Historic Formula One 2011 Yearbook by jonbunston

Foreword Earlier this year, my good friend Peter Morgan told me about a screenplay he had written with a Formula One racing theme. The more he explained the background of the story, the more intrigued I became. Once I read his extraordinary screenplay, I decided I wanted to direct this movie, RUSH. Fast forward a little to my first meeting with HFO chairman, Dan Collins. Dan’s first question to me was ‘what attracted you to the project?’ My answer was quite simply, ‘the personalities of the two main characters, their interaction with one another, and the uniquely fascinating universe of Formula One in the 70’s”. Peter Morgan also wrote the movie Frost/Nixon, which I directed, and one striking similarity between the two projects, despite the obvious difference in subject matter, was the relationship between two strong personalities, each driven to achieve their goals. I am a big sports fan and can appreciate the natural drama that surrounds Formula One, aiding my developing awareness and understanding of motor racing. As with my previous feature films inspired by real events, I wanted to strive to get the period details correct. Although the personalities initially caught my attention, I knew the sport created the environment and culture that would feature strongly in the movie. It would be our responsibility to re-create the events and action as accurately as we could. We turned to the Historic Formula One Association in a bid to help achieve the accuracy so vital to our project, and needless to say, they could not have been more helpful. They provided us with a wealth of knowledge and experience, allowing us access to their race event at the Nurburgring during the early stages of production, as well as answering our questions with detailed answers and with incredibly good grace. I have learned a lot about Formula One and been extremely impressed by the work that the HFO continues to carry out in a committed and professional manner, as well as the skill of the drivers of the fantastic historic cars themselves. Production on RUSH will continue into 2012 and I know that the HFO can always be relied upon to provide us with their help, enabling us to do justice to this incredible story

Ron Howard, Director

Index Contents

Page

Foreword

Introduction to Historic Formula One

Just an average weekend

Championship Results 2011

Championship Awards

The Circuits

Race Reports 2011

Hockenheim

Red Bull Ring

Monza

Brands Hatch

NĂźrburgring

Autodromo Algarve

Jarama

108

The Car is the Star

118

An insight intoâ&#x20AC;Ś. Brabham BT49

126

Tyrrell 002

130

Fittipaldi Automotive

134

Lotus 87

137

Tyrrell P34

140

Race Teams

149

Scrapbook

152

The Girls

159

Our Partners

160

Thank You

163

FIA HFO 2011 Champion John Delane

HFO Class A Champion John Delane

Class B Champion Luciano Quaggia 11

Class C Champion Bobby Verdon Roe 12

Class D Champion Terry Sayles 15

An Introduction to Historic Formula One What is HFO? We like to claim that the FIA Historic Formula One Championship ™ is at the pinnacle of historic motorsport. True, there are other race series which feature some fantastic cars and some events boast impressive grids but HFO is more than just great cars and the size of the grids. First and foremost, we are an FIA championship. Motorsport’s governing body, the Fédération Internationale de l’Automobile, recognised this important championship nominating HFO as the only official FIA Historic Formula One Championship™ in 1994 when it was known as Thoroughbred Grand Prix. Since the accolade was granted, permission was also given to change the name to Historic Formula One and the Championship has gone from strength to strength. That is not an endorsement that is easily won or handed out with little consideration. It is recognition of the professional way in which the Championship is run from the organizational aspects, the strict adherence to regulations and quality of the competition and events. As an historic championship, one of our aims is to maintain the specification of the cars as close as possible to the original, right down to the liveries. We also aim to maintain the format of Grand Prix as they were during the period. For spectators and competitors alike, we are re-creating a golden era of Formula One history. Then of course we do have great cars and grids. Evocative marques such as Ferrari, Lotus, McLaren, Brabham, Williams, Tyrrell and Arrows feature prominently strongly supported by the likes of March, Ensign, Hesketh, Shadow, Theodore, Osella, Wolf and Fittipaldi. In their day, these cars were at the leading edge of motor racing development and saw the introduction of many innovations such as wings, ground effects and carbon fibre chassis. More than 15 historic Formula One marques, grids averaging over 20 cars and drivers competing for an FIA International Championship. That sounds like the pinnacle to me! How HFO is Run HFO is a club. To be precise, The Historic Formula One Association is a club whose members are “Ladies and Gentlemen of not less than 17 years of age” and whose main objective is to “further interest in motor sport, with particular reference to 3 litre Formula One Cars originally built and raced between 1966 and 1985”. These are extracts from our formal club rules but sum up nicely a key aspect of HFO. We are not a commercial operation which aims to make money for its stakeholders and we are not a bunch of professional or even semi-professional drivers who are intent on winning at all costs. That’s not to say we don’t occasionally see a driver with a professional past on our grid. They are there because they still love to compete but they are now paying for the privilege! All drivers who enter a race in a particular season become members of the club. From the ranks of the members, a Drivers Committee of six members, including a Chairman, is appointed based on a simple voting procedure. This committee is then responsible for the overall governance of the Championship. Who are the drivers? If you follow historic racing, some names may be familiar to you but we are all amateur drivers who have typically been in the sport for many years and have worked our way through the lower formulae. We are all passionate about motor racing, we are all frustrated “should have been” Formula One drivers, we love to put on a show and we go about it in a professional way even though we are amateurs! The drivers come from all walks of life including the IT industry, lawyers, bankers, builders, engineering, the motor industry, manufacturing, chemicals and the occasional former rock star (sorry about the “former” bit LQ!). More about the cars I think most people would agree that to be considered historic; a car should be maintained as close as possible to its original specification. However, since these cars are raced regularly and raced hard, it is inevitable that parts have to be replaced over time and that originals are not always available. HFO strives to maintain the historic nature of the cars but if a part is no longer available, an approved replacement is specified. For example, several tyre manufacturers supplied Formula One tyres in period but it is not economically viable for those suppliers to produce suitable tyres today. Therefore HFO uses a “control” tyre produced by Avon. Where original parts are still available, they must be used and any part that is fitted to a car must have period evidence of its use by the manufacturer. It is therefore not unusual to see different wing profiles used at different circuits and alternative suspension layouts because cars often changed radically throughout the season to suit the characteristics of certain circuits and to introduce new developments. We take a more pragmatic approach to engine specifications. It would be almost impossible to ensure every engine conformed to the same specification as originally fitted to the car. To do so would not only be prohibitively expensive but it is highly likely that there is nobody who could categorically describe the specification of a particular engine installed in a 1976 McLaren! Instead the regulations allow any specification of the V8 Cosworth DFV and DFY engines to be used with a rev limit of 10,600 RPM and other engines (such as Ferrari, Matra and Alfa) are unrestricted. Apart from simplifying the enforcement of the regulations, this also helps to equalise performance. In period, it was estimated that for most of its life, the Cosworth engine developed about 50bhp less than the equivalent V12 engines from Ferrari, Matra and Alfa. Those early Cosworths also developed about 70bhp less than is available from the same engines today. 16

So allowing all Cosworth cars to use the same, latest specification engine equalizes the performance of all the Cosworth cars and the rev limit helps maintain equality with the V12 engines as well as increasing engine life and therefore reducing costs. As a further equalization measure, all cars must run with a 40mm ground clearance. This effectively limits the down force of the ground effect cars and reduces some of the handling improvements of the later cars which were designed to run very low ride heights. All the Technical and Sporting Regulations relating to HFO are proscribed by the FIA and are enforced by FIA officials. Although HFO personnel can offer opinions, the FIA is ultimately responsible and ensures an impartial approach. Characteristics of Events One of the great attractions of HFO for the spectator is our open paddock policy. Basically this means that fans can get up close to the cars, watch the mechanics working on them and chat to team members and drivers when they are not panicking with an engine change or last minute problem! All of the personnel involved in HFO are happy to answer questions and allow close-up photographs of the cars providing it does not interfere with on-going work or is not in a dangerous situation such as when fuel is being handled. Most events take place over a three day period typically starting on a Friday. There is usually a single 30 minute session of untimed practice on the Friday as drivers re-acquaint themselves with the circuit layout and make set-up adjustments to the cars. The sporting regulations prohibit testing of the car at the circuit for the five days preceding an event. On Saturday, there are morning and afternoon qualifying sessions of 30 minutes each and the combined results are used to establish the grid for Sunday’s race. There is a 10 minute warm up on Sunday morning although some of the drivers choose to have an extra hour in bed before the race! The race takes place on Sunday afternoon and is between 50 and 75Kms in length. At some events we run a race on both Saturday and Sunday afternoons, replacing the second qualifying session with a shorter sprint race of between 30 and 40Kms. As an FIA Championship, each event is conducted under the supervision of FIA officials including eligibility checks, race direction (including monitoring and control of all track sessions) and the handing out of penalties, which is thankfully, a rare occurrence. Historic Formula One Class Structure The HFO Championship features classic Grand Prix racing cars from the 20 year period between 1966 and 1985. During that period there were design innovations and regulatory changes which resulted in significant performance differences and, naturally, there is a vast speed differential between the elder cars such as Jackie Stewart’s Tyrrell 002 and the later machines like the Steffan Johannsen Tyrrell 012 and Brabham BT49. To level the playing field, the championship is split into 4 classes according to age and design characteristics of the car. Drivers score points within their particular car’s class and all have the chance to claim the overall FIA Trophy at the end of the season. The classes are defined as follows: Class A — 1966-1971 Formula One cars. Class B — Post-1971 non-ground effect Formula One cars. Class C — Post-1971 ground effect Formula One cars. Class D — Post-1971 flat bottom Formula One cars. The Points Effectively, there are 4 competitions going on within every race and each provides points for the driver based on his/her placing in the car’s class and the number of competing cars in that class. Points are awarded for 3 or more starters, 2 starters and 1 starter. 3 or More Starters in the Class 1st — 9 points 2nd — 6 points 3rd — 4 points 4th — 3 points 5th — 2 points 6th — 1 point Fastest Lap An additional point will be awarded to the drivers who achieve the fastest lap in each class during the race.

Dan Collins 17

Just an average weekendâ&#x20AC;Ś. A typical HFO race event actually gets started on a Thursday evening. Although the on-track action usually starts on Friday afternoon, the FIA Officials and HFO organisational personnel usually arrive the night before in order to prepare for the event. For the teams, they have often rolled their trucks out of workshops as early as the Tuesday before an event depending on the distance they need to travel. Most of the trucks will also arrive at the circuit on Thursday and hopefully park up behind their pre-allocated pit garage. Drivers are not allowed to test in any car entered for an HFO race at the circuit for five days prior to the event. If everything goes according to plan and it usually does, then by Friday morning, all the cars are present in the garages together with all the required pit equipment and the officials/organisers are completing the finishing touches to preparations. Most drivers will arrive during Friday morning and find mechanics busy performing final checks on the cars. Behind the scenes, our Race Director will be liaising with local circuit personnel to brief them on how he runs our track sessions, what happens in the event of an incident, start procedures and all track related activities. He will also liaise with the FIA appointed Stewards who are responsible among other things for approving the results, adjudicating in the event of any transgressions or disputes and generally making sure all HFO sessions conform to the FIA regulations. Meanwhile, our FIA Technical Delegate will be busy checking each car together with the local scrutineers to ensure they are both safe and conform to the HFO regulations. He is also responsible for checking each carâ&#x20AC;&#x2122;s Historic Technical Passport, an FIA document which confirms the period specification of the car and other paperwork such as crack test certificates for key components. Finally, the technical delegate ensures that only one new set of tyres are introduced for each car at an event. While all this is going on, the organisational staff are busy setting up the HFO office with Internet and phone communications facilities, laptop computers, pit lane intercoms and all the paperwork that is inevitably required. This includes briefing the circuit staff on everything from emergency plans to podium procedures. In an ideal world, by around lunch time on Friday, all preparations are complete for the real action to get started. Depending on other commitments, the official HFO photographers Jon Bunston and David Smith of Historic Racing Photography will arrive on Friday or Saturday morning and proceed to photograph anything that moves or doesnâ&#x20AC;&#x2122;t move! Although HFO has some flexibility to vary the program, the first session is usually held mid-afternoon on Friday and is generally an untimed practice session. In fact times are recorded but they do not count towards qualification. Thirty minutes before the session, the organisational staff will trawl the pit lane, reminding drivers and teams of the countdown to pit lane open. The Organisation Staff are in contact with the Race Director and Technical Delegate at all times from this point until the session is over and any recovery operations or other incidents are dealt with. Most drivers will also start getting ready around 30 minutes ahead of the session and usually in their cars with 5 to 10 minutes to go. Just before pit lane open, the Race Director will complete a track inspection, in a course car, to confirm the condition of the track and ensure all marshal posts are ready. If all is well, the Race Director will open the pit lane and then oversee the session from Race Control. The Organisation Staff and Technical Delegate continue to monitor the session from the pit lane, liaising with teams and Race Control as necessary and helping teams wherever possible. Once the session is over, the cars return to their pit garages. Various meetings take place after the session and any issues to be resolved will be discussed with drivers and teams and if necessary, involve the FIA Stewards. The official results are then approved and published. 18

Friday ends with all teams preparing the cars for Saturday and a couple of teams often working late to fix problems that have cropped up. Saturday usually involves two qualifying sessions, one in the morning and one in the afternoon. Sometimes we substitute a sprint race on Saturday afternoon in place of the second qualifying session and it is likely that most events in 2012 will run to this format. The qualifying sessions are run similar to the untimed session on Friday except that since they are official qualifying sessions, all cars will be taken to a Parc Ferme area at the end of the session where the Technical Delegate has 30 minutes to check the cars to ensure they still conform to the regulations. While in Parc Ferme, the cars are effectively in quarantine with no team personnel or drivers allowed to be present. Most drivers will elect to run a new set of tyres in one session, usually the afternoon one, to achieve their best time and then save these tyres for the main race on Sunday. Following two sessions, there is inevitably work to be completed on all cars prior to Sunday and it is not unusual to see some teams working until late through the night. On Sunday morning, there is a 10 minute warm up session which enables teams to check out any work carried out on the cars after qualifying. Not all cars participate in the warm up, some drivers prefer to get out of bed a little later! As race time approaches, the procedure is slightly different from the qualifying sessions. 10 minutes before scheduled race start time, the pit lane will open and cars leave the pits on a â&#x20AC;&#x153;reconnaissanceâ&#x20AC;? lap. Some drivers choose to pass through the pits at the end of this lap to complete a second lap and then come to the grid. The pit lane closes 5 minutes before race start time and any cars not already on track, will have to start from the pit lane after all other cars have started. As the cars form up on the grid, the Organisation Staff along with local circuit personnel will ensure all cars are in their correct grid position and in good shape. The Race Director will show 5 minute, 3 minute, 1 minute and 30 second countdown boards from the start gantry. At the 3 minute mark, all non-essential personnel such as photographers, sponsors and dignitaries will leave the grid. At the 1 minute mark, the teams will start the cars and move to either side of the grid. After the 30 second board the Race Director waves the grid off on a formation lap with a green flag. The pole position car then leads the cars around the circuit until they return to the grid. Once all cars are back in position, the Race Director will show a 5 second board. He will then turn on the red lights and within 7 seconds, turn them off again to signify the start of the race. In the event that someone has a problem on the grid, rather than delay the start, the Race Director will generally start another Green Flag lap while the offending car can be removed from the grid. At the end of the race, the first three cars are marshalled to the area below the podium and all others to Parc Ferme. The podium celebrations take place but the results remain provisional for 30 minutes until further technical checks are completed and to allow for any potential protests from competitors. All being well, the FIA officials will approve the results and they become official. Throughout the weekend, the Organisation Staff will update followers on Twitter when time and technology permits. We get the results out as soon as they are official and the race report, which has been written as the race progresses, will be finalised before everyone leaves the circuit, ready to be sent out with photographs to various publications first thing on Monday morning. Then itâ&#x20AC;&#x2122;s simply a case of packing everything away and heading home before starting to think about the next race. 19

Championship Results Pos

Total

Driver

Nat Hock RedB 1 RedB 2 Monza BH Nring Pmao 1 Pmao 2 Jar 1 Jar 2

Delane, John

Verdon-Roe, Bobby

Sayles, Terry

Wünsch, Peter

Eyre, Richard

Bindels, Nico

Quaggia, Luciano

Beaumont, Andrew

Baudoin, Michel

Yamauchi, Hideki

Kinch, Nathan

Folch, Joaquin

Bonny, Philippe

Wills, Roger

15=

Barber, Richard

Walker, Scott

17=

Alth, Gunther

Bahlsen, Hubertus

19=

Wilson, John

Collins, Dan

Turizio, Cosimo

Austin, Rob

23=

Hartley, Steve

Kubota, Katsu

D’Aubreby, Patrick

Fort, Laurent

Ferrari, Bruno

Lienau, Alexander

Simmonds, Ian

Kogan, Abba

Nearburg, Charles

Scheibner, Timo

Meyrick, Peter

6 9

4 10

2 6

6 10

3 4

0 0

4 1

2 0

0 0 20

10 3

6 10

1 4

Class Results Pos Total

Driver

Nat

Car

Class Hock RB1 RB2 Monza BH Nring Pmo1 Pmo2 Jar1 Jar2

58 Delane, John

US Tyrrell 002

12 Alth, Gunther

AU March 701/9

IT March 701/8

Pos Total

Ferrari, Bruno Driver

Nat

Car

36 Wünsch, Peter

28 Beaumont, Andrew GB Lotus 76

20 Yamauchi, Hideki

JP March 761

16 Wills, Roger

NZ Tyrrell _34

17 Bonny, Philippe

FR Trojan

15 Walker, Scott

GB Mclaren M23

13 Barber, Richard

GB Fittipald1 F5A2

10 Turizio, Cosimo

IT Hesketh 308E – 4

10 Austin, Rob

GB Surtees TS16

Kubota, Katsu

JP March 761

Fort, Laurent

FR Surtees TS9B

Nearburg, Charles US March 761-B3

Kogan, Abba

Pos Total

Driver

BR Williams FW06 Nat

Car

Verdon-Roe, BobGB McLaren MP4/1B by

36 Eyre, Richard

10 10

4 1

Class Hock RB1 RB2 Monza BH Nring Pmo1 Pmo2 Jar1 Jar2

36 Bindels, Nico

LU Lotus 87-3

22 Baudoin, Michel

19 Kinch, Nathan

GB McLaren MP4

18 Folch, Joaquin

ES Brabham BBT49

12 Bahlsen , Hubertus CH Arrows A4-3

10 Collins, Dan

GB Lotus 91-10

10 Wilson, John

GB Tyrrell 011

Hartley, Steve

GB Arrows A4-4

Lienau, Alexander

DE Lotus 81-02

Fort, Laurent

FR Ensign MN180

Scheibner, Timo

DE Ligier JS21-3

3 9

7 10

3 1

2 0

Class Hock RB1 RB2 Monza BH Nring Pmo1 Pmo2 Jar1 Jar2

51 Sayles, Terry

D’Aubreby, Patrick GB Tyrrell 012

Simmonds. Ian

GB Tyrrell 012

GB Osella FA1-D

GB Williams FW08/3

Car

Nat

Driver

Pos Total

Shadow DN9 – 1979

Class Hock RB1 RB2 Monza BH Nring Pmo1 Pmo2 Jar1 Jar2

36 Quaggia, Luciano** IT Theodore TR1

DE Wolf WR1-2

7 0 21

Championship Awards & Trophies The Champion is the driver who scores the greatest points total regardless of the class in which he/she competes and it is possible for a driver to switch classes during the season. In addition to overall champion, awards also go to drivers with the highest total of points in each class excluding the overall champion,. These are all FIA awards which are presented at an official FIA Historic Awards event. HFO also presents its own awards at a slightly less formal and usually much more boisterous event! FIA Historic Formula One Champion

