph).
RACE 2(14 LAPS) 1 Majzub; 2Walker
+17.822s; 3 AdrianKraf(Maserati T63);
4Rettenmaier; 5 Buncombe; 6Olivier
Ellerbrock(Ferrari 250GTBerlinetta).
FLMajzub2m04.915s (83.055mph).
FIA LURANI TROPHY FOR FORMULA
JUNIOR (11+11 LAPS) 1 PieroTonetti
(BrabhamBT6); 2ChristophBurckhardt
(Lotus 22) +1.876s; 3 ChristianTraber
(Lotus 22); 4Michael Hibberd(Lotus 27);
5 MartinWalford(Lotus 22); 6Philipp
Buhofer (LolaMk5A). Class winners Ivo
Goeckmann(Jolus); JohnDelane(Lotus
18); ErikJustesen(U2); DanieleSalodini
(Taraschi). RACE 1 1 Tonetti; 2Burckhardt
+1.111s; 3 Buhofer; 4Traber; 5 Walford;
6Roach. FLBurckhardt 2m03.468s
(84.02mph). RACE 21 Tonetti; 2Hibberd
+0.373s; 3 Burckhardt; 4Walford;
5 Traber; 6MarkPangborn(Lotus 20B).
FLBurckhardt 2m04.770s (83.15mph).
PRE-61 GRAND PRIX CARS (15 LAPS)
1 PhilipWalker (Lotus 16); 2Joaquin
Folch(Lotus 16) +16.179s; 3 Miles Grifths
(Cooper T45); 4RodJolley(Lister-Jaguar
Monza); 5 BrianJollife(Cooper T45);
6Willi Balz (Maserati 250F). CWGrifths;
Jolley; Balz; Paul Grant (Cooper-Bristol
Mk2); Michael Gans (ERAR1B); Charles
McCabe(ERAR5B); Rainer Ott (Maserati
4CLT/48); Josef OttoRettenmaier
(Maserati 6C34). FLFolch2m03.186s
(84.22mph). RACE 2(11 LAPS)
1 Grifths; 2Walker +3.441s; 3 Julian
Bronson(Scarab-Ofenhauser); 4Jolley;
5 Balz; 6Jollife. CWWalker; Jolley; Balz;
Grant; Gans; McCabe; James Willis
(Peirce-MG). FLGrifths 2m05.432s
(82.71mph).
GRAND PRIX MASTERS (15 LAPS)
1 JoaquinFolch(BrabhamBT49C);
2SimonFish(EnsignN180) +8.068s;
3 SteveHartley(Arrows A4); 4Dave
Abbott (Arrows A4); 5 NicoBindels (Lotus
87B/3); 6RonMaydon(AmonF101).
CWMaydon; Alexander Furiani (Surtees
TS20). FLFolch1m38.739s (105.07mph).
RACE 2(11 LAPS) 1 Folch; 2Bindels
+30.448s; 3 Chris Perkins (Surtees TS14);
4Maydon; 5 Furiani; 6Alexander Lienau
(Lotus 81). FLFolch1m39.968s (103.78mph).
MASTERS GT PRE-1966(24 LAPS)
1 SeanMcInerney(TVRGrifth);
2Rick&RobHall (ACCobra) +18.847s;
3 Marcus Graf vonOeynhausen
(Jaguar E-type); 4SandyWatson/Martin
OConnell (E-type); 5 Bill Shepherd(Cobra);
6Chris &AnthonyScragg (E-type).
CWGrahamWilson/AndyWolfe(Lotus
Elan26R); Daniel Maier (Porsche904
GTS); ChristianGraf vonWedel/Franz Graf
zuOrtenburg (Austin-Healey3000);
CliveJoy/KilianKonig (Ferrari 250GT
Berlinetta). FLMcInerney2m03.875s
(83.75mph).
WORLD SPORTS CAR MASTERS
(16+16LAPS) 1 StefanoRosina
(McLaren-DFVM8C); 2SandyWatson
(Chevron-FVCB19) +51.497s; 3 Dominik
Roschmann(Ferrari 512M); 4JasonWright
(Lola-Chevrolet T70Mk3B); 5 FrankJacob
(Lola-FVCT210); 6LaurieBennett
(McLaren-Chevrolet M1B). CWWatson;
Jacob; LaurieBennett (McLarenM1B);
MarkBates (Porsche911 RSR). FLRosina
1m52.946s (91.85mph).
JAGUAR E-TYPE CHALLENGE
(14 LAPS) 1 AlexBuncombe; 2Marcus
Graf vonOeynhausen+16.212s; 3 Sandy
Watson; 4AndreBailly; 5 Chris Scragg;
6JamieBoot. CWRoger Cope; Bernard
Willhelm. FLBuncombe2m03.653s
(83.90mph).
RACE 2(14 LAPS) 1 Buncombe;
2vonOeynhausen+4.118s; 3 Boot;
4Scragg; 5 Rainer Vorkoper; 6Georg Nolte.
CWCope; EricDuthoit. FLBuncombe
2m04.412s (83.39mph).
DTM REVIVAL 1972-1981 (16LAPS)
1 Oliver Mathai (Porsche935 K3);
2Daniel Schrey(Porsche935 K3) +31.363s;
3 Chris Stahl (Porsche934/5); 4Ralf Helsig
(Porsche911 Turbo); 5 Peter Mucke(Ford
Capri RS3100); 6Artur Haas (Chevrolet
CorvetteStingray). CWHelsig; Mucke; Jurg
Bachi (Opel CommodoreGS2800).
FLMathai 1m50.999s (93.46mph).
RACE 2(15 LAPS) 1 Mathai; 2Mucke
+18.226s; 3 EberhardBaunach(Porsche
935 K3); 4Stahl; 5 Haas; 6Hans Wagner
(BMWM1 Schnitzer Turbo). CWMucke;
MarcoWagner (BMWM1); Bachi.
FLSchrey1m51.058s (93.41mph).
BMW JUBILEE (16LAPS) 1 Markus
Weege(M3 E46GTR); 2ChristianTraber
(M1 Procar) +23.153s; 3 JohnnyCecotto
(320i E36); 4Dieter Quester (Z4); 5 Marc
Surer (320i E36); 6Hans Wagner (M1
Schnitzer Turbo). FLWeege1m53.350s
(91.52mph). RACE 2(15 LAPS) 1 Traber;
2Cecotto+2.201s; 3 Wagner; 4Surer;
5 MarcHessel (M1 Procar); 6Marco
Wagner (M1 Procar). FLWeege1m53.594s
(91.33mph).
AVD TROPHY (13 LAPS) 1 Lars Esselius
(FordFalcon); 2GrahamWilson(Lotus
Elan26R) +0.459s; 3 DominikRoschmann
(AlfaRomeoGTA); 4Horst Baumann(Alfa
RomeoGTA); 5 ChristophKjaergaard
(Lotus Elan); 6PalleBirkelundPedersen
(GinettaG4). FLBill Shepherd(ACCobra)
2m05.204s (82.64mph).
Trabers M1 chased by Weeges
E46 GTR in BMW Jubilee race
Stippler/Oeynhausen Jag
won Nordschleife marathon
tongue-in-cheek, 1975
Spanish GP winner Mass
having anchored Chris
Stahls Ford GT40 fourth
of 19 survivors.
RESULTS (24 LAPS) 1 Marcus
Graf von Oeynhausen/Frank
Stippler (Jaguar E-type);
2 Walter Rohrl/Armin Zumtobel
(Porsche 911) +5m34.246s;
3 Allen Tice/Chris Conoley
(Marcos GT); 4 Chris Stahl/Jochen
Mass (Ford GT40); 5 Reinhold
Gropper (Ford Mustang);
6 Dominique Vananty/Olivier
de Siebenthal (Shelby Mustang
GT350). FL Stippler 8m18.750s
(93.26mph). TOURENWAGEN CUP
(14 LAPS) 1 Alexander Furiani/
Frank Stippler (Alfa Romeo
GTA); 2 Horst Baumann (Alfa
Romeo GTA) +3m28.911s;
3 Marcus Mahy/George Haynes
(BMW 1800Ti); 4 Michael Ehrlich
(Alfa Romeo GTA); 5 Charles
Tippett/Claire Norman (BMW
1800Ti); 6 Clive Joy/Kilian Konig
(Alfa Romeo GTA). FL Stippler
8m35.648s (90.20mph).