John Delane

HFO Rush Films Ltd Trophy for Historic Formula One Champion

John Delane

HFO Tyrrell Trophy for Class A

John Delane

FIA Historic Formula One Classic Cup for Class B

Luciano Quaggia

HFO Ensign Trophy for Class B

Luciano Quaggia

FIA Historic Formula One Cup for Class C

Bobby Verdon-Roe

HFO Colin Chapman Trophy for Class C

Bobby Verdon-Roe

FIA Historic Formula One Sporting Cup for Class D

Terry Sayles

HFO Langford Performance Engineering Trophy for Class D

Terry Sayles

HFO Chairmanâ&#x20AC;&#x2122;s Trophy for the Spirit of the Nico Bindels Championship

HFO Geoff Richardson Trophy for the Best Newcomer

Hideki Yamauchi

HFO Nicholson McLaren Trophy for the Best Team

Hall & Hall

John Delane 2011 Champion & Winner Class A 23

Race Venues 2011 Round

Date

Circuit

Country

15th - 17th April

Hockenheim

Germany

2&3

13th - 15th May

Red Bull Ring

Austria

3rd - 5th June

Monza

Italy

1st - 3rd July

Brands Hatch

9th - 11th Sept

NĂźrburgring

Germany

7&8

21st - 23rd Oct

Autodromo Algarve

Portugal

9 & 10

28th - 30th Oct

Jarama

Spain

Race Reports

Stuart McCrudden

Hockenheim â&#x20AC;&#x201D; Round 1 Address :

Hockenheim-Ring GmbH, Postfach 1106 68754 Hockenheim, Deutschland

Tel : Fax : Email : Website :

+49 (0) 6205 950 - 00 +49 (0) 6205 950 - 299 info@hockenheimring.de www.hockenheimring.de

Built : Location : Length :

1932 Hockenheim, Germany 4574m

Capacity :

120,000

Lap Record : 1:13:780 Kimi Raikkenen McLaren 2004

ROUND 1 HOCKENHEIM 15TH-17TH APRIL 2011 Verdon-Roe mimics Lewis for McLaren F1 victory at Hockenheim On the same afternoon that McLaren took victory in China, the marque was collecting another Formula One trophy as the glorious MP4 of Bobby Verdon-Roe stormed away from the field to win the FIA Historic Formula One Championship opener at the Hockenheim Historic meeting in Germany. From an emphatic pole position BVR took a comfortable 31 second victory and fastest lap to start his points haul for the season, determined to win the Championship having come within a point in 2010. The expected challenge from the two Kumschick run Brabham BT49s of Joaquin Folch and Christian GlĂ¤sel did not materialise having been withdrawn the previous week as the Spaniard has a damaged knee and Christian immersed in a strategic commercial activity.

This left the challenge in the hands of Steve Hartley with his Mirage Arrows A4 and Richard Eyre’s Williams FW08. Land speed record holder Charles Nearburg made his HFO debut in the March 761B and Nico Bindels ran his pretty Lotus 87 in class C. The early class A cars included the evergreen John Delane with Tyrell 002, Günther Alth’s March 701 and Bruno Ferrari’s similar car. The latter lunched the transmission in the first session and did not reappear all weekend. Unfortunately Nearburg’s car had an engine failure which also side lined the WDK prepared machine. The dozen cars that lined up for the 16 lap race on the Sunday made an impressive noise at the start but Verdon-Roe was away, albeit as gently as he could having had to reengineer the drive pegs on Saturday afternoon having sheared some of the McLaren components. Hartley had taken second place on the grid and kept the red and white car in sight for a few laps but by half distance the gap was already 24 seconds. Cosimo Turizio had his Hesketh 308E up to third, battling with Eyre’s Williams, the Wolf of Peter Wuensch, Abba Kogan’s CGA Williams and Bindel’s Lotus. On lap four Kogan brought the FW06 slowly into the pits to complain of smoke emanating from his upper thigh areas subsequently diagnosed as a shorting electrical connection at the battery! With the two front cars away and seemingly settled a battle royal was taking place for third to sixth place, eventually settled at full distance with Wunsch third overall ahead of Eyre and Bindels. Turizio dropped out before the finish with electrical problems. Delane took a well earned class win and sixth overall with Terry Sayles JRT Belgium Osella heading class D and seventh ahead of Michel Baudoin’s Shadow, Luciano Quaggia in his Theodore and Alth’s March completing the results. Clearly BVR is determined and with Alan Mugglestone engineering the MP4 accurately, the first round result poses a major challenge for the Brabhams at future races. Katsu Kubota is concentrating on his group C machine this season but is another Williams starter surely needing to challenge the skilled BVR. The next round will be a starring role at the opening meeting of the newly refurbished Red Bull Ring in Austria in May. The former A1 Ring now has typically glamorous pits and VIP facilities and the Kick-Off event will see Messrs Vettel and Webber show-off to an expected 60,000 spectators. Many of Red Bull’s extreme sports stars will also be present with HFO providing the exclusive race action. 27

Steve Hartley (Arrows A4) leads Nico Bindels (Lotus 87) 28

Race Results Round 1 Hockenheim Pos

Driver

Nat

Team

Car

Class

In Class

Bobby Verdon-Roe

(GB)

Scuderia BVR

McLaren MP4/1B-6

Steve Hartley

(GB)

Mirage

Arrows A4

Peter Wünsch

(DE)

Hall & Hall

Wolf WR1 – 2

Richard Eyre

(GB)

RJM Motorsport

Williams FW08-03

Nico Bindels

(LU)

Hall & Hall

Lotus 87

John Delane

(US)

Hall & Hall

Tyrrell 002

Terry Sayles

(GB)

JRT Belgium

Osella FA-1D-03

Michel Baudoin

(FR)

Hall & Hall

Shadow DN9-2B

Luciano Quaggia

(IT)

Fernicors F1

Theodore TFR1

Gunther Alth

(AT)

Gunther Alth

March 701-9

Cosimo Turizio

(IT)

Cosimo Turizio

Hesketh 308E-4

DNC

Abba Kogan

(BR)

Hall & Hall

Williams FW06-2

Pos

Driver

Gap

Time

Fastest

In Lap

Avg Speed kph

Bobby Verdon-Roe

16 laps

25:47.6

01:34.4

170.23

Steve Hartley

31.794

26:19.4

01:37.2

166.81

Peter Wünsch

01:08.7

26:56.3

01:39.0

162.99

Richard Eyre

01:09.1

26:56.7

01:39.4

162.96

Nico Bindels

01:11.7

26:59.3

01:39.5

162.7

John Delane

15 laps

26:08.7

01:42.6

157.44

Terry Sayles

29.943

26:38.7

01:43.5

154.49

Michel Baudoin

14 laps

26:45.0

01:49.2

143.62

Luciano Quaggia

33.077

27:18.1

01:54.6

140.72

Gunther Alth

33.914

27:18.9

01:51.9

140.65

Cosimo Turizio

12 laps

20:09.9

01:39.4

163.31

DNC

Abba Kogan

4 laps

07:30.8

01:40.2

146

John Delane

15 laps

26:08.7

01:42.6

157.44

Gunther Alth

33.914

27:18.9

01:51.9

140.65

Peter Wünsch

01:08.7

26:56.3

01:39.0

162.99

Luciano Quaggia

33.077

27:18.1

01:54.6

140.72

Cosimo Turizio

12 laps

20:09.9

01:39.4

163.31

DNC

Abba Kogan

4 laps

07:30.8

01:40.2

146

Bobby Verdon-Roe

16 laps

25:47.6

01:34.4

170.23

Steve Hartley

31.794

26:19.4

01:37.2

166.81

Richard Eyre

01:09.1

26:56.7

01:39.4

162.96

Nico Bindels

01:11.7

26:59.3

01:39.5

162.7

Michel Baudoin

14 laps

26:45.0

01:49.2

143.62

Terry Sayles

29.943

26:38.7

01:43.5

154.49

Class A

Class B

Class C

Class D 7

Bobby Verdon-Roe McLaren MP4 â&#x20AC;&#x201C;1B 33

Abba Kogan Williams FW06 37

Charles Nearburg March 761 38

Richard Eyre Williams FW08C 39

Red Bull Ring — Rounds 2 & 3 Address : Projekt Spielberg GmbH & Co KG, Red Bull Ring Straße 1

Tel : Fax : Email :

A-8724 Spielberg bei Knittelfeld, Austria +43 3577 202-0 +43 3577 222-90 office@projekt-spielberg.at

Website :

www.projekt-spielberg.at

Built : Location : Length :

1969 Spielberg, Styria, Austria 4.326km

Capacity :

20000 Grandstand

Lap Record : 1:08:337 Michael Schumacher Ferrari 2003 Some Technical data about the construction of the Spielberg project: 5,000 m³ of ground excavation, 80,000 m² of noise barrier embankments, 10,000 m³ of concrete works 1,300 metric tons of reinforced steel, 11,000 m² of aluminium siding, 5,000 m² of glass façade 68,500 m² of new tarmac, & 577 permanent parking spaces.

ROUNDS 2 & 3 RED BULL RING 14TH-15TH MAY 2011 Red Bull tastes doubly sweet for Bobby Verdon-Roe in HFO Austria Two convincing victories gained a maximum points haul for Bobby Verdon-Roe as the Portugal-based Brit steered his McLaren MP4 to victory in rounds 2 and 3 of the FIA Historic Formula One Championship at the spectacular “Kick Off” event formally launching the revitalised Red Bull Ring circuit near Spielberg in Austria

Formerly the A1 Ring the circuit has been brought right up to F1 licensed standard by a massive investment from the Red Bull energy drinks company. Red Bull founder, Dieter Mateschitz, was on site to conduct the opening ceremony in the company of both his current F1 World Champion, Sebastian Vettel and team mate, Mark Webber. When thanked for making the circuit a showcase location he responded by saying that his team had tried to make the circuit attractive to spectators and competitors alike. 40

F1 supremo Bernie Ecclestone was also present, taking a specific interest in the Historic Formula One fraternity. Niki Lauda, Christian Horner and Helmut Marko also attended the event which of course included the many Red Bull extreme sports participants such as the NASCAR team from South Carolina, the stunt flyer who landed under the start line gantry and the loop-the-loop helicopter and skydiving teams! A 16 car entry came to the circuit for the first time in five years and included Hubertus Bahlsen in this Kohler Garage Arrows A4 running for the first time in two years. Richard Eyre brought his immaculate Williams FW07 with HFO Chairman Dan Collins making one of his occasional forays on track with his Lotus 91. Nico Bindels entered his Hall & Hall run Lotus 87 and Classic Team Lotus had new HFO entrant Andrew Beaumont in his Lotus 76. Two new entrants joined from Germany for this spectacular weekend, Dr. Alexander Lienau with a Lotus 81 and Timo Scheibner with his attractive Ligier JS21. Weather was predicted to mess with the weekends racing but thankfully qualifying was just completed in dry conditions allowing the might of the McLaren to put BVR on pole ahead of Eyreâ&#x20AC;&#x2122;s FW07, Bahlsen and Collins. Peter WĂźnsch with his Wolf was fifth fastest ahead of Bindels and John Delane an excellent 7th overall with his Tyrell 002.

Race 1 was a 9 lap sprint on the Saturday. Bahlsen actually got the jump on BVR but the McLaren was ahead mid lap and pulled out a growing lead that was twenty one seconds at the finish. Bahlsen was second from Eyre, Collins, Bindels and Wünsch. Lienau showed his knowledge of the track taking seventh ahead of Delane with Michel Baudoin’s Shadow ninth, Beaumont’s Lotus in tenth and Günther Alth’s March 701 eleventh. Milanese legal eagle Luciano Quaggia drove his neat and reliable Theodore to 12th place with Terry Sayles completing the finishers but struggling with a failed mechanical fuel pump that would require him to carry an extra battery to force the electric pump to feed the DFV in Sunday’s race. The predicted inclement weather arrived on Sunday morning but the expected drop in temperature down to 6 degrees had not happened by the time the gates opened at 9am to welcome some 20,000 spectators to a free day of racing and exciting demonstrations. However steady rain gave the runners a taste of wet tyres in the 10 minute early morning warm-up which was to prove useful for the afternoon’s race. A long grid show with live broadcast TV exposure was completed as Race Director John Felix switched out the red lights. BVR got the MP4 rolling sweetly and put on a master show of car control only having a moment right at the end of the 16 laps as he passed a back marker in sight of the chequered flag! Dan Collins had experienced an intermittent misfire all weekend and when the engine died momentarily on lap 8 it pitched the 91 into the gravel and out of the race. Scheibner’s Ligier had shown an improving speed all race but also spun into retirement. Bahlsen chased all afternoon but could not keep the McLaren in sight, taking second at the flag, this time ahead of Richard Eyre with Nico Bindels a consistent fourth with Wünsch fifth and leader of class B for the second podium of the weekend. Andrew Beaumont had got the feel of his Lotus 76 for a strong 6th finish leading Delane, again the Class A winner then Lienau, Sayles, Alth and Quaggia. Red Bull Racing team manager Christian Horner presented the podium trophies and Dieter Mateschitz hoped that the HFO participants would return to Austria in 2012 for another spectacular racing show. The results see Verdon-Roe and Wünsch tied on 30 points each with both drivers having scored maximum points from the first 3 races of the 2011 Championship. John Delane lies in 3rd position with Terry Sayles fourth. HFO will re-assemble in force at Monza on the first weekend of June with an expected 30 car entry including the mysterious Mr John of B already entered for round 4 of the FIA Championship.

Race Results Round 2 Red Bull Ring Pos 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

No 2 29 6 11 17 20 23 3 14 10 19 36 32 21 66

Pos

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Class A 1 2 Class B 1 2 3 4 Class C 1 2 3 4 5 6 7 8 Class D 1

2 29 6 11 17 20 23 3 14 10 19 36 32 21 66

Driver Verdon-Roe, Bobby Bahlsen, Hubertus Eyre, Richard Collins, Dan Bindels, Nico Wünsch, Peter Lienau, Alexander Delane, John Baudoin, Michel Beaumont, Andrew Alth, Gunther Quaggia, Luciano Sayles, Terry Scheibner, Timo Turizio, Cosimo

Nat GB CH GB GB LU DE DE US FR GB AT IT GB DE IT

Team Scuderia BVR

Gap

Time

Fastest

In Lap

Verdon-Roe, Bobby Bahlsen, Hubertus Eyre, Richard Collins, Dan Bindels, Nico Wünsch, Peter Lienau, Dr Alexander Delane, John Baudoin, Michel Beaumont, Andrew Alth, Gunther Quaggia, Luciano Sayles, Terry Scheibner, Timo Turizio, Cosimo

9 Laps 21.087 28.405 33.732 01:05:15 01:06:48 8 laps 1.38 23.577 43.438 1:00.94 00:01:21 7 Laps DNC DNC

13:07.02 13:28.10 13:35.42 13:40.75 14:12.18 14:13.50 13:11.26 13:12.64 13:34.83 13:54.69 14:12.20 14:32.69 13:14.26 5:01.29

1:26.70 1:29.57 1:30.31 1:31.13 1:31.63 1:31.77 1:36.90 1:36.30 1:40.29 1:39.40 1:45.78 1:45.20 1:42.41 1:37.93

5 6 6 5 9 6 7 7 4 5 4 6 5 3 0

177.78 173.14 171.59 170.48 164.19 163.93 157.18 156.91 152.63 149.00 145.94 142.51 137.01 154.80

3 19

Delane, John Alth, Gunther

1.38 1:00.94

13:12.64 14:12.20

1:36.30 1:45.78

7 4

156.91 145.94

20 10 36 66

Wünsch, Peter Beaumont, Andrew Quaggia, Luciano Turizio, Cosimo

01:06:48 43.438 00:01:21 DNC

14:13.50 13:54.69 14:32.69

1:31.77 1:39.40 1:45.20

6 5 6 0

163.93 149.00 142.51

2 29 6 11 17 23 14 21

Verdon-Roe, Bobby Bahlsen, Hubertus Eyre, Richard Collins, Dan Bindels, Nico Lienau, Dr Alexander Baudoin, Michel Scheibner, Timo

9 Laps 21.087 28.405 33.732 01:05:15 8 laps 23.577 DNC

13:07.02 13:28.10 13:35.42 13:40.75 14:12.18 13:11.26 13:34.83 5:01.29

1:26.70 1:29.57 1:30.31 1:31.13 1:31.63 1:36.90 1:40.29 1:37.93

5 6 6 5 9 7 4 3

177.78 173.14 171.59 170.48 164.19 157.18 152.63 154.80

Sayles, Terry

7 Laps

13:14.26

1:42.41

137.01

Driver

Kohler Garage RJM Motorsport Classic Team Lotus Hall & Hall Hall & Hall Alexander Lienau Hall & Hall Hall & Hall Classic Team Lotus Gunther Alth Fernicors F1 JRT Belgium Timo Scheibner Cosimo Turizio

Car McLaren MP4/1B-6 Arrows A4 Williams FW08-03 Lotus 91-10 Lotus 87 Wolf WR1 – 2 Lotus 81-2 Tyrrell 002 Shadow DN9-2B Lotus 76-1 March 701-9 Theodore TFR1 Osella FA-1D-03 Ligier JS21-3 Hesketh 308E-4

Class C C C C C B C A C B A B D C B

In Class 1 2 3 4 5 1 6 1 7 2 2 3 1 8 4 Avg Speed kph

Race Results Round 3 Red Bull Ring Pos

Driver

Nat

Team

Verdon-Roe, Bobby

Scuderia BVR

Bahlsen, Hubertus

Eyre, Richard

Class

In Class

McLaren MP4/1B-6

Arrows A4 Williams FW08-03

C C

Kohler Garage RJM Motorsport

Bindels, Nico

Hall & Hall

Lotus 87

Wünsch, Peter

Hall & Hall

Wolf WR1 – 2

Beaumont, Andrew

Classic Team Lotus

Lotus 76-1

Delane, John

Hall & Hall

Tyrrell 002

B A

Lienau, Alexander

Alexander Lienau

Lotus 81-2

Sayles, Terry

JRT Belgium

Osella FA-1D-03

C D

9 10

Alth, Gunther

Gunther Alth

March 701-9

Quaggia, Luciano

Fernicors F1

Theodore TFR1

Baudoin, Michel

Hall & Hall

Shadow DN9-2B

Scheibner, Timo

Timo Scheibner

Ligier JS21-3

DNC

Collins, Dan

Pos

Classic Team Lotus Time

Lotus 91-10

Verdon-Roe, Bobby

16 Laps

28:53.67

1:46.82

143.48

Bahlsen, Hubertus

50.24

29:43.92

1:49.56

139.44

Eyre, Richard

1:37.98

30:31.65

1:50.71

135.80

Bindels, Nico

15 Laps

29:31.25

1:55.43

131.66

Wünsch, Peter

29.13

30:00.38

1:56.93

129.53

Beaumont, Andrew

14 Laps

28:57.43

1:59.17

125.27

Delane, John

19.37

29:16.80

2:01.37

123.89

Lienau, Dr Alexander

1:00.91

29:58.34

2:02.51

121.03

2:11.40

31:08.83

2:04.83

116.46

13Laps

28:55.30

2:09.06

116.46

1.65

28:56.95

2:09.17

116.35

43.03

29:38.33

2:11.48

113.65

1:57.45

123.09

2:01.40

114.94

Driver

Gap

Car

Fastest

1 1

C 8 In Lap Avg Speed kph

Sayles, Terry

Alth, Gunther

Quaggia, Luciano

Baudoin, Michel

Scheibner, Timo

DNC

Collins, Dan

DNC

18:56.7 9:01.01

Delane, John

19.37

29:16.80

2:01.37

123.89

Alth, Gunther

13Laps

28:55.30

2:09.06

116.46

Wünsch, Peter

29.13

30:00.38

1:56.93

129.53

Beaumont, Andrew

14 Laps

28:57.43

1:59.17

125.27

Quaggia, Luciano

1.65

28:56.95

2:09.17

116.35

Verdon-Roe, Bobby

16 Laps

28:53.67

1:46.82

143.48

Bahlsen, Hubertus

50.24

29:43.92

1:49.56

139.44

Eyre, Richard

1:37.98

30:31.65

1:50.71

135.80

Bindels, Nico

15 Laps

29:31.25

1:55.43

131.66

Lienau, Dr Alexander

1:00.91

29:58.34

2:02.51

121.03

Baudoin, Michel

43.03

29:38.33

2:11.48

113.65

Scheibner, Timo

9 Laps

1:57.45

123.09

DNC

Collins, Dan

DNC

18:56.7 9:01.01

2:01.40

114.94

Sayles, Terry

2:11.40

31:08.83

2:04.83

116.46

9 Laps

Class A

Class B

Class C

Class D 1

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A piece of History 1982 1982 Austrian Grand Prix â&#x20AC;&#x201D; 15 August, Ă&#x2013;sterreichring, Spielberg, Styria, Austria. The race was won by Lotus' Elio de Angelis, who held off Keke Rosberg's Williams to win by just 0.050 seconds, or less than half a car length. Nelson Piquet's Brabham led into the first corner from pole position, while Renault's Alain Prost passed Piquet's team mate Riccardo Patrese for second. Further back, there was a collison which eliminated the two Alfa Romeos of Andrea de Cesaris and Bruno Giacomelli. Prost's advantage over Patrese lasted only a few corners before the Italian re-passed him. On lap 2, Patrese took the lead from Piquet and the two Brabham's immediately began to pull away on their half-full tanks.

Shortly before half distance, Piquet made the first planned mid-race fuel and tyre pit stop in modern F1 history. He rejoined in 4th place, just ahead of Keke Rosberg, having lost position to Prost and Elio de Angelis. Several laps after Piquet, Patrese made his stop. In that time, he had built up a sufficient to lead to rejoin the race still in 1st, albeit now only a few seconds ahead of Prost. The Brabham and Renault appeared evenly matched after the stop, with the gap from Patrese to Prost remaining relatively stable. However, only a few laps after his stop, Patrese suffered an engine failure, causing him to spin off. Prost inherited a comfortable lead from de Angelis with Piquet promoted to 3rd. However, the reigning since his pit stop, unable leaders, he was instead berg. Only a few laps quet retired with an elecham, Rosberg began but surely reducing the while, looked serene suffer a mechanical fail-

world champion had struggled to make any inroads into the struggling to stay ahead of Rosafter his team mate's exit, Pitrical failure. Free of the Brabclosing in on de Angelis, slowly 10 second gap. Prost, meanwith his half-minute lead only to ure just 5 laps from the end.

This left de Angelis leading, poised for his maiden victory, but Rosberg, who by now had reduced de Angelis' advantage to only a few seconds, seemed to step up a gear now that his maiden win was in sight, and the Finn began closing more rapidly. By the last lap, Rosberg had reduced to the gap to just 1.6 seconds. He closed rapidly on the final tour, de Angelis apparently succumbing to the pressure, and was right on the Lotus' gearbox heading into the final corner. De Angelis calmly defended the inside line, and Rosberg was unable to go the long way round. His tight entry to the corner caused de Angelis to slide wide on the exit, allowing Rosberg to dive inside on the home straight, only to miss out by just 0.050 seconds, or less than half a car length. 46

F1 Austria 1982 Race Results Pos 1 2 3 4 5 6 7 8 9 Ret Ret Ret Ret Ret Ret Ret Ret Ret Ret Ret Ret Ret Ret Ret Ret Ret DNQ DNQ

No 11 6 26 27 8 30 20 15 7 4 1 33 29 2 25 12 16 9 35 36 14 3 17 5 22 23 18 31

Driver Elio de Angelis Keke Rosberg Jacques Laffite Patrick Tambay Niki Lauda Mauro Baldi Chico Serra Alain Prost John Watson Brian Henton Nelson Piquet Tommy Byrne Marc Surer Riccardo Patrese Eddie Cheever Nigel Mansell RenĂŠ Arnoux Manfred Winkelhock Derek Warwick Teo Fabi Roberto Guerrero Michele Alboreto Rupert Keegan Derek Daly Andrea de Cesaris Bruno Giacomelli Raul Boesel Jean-Pierre Jarier

Constructor Lotus-Ford Williams-Ford Ligier-Matra Ferrari McLaren-Ford Arrows-Ford Fittipaldi-Ford Renault McLaren-Ford Tyrrell-Ford Brabham-BMW Theodore-Ford Arrows-Ford Brabham-BMW Ligier-Matra Lotus-Ford Renault ATS-Ford Toleman-Hart Toleman-Hart Ensign-Ford Tyrrell-Ford March-Ford Williams-Ford Alfa Romeo Alfa Romeo March-Ford Osella-Ford

DNQ

Eliseo Salazar

ATS-Ford

Laps 53 53 52 52 52 52 51 48 44 32 31 28 28 27 22 17 16 15 7 7 6 1 1 0 0 0

Time/Retired 25:02.2 0.05 + 1 Lap + 1 Lap +1 Lap +1 Lap +2 Laps Injection Engine Engine Electrical Spun Off Engine Engine Engine Engine Injection Spun Off Suspension Transmission Spun Off Spun Off Steering Collision Collision Collision

Grid 7 6 14 4 10 23 20 3 18 19 1 26 21 2 22 12 5 25 15 17 16 8 24 9 11 13

Points 9 6 4 3 2 1

De Angelis joyfully celebrated his maiden win, while Rosberg had boosted his championship chances despite missing out on his maiden win by such an agonizingly small margin, moving ahead of John Watson into second place in the championship, which was effectively the lead as the official championship leader Didier Pironi was out for the rest of the season with leg injuries. Ligier's Jacques Laffite completed the podium, coming home a distant third, while Ferrari's Patrick Tambay, who recovered from a puncture early in the race, McLaren's Niki Lauda and the Arrows of Mauro Baldi rounded off the points scorers. The win by De Angelis was the last hailed by Colin Chapman's famous act of throwing his cloth cap into the air after a Lotus victory. It would also be the last win by Lotus until the 1985 Portuguese Grand Prix.

Nico Bindels Lotus 87 51

Bobby Verdon-Roe wins both races 54

Hubertus Bahlsen Arrows A4 55

Monza — Round 4 Address

Autodromo Nazionale Monza Via Vedano n° 5, Parco di Monza

20900 Monza Tel : +39.039.2482.470 Fax : +39.039.2482.348 Email : infoautodromo@monzanet.it Website : www.monzanet.it Built:: 1922 Location: Monza, Italy Length: 5.793km Capacity: 113860 Lap record 1:21:046 Rubens Barrichello Ferrari 2004 D’AUBREBY IN THE GROOVE AS COLLINS’ SLICK TRICK SLIPS Frenchman Patrick D’Aubreby took a well judged Monza win on a wet but drying track after pole-man Steve Hartley exited from the lead with a flat and a bold move by Dan Collins to start on slicks ever so nearly paid off. The small grid put on the best racing show of the HFO season to date. The 59th edition of the Coppa Intereuropa at Monza generated a smaller grid than usual for the fourth round of the FIA Historic Formula One Championship. Fourteen drivers signed on for the event, a marked contrast to the 30 seen in recent years but a reflection of the smaller levels of participation being experienced in all forms of the sport including the historic arena. “Normally Monza is the biggest draw of the year,” said HFO’s Stuart McCrudden, “but this year several drivers are starting their season late and we have not had the regular Italian contingent enter for their “local” event. The Brands entry is looking much more like the norm and the latter part of the season will be as strong as usual.” The entry was headed by the McLaren MP4 of Bobby Verdon-Roe, Richard Eyre’s Williams and Steve Hartley’s Mirage-prepared Arrows A4. Katsu Kubota was making his first start of the year in the Bennett family-tended March 761 and Dave Abbott’s Arrows, also out for the first time this season.

Patrick D’Aubreby had his Tyrrell 012 running nicely and John Delane was his enthusiastic self with his 002 model. HFO Chairman Dan Collins ran his Classic Team Lotus 91 model and Andrew Beaumont his Lotus 76. Richard Barber made a first time entry to an HFO event with his immaculate Fittipaldi F5A. The field also included Terry Sayles and his Osella, Michel Baudoin’s Hall & Hall Shadow, Luciano Quaggia and his Theodore and Bruno Ferrari and his March 701. Friday’s free practice session was literally washed out after just 10 minutes when a monsoon hit the Lombardi region right over Monza. Seeing water flowing up the pitlane driven by a howling wind was awesome and quite frightening. Race Director John Felix wisely decided to can the session for everyone’s safety. The wet first qualifying saw Hartley set fastest nearly two seconds ahead of Collins with D’Aubreby next ahead of Abbott, Eyre and Barber. Andrew Beaumont had a coming together with D’Aubreby which broke the rear wishbone joint on the Tyrrell and Abbott and Collins also tangled gently. John Felix summoned all the drivers to a second briefing to emphasise that high driving standards were expected and that any form of contact would result in serious penalty. Verdon-Roe suffered fuel pump problems which left the MP4 short of laps. The problem lasted all weekend and even the installation of extra high pressure pumps would not relieve the running problem and BVR eventually withdrew the car on Sunday morning rather than risk engine damage. Quaggia’s Theodore ran roughly from the start and ended the session covered in engine oil from a split pipe. The second session was right at the end of Saturday but thankfully dry which enabled the quick times to be set. Hartley was fastest overall ahead of Eyre, Kubota and Collins. Dave Abbott had a nasty off at the second chicane when he got the Arrows off-line and on the treacherous Astroturf edgings which hold water even when the track is dry. The Arrows snapped right across the track and hit the tyre barrier hard taking off the front corner and breaking the rear upright. Abbott exited the car safely without injury but the red flag delayed the session. Twelve runners would line up for 12 laps on Sunday. 57

A very wet 10 minutes of warm-up in the morning gave a few brave souls experience of a streaming track but the day veered between showers and dry which simply added to the tension as race time drew near. Dan Collins was the only driver to elect to start on dry slicks with the track still showing quite wet in places and a few drops falling from a grey sky. Some teams considered changing to dry tyres on the grid after an exploratory lap but car 11 was the only starter on slicks. Hartley gunned the Arrows away from the grid with Patrick D’Aubreby making a brilliant start from the third row into the front group as they all scrambled through the first chicane. Eyre and Kubota were already squabbling over position with John Delane’s Tyrell heading Collins for the first couple of laps. After the second tour the order was Hartley and D’Aubreby 15 seconds clear of Eyre, Kubota, Collins now ahead of Delane with Barber, Ferrari and Beaumont. Hartley punctured on lap 6, the right rear wet going flat quickly and forcing the Arrows into retirement. The Frenchman’s Tyrrell was now well ahead of Eyre’s Williams with Kubota’s March smoking and slowing. Collins however was taking great chunks of time out of everybody as the slicks bit into the drying track. By lap 8 D’Aubreby had a 21 second advantage over Eyre but Collins was harrying the Southend man and passed into second on lap 9. However, Eyre was not done and retook the place and Collins spun and stalled; he was restarted by the marshals but the challenge for victory was over. Richard Barber, who had lost third gear on the first lap, was now pushing the ailing Kubota car and when the March engine cried enough, the Kent garage owner moved into a well deserved third overall. John Delane proved both consistent and quick to place fourth at the finish with Andrew Beaumont’s Lotus fifth and Collins recovering to sixth. Bruno Ferrari slid the March off on the last lap but only damaged fibreglass. This was Patrick D’Aubreby’s first ever visit to the top step of an HFO podium and a great reward for his small team of young technicians who run the Circuit de Croix en Ternois school during the week. He also took class D honours whilst the other class winners were Delane for class A, Barber class B and Eyre class C. The points table closes dramatically with BVR non-starting the weekend and now he shares the lead with Peter Wunsch. Next round will be at the HSCC Super Prix at Brands Hatch long circuit in early July.

Race Results Round 4 Monza Pos 1 2 3 4 5 6 7 8 9 10 11 NP

No 15 6 16 3 10 11 14 33 32 18 31 36

Driver d’Aubreby P. Eyre R. Barber R. Delane J. Beaumont A. Collins D. Baudoin M. Ferrari B. Sayles T. Kubota K. Hartley S. Quaggia L.

Pos

Driver

1 2 3 4 5 6 7 8 9 10 11 NP Class A 1 2 Class B 1 2 3 Class C 1 2 3 4 Class D 1 2

15 6 16 3 10 11 14 33 32 18 31 36

Nat FR GB GB USA GB GB FR IT GB JP GB IT

Team Ecurie Griffiths RJM Motorsport Roses Garage Hall & Hall Classic Team Lotus Classic Team Lotus Hall & Hall JRT Belgium CGA Race Engineering Mirage Fernicors F1

Car Tyrrell 012Williams FW0 Fittipaldi FA5 Tyrrell 002 Lotus 76-1 – Lotus 91-10 Shadow DN9-2 March 701-00 Osella FA-1D March 761 – Arrows A4 – Theodore TR1

Class D C B A B C C A D B C

In Class 1 1 1 1 2 2 3 2 2 3 4

Gap

Time

Fastest

In Lap

d’Aubreby P. Eyre R. Barber R. Delane J. Beaumont A. Collins D. Baudoin M. Ferrari B. Sayles T. Kubota K. Hartley S. Quaggia L.

12 laps 26.208 47.889 1’05.845 1’16.743 1’59.951 2’03.736 1 Lap 1 Lap 2 Laps 6 Laps

24’11.430 24’37.638 24’59.319 25’17.275 25’28.173 26’11.381 26’15.166 23’21.188 24’35.443 20’34.475 12’40.061

1’57.981 1’59.673 2’02.027 2’03.106 2’02.634 1’57.765 2’06.230 2’05.524 2’11.624 1’57.844 1’57.930

4 2 8 9 10 5 9 2 5 3 2

Avg Speed kph 254.1 266 258.9 255.9 265.3 248.2 250 259.6 240 267.9 252.9

3 33

Delane J. Ferrari B.

1’05.845 1 Lap

25’17.275 23’21.188

2’03.106 2’05.524

9 2

255.9 259.6

16 10 18

Barber R. Beaumont A. Kubota K.

47.889 1’16.743 2 Laps

24’59.319 25’28.173 20’34.475

2’02.027 2’02.634 1’57.844

8 10 3

258.9 265.3 267.9

6 11 14 31

Eyre R. Collins D. Baudoin M. Hartley S.

26.208 1’59.951 2’03.736 6 Laps

24’37.638 26’11.381 26’15.166 12’40.061

1’59.673 1’57.765 2’06.230 1’57.930

2 5 9 2

266 248.2 250 252.9

15 32

d’Aubreby P. Sayles T.

12 laps 1 Lap

24’11.430 24’35.443

1’57.981 2’11.624

4 5

254.1 240

Patrick Dâ&#x20AC;&#x2122;Aubreby in Tyrrell 012 focused on winning Monza

Apparently there is this famous shot whereâ&#x20AC;Śâ&#x20AC;Ś..