REPORTS
SPORTS EXTRA
NATIONAL
RACES & RESULTS
BENTLEY DRIVERS CLUB
SILVERSTONE
QUICK RESULTS
Equipe GTS Thorne
Bentley Scratch Wood
Keston Pelmore Cobden
Williams Napier Bentley: sixth in scratch race
What a car! Like a good
woman, very smooth
Richard Wood admires his Bentley T
P
I
C
S
:

C
L
I
F
F
E
,

M
O
I
R
EQUIPE GTS (24 LAPS) 1 Mike
Thorne(AustinHealey100M);
2 Till Bechtolsheimer (MGB)
+0.29s; 3 DominicSpicer
(TriumphTR4); 4ColinElstrop
(TVRGranturaIII); 5 Nick
Crewdson(MGB); 6Jonathan
Gross (ElvaCourier). Fastest lap
Crewdson1m13.42s (80.37mph).
BENTLEY SCRATCH (13 LAPS)
1 RichardWood(T); 2 Stuart
Worthington(GT) +1.81s;
3 SimonWorthington(GT);
4SueShoosmith(MkVI S1
Special); 5 Paul Forty(MkVI
Special); 6Chris Williams
(Napier). Class winners Simon
Worthington; Shoosmith;
Williams; EwenGetley(3/4);
JockMackinnon(3 Litre).
FLSimonWorthington
1m09.88s (84.44mph).
MORGAN/AC/MG T
REGISTER (13 LAPS)
1 RichardPlant (Morgan4/4);
2 TimHarrison(Morgan4/4)
+2.50s; 3 WilliamPlant (Morgan
Plus 4SS); 4Matt Taylerson
(MorganPlus 4); 5 Adrianvan
der Krof(MorganPlus 4);
6Greg Dixon-Smith(Morgan
Plus 4SS). FLHarrison
1m09.34s (85.09mph).
KESTON PELMORE
CHALLENGE (15 LAPS) 1 Robert
Cobden(RileySports); 2 Tony
Lees (AC/GNCognac) +34.89s;
3 CliveMorley/Stuart Morley
(Bentley3/4); 4Peter Morley/
James Morley(Bentley3/4);
5 Paul Lawrence(AustinUlster);
6Peter Dubsky(AstonMartin
15/98). FLCobden1m12.96s
(80.87mph).
MORGAN CHALLENGE
(19LAPS) 1 Paul Conway(Plus 8);
2 MatthewWurr (Plus 8) +9.66s;
3 RichardPlant (4/4); 4Andy
Green(Plus 8); 5 BruceStapleton
(Plus 8); 6JonathanEdwards
(Plus 8). CWPlant; Malcolm
Paul (Plus 8); KelvinLaidlaw
(Roadster); PhilipTisdall (Plus 8);
James Sumner (4/4); Mary
Lindsay(Plus 8). FLConway
1m04.66s (91.25mph).
HISTORIC FIFTIES
INTER-MARQUE (23 LAPS)
1 BrianArculus (Lotus Elite);
2 AndrewSharp(AstonMartin
DB2) +12.25s; 3 GarethBurnett
(Porsche356); 4DavidBennett
(AstonMartinDB3S/10); 5 Andy
Shepherd(ACAceBristol);
6JonathanAbecassis (Austin
Healey100/4). FLBurnett
1m13.29s (80.51mph).
ALLCOMERS SCRATCH
(15 LAPS) 1 Chris Randall (Lotus
Europa); 2 MatthewWurr
(MorganPlus 8) +54.74s; 3 Steven
Dickens (MallockMk29); 4Gwyn
Pollard(Crossle9S); 5 Tony
Bianchi (BrabhamBT5);
6EdMercer (MorganPlus 8).
FLRandall 1m00.24s (97.95mph).
BENTLEY HANDICAP
(8LAPS) 1 GuyNortham(4
Litre); 2 SimonWorthington(GT)
+0.71s; 3 Stuart Worthington
(TurboR); 4Charles Maclean
(3 Litre); 5 StanleyMann(4LM);
6WilliamJames Elbourn(3/4).
CWSimonWorthington;
Maclean; Mann; SueShoosmith
(MkVI S1 Special); Chris Williams
(Napier); Paul Carter (4Litre).
FLSimonWorthington1m08.25s
(86.45mph).
ALLCOMERS HANDICAP
(10LAPS) 1 JimDeacon(MG
MGBRoadster); 2 Adrianvan
der Krof(Talbot 105) +2.43s;
3 TamsinDoyle(MorganPlus 8);
4TimLlewellyn(GinettaG20
Junior); 5 DavidHughes (Ford
SierraCosworth); 6TonyLees
(AC/GNCognac). FLSteven
Dickens (MallockMk29)
1m04.76s (91.11mph).
MIKE THORNE
claimed the Equipe GTS
honours, but only after
Till Bechtolsheimer,
brother of Olympic
dressage gold medallist
Laura Bechtolsheimer,
had ensured the encounter
was not a one-horse race.
Poleman John Andon
was the early leader, but
his Triumph TR4 ground
to a halt at the end of the
second lap. Thornes
Austin Healey 100M
then headed the eld
as Bechtolsheimer, who
had started from the fth
row, climbed to second.
The latters MGB
gradually got right on
the tail of the leading
Healey and swept ahead
at Becketts on lap 22.
However, Thorne fought
back and reclaimed a
race-winning lead at
Copse on the nal tour.
I dont know where
Till came from, said
Thorne, but suddenly
he was there!
In the Bentley scratch
encounter, Simon
Worthington set the
early pace in his brightly
liveried Bentley GT,
but was usurped on the
second lap by Richard
Woods 1967 Bentley T.
Wood started to
edge clear as Stuart
Worthington got the better
of his brother Simon, but
as the race drew to its close
Stuart reduced the decit
to the victorious Wood
Olympic brother
earns close silver
BDC SILVERSTONE, AUGUST 11
Scratch victory in his
mighty Lotus Europa, but
the scrap for the remaining
podium positions was
close, with Matthew
Wurrs Morgan Plus 8
edging it from Steven
Dickens Mallock Mk29.
The handicappers did
a ne job in the Bentley
Handicap contest, as
slowest qualier Guy
Northams 1928 steed
reached the chequered
ag rst, less than a
second ahead of Simon
Worthingtons fast-
closing GT.
The Allcomers Handicap
event attracted a large and
truly eclectic eld, ranging
from Austin Sevens to a
Ford Sierra Cosworth. The
MGB roadster pedalled by
Jim Deacon emerged on
top as the handicappers
stagger unwound, closely
followed by Adrian van
der Krofts Talbot 105.
O Graham Read
was reversed on lap three
and Conway pulled out a
comfortable lead over his
rival by the close.
To their rear, Richard
Plant and Andy Green
had lonely races to nish
third and fourth.
At the start of the
Historic Fifties Inter-
Marque race, second on the
grid Andrew Sharp got his
Aston Martin DB2 ahead
of the rapid Lotus Elite
of Brian Arculus.
Arculus dived into the
pits for his compulsory
stop at the end of the
fourth lap and critically
passed Sharp for fourth
place at Becketts on lap
14. When all stops were
completed, Arculus was
left to lead Sharp home.
Chris Randall romped to
an unchallenged Allcomers
Thornes Healey grabbed
victory on the final lap
Woods Special lurks
among vintage hordes
to less than two seconds.
Fourth went to Sue
Shoosmith after an
entertaining MkVI Special
battle with Paul Forty.
The grid for the Morgan/
AC/MG T Register
contest was dominated
by Morgans and it was
Richard Plants 4/4 that
claimed a lights-to-ag
victory from pole position.
Second-placed Tim
Harrison kept the victor
honest throughout, while
Plants 17-year-old son
William, who qualied
second, had to settle for
third ahead of a distant
Matt Taylerson.
Robert Cobden
dominated the Keston
Pelmore Challenge event
despite his compulsory
pitstop and front-right
wheelchange not being as
quick as some of his rivals.
I made a bit of a hash
of it; youd think Id never
done it before! the Riley
Sports driver joked in the
paddock afterwards.
Tony Lees AC/GN
Cognac was the best of
the rest, albeit 34 seconds
adrift of the winner.
Third and fourth places
were very much a Morley
family affair, with the
Clive/Stuart duo outpacing
the Peter/James pairing.
Second on the grid
Matthew Wurr took
an early lead ahead of
polesitter Paul Conway
in the Morgan Challenge
encounter, but the order
KNOCKHILL IN BRIEF
Smiths Morgan
took two wins
Sleigh won three races
THIS SEASON HAS
been one of mixed fortunes
for all the leading drivers
in Scotlands only single-
seater championship.
Mechanical problems,
technical infringements
and collisions all form
part of the narrative.
Indeed, theres been no
dominant force typical
of the recent past: think
Graham Carroll, Craig
Brunton, Rory Butcher,
and Kenneth Thirlwall.
Last month, reigning
champion Thirlwall made
his return to the series and
won both races. The fact
that his results left him
fth in the standings
shows the tumultuous
nature of the season.
This time around it was
Bruntons turn to make
an impromptu return.
On the basis of practice
form it was Ian Munro
who looked set to make
an impression as he took
pole by over half a second.
Munro came into the
meeting ninth in the
points and was red up
following disqualication
from Julys meeting for
illegal engine components.
From the outset, race
one was Munros. He
scorched into an early lead
and saw off the attentions
of top rookie Jordan
Gronkowski. The rookies
efforts were increasingly
focused on his mirrors as
a squabbling four-car train
fought over second. While
Brunton didnt reappear
ROBERT MARSHALL
took the ght to Andy
Smiths Morgan and scored
a career-best second.
Marshall dropped to
fourth at the start, after the
Porsches of Stan Bernard
and Raymond Boyd both
made good getaways.
Once race one settled
down, Marshall used the
slipstream to muscle past at
the rst corner on lap four.
Bernard slipped further
back and was threatened by
a red up Shonny Paterson,
who set fastest laps in his
pursuit of third.
The drama wasnt
over because the leaders
encountered trafc on
the nal lap.
CAROL BROWNS AIM
to attack Ross Marshalls
points advantage was helped
when his engine blew, which
left him on the sidelines in
the rst heat.
Former champion Ben
Mason returned after a
few years away to bolster
a strong eld. He featured
strongly in the rst-heat
battle but was eventually
beaten by Robbie Burgoyne.
The momentum swung
back to reigning champion
Marshall in the second heat
as a new engine powered
him to the win. Brown
fought back to second, but
was repassed by Burgoyne.
Munro gets back on
track with a double
Smith holds off Escort
SCOTTISH FORMULA FORD KNOCKHILL, AUGUST 12
SCOTTISH CLASSIC SPORTS & SALOONS KNOCKHILL, AUGUST 12
Marshalls easy win in the
nal made amends for the
points lost earlier in the day.
O Jonathan Crawford
RESULTS (10 LAPS) 1 Ross
Marshall; 2 David Hunter +0.420s;
3 Robbie Burgoyne; 4 Gerard
McCosh; 5 David Newall; 6 Carol
Brown. FL Brown 1m01.114s
(75.40mph). HEAT 1 (8 LAPS)
1 Brown; 2 Burgoyne +1.745s;
3 Ben Mason; 4 Newall; 5 Ross
Mickel; 6 Paul OBrien. FL Gerard
McCosh 1m00.916s (75.33mph).
HEAT 2 (8 LAPS) 1 Marshall;
2 Burgoyne +2.474s; 3 Brown;
4 OBrien; 5 Mason; 6 Duncan
Vincent. FL Burgoyne 1m00.642s
(75.99mph).
Marshall looked set for
an upset as Smith was badly
baulked but Smith held
on to win.
O Jonathan Crawford
RESULTS (BOTH 12 LAPS)
1 Andrew Smith (Morgan +8);
2 Robert Marshall (Ford Escort)
+1.111s; 3 Shonny Paterson (Triumph
TR8); 4 Stan Bernard (Porsche 911);
5 Raymond Boyd (Porsche 911);
6 Keiron Ballie (Ford Escort).
CW Marshall; Bernard; Ballie;
Andy Walker (Triumph Sport).
FL Paterson 59.932s (76.89mph).
RACE 2 1 Smith; 2 Paterson +2.081s;
3 Marshall; 4 Boyd; 5 Jimmy Crow
(Ford Escort RS); 6 Ballie.
CW Paterson; Marshall; Boyd;
Ballie; George Leitch (Ford Fiesta).
FL Paterson 59.572s (77.35mph).
Marshall blows engine then
bounces back for victory
SCOTTISH LEGENDS KNOCKHILL, AUGUST 12
with the same dominance
as Thirlwall in July, his
efforts in Paul Kopecs
old Ray were impressive
and he grabbed third on
the penultimate lap.
The battle for race two
was much closer and
Alistair Dow was at the
head of a slipstreaming
ve-car scrap behind
Munro. Despite setting
fastest lap, Dow couldnt
get close enough to make
a last-lap assault on the
leader. Nonetheless, his
Munros Van Diemen
leads Dows Ray
Marshall smoked
the Legends field
NATIONAL
RACES & RESULTS
SMRC
KNOCKHILL
FORMULA FORD QUICK RESULTS
Race 1 Ian Munro
Race 2 Munro
Points lead Alistair Dow
SCOTTISH FORD FIESTAS
Scott Robertson regained
momentum in the ST Cup with
two wins. The rst race was
neutralised after a startline
shunt involving Wayne
MacCauley and Steven Ward.
Ward was turned sharply into
the pitwall but emerged
unscathed. Birthday boy
Robertson immediately pulled
his decisive race-winning move
on George Orr when the safety
car pulled o. In race two Peter
Cruickshank secured a double
XR2 class win and moved clear
in the title race. Nearest rival
MacCauley crashed out again.
SCOTTISH MINIS
David Sleigh reasserted himself
at the head of the standings with
three wins. Sleigh bounced back
from a lowly grid position after
seven drivers were penalised
for yellow ag infringements in
qualifying. His nearest rival and
brother Tim endured a dreadful
weekend, which culminated in a
terrifying barrel roll at the start
of race three. He took avoiding
action after suering a brake
problem at Turn 1 and was
launched into a series of rolls
down the hill. Thankfully he
was unhurt.
SCOTTISH SPORTS/SALOONS
Stewart Whyte secured pole
in his Escort Cosworth but a
problematic manifold caused
him to lose out to Westeld
driver Garry Watson in both
races. Watson trailed Whyte in
the early stages of race one, but
the Escort soon lost oil and pace.
Whyte tried to hold on but
Watsons condence on the
brakes at Scotsman demoted
him to second with two laps to
go. Whyte bounced back with a
good start in race two but again
slowed as the race progressed.
REPORTS
SPORTS EXTRA
Watsons Westfield won twice
Robertson scored a Ford Fiesta double
RESULTS (BOTH 12 LAPS) 1 Ian
Munro (Van Diemen); 2 Alistair
Dow (Ray GRS09) +4.085s;
3 Craig Brunton (Ray GRS08);
4 Ross McEwan (Van Diemen RF92);
5 Michael Gray (Vector); 6 Adrian
Hamilton (Van Diemen). Fastest lap
McEwan 56.597s (81.42mph).
RACE 2 1 Munro; 2 Dow +0.483s;
3 Brunton; 4 McEwan; 5 Jordan
Gronkowski (Van Diemen); 6 Gray.
FL Dow 56.599s (81.42mph).
pair of seconds moved him
to the top of the points.
O Jonathan Crawford
I was relieved the

race was shortened
Sumpter knew hed been in a fight
NATIONAL
RACES & RESULTS
MGCC
OULTON PARK
PORSCHE CLUB QUICK RESULTS
Race 1 Peter Morris
Race 2 Mark Sumpter
P99 SPORTS EXTRA
RESULTS ROUND-UP
for August 11-12
IT WAS VIRTUALLY A
personal duel between Peter
Morris and Mark Sumpter
in the Porsche Club
Championship, and they
came away with honours
even and one win each.
Sumpter had the best
of the start in the opening
race, with Morris, Mark
Proctor and Ben Demetriou
lling the top four. Morris
was soon on the attack and
took the outside line through
Cascades on lap two, giving
him a run along Lakeside and
the lead at Island.
Mark McAleer ousted
Demetriou for fourth at
Knickerbrook, before
reeling in Proctor and
running side by side
around the Shell Hairpin.
He emerged with third, but
was unable to break the
dominance of the lead pair.
Sumpter continued to
threaten for the lead. I was
faster in some places and
him in others, he explained.
I was going from attacking
for rst to defending in
second, so I just hoped for
a mistake.
Morris didnt make a slip,
though, and won by 1.6
seconds, with McAleer a
close third, well clear of
Proctor and Demetriou.
It was like doing qualifying
laps every time keeping
Mark back, Morris said.
Sumpter turned the
tables in race two. He led
from the start and his
defence held rm as Morris
tried everything in the book
to nd a way by.
I got alongside up Clay
Hill, he missed a gear and
shut the door, then I nearly
got him at Old Hall, said
Morris. I was using
all of the track and tried
to back Pete up to Ben
Demetriou but he still came
back, countered Sumpter.
I was relieved the race was
shortened by ve minutes.
Demetriou held a solitary
third throughout and
Proctor completed the top
four from McAleer, after
both demoted Marcus
Carniel on lap four.