Driving the Circuit ….Monza Monza is probably the fastest circuit we visit and straight line speed is all important. For a quick lap, the general approach is to minimise down force and therefore drag, by reducing wing angles. Monza doesn’t really have medium speed corners, they are either very quick or very slow and down force is not as important as it is at some other circuits. On a flying lap in my Lotus 91, I exit Parabolica in 4 thgear with the throttle to the stop. 5th is taken before the finish line and then it’s a case of keeping the throttle wide open, reading the pit board, checking the gauges and generally taking it easy! The Monza straight is so long and wide that there is little to concentrate on until you get to the pit lane exit. You have to watch for cars exiting the pit lane, especially in qualifying. Exiting traffic has to stay to the right of a white line which runs almost all the way to the chicane at the end of the straight. At that point, everyone moves sharply to the left of the track for the line into the right hander. With the speed differential of a car on the straight and one exiting the pits, you can get quite a fright with the closure rate. Assuming the pit exit is clear, the first corner requires nerves of steel. The cars are probably reaching 180 mph (320 kph) at the end of the straight and if you are quick, you leave your braking until about 100-125 metres before the corner. If you are REALLY quick, you wait until 75-100 metres. This is a prime overtaking point but with such a narrow track width, often produces spectacular incidents. The first chicane, Variante Rettafilo, is the slowest part of the circuit and is a tight and fiddly right/left with a gentle right leading onto the Curve Grande as you exit. With a 5 speed gearbox, it always seems that you cannot find the right ratios for this corner without compromising some other corner. I take this in 2 nd gear and the result is that if you get it just slightly wrong, the engine will bog down when you try and power out of the corner. The chicane has high kerbs to discourage corner cutting and bumps inside the apex. So if you get the corner wrong or are forced to take avoiding action, you are in for a very rough ride at best and a damaged car at worst. Exiting the chicane you need to get the power down as soon as you can because you’re now approaching the Curve Grande which, despite being a curve, is treated like a straight and is flat out all the way. The car tends to squirm as you apply power since you have just made two significant changes of direction and the car’s mass is trying to throw you off to the right. It’s very easy to get too much power down and then lose the back end but ultimate speed through the Curve Grande is as important as on the main straight. You accelerate through the Curve Grande flat all the way and up to 5 th gear well before the tightest part of the curve. I tend to hug the inside line but there are all kinds of lines through here and it can be quite an exciting part of the track if you come up behind a slower car! As you exit the Curve Grande, you are now approaching the second chicane and another demon breaking area. The second chicane ,Variante Roggia, is a left/right sequence, not as tight as the first and the kerbs are not so daunting but it is another high speed approach and late, heavy breaking corner. Another good spot for overtaking and for getting involved in an incident! There is a lot of run off ahead of you as you approach this corner and does tempt you to try a bold move here. However, there is almost no run off on the left and right as you enter and a nice close Armco barrier on the left as you exit. A mistake here can be costly. Once again early power application is important but you need to watch for the car squirming around. Since this chicane is slightly more open than the first, the car is a little easier to control here. You are now on a short straight down to Lesmo 1. Depending on how the car is geared and how well I exited the chicane, I will take Lesmo 1 in 3 rd or 4th. It is a deceptively fast corner and seems especially suited to the ground effect cars. The suspension gets compressed quite a bit if you attack this corner and I think the undertray then gives us a lot of down force. It is one of those strange situations where when you think you have made a mistake and entered the corner too fast, the car just goes around like it is on rails. 62

You exit Lesmo 1 onto a slightly longer straight to Lesmo 2. You will be in 4 th along here and again the second Lesmo may be taken in 3rd or 4th. This is very similar to the first Lesmo being quicker than it seems. You have to be mindful of the astroturf strip on the exit which can be quite slippery compared to both the track and the run off surfaces. The camber of both Lesmos also make it very likely that if you make a mistake here, instead of running over the ample run off on the outside of the corners, you will end up spinning into the inside of the track where the Armco is waiting just a few feet from the track. After Lesmo 2 you are now on the downhill, slightly kinked to the right, straight that passes under the old banking. You hear a roar of sound as your exhaust echoes off the banking walls and as if you needed one, this is a cue to think about breaking! This is the approach to Variante Ascari. Another fast approach but not much braking here. Despite being described as a chicane, the complex is a very quick esses which turns first left, then right and left again. The quickest drivers brake very late and turn in simultaneously aiming to ride the kerb on the left which is quite high. If you get it right, you can start to ease on power as you change direction and hug the kerb on the right. This is quite a bit longer than the two left hand corners in the complex and has what I can only describe as a ditch on the inside. Presumably this is for drainage purposes but if you drop a wheel into it, it can spit you back out with unpredictable results. As you start to turn back to the left for the final corner of the complex, you can take plenty of kerb on the left and run very wide on the right as you exit onto the straight and apply full power. Once again you are approaching a long straight where outright speed is all important. This straight is comparable to the main straight being very long with a high terminal speed as you approach Parabolica. Another good overtaking spot but the quick drivers will trail brake right into the apex here and carry a lot of speed into the corner. You have to know exactly what your car is capable of in this corner because this corner has a tightening radius and it always seems that you have entered way too fast for the car to make it round. It feels as though the car is going to run off the outside of the track but as you drift over to the outside, there is more grip to be found and as the car approaches the outside edge of the track, you effectively treat it like another corner and pull the car further to the right. You also need to apply power sooner than seems possible as you are now back on the main straight and need to maximise speed here. The good news is there is a lot off run off where the current circuit joins the old banking. But itâ&#x20AC;&#x2122;s way better to get it right and blast down that straight. Thereâ&#x20AC;&#x2122;s just something about a quick lap at Monza!

Patrick Dâ&#x20AC;&#x2122;Aubreby wins his first HFO Race in the Tyrrell 012

Katsu Kubota in Ronnie Peterson March 761 70

John Delane in the Tyrrell 002 manages to find grip in the wetâ&#x20AC;Ś.Monza WAS WET! 71

Brands Hatch — Round 5 Address : Tel : Fax : Email : Website :

Fawkham, Longfield, Kent, DA3 8NG

01474 872 331 01474 874 766 brandshatch@motorsportvision.co.uk

www.brandshatch.co.uk

Built : 1950 Location : Kent, UK Length : 4.206 km Capacity : 150,000 Lap Record : 1:09:593 Nigel Mansell Williams FW11 1986

WIN ON BRANDS DEBUT FOR YOUNG JAPANESE STAR, YAMAUCHI Hideki Yamauchi won the FIA Historic Formula One race at Brands Hatch over the weekend driving a March 761 from John Wilson’s Tyrrell 011 and Richard Eyre’s Williams FW08. Peter Wuensch finished second in his class to give him enough points to move into the championship lead, a position he previously shared with Bobby Verdon Roe. Round 5 of the 2011 FIA Historic Formula One Championship saw Yamauchi make his debut in HFO driving the March 761 belonging to his mentor, Katsu Kubota. The young Japanese F3 racer, who was partnering Kubota in his Group C endeavours this weekend, was not expecting a ride in the March but took to the machinery with some style, setting a pole position time of 1.19.786 – some 2.5seconds faster than the returning John Wilson (Tyrrell 011) who impressed with his pace despite not having driven the car since last year.

The grid was significantly depleted following the late withdrawals of a number of competitors. From the front runners, Verdon Roe was still suffering on-going issues that plagued his McLaren MP4 at the previous round in Monza whilst Joaquin Folch, a stalwart of the Championship was expected with the Brabham BT49 but injury has forced him to sit out much of the season to date and he failed to recover for the meeting. Peter Meyrick’s Arrows A5 suffered rear wing failure just days

before the race and was withdrawn under safety considerations. A number of other drivers were unable to participate due to commitments elsewhere and it robbed the strong Brands crowd of the usual high quality field of Historic Formula One cars that the event has come to expect. The racers that were on display did not disappoint however and the grid included ‘new’ machinery in the shape of Laurent

Fort’s Ensign MN180 in its first outing since restoration. The Esprit Motorsport team worked hard to get the car to the event and Laurent is set to compete at future HFO races. The car suffered from spark plug issues in qualifying and he was forced to retire from the race despite showing good potential. Likewise, Ian Simmonds in the pretty Tyrrell 012 was showing good pace in this his debut HFO outing in 2011 but at the end of the first lap of the race the car lost fourth gear and he pulled off at the top of Paddock Hill.

Simmonds’ Class D competition came in the form of Terry Sayles’ pretty Osella FA1. Sayles has raced the car for many seasons having been with HFO for over a decade and despite fuel pump issues managed the car home to take class honours. The oldest car on the grid was the ex Jackie Stewart Tyrrell 002 of John Delane. The American is an enthusiastic racer and supporter of the Championship and the crowd love seeing the Tyrrell in action. John battled with Terry Sayles’ Osella in the opening stages before pulling out a gap. He was close behind the Class B battle between Peter Wuensch’s Wolf WR2 and the Fittipaldi of Richard Barber for the opening skirmishes but the later era cars pulled away, their enthralling scrap seeing them run nose to tail for the duration. Barber had qualified faster than Wuensch but a self-confessed ‘sloppy start’ saw the German get ahead and despite his best efforts, Barber could not pass.

Out front, Yamauchi was peerless, controlling the race pace comfortably. Eyre and Wilson gave chase, the two ground effect cars running close on track just over a second behind the March. Eyre looked close enough to challenge on several occasions but Wilsonâ&#x20AC;&#x2122;s Tyrrell, prepared by Terry King, was well hooked-up and soon Eyreâ&#x20AC;&#x2122;s challenge faded, allowing Wilson to focus on the young Japanese ace. By lap thirteen of 18 the gap was down to just over a second and it seemed Wilson would be in with a chance but Yamauchi took all in his impressive stride, pulling out a 6 second gap over the last few tours to win his second race of the day having already picked up honours with Kubota in the Group C race. Peter Wuensch leads the championship by three points from Delane with Verdon Roe a further three points back and Eyre and Sayles lying in 4th and 5th separated by a similar margin. Once the summer break is over, HFO returns to the track at the Nurburgring on September 9-11.

Race Results Round 5 Brands Hatch Pos 1 2

No 18 24

Driver Yamauchi, H Wilson, J

Nat JP GB

Team CGA Race Engineering Victoria Garage

Car March 761 Tyrrell 011

3 4 5 6 7 DNF DNF

6 20 16 3 32 4 33

Eyre R. Wuensch, P Barber R. Delane J. Sayles T. Fort, L Simmonds, I

GB DE GB USA GB FR GB

RJM Motorsport Hall & Hall Roses Garage Hall & Hall JRT Belgium Esprit Competition Simmonds

Williams FW08 Wolf WR1 Fittipaldi FA5 Tyrrell 002 Osella FA-1D Ensign MN180 Tyrrell 012

Pos

1 2 3 4 5

18 24 6 20 16

6 7 DNF DNF

Class B C

In Class 1 1

C B B A D C D

2 2 3 1 1

Gap

Time

Fastest

In Lap

Avg Speed mph

Yamauchi, H Wilson, J Eyre R. Wuensch, P Barber R.

6.73 29.33 52.84 53.18

25.02.01 25:08.74 25:31.34 25:54.85 25:55.19

1:22.31 1:22.65 1:22.91 1:25.39 1:25.33

10 10 2 14 11

99.31 98.87 97.41 95.93 95.91

3 32 4 33

Delane J. Sayles T. Fort, L Simmonds, I

1 Lap 2 Laps DNF DNF

26:11.34 25:18.10 4:35.70 1:36.49

1:29.95 1:32.01 1:28.06 1:36.49

12 4 3 4

89.66 87.34 90.37 86.51

Class A 6

Delane J.

1 Lap

26:11.34

1:29.95

89.66

Class B 1 4 5

18 20 16

Yamauchi, H Wuensch, P Barber R.

52.84 53.18

25.02.01 25:54.85 25:55.19

1:22.31 1:25.39 1:25.33

10 14 11

99.31 95.93 95.91

Class C 2 3

24 6

Wilson, J Eyre R.

6.73 29.33

25:08.74 25:31.34

1:22.65 1:22.91

10 2

98.87 97.41

Class D 7

Sayles T.

2 Laps

25:18.10

1:32.01

87.34

Driver

Richard Eyre leads Barber, WĂźnsch, Simmonds, Delane & Sayles

Richard Barber and his Fittipaldi FA5 77

Ian Simmonds Tyrrell 012

Peter WÃ¼nsch Wolf WR1

Hideki Yamauchi has his first trip in March 761...and wins!

Nürburgring — Round 6

Address : Tel : Email : Website :

Nürburgring Boulevard 1, 53520 Nürburg, Germany

Built : Location : Length :

1927

Capacity :

120,000

Lap Record :

1:29:468 Michael Schumacher Ferrari 2004

+49 (0) 2691 302 630 info@nuerburgring.de www.nuerburgring.de Nürburg, Germany

5.148km

“BRETT LUNGER” WINS WET EIFELRENNEN The latest racing nostalgia film being shot by Ron Howard called for “Brett Lunger” to drive a Surtees TS16 as car 18 carrying Campari livery to match the story line loosely based on the 1976 Grand Prix season dominated by the Hunt/Lauda rivalry. The car is now owned by Richard Austin who willingly decorated the car in period livery and with son Rob growing longer sideburns for his part in front of the cameras an entry was made for the Historic Formula One race at the Nurburgring last weekend. Cameras were set up around the GP circuit for the race and several of the period cars, including the McLaren M23 driven by Hunt, were generating action material for the film. Rob put the TS16 on the front row of the 12 car grid behind the pole sitting Williams FW07 of Richard Eyre with Cosimo Turizio’s Hesketh 308E a very well driven third and reigning champion Peter Meyrick’s March 761 fourth fastest. Katsu Kubota entered his beautiful Lotus 72 and took fifth place, just ahead of the Lotus 87 of Nico Bindels. The grid of course featured the stalwarts of HFO racing John Delane in the Tyrrell 002 and Terry Sayles’s pretty Osella FA1D. Philippe Bonny has spent 12 months rebuilding the Trojan T103 but this pretty little car carried him to 10 th on the grid just behind Michel Baudoin’s Shadow with Scott Walker in the Hunt M23 and Luciano Quaggia and his Theodore completing the grid. The circuit Director assured HFO that a thunder storm and torrential rain would arrive exactly at 13.30 with the race due to start at 14.15. With typically German precision the heavens opened on time and the Nurburgring was sheathed in a monsoon storm for a good 30 minutes delaying the start. 86

With the track still awash Austin got traction first with Cosimo Turizio also getting a good level of grip to move to second at the first corner followed by Meyrick and Bindels as Richard Eyre dropped several rows as the FW07 struggled for grip. Austin slid wide at turn 4 but made a good recovery to be back on track ahead of Eyre’s Williams. Turizio headed the field at the end of lap 1 followed by Meyrick, a smooth starting Bindels, the recovering Austin, Eyre, Kubota, Delane and the rest of the pack slithering along.

Meyrick had a big slide on lap 3 promoting Bindels and Austin. Next lap Austin passed Bindels for second and took the lead on lap 5, never to be headed. It took Bindels another four laps to unseat Turizio and hold second place to the finish. Meyrick started a series of entertaining spins including a spectacular one on the pits straight which caused everyone on the pit wall to hold their breath for a moment but a damaged front spoiler ended his race in the pits. Austin’s Brett Lunger decorated Surtees took victory after a skilful drive in the really wet conditions. A delighted Bindels had his best result of the season followed by a happy Cosimo Turizio who showed why he has been a multiple Italian Champion in his long career with Richard Eyre fourth, Katsu Kubota fifth with little grip and no clutch from lap 4, Quaggia and Delane having had a good fight for the places, Bonny’s Trojan showing its true colours, Scott Walker’s M23 complete with camera brackets and recorders, Michel Baudoin’s Shadow and Terry Sayles who didn’t enjoy the run at all. The next round is the popular Algarve Historic Festival at Portimao and all teams will be hoping to see the sun again before the end of the season which takes place a week after at the famous Jarama Circuit in Madrid.

Race Results Round 6 NÃ¼rburgring Pos

Driver

Car

In Class

Austin, R

Rob Austin Racing

Surtees TS16

Bindels, N

Hall & Hall

Lotus 87

Cosimo, T

Scuderia Vesuvio

Hesketh 308 E

Eyre, R

RJM Motorsport

Williams FW08C

Kutbota, K

CGA Race Engineering

Lotus 72

Quaggia, L

Fernicors F1

Theodore TR1

Delane, J

USA

Hall & Hall

Tyrrell 002

Bonny, P

BOP Racing

Trojan T103

Walker, S

USA

Hall & Hall

McLaren M23

Baudoin, M

Hall & Hall

Shadow DN9

Sayles, T

JRT Belgium

Osella FA1D

Meyrick, P

Team AMR

March 761

Pos

Avg Speed kph

Austin, R

Bindels, N

Driver

Nat

Gap

Team

Time

Fastest

In Lap

35:17.914

2:26.154

122.507

2.613

35:20.527

2:27.981

122.356

Cosimo, T

41.421

36:01.948

2:26.948

120.012

Eyre, R

26.783

36:28.731

2:31.983

118.543

Kutbota, K

01:19.4

37:48.162

2:38.334

114.392

Quaggia, L

1 Lap

36:05.078

2:39.970

111.278

Delane, J

16.272

36:21.350

2:40.657

110.448

Bonny, P

41.783

37:03.133

2:43.264

108.372

Walker, S

40.48

37:43.613

2:46.461

106.434

Baudoin, M

38:16.296

2:50.856

Sayles, T

32.683 1 Lap

35:39.527

2:48.844

104.92 103.945

Meyrick, P

2 Laps

27:03.766

2:29.481

114.135

Delane, J

16.272

36:21.350

2:40.657

110.448

Austin, R

35:17.914

2:26.154

122.507

Cosimo, T

41.421

36:01.948

2:26.948

120.012

Kutbota, K

01:19.4

37:48.162

2:38.334

114.392

Quaggia, L

1 Lap

36:05.078

2:39.970

111.278

Bonny, P

41.783

37:03.133

2:43.264

108.372

Walker, S

40.48

37:43.613

2:46.461

106.434

Meyrick, P

2 Laps

27:03.766

2:29.481

114.135

Bindels, N

2.613

35:20.527

2:27.981

122.356

Eyre, R

26.783

36:28.731

2:31.983

118.543

Baudoin, M

32.683

38:16.296

2:50.856

104.92

Sayles, T

1 Lap

35:39.527

2:48.844

103.945

Class A 7 Class B

Class C

Class D 11

Rob Austin with re-liveried Surtees TS16

Katsu Kubota in Ronnie Peterson Lotus 72, complete with replica helmet 91

RUSH ….1976 Hunt & Lauda “Set in the thrilling and high-octane world of Formula 1 and exploring the compelling relationship between two of the sport’s biggest players, RUSH has attracted an outstanding cast and promises to generate industry buzz and public interest across the globe. Every generation has its sporting titans. Legendary Formula 1 racers Niki Lauda and James Hunt were more than rivals, they were totemic figures that defined an era and their struggle for the 1976 World Championship is one of the great stories in Twentieth Century sport. Colourful personalities, controversial and charismatic, they approached their private lives and their profession in totally different ways. Both were also willing to risk their lives in pursuit of victory. A study in ambition, combat, courage, suffering and ultimately triumph, RUSH is the story of that remarkable season.” This is an excerpt from the press information about a new movie planned for release in late 2012. When HFO was first approached by “Mr Fixit” Jim Hajicosta about an upcoming, Formula One based film project, I have to admit to being a little sceptical. Motor racing has not often made good film material and if you have ever had the misfortune to sit through Sylvester Stallone’s “Driven”, you will understand what I mean! However, after a few weeks of preliminary discussions, it became clear this was a serious project and the filmmaking team behind it have a proven track record of critically acclaimed, award-winning movies. Writer Peter Morgan is one of the UK’s most highly regarded and successful screenwriters, with credits such as THE QUEEN, FROST NIXON and THE DAMNED UNITED. Morgan worked with director Ron Howard on Frost/Nixon and inevitably discussed the Rush concept with him. Oscar winner Ron Howard (Apollo 13, A Beautiful Mind, Frost/ Nixon, Da Vinci Code & Cinderella Man) needs almost no introduction. Many people will remember Ron as teenager Richie Cunningham in the hit TV series “Happy Days” although he was already a household name in the US having appeared on TV since the late 50’s. After Happy Days, Howard decided he preferred working behind the cameras and turned his focus to producing and directing. Stuart McCrudden of SMA, organisers of the HFO Championship and myself met with Ron and assistant director Todd Hallowell in London and as a result, HFO found itself cast in the role of expert advisors! The movie is based on the rivalry between Niki Lauda and James Hunt culminating with the 1976 World Championship.The movie covers the period from 1974 to 1976 and there obviously need to be compromises to tell a story over that period of time when the average movie is about 100-130 minutes long. However, the team behind the movie wanted to ensure as much accuracy as possible and since many of the people involved had little knowledge of Formula One, especially back in the 70’s, they turned to HFO for help. 92

Initially, HFO helped locate the whereabouts of many cars that raced during the period, provided details of drivers and specific races and helped Jim Hajicosta build a knowledgebase of information to refine details in the screenplay. The production team wanted to undertake some preliminary filming to gain some experience capturing the high-speed on-track action and to capture images of certain cars to enable computer based graphic versions to be created for the inevitable visual effects that would be needed. As a result, the film crew joined HFO at our Championship Round held at the Nurburgring in early September. Several cars sprouted numerous cameras and drivers wore unfamiliar helmets which caused spectators to blink a few times. One minute there was a Lotus 72 with Ronnie Petersen’s helmet clearly visible, next there was a McLaren M23 with Hunt’s helmet and fire proof bib sprouting from the cockpit. The entire HFO race was recorded on both movie and still cameras from various points around the circuit and on at least 6 on-board cameras. On the Monday following the race, the film crew rented the Nordschleife and a helicopter to film a number of scenes using Katsu Kubota’s Lotus 72, Scott Walker’s McLaren M23 and Rob Austin’s Surtees TS16. Over the weekend Rob Austin and myself had dinner with Ron Howard and actor Daniel Bruhl (Inglourious Basterds, The Bourne Ultimatum) who has been cast in the role of Niki Lauda. Daniel has a striking resemblance to the young Lauda. We also learnt that actor Chris Hemsworth who recently played the lead role in the movie Thor, will portray James Hunt. With the weekend declared a success, plans are now being finalised for the bulk of filming to take place. HFO has helped clarify numerous details about individual races and is identifying locations which could be used to re-create track sections from various circuits used during the period. In the past few weeks we have learnt that Olivia Wilde (TRON: Legacy and The Change Up) will play Suzie Hunt and rumours are that Russell Crowe may provide a cameo role of Richard Burton. HFO is continuing to advise the production crew and with filming scheduled to complete in early 2012, I hope when I write in our next Yearbook, we will have been able to see the completed work and it will be one of the few movies to do justice to the world of Formula One.

Richard Eyre shows just how wet it is 98

James Hunt lives on as part of filming for the film â&#x20AC;&#x153;RUSHâ&#x20AC;? 99

Autodromo Algarve — Rounds 7 & 8

Address : Tel : Fax : Email : Website :

Sítio do Escampadinho, Mexilhoeira Grande, 8500- 130 Portimão, Algarve - Portugal (+351) 282 405 600 (+351) 282 405 697 info@autodromodoalgarve.com

www.autodromoalgarve.com.pt

Built : Location : Length :

2008 Portimao, Portugal 4.648km

Capacity:

100,000

Lap Record : 1:30:404 Adam Carroll A1GP 2009 Japanese youngster takes HFO Portimao victory. The Algarve Historic Festival attracted over 300 classic cars including a representative entry of 15 Historic Formula One cars for the penultimate event in this season’s calendar. The entry included the P34 six-wheel Tyrrell of Roger Wills, the immaculate McLaren MP4 of Nathan Kinch and Brands Hatch winner Yamauchi Hideki in Katsu Kubota’s March 761. Joquin Folch was making his first start of the HFO season having suffered knee problems all year but as he admitted after the race podium, “when you are driving a F1 car you don’t have time to think if your knee hurts or not!” Bobby Verdon-Roe has had a troubled year with his MP4, the car not running cleanly since Monza in June. Having changed all the fuel system and most of the electrics the engine persisted in loosing fuel pressure on track. The frustration continued throughout the weekend. Andrew Beaumont had his attractive Lotus 76 entered whilst Nico Bindels drove his Lotus 87 model. Friday’s qualification session proved to be one of the most entertaining of the season with the youthful Hideki being the first to set the quickest time. Immediately Folch responded, the Kumschick prepared Brabham coping nicely with the increasingly bumpy Portimao track to post 1.40.095 which looked like settling the pole position. However Nathan Kinch was quickly getting the measure of the track and with just a couple of minutes left in the session he took the fastest time with 1.39.294. Richard Eyre placed his Williams 4 th ahead of Wills’ Tyrrell, Bindell’s Lotus, Beaumont, Laurent Fort’s Surtees and the current Championship leader, John Delane in Tyrrell 002. Terry Sayles completed the top ten with his pretty Osella ahead of Michel Buadoin’s Hall & Hall run Shadow, Philippe Bonny’s Trojan, Luciano Quaggia’s Theodore and Verdon-Roe’s recalcitrant MP4. Electrical problems delayed Kubota’s Lotus 72 throughout the session and he did not set a time but having run in the morning’s free practice session the Stewards made the right decision to allow him the start from the back of the grid. 100

On the green flag lap Bindell’s found his clutch dragging and he could not clear the gear so sensibly pulled out of the line to leave the grid clear. BVR decided that the gremlins were still at work and did not take the start and Kubota came into the pits with a damaged airbox which then forced him to start from the pit lane. As race director John Felix switched the lights out an audible bang signalled a broken driveshaft for Richard Eyre that caused a couple of tight moments for those cars starting further back on the grid. The same technical failure ended Kubota’s race in the first lap but his young protégé was already in the lead which he was to hold to the flag. Folch was second as the field calmed down with Kinch third, Wills, Fort and Beaumont in close company. Yamauchi commanded the race from the front and to prove his undoubted talent set fastest lap of the race even quicker than he had gone in qualifying at 1.39.745. Kinch passed Folch but could do nothing about the leader. Yamauchi stood proudly on the top step of the podium alongside Kinch and Folch. Wills hurried from his excellent fourth place to yet another car from his fleet for the next race. Andrew Beaumont took a well deserved fifth ahead of Nico Bindels and John Delane who added another 5 points to his tally. Terry Sayles finished 8th also collecting class points for his title challenge with Quaggia, Bonny and a noisy Laurent Fort completing the result with a broken exhaust. Wet weather was forecast for the Sunday afternoon for the 15 lap main race of the Algarve

Festival but thankfully it held dry and bright. First news of the day was that both Kubota and Yamauchi had been unwell overnight and were forced to withdraw from the day’s activities which promoted Folch to the front row. BVR was still struggling to get the McLaren to run cleanly even after warm -up. But as the race start lights went off the MP4 took off like a

rocket and was up to third by the first corner. Nathan Kinch got a bad start and Folch led for moments until the red car came storming past. By the end of lap 2 BVR was 1.7 seconds ahead and clearly on a mission to prove the problems had been sorted. Behind Folch and Kinch were locked in battle followed by Richard Eyre coming under pressure from Roger Wills in the sixwheeler. Nico Bindels was running a sound sixth followed by Laurent Fort, Andrew Beaumont, Delane and Sayles On lap 9 the leading car slowed and the misfire returned and started to drop BVR down the field. Folch held the lead for but a lap and Kinch got past. Wills had displaced Eyre and inherited third. As the race ran out Bindels passed an unwell Richard Eyre to take fourth with Beaumont and Fort getting past the still running BVR McLaren with Delane ninth and Sayles 10th, both collecting those valuable Championship points. Michel Baudoin ran home 11 th with Luciano Quaggia 12th. Philippe Bonny had the throttle jam on the Trojan after just 2 laps. 101

102

Race Results Round 7 Algarve Pos

Team

Driver

CGA Race Engineer- Hideki Yamauchi

Lister

Nat

Car

Class

In Class

Laps

JP March 761

Nathan Kinch

GB Mclaren MP4

2.825

13:33.3 01:40.2

Kumschick Racing

Joaquin Folch

ES Brabham BT49

3.297

13:33.8 01:40.7

WDK Racing

Roger Wills

NZ Tyrrell

27.758

13:58.3 01:43.9

Classic Team Lotus

Andrew Beau-

GB Lotus 76

01:24.9

14:55.4 01:50.1

Hall & Hall

Nico Bindels

LU Lotus 87

01:25.3

14:55.9 01:46.8

Hall & Hall

John Delane

US Tyrrell 002

01:35.7

15:06.2 01:51.8

JRT Belgium

Terry Sayles

GB Osella FA1-D-3

1 Lap

13:31.6 01:52.9

Hall & Hall

Michel Baudoin

FR Shadow DN9

1 Lap

13:36.8 01:53.8

Fernicors F1

Luciano Quaggia

IT Theodore TFR1

1 Lap

13:46.8 01:56.2

BOP Racing

Philippe Bonny

FR Trojan T103

1 Lap

14:06.4 01:54.5

Esprit Competition

Laurent Fort

FR Surtees

4 Laps

07:26.6 01:50.4

DNF

CGA Race EngineerKatsu Kubota ing

JP Lotus 72

DNF

RJM Motorsport

Richard Eyre

GB Williams FW08

DNF

Scuderia BVR

Bobby VerdonRoe

DNF

Hall & Hall

John Delane

US Tyrrell 002

CGA Race Engineer- Hideki Yamauchi

JP March 761

WDK Racing

Roger Wills

NZ Tyrrell

27.758

13:58.3 01:43.9

Classic Team Lotus

Andrew Beau-

GB Lotus 76

01:24.9

14:55.4 01:50.1

Fernicors F1

Luciano Quaggia

IT Theodore TFR1

1 Lap

13:46.8 01:56.2

BOP Racing

Philippe Bonny

FR Trojan T103

1 Lap

14:06.4 01:54.5

Esprit Competition

Laurent Fort

FR Surtees

4 Laps

07:26.6 01:50.4

DNF

CGA Race EngineerKatsu Kubota ing

JP Lotus 72

DNF

02:42.4

Lister

Nathan Kinch

GB Mclaren MP4

2.825

13:33.3 01:40.2

Kumschick Racing

Joaquin Folch

ES Brabham BT49

3.297

13:33.8 01:40.7

Hall & Hall

Nico Bindels

LU Lotus 87

01:25.3

14:55.9 01:46.8

Hall & Hall

Michel Baudoin

FR Shadow DN9

1 Lap

13:36.8 01:53.8

DNF

RJM Motorsport

Richard Eyre

GB Williams FW08

DNF

Scuderia BVR

Bobby VerdonRoe

DNF

JRT Belgium

Terry Sayles

GB Osella FA1-D-3

1 Lap

13:31.6 01:52.9

Mclaren MP4 1B6

Gap

Time

Fastest

13:30.5 01:39.7

02:42.4

Class A 7

01:35.7

15:06.2 01:51.8

Class B 13:30.5 01:39.7

Class C

Mclaren MP4 1B6

Class D 8

103

Race Results Round 8 Algarve Team

Driver

Nat

Car

Class In Class

Laps

Total Tm

Pos

Diff

Best Tm

Lister

Nathan Kinch

Mclaren MP4

25:26.0

01:40.5

Kumschick Racing Joaquin Folch

Brabham BT49

25:32.3 6.344

01:40.3

WDK Racing

Roger Wills

Tyrrell

26:26.5 01:00.5

01:44.5

Hall & Hall

Nico Bindels

Lotus 87

26:54.2 01:28.2

01:45.8

RJM Motorsport

Richard Eyre

Williams FW08

27:07.4 01:41.4

01:44.6

Classic Team LoAndrew Beaumont tus

Lotus 76

25:30.6 1 Lap

01:48.0

Esprit Competition Laurent Fort

Surtees

25:32.2 1 Lap

01:48.2

Scuderia BVR

Bobby VerdonRoe

Mclaren MP4 1B-6

25:35.9 1 Lap

01:39.2

Hall & Hall

John Delane

Tyrrell 002

26:18.3 1 Lap

01:50.4

JRT Belgium

Terry Sayles

Osella FA1-D-3

27:08.2 1 Lap

01:54.7

Hall & Hall

Michel Baudoin

Shadow DN9

25:27.4 2 Laps

01:55.0

Fernicors F1

Luciano Quaggia

Theodore TFR1

25:44.9 2 Laps

01:56.9

DNF

BOP Racing

Philippe Bonny

Trojan T103

04:13.3

DNF

01:59.5

Hall & Hall

John Delane

Tyrrell 002

26:18.3 1 Lap

01:50.4

WDK Racing

Roger Wills

Tyrrell

26:26.5 01:00.5

01:44.5

Classic Team LoAndrew Beaumont tus

Lotus 76

25:30.6 1 Lap

01:48.0

Esprit Competition Laurent Fort

Surtees

25:32.2 1 Lap

01:48.2

Fernicors F1

Luciano Quaggia

Theodore TFR1

25:44.9 2 Laps

01:56.9

DNF

BOP Racing

Philippe Bonny

Trojan T103

04:13.3

DNF

01:59.5

Kumschick Racing Joaquin Folch

Brabham BT49

25:32.3 6.344

01:40.3

Hall & Hall

Nico Bindels

Lotus 87

26:54.2 01:28.2

01:45.8

RJM Motorsport

Richard Eyre

Williams FW08

27:07.4 01:41.4

01:44.6

Scuderia BVR

Bobby VerdonRoe

Mclaren MP4 1B-6

25:35.9 1 Lap

01:39.2

Hall & Hall

Michel Baudoin

Shadow DN9

25:27.4 2 Laps

01:55.0

JRT Belgium

Terry Sayles

Osella FA1-D-3

27:08.2 1 Lap

01:54.7

Class A 9 Class B

Class C

Class D 10

104

105

106

Andrew Beaumont Lotus 76 leads Terry Sayles Osella FA1D 107

Roger Wills and recently restored Tyrrell P34 108

109

Jarama — Rounds 9 & 10 Address : Autovía A-1 km 28 , 28700 San Sebastián de los Reyes, MADRID

Tel : +34 91 657 08 75 Email : info@jarama.org Website : www.jarama.org Built : 1967 Location : Madrid, Spain Length : 3.404km Capacity : 80000 Lap Record : 1:19:544 Yelmer Buurman Super League 2009 DELANE REIGNS IN SPAIN. Maximum points from two class wins coupled with a remarkable third place overall ensured that John Delane will be the FIA Historic Formula One Champion for 2011. The enthusiastic American, who has annually competed in every HFO event, has amassed enough points to ensure that he rightly gains the prestigious title for 2011. Driving the Hall & Hall prepared Tyrell 002 he has won class A at all ten rounds. His success is a timely tribute to his beloved Tyrell brand as 40 years ago this month Tyrell clinched their first Manufacturers title and carried Jackie Stewart to his second World Championship victory. John’s result was confirmed at this weekend’s Jarama Historic Festival. Jarama, on the outskirts of a sun drenched Madrid, brought out one of the biggest crowds of the season for the Vintage Festival, the Last Lap promotions company developing a glorious classic car and motorcycle event along the lines of the Goodwood pageant. Although a small grid, HFO was clearly the star of the four wheel show whilst the likes of Giacomo Agostini and his famous MV Agusta celebrated the two-wheel enthusiasm of Spanish race fans. Fresh from the Algarve meeting just a week before, the HFO grid featured Bobby Verdon-Roe and his McLaren MP4 still wanting to prove that the team had got rid of the fuel pressure problems. Joaquin Folch was taking another run in the Ecclestone owned Brabham BT49 and Hubertus Bahlsen brought his Arrows A4 but a cracked rear upright after the Saturday qualifying forced the car into an early retirement. Nico Bindels was running his Lotus 87 and Michel Baudoin with his Shadow DN9 completed the class C entry. In class B Luciano Quaggia was running his Theodore, Philippe Bonny had repaired the Trojan on the way from Portimao and Scott Walker was again present with the Hunt McLaren M23. The ever-green Terry Sayles was the sole entrant in class D with the pretty Osella and also in the title hunt starting the weekend in second place overall. The front row came to the line for the first race after the green flag lap and Folch was waving his hands in the air in panic as the drive shaft had broken on the BT49. Race Director John Felix flashed up the “start delayed” sign and waved the rest off on another green flag lap as the Brabham was wheeled away. 110

When the lights did go out Verdon-Roe flew away and within two laps had a 20second lead which he extended to 44 seconds as he lapped the back markers in the nine lap Saturday sprint. Bindells collected a well deserved second overall and Delane his wonderful third overall. Terry Sayles battled Michel Baudoin from the start and grabbed fourth on the penultimate lap. Luciano Quaggia took his first class B victory of the season ahead of Philippe Bonny whose Trojan had a badly buckled rear wheel following contact with Scott Walker’s M23 which bent the front top wishbone on the McLaren. Delane’s points meant that if BVR took another maximum on Sunday and John did not score at all they would be equal at the end of the weekend but Delane would win as he had driven the older car. As it seemed likely the Tyrrell would maintain it’s solid reliability he would score 5 more points to take the title cleanly. Race 2 Sunday Another mighty crowd swamped the Jarama circuit for the Sunday show and this time Folch and BVR were set for some form of showdown. Overnight Freddy Kumschick’s mechanics had changed both inner drive shafts to make sure the Brabham was sound and the MP4 seemed to be running sweetly. Both Walker’s and Bonny’s cars had been fettled and Delane was as determined as ever top complete the last few miles of his richly deserved championship season. From the start Folch got the jump on the McLaren and the pair raced side by side for 10 laps until BVR put in the fastest lap of the day at 1minute 26.765 to take the lead which he expanded to six seconds at the finish of the 19 lap main race of the weekend. Nico Bindels again drove to an impressive third overall but this time he was followed home by Scott Walker in the McLaren M23, Terry Sayles Osella and Philippe Bonny who had a much better race in the Trojan. Luciano Quaggia chased hard for maximum class B points and by finishing second in class took his total to match that of Peter Wünsch but as the Theodore is the older car he took the season’s class B title. Michel Baudoin had spun on lap 16 and dropped to eigth just ahead of John Delane who was ever more delighted to have completed the miles to the end of his Championship season. Jarama proved a solid spectacle to conclude the season, certainly the biggest crowd of any Historic Festival this year and this bodes well for the 2012 event which will probably be moved to June to attract the strong tourist fraternity from this pleasant part of Spain. The FIA Historic Formula One Champion for 2011 is John Delane, who of course also wins class A. Peter Wünsch had lead class B coming into Jarama although he had to pull out of the series after Monza but his Wolf WR1 had collected strong points in the first half of the season. Luciano Quaggia earned enough points in Madrid to equal Peter’s tally but using the older car the Italian took the class B title. For the second consecutive year Bobby Verdon-Roe has won class C and finished second overall and no doubt rues the missed points whilst the MP4 struggled with technical problems. Terry Sayles drove as strongly as ever throughout the year to take class D and third overall. Nico Bindell’s had one of his most rewarding seasons of HFO racing with equal second place in the highly competitive class C, just managing to equal Richard Eyre on the last race. The awards will be presented at the annual lunch at the RAC Club in Pall Mall, London in December and the FIA Trophies in early 2012 when the strong programme of events will be confirmed. 111