O Peter Scherer
RESULTS (13 LAPS) 1 Peter Morris
(996 C2); 2 Mark Sumpter (964 C2)
+11.642s; 3 Mark McAleer (996 C2);
4 Mark Proctor (993 CS); 5 Ben
Demetriou (Boxster S); 6 Marcus
Carniel (Boxster S). Class winner
Alex Eacock (968 CS). Fastest lap
Morris 1m55.659s (83.79mph).
RACE 2 (11 LAPS) 1 Sumpter;
2 Morris +0.134s; 3 Demetriou;
4 Proctor; 5 McAleer; 6 Carniel.
CW Paul Follett (968 CS).
FL Sumpter 1m56.465s (83.21mph).
Porsche pairs personal
battle is a score draw
PORSCHE CLUB OULTON PARK, AUGUST 11
Lutis battle plan pays
off as he grabs victory
MG TROPHY OULTON PARK, AUGUST 11
PAUL STREATHER AND
Paul Luti topped the
podium in two vastly
different MG Trophy races.
Streathers ZR led the
rst race from pole with
Christopher Brays ZR,
Lutis LE 500 and Doug
Coles ZR in pursuit.
By the end of the second
lap the lead trio were in the
clear and although Luti
stayed in touch for a few
laps, he had no answer to
Streather and Bray. I was
at out and they still pulled
away, Luti admitted.
As the top three held
station, Cole closed on Luti
and just held off the closing
Dan Neaves for fourth,
while Robin Walker took a
solitary sixth after Graham
Ross crashed exiting Island
on the second lap.
Luti had one ambition in
his mind at the start of race
two: I had to get ahead into
the rst corner to stand any
chance of winning, he said.
Sumpter and Morris
had two great fights
Luti leads the second
MG Trophy race
He made a sensational start
and did just that, as Bray
and Streather disputed
second spot.
Before Streather could
make any impact he had a
big lock-up at Cascades,
giving a Ross a run on him
for third. Initially Streather
held him off, but into Old
Hall for the third time Ross
was through, as Lutis lead
grew to over a second.
Bray started to respond
and took half a second out
of the leader, while warily
watching his mirrors for
Ross and Streather. All four
held station but Luti had a
late scare when he slithered
straight on at Knickerbrook
chicane on the last lap.
O Peter Scherer
RESULTS (8 LAPS) 1 Paul Streather
(ZR 190); 2 Christopher Bray (ZR
190) +3.849s; 3 Paul Luti (LE
500); 4 Doug Cole (ZR 190);
5 Dan Neaves (ZR 190);
6 Robin Walker (ZR 190).
CW Luti; Ross Makar
(ZR 160). FL Streather
1m56.742s (83.01mph).
RACE 2 (6 LAPS) 1 Luti; 2 Bray
+0.984s; 3 Graham Ross (ZXR 190);
4 Streather; 5 Cole; 6 Ollie Neaves
(ZR 190). CW Bray; Makar.
FL Ross 1m57.331s (82.59mph).
RESULTS (7 LAPS) 1 Mike
Williams; 2 Neal Gardiner
+0.379s; 3 Thomas Grainger;
4 Tony Howe; 5 Paul Ashton;
6 James Webb. CW Jonathan Agar;
Grainger; Chris Hughes. FL
Gardiner 2m08.417s (75.46mph).
Gardiner falls short
MG METRO CUP OULTON PARK, AUGUST 11
THERE WAS BARELY
a car length between
Mike Williams and Neal
Gardiner from start to
nish, but despite
numerous attempts,
Gardiner failed to
depose his rival.
Gardiner made a couple
of late braking attempts
to grab the lead into
Knickerbrook, but went
straight on at the chicane.
I was on old tyres and
just managing things,
but could see him keep
coming, Williams
admitted after the race.
The duo broke clear of
the chasing pack on the
opening lap, and for a
while it was any one of
three cars for fourth,
as Thomas Grainger
tried to consolidate third.
Tom Sanderson had
been well in contention
until his engine let go,
which delayed his
pursuers and put
Grainger out of reach.
O Peter Scherer
Gardiner chased
Williams hard
Ashtons Metro was in a class of its own
Foster heads the pack into Cascades
NATIONAL
RACES & RESULTS
MGCC/ERC
OULTON PARK/VALKENSWAARD
MIDGET CHALLENGE RESULTS
Winner David Weston
Fastest lap Paul Sibley
IT WAS ALL GOING SO
well for Paul Sibley: pole
and a growing lead, then
his Midget suddenly
ground to a halt at
Cascades on the third lap.
I think it was a valve,
the engine just stopped,
he explained.
David Weston inherited
a sizeable lead as the battle
for second continued to
rage lap after lap.
First it was James
Weston wins it after engine failure denies Sibley
MG MIDGET & SPRITE CHALLENGE OULTON PARK, AUGUST 11
PETER BEST CHALLENGE
It was almost as if Andrew
Ashtons Metro was in another
race, such was his advantage in
the Peter Best Insurance
Challenge encounters at Oulton
Park. He won the rst race by
nearly 49 seconds and the second
by 42. David Browns ZR snatched
second from Peter Brambles MGB
on the last lap of race one, but
James Darbys BGT had the legs
on Brown in the second race.
COCKSHOOT CUP/BCV8
Despite a brief safety car
interruption, Russ McCarthys
BGT V8 was never headed in the
combined Cockshoot Cup and
BCV8s race. David Coulthards ZR
snatched second, when James
Wheelers B Roadster lost the
gap it had built to a safety car
intervention. Mike Peters Midget
nished a close fourth.
THOROUGHBRED SPORTS
Russ McCarthy took his second
dominant win of the day in the
Thoroughbred Sportscars race.
He led Chris Edwards Triumph
TR6 from start to nish, with
Roger Connels TVR Grith
completing the podium nishers
and Ken Deamers MGB GT V8
a close fourth.
ECURIE GTS
Pete Fosters TR4 held Nigel
Bancrofts Lotus Elite at bay for
the rst half of the Ecurie GTS
encounter. But after the pitstops
Bancroft took charge of the race,
heading home the MGBs of Mike
Harris and David Beresford, after
the TR4 cruelly blew up with
Martin Brewer at the wheel.
RESULTS (6 LAPS) 1 David Weston;
2 Martin Morris +14.810s;
3 James Dunkley; 4 Paul Campeld;
5 Richard Perry; 6 Tom Neat.
CW Neat; Nick Ashman; Brian
Bedford; Campeld. FL Paul Sibley
1m54.854s (84.37mph).
Russ McCarthy won two races in his MGB V8
OULTON IN BRIEF
Weston on three
wheels at Cascades
Dunkley and then Martin
Morris, with at least one
exchange every lap, right
to the chequered ag.
Dunkley was ahead as
they started the last lap:
Its still a new car that Im
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developing and we really
were close, he said, after
narrowly losing out to
Morris. I saw the last lap
board and went for it at
Old Hall, Morris said.
When we went up the hill
out of Brittens chicane
I knew I was safe.
It had been a three-car
battle behind them for
fourth. Paul Campeld
nally claimed it, but had
Richard Perry in his
wheeltracks after Peter
Collinson retired on lap
ve. That was going well
and it just died on me,
rued Collinson.
O Peter Scherer
REPORTS
SPORTS EXTRA
Timerzyanov puts ERC
title within his grasp
EUROPEAN RALLYCROSS VALKENSWAARD, AUGUST 12
ANOTHER EMPHATIC
win, his fth of the year,
put Timur Timerzyanov
within touching distance
of the European Rallycross
Championship.
In theory Tanner Foust
could deny Timerzyanov
the title, but the American
must win both remaining
rounds with the Russian
failing to add to his total.
Given Timerzyanovs
blistering pace and almost
faultless track record this
year, that appears an
unlikely scenario.
While Timerzyanov
(Citroen DS3) knocked off
fastest times in the rst
two heats, then appeared
in the third only to tool
around at the back of his
race in order to check out
track conditions, Foust had
a mountain to climb after
a head gasket blew in his
Fiesta on Saturday
morning. The failure cost
him practice laps, but the
tting of a new engine in
the Fiesta brought with it
an eight-place penalty that
meant Foust had to ght
his way out of the B nal.
Eventually winning the B
a race that was halted
twice after crashes Foust
went into the A nal
knowing he needed to
challenge Timerzyanov.
From the back of the grid
that was a tall order. When
he failed to cut through the
pack at the start, Foust was
consigned to a mideld
place, and ended his
weekend in sixth.
Davy Jeanney (Citroen
C4) again led the chase
of Timerzyanov. The
Frenchman was second at
the end, ahead of returnee
Frode Holte (Volvo C30)
and Michael De
Keersmaecker (Ford Focus),
who was the best of the
Benelux racers.