112

Race Results Round 9 Jarama Pos

Driver

Nat

Car

Verdon-Roe, Bobby

Mclaren MP4/1B-6

Bindels, Nico

Delane, John

Team

Class

In Class

Scuderia BVR

Lotus 87

Hall & Hall

Tyrrell 002

Hall & Hall

Sayles, Terry

Osella FA-1D-03

JRT Belgium

Baudoin, Michel

Shadow DN9-2B

Hall & Hall

Quaggia, Luciano

Theodore TFR1

Fernicors F1

Bonny, Philippe

Trojan T103

BOP Racing

Not Classified 8

Walter, Scott

Mclaren M23

Hall & Hall

Folch, Joaquin

Brabham BT49C-10

Kumschick Racing

Pos

Verdon-Roe, Bobby

Bindels, Nico

Time

Ave Speed kph

Fastest Lap

In Lap

13’35.089

153.039

1’25.494

45“291

14’20.380

144.983

1’34.351

Delane, John

1’38“733

15’13.822

136.504

1’40.020

Sayles, Terry

1 Lap

13’41.232

135.017

1’40.232

Baudoin, Michel

1 Lap

13’41.712

134.938

1’41.006

Quaggia, Luciano

1 Lap

13’53.336

133.056

1’42.735

Bonny, Philippe

1 Lap

14’04.586

131.284

1’43.393

Driver

Gap

Not Classified 8

Walter, Scott

5 Laps

07’03.177

131.01

1’38.882

Delane, John

1’38“733

15’13.822

136.504

1’40.020

Quaggia, Luciano

1 Lap

13’53.336

133.056

1’42.735

Bonny, Philippe

1 Lap

14’04.586

131.284

1’43.393

Walter, Scott

5 Laps

07’03.177

131.01

1’38.882

Verdon-Roe, Bobby

13’35.089

153.039

1’25.494

Bindels, Nico

45“291

14’20.380

144.983

1’34.351

Baudoin, Michel

1 Lap

13’41.712

134.938

1’41.006

Sayles, Terry

1 Lap

13’41.232

135.017

1’40.232

Class A 3 Class B

Class C

Class D 4

113

Race Results Round 10 Jarama Pos

Driver

Class

In Class

Verdon-Roe, Bobby

Mclaren MP4/1B-6

Scuderia BVR

Folch, Joaquin

Brabham BT49C-10

Kumschick Racing

Bindels, Nico

Lotus 87

Hall & Hall

Walter, Scott

Mclaren M23

Hall & Hall

Sayles, Terry

Osella FA-1D-03

JRT Belgium

Bonny, Philippe

Trojan T103

BOP Racing

Quaggia, Luciano

Theodore TFR1

Fernicors F1

Baudoin, Michel

Shadow DN9-2B

Hall & Hall

Delane, John

Tyrrell 002

Hall & Hall

Pos

Fastest Lap

In Lap

Verdon-Roe, Bobby

Folch, Joaquin

Driver

Nat

Gap

Car

Team

Time

Ave Speed kph

28’18.190

155.071

1’26.765

6“050

28’24.240

154.521

1’28.371

Bindels, Nico

1 Lap

28’47.999

144.376

1’33.226

Walter, Scott

2 Laps

28’37.018

137.227

1’39.091

Sayles, Terry

2 Laps

29’02.652

135.208

1’40.501

Bonny, Philippe

2 Laps

29’03.044

135.178

1’37.535

Quaggia, Luciano

2 Laps

29’10.040

134.637

1’41.240

Baudoin, Michel

2 Laps

29’12.885

134.419

1’40.092

Delane, John

2 Laps

29’13.313

134.386

1’40.494

Delane, John

2 Laps

29’13.313

134.386

1’40.494

Walter, Scott

2 Laps

28’37.018

137.227

1’39.091

Bonny, Philippe

2 Laps

29’03.044

135.178

1’37.535

Quaggia, Luciano

2 Laps

29’10.040

134.637

1’41.240

Verdon-Roe, Bobby

28’18.190

155.071

1’26.765

Folch, Joaquin

6“050

28’24.240

154.521

1’28.371

Bindels, Nico

1 Lap

28’47.999

144.376

1’33.226

Baudoin, Michel

2 Laps

29’12.885

134.419

1’40.092

Sayles, Terry

2 Laps

29’02.652

135.208

1’40.501

Class A 9 Class B

Class C

Class D 5

114

115

116

Philippe Bonny in the Trojan T103

117

118

119

The Stars of 2011

120

Arrows A5-1 Peter Meyrick

Class C

Team AMR

1981

Marc Surer

March 761 Peter Meyrick

Class B 1976

Team AMR Vittorio Brambilla

McLaren MP4/1B-6 Bobby Verdon-Roe

Class C 1982

Scuderia BVR Nikki Lauda

Tyrrell 002 John Delane

Class A 1971

Hall & Hall Jackie Stewart

Ensign MN180 Laurent Fort

Class C 1980

Competition Esprit Marc Surer 121

Lotus 72

Katsu Kubota CGA Race Engineering Ronnie Peterson

Williams FW08-3

Class B 1973

Richard Eyre RJM Motorsports Keke Rosberg

Brabham BT49C-10

Class C 1982

Joaquin Folch Kumschick Racing Nelson Piquet

Williams FW06-2

Class C 1981

Abba Kogan CGA Race Engineering

Class B 1978

Lotus 76-1

Andrew Beaumont Classic Team Lotus Ronnie Peterson 122

Class B 1974

McLaren M23 Scott Walker

Class B

Hall & Hall

1976

James Hunt

Lotus 91-10 Dan Collins

Class C

Classic Team Lotus

1982

Nigel Mansell

Shadow DN9-2B Michel Baudoin

Class C

Hall & Hall

1979

Jan Lammers

Tyrrell 012 Patrick Dâ&#x20AC;&#x2122;Aubreby

Class D

Ecurie Griffiths

1984

Martin Brundle

Tyrrell P34 Roger Wills

Class B 1977

WDK Racing Patrick Depallier 123

Fittipaldi1 FA5-1

Richard Barber Roses Garage

Class B

Emerson Fittipaldi

1978

Lotus 87B

Nico Bindels Hall & Hall

Class C

Nigel Mansell

1981

Surtees TS16

Rob Austin Rob Austin Racing

Class B

Brett Unger

1976

March 761

Hideki Yamauchi CGA Race Engineering

Class B

Ronnie Peterson

1976

March 701-9

Gunther Alth Alth Racing

Class A

Alan Jones

1971

124

Wolf WR1-2 Peter WĂźnsch

Class B

Hall & Hall

1977

Jody Scheckter

Ligier JS21-3 Timo Scheiber

Class C

Team Scheiber

1983

J P Jarrier

Trojan T103 Philippe Bonny

Class B

BOP Racing

1974

Tim Schenken

Lotus 82-2 Dr Alexander Lienau

Class C

Team Lienau

Tyrrell 011 John Wilson

Class C 1982

Victoria Garage Michaele Albereto 125

McLaren MP4 1B

Nathan Kinch Kinch Racing

Class C

John Watson

1982

Arrows A4-3

Hubertus Bahlsen Kohler Garage

Class C

Marc Surer

1982

Arrows A4-5

David Abbott Mirage

Class C

Mauro Baldi

1982

Arrows A4-4

Steve Hartley Mirage

Class C

Mauro Baldi

1982

Osella FA1D-03

Terry Sayles JRT Belgium Jean Paul Jarrier 126

Class D 1981

Tyrrell 012 Ian Simmonds

Class D

Team Simmonds

1984

Michaele Albereto

March 701-8 Bruno Ferrari

Class A

F1 Storiche

1970

Ronnie Peterson

Theodore TFR1-2 Luciano Quaggia

Class B

Fenicors F1

1978

Keke Rosberg

Hesketh 308-E-4 Cosimo Turizio

Class B

Cosimo Turizio

1977

Rupert Keegan

March 761-B3 Charles Nearburg

Class B

WDK Racing

1977 127

In Depth Focusâ&#x20AC;¦..

Joaquin Folch in the Ecclestone Brabham BT49 128

Brabham BT49 The Brabham BT49 is a Formula One racing car designed by South African Gordon Murray for the British Brabham team. The BT49 competed in the 1979 to 1982 Formula One World Championships and was used by Brazilian driver Nelson Piquet to win his first World Championship in 1981. The car was initially designed in 1979 as a short notice replacement for the team's Alfa Romeo-engined BT48, after Brabham team owner Bernie Ecclestone decided to end his relationship with the Italian engine manufacturer. The BT49 was created in only six weeks using elements of the BT48 chassis together with the widely used Cosworth DFV engine. It is a single seater with an open cockpit and exposed wheels. The monocoque chassis is made from aluminium alloy and carbon fibre composites. The car was fitted with controversial hydropneumatic suspension and water-cooled brakes at different points in its life. The BT49 was updated over four seasons taking a total of seven wins, six poles and 135 points. Seventeen were eventually built, most of which survive today. Some are used successfully in historic motorsport; Christian Glaesel won the 2005 FIA Historic Formula One Championship driving a BT49D The BT49 was created by South African designer Gordon Murray for the Brabham team during the 1979 season of the Formula One motor racing World Championship. The Brabham team had been competing in partnership with engine supplier Alfa Romeo since 1976 and won races in the 1978 season. However, the team's 1979 car, the BT48, was not a great success. Alfa Romeo entered their own Type 177 and Type 179 cars in Formula One Grands Prix that summer, helping to convince the Brabham team owner Bernie Ecclestone that the partnership was over Motorsport author Alan Henry writes that Ecclestone did not want his team to take second place to an Alfa Romeo works team, and that the team designing Alfa Romeo's cars was drawing on Brabham knowledge. Alfa's engines were powerful, but had proved troublesome and according to Henry, "the days during which pure power was the main criterion had temporarily vanished by the start of 1979". Instead aerodynamic ground effect, as brought to Formula One by the Lotus 78 two years earlier, was the most important factor. To allow them to focus on this, the Brabham team reverted to a known quantity, the reliable and widely used Ford Cosworth DFV engine that it had last used in 1975. Three BT49s were designed and built in only six weeks for the Canadian Grand Prix on 30 September 1979; two of them were converted BT48 chassis and one was newly built. Chassis and suspension Like all of its Formula One contemporaries, the BT49 chassis is a monocoque structure. It is built from sheet aluminium alloy with reinforcement from carbon fibre composite panels and is one of the first Formula One chassis to incorporate this material structurally. The chassis is slightly longer than that of the BT48, and is new from the cockpit back with revised sidepods and a structural fuel tank reduced from 45 to 38 imperial gallons (205 to 173 L) capacity to match the reduced fuel consumption requirements of the DFV compared to the Alfa Romeo. This allowed a reduction in dry weight over the BT48 of 15.9 kg and of 43.1 kg when fully fuelled. The underside of the BT49 is shaped to create downforce through ground effect: air is accelerated under the car, reducing the air pressure beneath it and pushing the tyres down harder onto the track. This provides more grip and thus higher cornering speeds, but compared to conventional wings creates less of the drag that slows the car in a straight line. In its original form, the reduced pressure area under the car was sealed off with sliding skirts which rose and fell with the movement of the car to ensure no air could leak under it. According to Murray, the aerodynamics were the car's great strength: "It had more downforce than any other car and it all came from the ground effect. We ran the car with no front wing at all and scarcely any at the back." The suspension, which controls the relative motion of the chassis and the wheels, is similar to that of the BT48: it features double wishbones front and rear, with the springs and dampers mounted on the chassis out of the airflow and activated by pullrods. Anti-roll bars are fitted front and rear. The BT49's disc brakes are mounted outboard, within the wheel hubs, and are activated by a single four piston brake caliper for each wheel. For most of the BT49's career, it used conventional steel brakes. Lighter reinforced carbon-carbon discs and pads, a technology that Brabham had introduced to Formula One in 1976, were used in 1981 and 1982. The wheels are of 13-inch (330 mm) diameter, although occasionally 15 in (381 mm) wheels were used at the front. The car initially raced on Goodyear tyres, but the team had to adapt the BT49 to Michelin's new radial tyres for part of the 1981 season when Goodyear temporarily withdrew from Formula One. Slick tyres were used in dry conditions and treaded tyres in the wet. Three chassis, including the two modified BT48 units, were built for the end of the 1979 season. Two of these were re-used during the 1980 Formula One season, alongside seven new chassis. 129

Engine and transmission The Ford Cosworth DFV was produced by Cosworth in Northampton and had been used in Formula One since 1967. It is a 2,993 cc (183 cu in) normally aspirated four-stroke engine with two banks of four cylinders at 90 degrees to each other in a 'V8' configuration. It has an aluminium alloy engine block with cylinder liners. Each of its crossflow cylinder heads has a single spark plug and four valves, activated by gear-driven double overhead camshafts. This, combined with the flat-plane crankshaft, provides a relatively simple exhaust layout, in which the exhaust pipes exit on the outer side of the block. The engine is water-cooled, with water and oil radiators mounted in the left and right sidepods, respectively. In 1980 a revised version of the DFV was introduced in which the ancillaries such as the water and oil pumps were reduced in size and grouped further forwards on the flanks of the engine to provide more clearance for ground effect tunnels under the cars. Like its contemporaries, the BT49 uses the engine as a fully stressed structural component, carrying all loads between the front and rear of the car: the front of the engine bolts directly to the integral fuel tank and the back of the engine attaches to the car's rear suspension and gearbox. The Ford Cosworth engine integrated into the car much more easily than Alfa Romeo's large, heavy and inconsistently sized units: Murray described returning to the DFV as being "like having a holiday" By the time the DFV was used in the BT49, it weighed roughly 340 lb (154 kg) and produced around 500 brake horsepower (373 kW) at about 11,000 revolutions per minute (rpm). Peak torque was 270 foot-pounds (366 NÂˇm) at 9,000 rpm. After his first test session with the car, Brazilian driver Nelson Piquet commented that he had always believed "that the DFV was quite a rough, coarse engine, but it felt quite the opposite to me. After those Alfa V12s it felt smooth and willing to rev." In 1979, when the BT49 first raced, all but three teams - Ferrari, Alfa Romeo and Renault - used the DFV, and the most powerful alternative (Alfa Romeo's V12) produced 525 bhp (391 kW). By 1982, most teams still used the DFV, but BMW, Ferrari, Hart and Renault had all developed turbocharged engines: Ferrari's 1982 turbocharged V6 engine produced around 580 bhp (433 kW), while the DFV's output had remained at around 500 bhp. The BT49 was initially fitted with the same gearbox the team had been using since 1977: a six-speed unit designed by Brabham using internal components from Hewland and a casing cast by Alfa Romeo. Variants BT49B A BT49B specification appeared early in the 1980 season; it was conceived around a new transverse gearbox designed by American gearbox specialist Pete Weismann. The new unit could be fitted with five or six gears and was tall and narrow, allowing a clearer airflow from under the car to the rear, with the intent of improving the ground effect. An alternative rear suspension layout was designed to go with this gearbox. It replaced the standard pullrods with rocker arms that activated vertical coil springs mounted behind the gearbox. The Weismann unit proved difficult to make reliable and was used alongside the original gearbox, mainly on a spare chassis, until the Dutch Grand Prix, after which it was put to one side. BT49T A modified BT49, dubbed BT49T, was used to test the earliest versions of BMW's turbocharged Formula One engine between the 1980 and 1981 Formula One seasons. This was a 1,499 cc (92 cu in) inline four cylinder engine, with a single KKK turbocharger mounted in the left hand sidepod of the car. The first version of the engine was said to produce 557 bhp (415 kW) BT49C For the 1981 season, a BT49C specification was produced with a chassis lightened through increased use of carbon composite materials. Five of this variant were built and two of the previous year's cars converted to this specification. That year a minimum ride height of 60 millimetres (2.4 in) was introduced and sliding skirts were banned, with the intention of limiting ground effect and slowing the cars. The BT49C regained its front wings to compensate in part for the downforce lost. More significantly, Murray devised a hydropneumatic suspension system for the BT49C in which soft air springs supported the car at the regulation height for checks while stationary. At speed, where the ride height could not be measured, downforce compressed the air and the car settled to a much lower height, creating more downforce. Because the skirts now had to be fixed, the suspension had to be very stiff to allow them to consistently seal around the sides of the car: by the end of the 1981 season, total suspension movement was only 1.5 inches (38 mm), half of which came from the compression of the tyres. A lightweight qualifying chassis was produced, featuring a small fuel tank and lighter reinforced carbon-carbon brake discs and pads. 130

BT49D Three new BT49D chassis were built for the 1982 season, featuring a still lighter chassis and one-piece bodywork. By this stage, the cars had to be ballasted to bring them up to the minimum weight limit of 580 kg specified in the rules. The BT49D used the carbon-carbon brakes as standard and was one of several DFV-powered cars to be fitted with large water tanks, ostensibly for "water-cooled brakes" In practice, the water was dumped early in the race, allowing the cars to race as much as 50 kg under the weight limit; the regulations stated coolant could be topped up at the end of the race before the weight was checked. In the view of the DFV teams, this practice met the letter of the regulations and equalized their performance with that of the more powerful turbocharged cars. The 60 mm ground clearance rule was removed for the 1982 season, but the fixed skirts and very stiff suspension remained. Racing History The BT49's racing career got off to an unsettled start when Brabham's lead driver, Niki Lauda, abruptly quit the sport after 10 laps of the first practice session at the penultimate race of the 1979 season, the Canadian Grand Prix. The car soon showed promise: Piquet ran third in the race on the high speed Circuit Île Notre-Dame before retiring with a broken gearbox. Lauda's replacement, Argentine novice Ricardo Zunino, was seventh of the nine who completed the race. At the season finale in wet conditions at the Watkins Glen International circuit, Zunino spun off although Piquet set the fastest lap before a driveshaft failed, putting his car out of the race. Early in the 1980 season, Piquet's car scored points finishes at the Argentine and South African Grands Prix, behind Alan Jones' Williams FW07-DFV and the turbocharged Renault RE20 of René Arnoux. At the fourth race of the season, the United States Grand Prix West, Piquet qualified on pole by over a second in a BT49 featuring some updates to the sidepods, bodywork and suspension, before leading the race, held on the streets of Long Beach, California, from start to finish. BT49s in Piquet's hands scored in seven of the ten remaining rounds of the championship. Towards the end of the season, the suspension was reworked for the Dutch Grand Prix on the high speed Circuit Park Zandvoort, lengthening the wheelbase by three inches and allowing the car to run in a lower drag configuration. Piquet won after Jones destroyed his FW07's skirts on kerbs. Piquet also won the next race, the Italian Grand Prix to give himself a one point lead over Williams driver Jones. By the end of the season the BT49 was "arguably the fastest Cosworth-powered car",[4] but Piquet lost the title to Jones at the penultimate race of the year, the Canadian Grand Prix, when a development engine failed while he was leading the race. The BT49s driven by the team's second drivers—Zunino and then from mid-season Mexican Héctor Rebaque—either retired or finished outside the points, with the exception of Rebaque's sixth place at the Canadian race. The team finished third in the constructors' championship behind Williams and Ligier, unable to compete with only one car scoring points. Disagreement between the teams and the sport's administrators over the technical regulations for the 1981 Formula One season contributed to Goodyear's temporary withdrawal from Formula One and meant that the 1981 South African Grand Prix was run by the teams to 1980 regulations using cars with sliding skirts. Piquet finished second in a BT49B, but the race did not count towards the championship. The season proper opened with the United States Grand Prix West, at which the BT49C was introduced. To the team's surprise, it was the only car to exploit the "obvious" loophole in the new ground clearance regulation by lowering itself, but the BT49Cs raced with conventional suspension after the hydropneumatic system repeatedly jammed. The team revised the system continuously over the next three races and used it to set pole position at the Brazilian and Argentine Grands Prix and win the Argentine and San Marino races while continuing to suffer from the system not rising or lowering correctly. Frank Williams led an abortive protest against the car at the Argentine Grand Prix, objecting to the flexibility of the fixed skirts used to seal the underside of the car, which allowed them to replicate the effect of a sliding skirt. At the following race, the scrutineers rejected the flexible skirts. Brabham replaced them with stiffer material from one of the other teams for the race, which Piquet won.[25] As the season progressed, other teams developed their own lowering systems—a front spring and cylinder were stolen from the Brabham garage in Argentina—but after a rule clarification from FISA many cars were lowered by the driver pressing a switch, a development that Murray found frustrating in light of Brabham's efforts to develop a system that he considered legal. The cars ran on Goodyear tyres again from the sixth round of the championship; motorsport author Doug Nye believes this cost the BT49s good results at several races while the American company adapted to the latest Formula One developments. Despite the virtually solid suspension now required to maintain a consistent ride height, which put components under greater strain, Piquet built a championship challenge on the back of consistent reliability: by the end of the season, his BT49Cs had finished 10 of 15 races, with only one mechanical failure. Piquet finished fifth at the final race of the season—the Caesars Palace Grand Prix—to take the title from Carlos Reutemann in a Williams FW07 by one point. 131

Tyrrell 002

Chassis 002 was the first factory built Tyrrell. The first car, Tyrrell 001 was built in Derek Gardner’s garage in secrecy and where the tub was built by Mo Gomm on 001, almost everything on 002 was created in-house. It emerged from the wooden shed at Ockham, Surrey, in time for the 1971 Grand Prix season, built especially for Tyrrell #2 driver, François Cévert. As Cévert was a bit taller than his wee Scot team-mate, the tub of 002 was increased by four inches, and the wheelbase was increased by an inch and a half. The roll hoop encircled the tub, top to bottom and was the joint between the engine and the tub making it less likely to come away from the driver in case of the car being split at the engine mounts. At Zandvoort, Gardner debuted the new "airbox" or engine cover. In testing, Cévert exclaimed, "I get 500 more revs coming out of the corner", which was met with much hushing as the Tyrrell team didn't want to give away one of their new secrets. The airboxes were used at the Dutch GP for the first time. Also at Zandvoort, 002 showed up with a "bluff" or "sports car" nose, fashioned after the front end of a Porsche 908. The nose cancelled more lift than the "blade" or "shark" nose, which then allowed more down force to be dialed in, while at the same time reducing drag, and they were used for the first time at Paul Ricard. No other DFV powered car could keep up with the Tyrrells in a straight line. The car was considerably more sensitive and quick than the March 701 Cévert had become used to. Therefore, it took a few races for Cévert to get the hang of driving it quickly. Luckily, he came good in front of Tyrrell sponsor ELF's backyard, and his home crowd. Tyrrell came in 1-2 in the French Grand Prix at Paul Ricard in 1971. Cévert repeated the French performance in 002 at the Nürburgring alongside Stewart, but this time both Tyrrells were almost identical, both running the new lowdrag "sports car" noses and airboxes. At Monza, the Tyrrells were fitted with special low-drag oil cooler ducting, designed for the high speeds of the circuit. 002 was leading the last lap, but was just barely beaten to the line in one of the tightest finishes ever seen in Grand Prix racing. In September 002 went to the United States Grand Prix at Watkins Glen, and during the race, it looked to be a Tyrrell 1-2 again. But midway through the race Stewart in 003 faded with tyre trouble and Cévert held off some very stiff competition to deliver 002 it's only win.

John Delane 132

Tyrrell Racing first came into being in 1958, running Formula Three cars for Ken Tyrrell and local stars. Realizing he was not racing driver material, Ken Tyrrell stood down as a driver in 1959, and began to run a Formula Junior operation using the woodshed owned by his family business, Tyrrell Brothers, as a workshop. Throughout the 1960s, Tyrrell moved through the lower formulas, variously giving single seater debuts to John Surtees and Jacky Ickx. But the team's most famous partnership was the one forged with Jackie Stewart, who first signed up in 1963. Tyrrell ran the BRM Formula 2 operation throughout 1965, 1966 and 1967 whilst Stewart was signed to the Formula One team. Tyrrell then signed a deal to run Formula 2 cars made by French company Matra. With the help of Elf and Ford, Tyrrell then achieved his dream of moving to Formula One in 1968, as team principal for Matra International, a joint-venture established between Tyrrell's own team and the French auto manufacturer Matra. Stewart was a serious contender, winning several Grands Prix in the Tyrrell-run Matra MS10. The car's most innovative feature was the use of aviation-inspired structural fuel tanks. These allowed the chassis to be around 15 kg lighter, while still being stronger than its competitors. The FIA considered the technology to be unsafe and decided to ban it for 1970, insisting on rubber bagtanks. For the 1969 championship the Matra works team decided not to compete in Formula One. Matra would instead focus its efforts on Ken Tyrrell's 'Matra International' team and build a new DFV powered car with structural fuel tanks, even though it would only be eligible for a single season. Stewart won the 1969 title easily driving the new Cosworth-powered Matra MS80, which corrected most of the weaknesses of the MS10. Stewart's title was the first won by a French chassis, and the only one won by a chassis built in France. It was a spectacular achievement from a team and a constructor that had only entered Formula One the previous year. 133

1970s For the 1970 season following Matra's merger with Simca, Tyrrell were asked by Matra to use their V12 rather than the Cosworth. Simca was a subsidiary of the American company Chrysler, a rival of Ford. Stewart tested the Matra V12 and found it inferior to the DFV. As a large part of the Tyrrell budget was provided by Ford, and another significant element came from French state -owned petroleum company Elf, which had an agreement with Renault that precluded supporting a Simca partner, Ken Tyrrell had little alternative but to buy a March 701 chassis as interim solution while developing his own car in secret. Tyrrell was still sponsored by French fuel company Elf, and Tyrrell would retain the traditional French blue racing colours for most of the rest of its existence. Tyrrell and Stewart ran the March-Fords throughout 1970 with mixed success, while Derek Gardner worked on the first in-house Tyrrell Grand Prix car at the woodshed in Ockham, Surrey. The Tyrrell 001, which bore much resemblance to the MS80, emerged at the end of 1970. It earned Stewart a pole position in the Canadian GP but suffered mechanical failures in all of its 3 race starts. The nearly identical Tyrrell 003 won both Drivers' and Constructors' Championships in 1971, with strong driving from Jackie Stewart and François Cevert. Stewart's 1972 challenge was hamstrung by a stomach ulcer, but he returned to full fitness in 1973. He and Cevert finishing 1st and 4th in the Championship. Tragedy struck on October 6, 1973, as Cevert was killed in practice for the US Grand Prix at Watkins Glen. Stewart, who was to retire at the end of the season, and Tyrrell immediately stood down, effectively handing the Constructor's title to Lotus. At the end of the season Stewart made public his decision to retire, a decision that was already made before the US Grand Prix. Without their star driver or his skilled French protégé aboard, Tyrrell were never serious World Championship contenders again. Despite this, the team remained a force throughout the 1970s, winning races with Jody Scheckter and Patrick Depailler. Most notable of these was Scheckter's triumph at the 1976 Swedish Grand Prix, giving Tyrrell a 1-2 finish driving the distinctive Derek Gardner designed Tyrrell P34 car. The P34 was the first (and only) successful six-wheeler F1 car, which replaced the conventional front wheels with smaller wheels mounted in banks of two on either side of the car. The design was abandoned after Goodyear refused to develop the small tyres needed for the car as they were too busy fighting the other tyre manufacturers in Formula One.

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John Delane in his Tyrrell 002 135

Richard Barber in the Fittipaldi FA5 136

Fittipaldi Automotive Fittipaldi Automotive, sometimes called Copersucar after its first major sponsor, was the only Formula One motor racing team and constructor ever to be based in Brazil. It was formed during 1974 by racing driver Wilson Fittipaldi and his younger brother, double world champion Emerson, with money from the Brazilian sugar and alcohol cooperative Copersucar. In 1976 Emerson surprised the motor racing world by leaving the title-winning McLaren team to drive for the unsuccessful family outfit. Future world champion Keke Rosberg took his first podium finish in Formula One with the team. The team was based in SĂŁo Paulo, almost 6,000 miles (10,000 km) away from the centre of the world motor racing industry in the UK, before moving to Reading, UK during 1974. It participated in 119 grand prix between 1975 and 1982, entering a total of 156 times. It achieved three podiums and scored 44 championship points. In the 1960s the young Fittipaldi brothers, Wilson and Emerson, ran a successful business in their native Brazil building karts and tuning engines. They went on to build customer Formula Vee racing cars and various successful one-off sports cars, including a twin-engined, fibreglass-bodied Volkswagen Beetle, as well as maintaining a car and racing accessories business. They were also race-winning drivers in Brazil and in the late 1960s went to Europe, where they progressed through the junior ranks to reach Formula One. The younger brother, Emerson, was the more successful; by 1970 he was driving for the Lotus team in Formula One and won his first world championship in 1972. Wilson drove for the Brabham team in Formula One in 1972 and 1973, scoring a best race finish of fifth place. In late 1973 the brothers decided to start their own Formula One team. The 1974 season was spent setting up the new team, which was to have a strong Brazilian flavour. Wilson was able to persuade Brazilian sugar and alcohol cooperative Copersucar to sponsor the team. McLaren driver Emerson acted as a consultant to the team. The Copersucar-branded car was designed by Brazilian Richard Divila, who had worked for Fittipaldi Empreendimentos designing Formula Vee cars, and later for the European Formula Two Team Bardahl Fittipaldi, modifying their Lotus and Brabham chassis. National aerospace company Embraer was also involved, supplying materials to the fledgling team and providing wind-tunnel time. Mexican Jo Ramirez was hired as team manager. The team was initially based in Brazil, almost 6,000 miles (10,000 km) away from the United Kingdom, a bold move given the overwhelmingly British nature of Formula One technology from the 1960s onwards. The long and low Copersucar FD01, with bulbous bodywork enclosing the engine and unusual rear-mounted radiators, painted in silver with rainbow markings on the flanks, was unveiled in October 1974 at the Federal Senate in Brasilia in the presence of President Ernesto Geisel. Like Brabham's BT series of cars (Brabham and Tauranac), the car's FD designation reflected the initials of the driver and the designer (Fittipaldi and Divila). Copersucar-Fittipaldi (1975 - 1977) The team, initially known as Copersucar-Fittipaldi, did not have great success in its first racing season in 1975. Wilson crashed in chassis FD01 on lap 13 of their first race, the Argentine Grand Prix, which his brother went on to win in his McLaren. Chassis numbers FD02 and FD03, used for the rest of the year, were the same design as the original car but abandoned most of the original bodywork. Wilson was the sole driver and managed only five finishes, the highest of which was a 10th and last place at the US Grand Prix at Watkins Glen, and failed to qualify on three occasions. Italian Arturo Merzario did no better when he took over the chassis for his home Grand Prix after Wilson broke two bones in his hand in a practice crash at the Austrian Grand Prix. Despite the lack of success, the tiny team achieved a coup for the following year: Emerson Fittipaldi joined the team from McLaren, with whom he had taken his second Driver's Championship in 1974. His brother stepped down from driving to look after the management of the team. Emerson commented: "I am aware that I will virtually have no chance of winning the world title next season....It will be a very difficult beginning, but I am very enthusiastic and I am certain that with everybody's effort we will have the first positive results in the second half of next year. I think that in the medium term of one or two years Brazil will have one of the best Formula One teams in the world." Emerson was the team's main driver in 1976 although Brazilian Ingo Hoffmann joined him for four races. Fittipaldi qualified the new FD04 fifth for his debut, at Interlagos. In the race he could only finish 13th â&#x20AC;&#x201C; a result which was more representative of the rest of the season during which he scored only three points. The qualifying result remained the best the team would ever achieve. The experiment of basing the team in Brazil did not last - it was too far from their engine and gearbox suppliers and did not have the large community of expert component manufacturers available in the UK. Although the first FD04 was built there, future cars would be built at the team's established base in Reading, UK, in what would become known as 'motorsport valley' The team continued with the same setup for 1977. Fittipaldi was able to score several 4th and 5th places during the year. Hoffman only appeared twice at the beginning of the year, finishing 7th at the Brazilian Grand Prix. The new F5, liveried in yellow rather than silver, (Divila having left the role of technical director, the 'D' was dropped from the designation) was introduced mid-season. 137

Fittipaldi Automotive (1978 - 1979) While it was not a great success in 1977, in 1978 the F5A, modified to implement the principles of ground effect demonstrated to excellent effect by Lotus, allowed the former World Champion to score several good results. The best of these was a competitive second place, after fighting with Mario Andretti and Gilles Villeneuve, at the team's perennial happy hunting ground in Brazil. Fittipaldi finished the year with 17 points and the team, now known as Fittipaldi Automotive, came 7th in the Constructor's table â&#x20AC;&#x201C; one place ahead of Emerson's old team McLaren. The 1979 season saw the promise of the previous year fade away. Implementing ground effect successfully was becoming crucial to success on the track but understanding of the phenomenon was in its infancy and Ralph Bellamy's F6 was a failure on the track. Fittipaldi was again the team's only driver, although Alex Ribeiro was run in the non-championship race which inaugurated the Imola circuit that year, before attempting and failing to qualify a car for the end of season North American championship races Skol Fittipaldi Team (1980) At the end of 1979 Copersucar decided to end their sponsorship. The team bought the remains of close neighbour Wolf Racing, becoming a two car operation for the first time. The team was renamed Skol Team Fittipaldi for the 1980 season to reflect new sponsorship from Skol Brasil (now an AmBev brand). Emerson and Wolf Racing driver Keke Rosberg raced the first part of the season with reworked Wolf chassis from the previous year. The cars, designated F7s, brought a third place for each of the drivers before being replaced by the less successful F8. The design team that year was headed by Harvey Postlethwaite, another asset gained from Wolf, and also included very young chief aerodynamicist Adrian Newey - both were later designers of championship winning cars for other teams. Fittipaldi Automotive (1981 - 1982) Emerson Fittipaldi decided to retire from racing at the end of 1980. He has since said that his last two years in Formula One were very unhappy: "I was too involved in the problems of trying to make the team work, and I neglected my marriage and my personal life", although at the time he cited colleagues' deaths as his reason. He was only 33, but had been racing in Formula One for a decade. He had failed to finish seven of the last ten races that year and had several times been outpaced by his Finnish team-mate. He moved into the management of the team and young Brazilian Chico Serra replaced him for 1981. The team, which reverted to the name of Fittipaldi Automotive as Skol sponsorship was lost again, entered a sharp decline from 1981 onwards. Postlethwaite left for Ferrari early in the year and the team once again raced updated variants of the previous season's chassis, using tyres from Michelin, Avon and Pirelli - including one race in which the two cars were on different brands. Rosberg did manage to finish a fourth at the non-championship FOCA South African Grand Prix at the start of the year, albeit one lap down on the leaders, but after that the drivers recorded a succession of DNQs and retirements. When they did finish they were normally at the back of the field and scored no points that year. The Finn moved to Williams for 1982, where he would win the Drivers Championship - the only man ever to do so having scored no points the previous year. The team continued with a single F8 for Serra - often using a chassis that had raced through most of the 1981 season - and scored a final point from a sixth place finish at the Belgian Grand Prix at Zolder, although only after Niki Lauda had been disqualified. A final new car, the F9, was penned by the returning Divila and Tim Wright and introduced at the British Grand Prix that year, but failed to improve matters. The Fittipaldi brothers attempted to raised funds to continue in 1983, but the team closed its doors early in 1983. 138

Nico Bindels Lotus 87B at NĂźrburgring

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Lotus 87B Although it was the latest and by far the most sophisticated conventional ground effect car, the type 87 was really another stop gap car developed in parallel with the controversial Type 88. For the new car, Lotus had developed an all new carbon fibre monocoque in which the entire shell was formed from a single sheet of folded carbon fibre composite. This was a completely new innovation, although the Lotus 87 borrowed many components of the Lotus 88 in an attempt to make it a competitive interim F1 car. On June 15th 1981, a multi-million pound sponsor ship deal with Imperial Tobacco was announced and the car would be seen in the JPS livery along with Elio de Angelis and Nigel Mansell as drivers. Lotus fans had something to be positive about. But by Spain it became apparent that the cars were not competitive enough to put Lotus to the front of the grid & when the1981 season ended in Las Vagas, Mansellâ&#x20AC;&#x2122;s 4 th position was the best result all year. For the 1982 season, the 87 was modified with wider side pods and a spacer between gearbox and engine to extend the short wheelbase. Renamed the 87B it debuted at the first race and was then replaced by the Type 91 for the rest of 1982. The Lotus 87B of Nico Bindels has a pedigree that includes both Elio de Angelis and Nigel Mansell as drivers. The black and gold racer with the longer wheelbase was driven by both Elio de Angelis and Nigel Mansell who during the season drove the car in rotation.