Third fastest in the rst
heat, Liam Dorans Citroen
was tangled up in a rst
corner crash in the second
heat. The damage put him
out of the event and
brought his rst ever
non-qualication in an
ERC meeting. Adding to
his pain, Gerard de Rooy
crashed the teams second
DS3 at almost the same
point. The Dutchman (son
of 1970s rallycross legend
Jan) ended his run against
the wall in the B nal.
O Tim Whittington
RESULTS
SUPERCAR A FINAL
(6 LAPS, NO TIMES ISSUED)
1 Timur Timerzyanov (Citroen
DS3); 2 Davy Jeanney (Citroen
C4); 3 Frode Holte (Volvo C30);
4 Michael De Keersmaecker
(Ford Focus II); 5 Mats Lysen
(Renault Clio III); 6 Tanner
Foust (Ford Fiesta VII);
7 Peter Hedstrom (Skoda
Fabia II); 8 Alexander Hvaal
(Citroen C4).
POINTS 1 Timerzyanov, 128;
2 Foust, 89; 3 Alexander Hvaal,
(Citroen C4), 82; 4 Doran,
67; 5 De Keersmaecker, 73;
6 Mats Lysen, (Renault Clio
III), 65.
Timerzyanov is in
unstoppable form
REPORTS
SPORTS EXTRA
DESPITE A POOR
turnout of nine cars, there
was plenty of action from
the select Champion of
Mallory FF1600 eld. But
no one was able to match
the pace of Joey Foster, who
lifted the title at the wheel
of Don Hardmans Ray
with consummate ease.
Ben Mitchell chased
hard to stay in touch with
Foster. Mitchells Van
Diemen RF91 secured a
clear second, but never
seriously threatened Foster.
Stuart Kestenbaum
spent the entire nal on his
own in his Reynard 89FF,
since most of the action
followed behind him.
Lloyd Hopes Swift was
initially fourth, and was
then caught by Simon
Hadelds Lotus 69. Their
duel allowed Paul Masons
Swift to make it a three-car
battle with numerous
exchanges between all
three. I thought I was
going to get away and then
Simon took me back
around the outside at
Gerards, said Hopes after
losing fourth on lap 13.
As Mason kept the
pressure on Hopes,
Hadeld started to
consolidate his place.
On lap 18 Mason nally
made it by and started to
reel in Hadeld again.
I was going as fast as
I could and couldnt have
done more on the
straights, said Hadeld.
HAVING LOST OUT TO
Danny Keenans MK Indy
on the rst lap, Simon
Allaways Esprit V8
came storming back to
dominate the nal eight
laps and win.
There was little
between the lead pair as
they exited Gerards on
the rst lap, but Keenan
had the edge into the
Esses and began to
pull away.
Peter Davies Caterham
CSR slotted into third
and once Stephen Wards
Westeld had escaped
from an early scrap with
Steve Owen, he hunted
down Joe Spencers
ARRON PULLAN PICKED
up a win in the opening
race, when Richard Avery
was penalised for a jumped
start. He was second again
on the road in race two, but
this time Ian Davies
retained a slim advantage.
Avery led from pole in
race one, with Pullan
slotting into second, from
Davies and Alex Gassman,
after Paul Corbridge and
Gary Lawrence had contact
at the Esses and Lawrence
spun. As the lead trio began
to settle for the remaining
distance, Corbridge chased
Foster becomes
Mallory champion
Allaway beats trac
to score Lotus victory
FF1600 MALLORY PARK, AUGUST 12
NORTH WEST SPORTS/SALOONS MALLORY PARK, AUGUST 12
RESULTS (BOTH 16 LAPS)
1 Arron Pullan; 2 Richard Avery
+3.672s; 3 Ian Davies; 4 Alex
Gassman; 5 Paul Corbridge;
6 Michael Taylor. FL Avery 57.170s
(85.00mph).
RACE 2 1 Davies; 2 Pullan +0.409s;
3 Nathan Harrison; 4 Gassman;
5 Dave Hemingway; 6 Taylor.
FL Davies 57.492s (84.53mph).
RESULTS (26 LAPS) 1 Simon
Allaway (Lotus Daytona Esprit
V8); 2 Danny Keenan (MK Indy
RR) +4.483s; 3 Peter Davies
(Caterham CSR); 4 Stephen Ward
(Westeld SEi); 5 Joe Spencer
(Stuart Taylor Locosaki); 6 Nick
Cresswell (Caterham Seven). CW
Davies; Keenan; Dennis Crompton
(BMW E36 M3); Pete Edwards
(Renault Clio); Jamie Cryer (Ford
Fiesta). FL Allaway 46.783s
(103.88mph).
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MR2 RACING SERIES MALLORY PARK, AUGUST 12
Foster leads Mitchell
and Hadfield at Shaws
Davies held
off Pullan
Eclectic field gets going
I didnt expect to catch him
but I just went for it
Paul Mason beat Simon Hadfield at the death
NATIONAL
RACES & RESULTS
BARC
MALLORY PARK
CHAMPION OF MALLORY RESULTS
Final Joey Foster
Heat Foster
Pole Foster
RESULTS (25 LAPS) 1 Joey Foster
(Ray GRK10); 2 Ben Mitchell (Van
Diemen RF91) +6.487s; 3 Stuart
Kestenbaum (Reynard 89FF);
4 Paul Mason (Swift SC94K); 5
Simon Hadeld (Lotus 69); 6 Lloyd
Hopes (Swift SC92F). Fastest lap
Foster 48.583s (100.03mph).
QUALIFYING RACE (13 LAPS)
1 Foster; 2 Mitchell +7.867s;
3 Kestenbaum; 4 Hopes;
5 Mason; 6 Alistair Littlewood
(Merlyn Mk20A). FL Foster
48.438s (100.33mph).
Locosaki to take fourth.
Allaway got his chance
when Keenan fell over
backmarkers at the Esses,
while Davies had to fend
off Ward to retain third.
O Peter Scherer
down team-mate Gassman
to challenge for fourth.
It was nose-to-tail lap
after lap until Corbridge
went ahead on lap seven,
but Gassman stayed inches
from his rival and was
poised to rechallenge.
He got a run on me up
to the hairpin, then I got
blocked by a backmarker
and he was through,
Corbridge explained after
losing fourth three laps
from home.
Pullan led the eld away
in the second race but was
soon swept aside by Davies.
With the podium
nishers home and dry,
Mason snatched fourth
from Hadeld at the Esses.
I didnt expect to catch,
but he defended and I just
went for it, said Mason.
Hopes dropped back to
a secure sixth. It was my
rst time at Mallory, rst
race this year and rst time
in this car and I was tired,
he admitted.
Foster had led the earlier
As the lead remained in
Davies hands, Pullan and
Gassman shared a couple
of exchanges, before Pullan
closed in again on the
leader at the ag.
Nathan Harrrison
grabbed a late third and
Gassman just held off Dave
Hemingway for fourth.
O Peter Scherer
qualier from lights to
ag, with Mitchell and
Kestenbaum once again
completing the podium.
Once Hadeld had
retired with a clutch
problem, Mason chased
Hopes all the way to
the ag for fourth.
I nearly got him a
couple of times, then had
to back out because he was
still there, said Mason.
O Peter Scherer
Mallory Park
Russ McCarthy (93) won the
Cockshoot Cup race at Oulton
Jason Wests Nissan 200SX won both
Nippon Challenge races at Mallory
SPORTS EXTRA RESULTS ROUND-UP
Malcolm McNab was a fine second in the
Scottish Mini Cooper Cup finale at Knockhill
KNOCKHILL
SMRC, AUGUST 12
SCOTTISH FORD FIESTAS (10LAPS)
1 Scott Robertson(ST); 2GeorgeOrr (ST)
+1.994s; 3DaveColville(ST); 4Ian
Donaldson(ST); 5Blair Murdoch(ST);
6Peter Cruickshank(XR2).
Class winner Cruickshank.
Fastest lapRobertson1m03.509s
(72.56mph).
RACE 2(12LAPS) 1 Robertson;
2Orr +2.767s; 3Colville; 4Murdoch;
5Donaldson; 6Cruickshank.
CWCruickshank. FLRobertson
1m03.621s (72.43mph).
SCOTTISH MINI COOPER CUP
(9LAPS) 1 DavidSleigh; 2Ross Wylie
+0.822s; 3KyleReid; 4TimSleigh; 5Steven
Clarke; 6StevenBrewster. FLWylie
1m04.062s (71.93mph).
RACE 2(9LAPS) 1 DSleigh; 2Wylie
+3.512s; 3ShaneStoney; 4Brewster;
5MalcolmMcNab; 6StefanDi Resta.
FLDSleigh1m04.172s (71.81mph).
RACE 3(9LAPS) 1 Sleigh; 2McNab
+0.996s; 3Stoney; 4HamishBrandon;
5MurrayMuir; 6Chris Reid.
FLDSleigh1m03.777s (72.25mph).
SCOTTISH SALOONS AND
SPORTSCARS (12LAPS) 1 GarryWatson
(Westfeld); 2Stewart Whyte(Escort
Cosworth) +4.599s; 3PhilipDuncan
(Westfeld); 4AlexBruce(Mitsubishi Evo);
5Paul Brydon(BMWM3); 6Robert
Drummond(Escort Cosworth).
CWWhyte; MarkDawson(VWCorrado);
Neil Robertson-Dunbar (FordPuma).
FLWhyte52.558s (87.68mph).
RACE 2(12LAPS) 1 Watson; 2Duncan
+14.859s; 3Whyte; 4Drummond; 5Bruce;
6GrahamWait (SierraCosworth).
CWWhyte; Dawson; Robertson-Dunbar.
FLWatson52.920s (87.08mph).
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MGCC, AUGUST 11
Knockhill Oulton Park
PETER BEST INSURANCE
CHALLENGE &ICONIC 50S
SPORTSCARS (8LAPS) 1 Andrew
Ashton(Metro); 2DavidBrown(ZR160)
+48.922s; 3Peter Bramble(BRoadster);
4James Walpole(BRoadster); 5Simon
Tinkler (BGT); 6James Darby(BGT).
CWWalpole; Brown; Charles Harmer (TF);
JohnBussey(TC); AlexQuattlebaum
(Leco2). FLAshton2m02.947s
(78.82mph). RACE 2(6LAPS) 1 Ashton;
2Darby+42.072s; 3Brown; 4Alistair Bell
(BGTV8); 5Bramble; 6Tinkler. CWDarby;
Brown; Harmer; Bussey; Quattlebaum.
FLAshton2m01.313s (79.88mph).
COCKSHOOT CUP &BCV8(7 LAPS)
1 Russ McCarthy(BGTV8); 2David
Coulthard(ZR190) +7.050s; 3James
Wheeler (BRoadster); 4MikePeters
(Midget); 5JonnieWheeler (BRoadster);
6DavidMorrison(Midget). CWCoulthard;
James Wheeler; Peters; StephenMcKie
(BGTV8); MikeHarris (BRoadster); Ian
Wright (Midget); MikeRouse(F).
FLMcCarthy1m59.718s (80.95mph).
THOROUGHBRED SPORTS (6LAPS)
1 Russ McCarthy(MGBGTV8); 2Chris
Edwards (TriumphTR6) +21.214s; 3Roger
Connel (TVRGrifth); 4KenDeamer
(MGBGTV8); 5BabakFarsian(MGB
Roadster); 6JoeParrington(MGBGTV8).
CWPeter Hiscocks (MGA); Farsian;
Edwards. FLMcCarthy1m58.578s
(81.72mph).
ECURIE GTS (23 LAPS) 1 Nigel Bancrof
(Lotus Elite); 2MikeHarris (MGBRoadster)
+1.409s; 3DavidBeresford(MGBRoadster);
4Bill Kirkpatrick(MGBRoadster); 5Mark
Prutton(MGBRoadster); 6Callum
MacLeod/Oliver Eaton(MGBRoadster).
CWHarris; RichardMcKoen(Triumph
MALLORY PARK
BARC, AUGUST 12
NIPPON CHALLENGE (17 LAPS)
1 JasonWest (Nissan200SX); 2Adam
Lockwood(Nissan200SX) +4.531s;
3James Janicki (NissanSkyline);
4KevinMiddleton(SubaruImpreza);
5SteveHarman(SubaruImpreza);
6AndyMcLennan(Suzuki Swif).
CWHarman; Ross Stoner (ToyotaCelica
GT4); GarethNewton(NissanPulsar);
Janicki. FLWest 53.263s (91.24mph).
RACE 2(17 LAPS) 1 West; 2Janicki
+15.573s; 3Lockwood; 4JasonJesse
(ToyotaCelicaGT4); 5McLennan; 6Nick
Reed(ToyotaMR2). CWLeeBennett-Neil
(HondaIntegra); Paul Hutson(Toyota
MR2); Newton; Janicki. FLWest 52.490s
(92.58mph).
TR4). FLMacLeod2m06.064s
(76.87mph).
XX autosport.com January 15 2009

YOUR SAY
What you think of the motorsport news of the past week
EDITORIAL CONTACT mail@autosport.com
TOP FIVE ON
OUR WEBSITE
1. ROSSI REJOINS YAMAHA
FOR 2013 SEASON
2. WEBBER WANTS TO
CEMENT F1 LEGACY
3. WHITMARSH TO QUIT
AS FOTA CHIEF
4. BARRICHELLO SET TO
LEAVE KV AFTER 2012
5. WRC WINNER
BUGALSKI DIES
WIN!
ROAD ANGEL VANTAGE
This weeks star letter will receive
a Road Angel Vantage a dedicated
safety camera and blackspot locator
that displays the legal speed limit of
every road you drive, automatically
and wirelessly updating its database
every few minutes as you drive.
For more details on Road Angel
visit www.roadangelgroup.com
Please ensure that your full address
is included on all correspondence.
FINAL DRIVE
Q LETTERS Q GEAR Q ON-TRACK Q ON-SCREEN Q PICS Q TECH Q ARCHIVE
TOP STORY ONLINE
ROSSI: HIS GREATEST CHALLENGE OF ALL
To read this exclusive feature
and many others like it, log on to
autosport.com/plus and choose which
package youd like. A month will cost
5.50, a year 46. Includes access
to Forix the ultimate stats website.
What a fantastic NASCAR
Sprint Cup race we had
at Watkins Glen! That was
good close racing with
a great finish.
I hope the FIA saw that
race we need that kind of
racing with no penalties for
trying to overtake someone.
You must try, and that
was what Brad Keselowski
and Marcos Ambrose did
at last weekends NASCAR
race. Fantastic!
Patrik Knoos
Saffle, Sweden
We agree! See the report
on p72 ed
It has been my pleasure to
follow Williams since 1973.
Therefore I feel well
equipped to make this
statement to Sir Frank: drop
this boy Maldonado!
He was lucky to win a race
for you and just because he
has change in his pocket
does not mean he should be
sitting in one of your cars.
He is quick, I grant you he
gets into trouble faster than
any driver Ive seen for years!
Keep Bruno, he will get
better, and save up for a
better boy to sit next to him.
Sean Wallace
Leighton Buzzard, Beds
Pastor Maldonados
collisions and retaliations
have been the most
dismal spectacle in F1
since the sport-polluting
professional fouls of Senna
and Schumacher.
Its a shame the petro-
dollars which Maldonado
brings undoubtedly helps
to secure his position.
Otherwise, if I were Frank
Williams, I would have
Maldonado out of his drive
and Valtteri Bottas in it so fast
that he wouldnt know (like his
on-track victims) what hit him.
David Goddard
Hove, East Sussex
Thank goodness Red Bull
has come to the rescue and
will promote the World
Rally Championship.
Dietrich Mateschitz is
unquestionably one of
the biggest financial
supporters of motorsport and
deserves huge credit for all
his involvements.
Now that the Red Bull
brand is reaping the rewards
of such support, it provides
a good example for other
companies that sports
sponsorship really does pay
dividends in the long term.
Luciane Sabiston,
Didcot, Oxon
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Olympic motorsports a non-starter
I for one hope that motorsport doesnt get accepted into the
Olympics (August 9, p8). The Olympics should be the pinnacle
for a sport, but for motorsport and many others they have
other events that are of more importance and it shows in the
commitment of the competitors. The GB football team didnt
show anything like the commitment that we saw in sports
where the Olympics was the ultimate achievement.
Gary Dowsett, by email
Could an RoC-style motorsport
event become part of the Olympics?
CORRECTIONS AND CLARIFICATIONS
O On p87 of last weeks issue, Revved Up says Mario
Andretti won the 1967 Indy 500. In fact it was AJ Foyt
who won in 67; Andretti triumphed in the 69 race.
O Contrary to last weeks issue, Jon Tomlinson is
not working for Scuderia Toro Rosso. STR announced
that he had been appointed deputy head of aero
last December, but in April he joined Lotus as
principal aerodynamicist.