Nico Bindels Year of Production Numbers manufactured Engine Carburation Power Transmission Body Suspension

1981 3 including 87B Ford Cosworth DFV 2993cc Lucas Fuel Injection 500bhp Lotus/Hewland FGA Carbon Fibre/Kevlar Fabricated steel rocker, wide base lower wishbone, in-board coil springs & dampers, anti roll bar

Brakes

Outboard ventilated 11x1 inch discs with twin callipers

Wheels

Front 13 x 11 Rear 13 x 16 Type 87 Front 15 x 11 Rear 13 x 16 Type 87B

Tyres Length

Avon 178 inches Type 87 180 inches Type 87B

Width Height Wheelbase

84.5 inches 39.5 inches 107 inches Type 87 112 inches Type 87B

Track

Front 70 inches Rear 65 inches

Weight

1290 lbs 140

Nico and the stunning Autodromo Algarve

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Tyrrell P34...The Restoration Known to most people affectionately as “The Six Wheeler”, the Tyrrell P34 (Project 34) was the brain child of Derek Gardner, Tyrrell’s chief designer and the first Formula 1 car to feature six wheels with four at the front and two at the back. The thinking behind the concept was to reduce the frontal lift which larger front wheels create when spinning. Initial trials with single, smaller diameter tyres produced a smaller contact patch with the circuit, reducing overall mechanical grip, so without having to resort to fitting larger front wings, therefore increasing drag, the idea to move to four smaller 10-inch wheels was adopted. Once Goodyear were persuaded into making the bespoke tyres for the car the project was started in complete secrecy in 1975 with the innovative front suspension being grafted onto the tub of an existing Tyrrell 007 and was given the chassis number P34/1. This design obviously brought about some interesting challenges, one of which was finding the most efficient way to steer the car. It was decided the front set of wheels would be controlled by a conventional steering rack with the rear set being connected to the front using a rocker assembly attached to the chassis between the two sets of wheels. All four of the front wheels were fitted with 8-inch brake disc’s which, during initial testing showed dissipating the heat was proving troublesome due to their diminutive size. Ducting was fitted to the nose to feed the brakes to try and combat this problem but cooling continued to be an issue during testing. Patrick Depailler and Jody Scheckter performed the testing duties with Depailler adapting to the driving characteristics of the car better than Scheckter. To assist both drivers “port-holes” were cut in the cockpit sides so they could see the front tyres to monitor the wear rates and help them place the car more accurately. Ken Tyrrell commissioned the construction of the new P34’s for Depailler and Scheckter to race in the 1976 season. Chassis P34/2 was the first all new P34. Built for Patrick Depailler for the 1976 season this car was not ready until the fourth race of the season in which Depailler impressed by qualifying third but overheating brakes caused him to crash out. Depailler raced the car for the remainder of the season finishing 2 nd in three Grand Prix with the Tyrrell team taking a 1-2 finish at the Swedish Grand Prix, Scheckter taking the win over Depailler. This was and still is the only win for a six wheeled Grand Prix car and briefly became the fastest F1 car in the world. P34/2 continued to race for the first 2 Grand Prix of the 1977 season with the aerodynamics getting some attention in the wind tunnel and the fitment of the oil coolers to the nose to aid cooling. P34/2 then became a test car for the remainder of the season. After its active racing career P34/2 went to Tamiya in Japan and was then acquired by Tom Wheatcroft for the Donington Collection where it remained in a completely original condition until 2010 when it was purchased by collector and racer Roger Wills. Having been sat for decades the car was given a thorough safety check of the important and potentially dangerous parts of the car before appearing at a number of demonstration runs at the Goodwood Festival of Speed, Silverstone Classic and the Donington Revived event during 2010. To protect the driver, two fire extinguisher systems were fitted to the car, due to the fuel injection lines and fuel system being so old, the brakes were overhauled replacing the master cylinders that were leaking and repairing damaged caliper bleed nipples and refreshing all fluids in the brake and clutch systems. In reality, the car was in surprisingly good condition given the period of time since it last turned a wheel. At the end of the 2010 season the full restoration could begin. 142

It was decided that the rebuild would be as sympathetic to the original and to use as many of the original parts as possible. After recording and photographing every aspect of the car , it was stripped to a bare chassis and sent away to have the chassis measured for the new fuel tanks, at the same time reducing the fuel capacity as the size of the tanks was not necessary for what was needed today. The original engine was sent to Geoff Richardson to be assessed. Due to its age it was not possible to re-commission this engine and, given its value as the original engine, it was decided to proceed with a more up to date engine and have the original engine rebuilt as a show engine. With the chassis away, work could be concentrated onto the other parts of the car. Everything was stripped and cleaned and the appropriate parts sent for crack checking. At this point the wheels were put in motion on the parts that would take the longest to source or have re-made. Reproduction of the brake discs was undertaken by BG Developments who modified MG Metro Turbo discs to suit, as the original type was not available. This necessitated the manufacture of new front hubs to suit the discs. It was necessary to have the caliper halves made new which, being magnesium, required the sourcing of the correct material to have them machined from solid billets. The process of which took 6 to 8 weeks. The new caliper halfâ&#x20AC;&#x2122;s were then chromated ready for assembly. The front brake caliperâ&#x20AC;&#x2122;s are an integral part of the front upright with the inner half of the upright housing the inner brake piston. When fully assembled half of the upright becomes the brake caliper which, given that the car was designed in 1975 shows how far ahead of its time the car was. It was a similar story with the wheels. To have the patterns made then the wheels cast, again from magnesium, took 2 months. Once this process was happening the call was put in to Avon tyres questioning the availability of the front tyres. They still had some in stock from a previous batch that had been made so the remainder of their stock was acquired. The chassis was returned from ATL and, again after taking many photographs, all the panels were systematically removed. Every panel was checked for damage or fatigue and if necessary remanufactured. The chassis was then rebuilt using fresh aerospace glue and rivets, using solid rivets where possible. During this time the seat belt mounting points were upgraded to modern specifications. While the fabrication of the chassis was happening the gearbox underwent a complete rebuild. The gearbox casing was then bead blasted to check for any cracks then re-cromated to give it the distinctive black colour. Considering the age of the gearbox the only items that needed replacing was the clutch shaft and a selector fork. Once the bearing carrier had been set up, the gearbox was then sub assembled ready to be re-fitted.

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Once the new engine arrived, a new clutch was fitted and the gearbox was mated to the back of the engine. With the engine and gearbox together, the rear suspension could be built up as a complete unit. New lower links and radius rods were manufactured then the correct coating for them had to be sourced so they looked original. Eventually the correct olive drab passivate colour was purchased and commissioned. The original rear uprights were sent away to have patterns made to have new ones cast and when returned they were built up with new bearings and fitted to the gearbox along with new lower links and radius rods, rear wing post and new modern type starter. On completion of the fabrication work to the chassis, the new fuel tanks could be fitted and the rebuild could begin. The front uprights were sub assembled and fitted to the car, this allowed work on plumbing the front brake system to begin. Due to the additional front wheels, the car has two brake bias bars. One set to control the brake bias between the front and rear wheels and one set to control the balance between both sets of front wheels. This made the plumbing of the system slightly more complicated. To replicate the original brake lines all the new hoses were covered with yellow heatshrink which was necessary to maintain the look of the car. The oil tank was fitted before the engine and gearbox to allow access to the back of the tub. Once the engine was installed the oil, fuel and water systems could be plumbed in. With as much sub assembly and preparation work having been done prior to the engine being fitted to the tub the rest of the build came together relatively quickly. The car then underwent a full chassis setup, the original Koni dampers were tested and rebuilt. The original bump stops had deteriorated so were replaced with new, the front bump stops being custom made to match the smaller scale Koni dampers in use at the front. Spring rates were then tested and it was decided to use the original front springs during initial testing before finalising the rates to be used for the 2012 season. New front springs will need to be custom made due to the small scale suspension used up front. The rear suspension is of conventional mid 70â&#x20AC;&#x2122;s F1, so this was a straightforward setup. Front suspension is a little more complicated, although follows a similar basic design to a conventional mid 70â&#x20AC;&#x2122;s F1 car, just doubled up and on a smaller scale, with some unique solutions to integrate the two sets of axle assemblies. Unique to the car you have three steering arms per side, with each steering arm having an influence on the front and rear wheel on its respective side, so the process of dialling out bump steer was more time consuming. Front geometries for castor and camber were setup to suit the small diameter Avon tyres, initial testing shows the tyre pressures are following conventional full size tyres but require less camber. Corner weighting the car required a different approach with six contact patches to measure and set. 144

Roger Wills Tyrrell P34 145

Brake pressures were measured and it was noted that there was a range of bias adjustment on the front axle pairings of between 51%/49% and 60%/40% available via the front axle set bias bar, with more pressure on the leading tyre set. During shake down at Mallory this was adjusted to prevent uneven locking of the front tyres, with the final required bias within the initial range available. Front tyre contact patch size was calculated and although the tyres are narrower and smaller diameter than a conventional period F1 tyre to help reduce drag/lift, the combined contact patch is 20% greater, so there is scope for increased overall braking performance. With the front track being significantly narrower than a conventional F1 car and the front of the car carrying more weight with the additional suspension set, it would normally follow that you would see more weight transfer across the axle during cornering load, which would reduce overall cornering grip. The weight transfer was then calculated and compared to a conventional period F1 car and it was discovered that although there are disadvantages in weight and track, the resultant lowering of the centre of gravity with the 10â&#x20AC;? wheels offset this giving you almost identical weight transfer characteristics to a conventional period car, which with the increased contact patch should allow for greater overall corner grip. You can see from this that had the front tyres been able to keep up with rear tyre development in period, the later spec wider front track version of the car introduced late in the 1977 season would not have been required, and the P34 would have retained its drag and lift advantages which were lost with the wide track modifications. The Mallory shakedown and race meeting at Portimao have given valuable information which will be used to prepare the car for the 2012 season, with some fine tuning required to balance the car to the current Avon tyres in use. In all, the build took over 1000 man hours to complete. Building the car in such a way as to resemble the car that finished its last Grand Prix extended the build process with the sourcing of period coatings and replicating original parts with similar wear patterns taking time to get right. The fact that P34/2 returned to competitive racing after a 34 year sabbatical and was able to prove itself successfully against the relatively more modern machines shows the potential the car possessed in its time. Where would we be now had the development continued? All restoration work carried out by the team at WDK Motorsport and thanks for all their help in producing this article. More information available from Ian Cox Ian@wdkmotorsport.com 1976 Formula 1 History 02/05/76

Spanish GP

Jarama

Patrick Depailler

DNF

16/05/76

Belgian GP

Zolder

Patrick Depailler

DNF

30/05/76

Monaco GP

Monte Carlo

Patrick Depailler

3rd

13/06/76

Swedish GP

Anderstorp

Patrick Depailler

2nd

07/07/76

French GP

Paul Ricard

Patrick Depailler

2nd

18/07/76

British GP

Brands Hatch

Patrick Depailler

DNF

01/08/76

German GP

Nurburgring

Patrick Depailler

DNF

15/08/76

Austrian GP

Ostereicchring

Patrick Depailler

DNF

29/08/76

Dutch GP

Zandvoort

Patrick Depailler

7th

12/09/76

Italian GP

Monza

Patrick Depailler

6th

03/10/76

Canadian GP

Mosport Pk

Patrick Depailler

2nd

10/10/76

US GP

Watkins Glen

Patrick Depailler

RTD

05/03/1977

South African GP

Kyalami-

Patrick Depailler

3rd

03/04/1977

US GP West

Long Beach

Patrick Depailler

4th

1977 Formula 1 History

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Luciano Quaggia in the Theodore TR1 up close with the March of Gunther Alth

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Michel Baudoinâ&#x20AC;&#x201D;Shadow DN9 150

The Race Teamsâ&#x20AC;¦.

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Hall & Hall Graham Hill Way Cherry Holt Road Bourne Lincs PE10 9PJ Fax: +44 (0)1778 392561 Phone: +44 (0)1778 392562 Email: info@hallandhall.net

John Delane Michel Baudoin Peter Wunsch Nico Bindels Abba Kogan Website: www.hallandhall.net

CGA Engineering Forward Works Woolston Warrington WA1 4BA Phone: +44 (0) 1925 819980 Email:

Katsu Kubota Hideki Yamauchi

Website: www.cga-racing.com

Kumschick Racing Luzernerstrasse 57 6247 Schötz Luzern, Switzerland Phone: +41 41 980 05 80 Email: fredy@kumschickracing.ch

Joaquin Folch Christian Glasel Fax: +41 980 04 80 Website: www.kumschickracing.ch

AMR Units 1 & 2 Barlow Drive Woodford Park Industrial Estate

Peter Meyrick Andy Meyrick

Winsford, Cheshire CW7 2JZ Phone: +44(0)1606592217 Email: teamamr@live.com

Mobile: +44(0)7736656950 Website: www.teamamr.com

Mirage Unit 22 Homerton Industrial Estate Harling Road, Snetterton Norwich NR16 2JU Phone: +44(0)1953 888936 Email: race.mechanic@virgin.net

Steve Hartley David Abbott Fax: +44(0)1953 888936

JRT Belgium 44, rue des Prés B 4802 - Heusy Belgium Phone: +32-87-22 91 61 Email: info@johnracing.be

Terry Sayles

Fax:+32-87-22 91 61 Website: www.johnracing.be

RJM Motorsport Units 1 & 2 Nashlea Farm Poors Lane North Essex SS7 2XF Phone: Email: richardjeyre@yahoo.co.uk

Richard Eyre

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WDK Racing Houghton Down Farm Salisbury Road Stockbridge Hampshire SO20 6JR Phone: +44 (0)1264 811 119

Charles Nearburg Roger Wills

Email: team@wdkmotorsport.com

Website: www.wdkmotorsport.com

Classic Team Lotus Hethel Industrial Estate Potash Lane,Hethel Norfolk NR14 8EY Phone: +44(0)1953 601621

Dan Collins Andrew Beaumont Fax: +44(0)1953 601626

Email: team@classicteamlotus.co.uk

Website: www.classicteamlotus.co.uk

Ecurie Griffiths Sarl Circuit de Croix, RN39 62130 Croix en Ternois France Phone: +03 21 03 99 51 Email: griffiths@circuitdecroix.com

Patrick d'Aubreby

Website: www.circuitdecroix.com

Rob Austin Racing Unit 7B, Pershore Trading Estate Pershore Worcestershire WR10 2DD Phone: 01386 555 865 Email: admin@robaustin.com

Rob Austin

Website: www.robaustin.com

Esprit Competition Quartier les Vaux Chemin du vallon 13400 Aubagne, France Phone: + 33(0)6 03 03 33 94 Email: esprit.competition@wanadoo.fr

Laurent Fort

Fax: +33(0) 4 42 03 26 26 Website: www.espritcompetition.fr

Fenicors F1 Luciano Quaggia

Alth Gunther Alth

Scuderia BVR Bobby Verdon Roe

Turizio Cosimo Turizio

Victoria Garage John Wilson

Roses Garage Richard Barber

BOP Racing Philippe Bonny 153

Scrapbook

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The Girls

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HFO Partners Classic Team Lotus Classic Team Lotus is the most experienced team in Historic Formula One, offering excellent levels of service and facilities. Our business is to help drivers enjoy the best of racing F1, in terms of car preparation, planning the logistics of the race weekend and providing dedicated attention at the circuit. Our key aims are excellent service and reliability. We respect that customers race for a variety of reasons. We are pleased to work with any marque of racing car; after all, the way that Team Lotus led the field in design innovation means that if it is not a Lotus then, more often than not, its design is based on one. Customers with their own cars can use Classic Team Lotus to supply a comprehensive service for the storage, restoration, maintenance, transport and operation of historic formula cars, working out of the original factory facility at Hethel. The work is undertaken by the Team Lotus personnel who actually designed, built and operated the cars in period. Access to original design drawings and components plus new parts from the original manufacturers ensure a prestigious and efficient service. Classic Team Lotus has available cars for sale and for hire; iconic Lotus F1 cars that represent such an important part of Formula One history, as raced by some of its greatest drivers. Our bespoke transporter, new in 2008, provides drivers with ample storage for their gear and an accommodating, air conditioned environment, complete with essential hospitality facilities. Classic Team Lotus is able to use the factory test track at Hethel for â&#x20AC;&#x2DC;shakedownâ&#x20AC;&#x2122; testing which means we can load the cars knowing that they are in the best possible shape for the race weekend. Team Lotus is the only World Championship winning F1 Marque to have established a Works team for historic motor racing

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Nicholson McLaren Engines NME was founded in 1972, followed shortly by F1 World Championship wins in 1974 and 1976. Further successes followed through the 80’s and 90’s in F3000 and Group C2 Le Mans, this success continues today in the FIA Historic Formula One Championship, C2 sports-car racing and Hill Climbing. Based near Wokingham in Berkshire, Nicholson McLaren not only design, build and develop engines but they also manufacture components within their modern manufacturing facility, which includes two Okuma Mach-Turn 30 turn mill machines, plus a Studer S40 and a Jones and Shipman Dominator grinding machine, and a Mahr Primar MX4 measuring station within the Inspection Department. The site features four state of the art dynamometer test cells with climate control, plus test rigs for dynamic valve train and airflow rigs. NME also has balancing equipment for crank and cam shafts, an oil analysis laboratory and a crack testing room. In addition to these facilities, the Alternative Fuel Department is involved in the development of systems to convert petrol driven vehicles to also run on Liquefied Petroleum Gas (LPG). NME import the tried and tested Dutch SGi components and develop conversion systems for UK vehicles. These kits are then supplied to customers via approved installers throughout the UK. NME future projects include R&D, design, manufacture, build and development of new performance engines, plus further developments in the field of alternative fuels. NME recently added an aviation division through aquisition and can offer a range of services to operators of Lycoming and Continental piston engines. For more information on racing and aviation engines, please visit the NME web site www.nicholsonmclaren.co.uk/ BMTR Avon Tyres Motorsport One of the first independent tyre distributors in the UK, BMTR was formed in 1919 by Jack Smith to meet the growing demand for vehicle tyres. Based in Broad Street, Birmingham, the 'Birmingham Motor Tyre Repository’ offered a vast range of tyres, tubes and wheels. Today, BMTR have invested in 3 Midlands based ultra modern tyre centres, fully equipped with the most sophisticated tyre fitting, balancing and alignment equipment available and operates a fleet of mobile tyre service vehicles, fully equipped to offer high standards of service on-site for both car and truck tyres. With 40,000 tyres and 1,000's of alloy wheels in stock and racetrained fitters, we have tremendous choice, superb prices and a level of expertise second to none. We also supply racing tyres to some of Europe's top racing teams & drivers and our enthusiasm for motorsport, coupled with our intimate knowledge of race cars both from in the cockpit and in the pit lane, gives BMTR a unique position on advising you on the correct tyres for your competition car.

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Official FIA Historic Formula One Photographers We have an extensive gallery of images from ALL of this season’s races available to purchase. Our high quality digital images can be used for prints, posters or our range of large canvasses, wall mounted workshop boards and banners. High Quality Photo Books from each of the rounds are already available or can be personalised to your individual requirements...we can even “Pop Art” your car. They make great gifts for friends, teams & sponsors.

If you like what you have seen in the book, why not visit our online galleries at www.HistoricF1.co.uk Jon and David would like to thank all the Drivers, Teams and Organisers for yet another entertaining season.

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Thankyou… As I write this in late October, we have known for a few weeks already that Sebstian Vettel has successfully defended his Formula One World Champion crown. I think most people would agree that the races have generally been more interesting this year but let’s be honest, it has been clear from early on who was likely to win the driver’s championship. HFO on the other hand, has delivered another down to the wire year with the Championship being decided at the final event in Jarama. 2011 has been an interesting year in many ways, some good and some not so good! At the beginning of the year, I took over from our retiring Chairman, Tony Smith as well as our former CEO Mike Whatley, combining both roles they previously performed. The learning curve was steep to say the least! 2011 was also the year that the effects of the economic recession began to significantly affect our sport and it was clear we needed to keep a close eye on the situation to ensure the health of our Championship. I am delighted to report that we can look forward to next season in very good health. One particularly interesting and unusual development was being approached by a film company who were planning a film about the rivalry between James Hunt and Niki Lauda culminating in Hunt’s 1976 World Championship. HFO has subsequently been helping Director Ron Howard and the whole production crew which has proved interesting and enlightening for both parties involved. Once again our season ran smoothly and efficiently thanks to the FIA, our officials and our organisational team. I would particularly like to thank John Hughes, President of the FIA’s Historic Commission for his support and to the various FIA Stewards who have presided over our events. As ever, our FIA Race Director John Felix watches over us like a fatherly figure, keeping us all on the straight and narrow with his softly, softly approach and only the very occasional clipped ear! FIA Technical Delegates John Gentry and Tony Southgate bring a wealth of knowledge and experience to the Championship and ensure the cars are both safe and in the correct specification. It is always amusing to hear a team try to argue about the authenticity of some component with the guy who actually designed the car! Finally, Stuart and Oli McCrudden of S.M.A. once again coped with all kinds of details necessary to make the Championship run smoothly. As we look forward to 2012 there are, as always, challenges ahead. I wouldn’t have it any other way. HFO is ready for them and there is nothing like rising to a challenge and overcoming it. I can’t wait to start the new season.

Dan

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HFO - The Championship favoured by tyre technicians the world over….

Copyright © 2011 ISBN 978-0-9570868-0-7 Printed in UK by Butler Tanner Dennis Ltd First Published in UK in 2011 by Evado Ltd, 8 Manor Park, Great Somerford, SN15 5EQ, UK www.evado.co.uk Conceived, Edited & Produced by Jon Bunston & David Smith, Historic Racing Photography All images Copyright © Historic Racing Photography and can be purchased at www.HistoricF1.co.uk 168

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