YOUTUBE: MONACO 1982: THE RACE NO-ONE WANTED TO WIN
Desirable new releases for motor racing fans: books, DVDs, models, art and gifts
1982 F1 SEASON BOOK
35
haynes.co.uk
The late Chris Hiltons
2007 tome celebrates the
25th anniversary of the
epic 1982 season in gory
detail. Eleven winners from
16 races, FISA v FOCA,
turbo v atmo, the deaths
of Gilles Villeneuve and
Riccardo Paletti and the
end of Didier Pironis
career its all here. One
that must be devoured.
TAMIYA RENAULT RE30B
24.99
wonderlandmodels.com
Tamiyas re-release of the
classic 1:20-scale plastic
kit of the Regies turbo car
from 1982 with detailed
engine, suspension and
oh-so-fat slick tyres. You
can choose the #15 car
pedalled to five poles and
two wins by Alain Prost or
the #16 version used by
Rene Arnoux to also score
five poles and two wins.
PARMALAT F1 T-SHIRT
28.45
retroformula1.com
The blue-and-white
colours of a Parmalat-
liveried Brabham are
surely on everyones list
of favourite F1 colours.
If you cant have the real
thing, try this 100 per cent
cotton T-shirt from the
fevered-up folk at Retro F1.
Its exactly the right colour
and comes with all the
correct Brabham logos.
THE LATEST GEAR
HOT ON THE WEB THIS WEEK
SEARCH FOR: F1 GP Monaco 1982 highlight (5:56)
Relive the best bits of the 1982 Monaco GP in the company of acerbic Australian
TV star Clive James, who watches Alain Prost, Andrea de Cesaris, Didier Pironi
and Derek Daly all contrive to lose the race. Check page 48 for the full madness.
FINAL DRIVE
LETTERS & REVIEWS
TAMEO FERRARI 126C2 1:43 METAL KIT
65.30
grandprixmodels.com
Italian white-metal guru Tameo has lovingly produced the parts needed for Ferrari F1 fans to
create the unique Long Beach-spec 126C2 of 1982, complete with double rear wing. The car
finished third on the road in Gilles Villeneuves hands, but was disqualified for, er, that wing!
The model parts are predominantly photo-etched and you can choose to recreate the Villeneuve
(#27) or Didier Pironi (#28) version. A superbly detailed kit miniature magnificence, in fact.
1
9
8
2
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XX autosport.com January 15 2009 102 autosport.com August 16 2012
Your guide to the best events taking place in the UK and around the world this week plus TV and online
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WHATS ON
BRANDS HATCH (MSVR)
August 18-19
Admission: 21
Tel: 01474 872331
The Lotus Festival is incorporating a diverse mix of saloon and single-seater classes into its
Brands Hatch schedule, having moved from Snetterton last time out. The meeting includes
Lotus Cup UK, Lotus on Track Elise Trophy, GTCup Championship, F3 Cup, Production BMW
Championship, Project 8 Racing Saloons, Monoposto and the Champion of Brands.
DTM
Rd 6/10
Nurburgring, Germany
August 19
dtm.com
NASCAR SPRINT CUP
Rd 23/36
Michigan, USA
August 19
nascar.com
NASCAR NATIONWIDE
Rd 22/33
Montreal, Canada
August 18
nascar.com
SUPER GT
Rd 5/8
Suzuka, Japan
August 19
supergt.net
ALMS
Rd 7/10
Road America, USA
August 18
alms.com
EUROPEAN F3/
F3 EUROSERIES
Rd 7/10; Rd 5/8
Nurburgring, Germany
August 18-19
f3euroseries.com
FIA GT1 CHAMPIONSHIP
Rd 6/9
Slovakia Ring, Slovakia
August 19
gt1world.com
GRAND-AM
Rd 11/13
Montreal, Canada
August 19
grand-am.com
DONINGTON PARK (BARC)
August 18-19
Admission: 15
Tel: 01332 810048
Donington hosts Formula Renault
BARC, Porsche GT3 Cup, Ferrari
Classic, Ferrari Open, MG Owners
Club, Formula Ford 2000 and
Formula Ford 1600.
OULTON PARK (BRSCC)
August 18
Admission: 13
Tel: 01829 760301
The meeting includes the Formula
Ford 1600 Northern Championship,
Euro Saloons and Sportscars
Championship, Production GTi
Championship, Sports 2000
Duratec, Sports 2000 Pinto and
the Ford XR Challenge.
ROCKINGHAM (BRSCC)
August 18-19
Admission: 15
Tel: 01536 500500
The TVR Challenge, Formula Ford
Championship, Mazda MX5, Mazda
MX5 Cup, Mazda MX150, Porsche
Championship and the Saker
Sportscar Challenge descend
on Northamptonshire.
SNETTERTON (BRITCAR)
August 18
Admission: 13
Tel: 01953 887303
Britcar and Britcar Group N
Production both come to Norfolk.
THRUXTON (BARC)
August 18-19
Admission: 12 (Saturday)
22 (Sunday)
Tel: 01264 882200
Classic group 1 touring cars,
Intermarque, Mini Se7en
Championship, Pre 93 Touring
Car Championship, Mini Miglia
Championship, Blue Oval Saloon
Series, Formula Junior and
Classic Thunder.
PHOENIX PARK (MI)
August 18-19
www.phoenixparkmotorraces.ie
Racing will return to Phoenix Park this
weekend for the first time since 2009.
Utterly mad Irish racing on a street
circuit and spectating is free!
SHELSLEY WALSH (BHC)
August 19
Admission: 15
top12runoff.co.uk
Two top-12 run-offs take place, the
first just before lunch and the other
at the end of the day. Trevor Willis
holds a 25-point lead after several
wins during reigning champion Scott
Morans absence. The OMS driver
needs another top result this weekend.
The DTM resumes at the
Nurburgring on Sunday
Lotus fans should head to
Brands Hatch this weekend
Is that Pironi? It is! My goodness.
The third diferent leader in two laps!
And now Patrese is coming in to win
REVVED UP OVER
WHATS ON THE BOX
We cast a critical eye over the best
and worst of this weeks TV coverage
AS ANYONE WHOS EVER
trawled an internet forum
knows, it was better back
then. Quite when then was
depends on the age of the
rose-tinted specs wearer,
but one thing is for sure:
whatever the topic, its all
gone to the dogs and if
only everything was like
it was back when they
were young.
Which is why, I guess,
AUTOSPORT is doing a
1982 special this week.
Ah, the good old days,
when Murray and James
would call the race from
a small room in west
London, and occasionally
even from the track itself.
These days its
tempting to believe that
Murray started every
race with Go! Go! Go!,
but to kick o the 1982
Monaco GP arguably
the pairs nest hour he
said absolutely nothing.
In fact, almost the entire
20-car eld had ltered
through Ste Devote
before he uttered:
So far all round, then
Arnoux took the lead as
they went up the hill at
the Hotel de Paris.
As was always the
case, Murrays style
generally involved simply
going through the
running order over and
over again, occasionally
interrupting himself to
mention the latest car to
break down or spin out.
Hunt, by contrast, said
very little. Over a lap
passed at Monaco before
he chipped in to call a
replay of Alain Prost
blasting his way by
Riccardo Patrese in a
move far easier than
anything DRS has ever
accounted for.
Of course its the nal
stages that we all love...
Murray: Theres goes
Pironi very sensibly
playing it cool There
goes Pironi into the
tunnel [Pironi grinds to
a halt]. Is that Pironi?
It is! My goodness. The
third dierent leader
in two laps.
Hunt: He must have run
out of petrol. The Ferrari
engine is very thirsty.
Murray: And thats de
Cesariss car. And that
means Derek Daly can
win this race, well
Patrese could win.
And theres Derek
Daly coasting to a
standstill. This is
unbelievable.
Well Prost led and
went out. Pironi led and
went out. Patrese led and
went out. De Cesaris led
and went out. And now
Patrese is coming in to
win without a doubt.
Classic.
Revved Up
1700-1730 ESPN Classic
Formula 1: 1969 British Grand Prix
1730-1800 ESPN Classic
Formula 1: 1977 British Grand Prix
1800-2035 Motors TV
ALMS: Road America
2035-2130 Motors TV
British GT: Snetterton Highlights
2245-0000 ESPN
DTM: Nurburgring Highlights
MONDAY AUGUST 20
0400-0530 ESPN
FIA World GT1: Slovakia
1415-1515 Motors TV
Radical UK Cup: Oulton Park
1545-1650 Motors TV
British GT: Brands Hatch Highlights
1900-1930 Sky Sports F1
F1 Legends: Alan Jones
2130-2230 Sky Sports 2
NASCAR Sprint Cup: Michigan
THURSDAY AUGUST 16
1310-1545 Motors TV
ADAC GT Masters: Red Bull Ring Replay
F1 Legends: Jody Scheckter
FRIDAY AUGUST 17
1105-1310 Motors TV
NASCAR Nationwide: Watkins Glen
The F1 Show
2030-2100 Motors TV
The Grid
F1 Legends: Mika Hakkinen
SATURDAY AUGUST 18
0610-0645 Channel 4
British GT: Snetterton
1445-1545 ESPN
Star Mazda: Iowa
1920-2300 Motors TV LIVE
NASCAR Nationwide: Montreal
2300-0135 Motors TV LIVE
Grand-Am: Montreal
SUNDAY AUGUST 19
0135-0230 Motors TV
Prototype Lites: Mosport
0300-0430 ESPN
FIA World GT1: Slovakia
1130-1230 Sky Sports 4
Racemax
1700-2200 Premier Sports LIVE
NASCAR Sprint Cup: Michigan
Is that Pironi?
It is! My goodness
FINAL DRIVE
WHATS ON
Television
Sprint Cup chargers do
battle on Michigan oval
Coming up in our premium web content this week
Online
Pironi revealed a few
secrets to Dodgins
AUTOSPORT columnist Tony Dodgins recalls the time he hung around St Tropez
hoping to catch an interview with the former French F1 star, while at the same
time receiving free swimming trunks as worn by the stars...
PURSUING DIDIER PIRONI
NASCAR expert Diego
Mejia reports on the
progress of Michael
Waltrip Racing as it
challenges the big boys
Karun Chandhok tells
Edd Straw what it
was like to drive Keke
Rosbergs 1982 world
title-winning Williams
at Goodwood
DRIVING A LEGEND
MAKING THE
BIG TIME
NEXT WEEK
DONT MISS IT!
GROUP C SPECIAL ISSUE
30 PAGES ON THE MACHINES
THAT ROCKED SPORTSCARS
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FROM THE ARCHIVE
Bobby Rahals maiden Champ Car victory, Cleveland 1982
THIS WEEK IN
The victory also did a lot for
us in the championship, as the
points system used a multiplier
based on race distance
BOBBY RAHAL
AUGUST 12 1982
BY HIS OWN ADMISSION, BOBBY RAHAL AND HIS
Truesports team had suffered a fairly ignominious start to their
first IndyCar season together in 1982. Collectively lacking oval
experience, the team struggled in the opener at Phoenix, Rahal
qualifying two seconds off pole in 15th. After 35 laps of the race,
a fire during his first pitstop forced him out.
The experience prompted the decision to skip Atlanta, but at
Milwaukee which completed the oval hat-trick there were
already positive signs, even if a result still proved elusive.
Three rounds in and Rahal was just 28th in the
championship. Come the fourth round of the year, the inaugural
Cleveland 500, he had leapt to fourth as he claimed his first
Champ Car win on only his third start, and on what was
effectively home soil.
I was born nearby, my parents were from Cleveland and
so was [team owner] Jim Trueman, so there was a strong sense
this was my home race, Rahal recalls. Cleveland was a road
course, which suited our experience base much better. Then
there was the fact certain things had clicked at Milwaukee,
which gave us the confidence that we could compete. It almost
seemed pre-ordained
After getting our act together, and of course helped by
moving away from ovals, we qualified on the outside of the
front row. The attitude was to simply take care of the car for
the first half of the race, and to treat it like an endurance race
which after all is kind of what it was, being 500km long on
a street course.
Kevin Cogan shot off at the start, just took off, but at the
halfway mark his car broke and the real race began. I was
running with a group of drivers that included Mario Andretti,
Al Unser and Rick Mears.
I got a bit lucky at one point because I touched wheels with
Unser, who spun while my car wasnt damaged. Hes a class act
though later that season, at Pocono, we met in a BBQ line and
he took everything in good humour.
I was running well and soon I was into the lead. Perhaps
it was the fact I was winning, but I was feeling good despite
the distance and at the end I was euphoric, especially as I had
beaten Andretti!
The victory also did a lot for us in the championship, as the
points system used a multiplier based on race distance, so it
was a massive haul. It was momentous in another sense too:
a lot of things were changing that season, and a lot of teams
were coming into Champ Car from series like Can-Am. That
migration changed the face of the championship over the next
two decades, and made the competition that much tougher.
FRENCHMAN PATRICK TAMBAY
scored an emotional first grand prix
victory this week in 1982, the day
after his Ferrari team-mate Didier
Pironi suffered a massive crash in
practice at Hockenheim.
Across in Italy, meanwhile, it was
home favourite Corrado Fabi who tasted
champagne as he secured the European
Formula 2 crown with a fine victory in
the Misano season finale.
Like F1, the season had been close-
fought and three drivers headed into the
denouement with a chance of securing
the title Fabi, Thierry Boutsen and
Johnny Cecotto. The Venezuelan led on
points but was out within 30s after being
punted into the catch fencing. Boutsen
established an early lead on wets, but
as the track dried the slick-shod Fabi
gained the advantage, securing his
fifth win of the year.
Rahal guides his
March to first win
P
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JOHN WATSON
Q Belgian GP, Zolder Q May 9, 1982 Q McLaren-Cosworth MP4/1B Q Inspired tyre choice on a tragic weekend
REMINISCING ABOUT THE
1982 season for this issue of
AUTOSPORT naturally made
me think about the Belgian GP
at Zolder. Everyone remembers
that weekend because of Gilles
Villeneuves death in qualifying.
My story of that grand prix is,
of course, overshadowed by Gilless
death. And because of that its
the only one of my ve wins that
doesnt get talked about much.
When we got to Zolder there
was a lot of anger at Ferrari over
the Imola duping thing between
Villeneuve and Didier Pironi. Its
been dealt with elsewhere in this
issue [see page 38] but it really
had come to a head.
After practice it was clear the
turbocharged Renaults and Ferraris
were becoming effective qualifying
cars as well as race cars. We went
through our normal checks on the
Friday and then came Saturday
qualifying. Pironi was fastest at
that point, Villeneuve went out
and we all know what happened.
I was one of the rst on the
scene, saw Gilless body and his
detached helmet and knew it was
hopeless. I got back in the car, got
a bump start and went back to the
pits, having already qualied 10th.
team-mate Niki Lauda took the
06s thinking hed have an
advantage. The Wiener [Mayer]
suddenly announced that I was
getting an old set that had been
lying around. I told him where to
go, using plenty of expletives, and
that I didnt want them. Eventually,
I agreed and gave them a try. I soon
realised that if the temperature was
as warm in the race as it was in the
warm-up then wed be good.
I learned a valuable lesson that
day. I told Niki to use the same
tyres but he wasnt interested.
He said he couldnt race on them
because he hadnt tried them. He
wouldnt budge, despite my telling
him they were the ones to be with.
It was mind games. He was trying
to beat me before wed got on track.
It was a great pleasure to drive
straight past him early in the race,
of course. It took a while to get past
Riccardo Patreses Brabham and
then I caught and passed leader
Keke Rosberg to win the race.
It was a clever win and a great
team effort. The Wiener had given
me a chance to win. It was just
unfortunate that it was the same
weekend that Gilles died.
John Watson was talking to
Henry Hope-Frost
JOHN WATSON BECAME one of
Britains nest F1 drivers, racing
152 times for Brabham, Surtees,
Lotus, Penske and McLaren
between 1973 and 1985. He won
ve GPs Austria 76, Britain 81,
Belgium and Detroit 82 and Long
Beach 83. After retiring full-time
from F1 in 83, he raced Porsches
and Jaguars in the world sportscar
championship, winning four
times. Race commentary
beckoned and Wattie was the
voice of F1 on Eurosport and the
BTCC for the BBC in the 90s.
IN PROFILE
It was a great pleasure to drive straight past Niki
Lauda in the race, of course. It was a clever win it
was just unfortunate it was the weekend Gilles died
Watson started 10th but
came through to win
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RACE OF MY LIFE
I just said to the team, Hes dead.
It was a very matter-of-fact
comment but it was just the way
I dealt with it. I drifted back to the
motorhome and had a cup of tea.
It didnt really have any emotional
effect on me over a long period
in racing Id been educated in
dealing with death. You had to
shut it out, put up the barrier.
Raceday dawned like any other,
at least for me. My car was being
engineered by Teddy Mayer and
Alan Jenkins, and after Id done
three or four laps on full tanks I
came back in. At the time we had
two Michelin tyre options 05
and 06 although there was very
little difference in the construction.
The balance of my car was OK
on the 05s for a while but then it
would start to understeer. My

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