CONTENT. The FIA would also thank Formula One Group for their outstanding help in providing exclusive content for the FIA Hall of Fame 3

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2 CONTENT Foreword 5 Giuseppe FARINA 6 Juan Manuel FANGIO 8 Alberto ASCARI 10 Mike HAWTHORN 12 Sir Jack BRABHAM 14 Phil HILL 16 Graham HILL 18 Jim CLARK 20 John SURTEES 22 Denis HULME 24 Sir Jackie STEWART 26 Jochen RINDT 28 Emerson FITTIPALDI 30 Niki LAUDA 32 James HUNT 34 Mario ANDRETTI 36 Jody SCHECKTER 38 Alan JONES 40 Nelson PIQUET 42 Keke ROSBERG 44 Alain PROST 46 Ayrton SENNA 48 Nigel MANSELL 50 Michael SCHUMACHER 52 Damon HILL 54 Jacques VILLENEUVE 56 Mika HÄKKINEN 58 Fernando ALONSO 60 Kimi RÄIKKÖNEN 62 Lewis HAMILTON 64 Jenson BUTTON 66 Sebastian VETTEL 68 Nico ROSBERG 70 Master of Ceremony Profiles 73 A major part of building the FIA Hall of Fame has been the relationships the FIA established with partners. Alongside our Global Partners Rolex and Michelin, the FIA is very grateful for the assistance and service we get from our 2 Media Partners, INA (Institut National de l Audiovisuel) and LAT Images for their respective contribution in providing quality moving and still pictures. The FIA would also thank Formula One Group for their outstanding help in providing exclusive content for the FIA Hall of Fame 3

3 FOREWORD Their names resonate in our ears like those of heroes. From Alberto Ascari in 1950 to Lewis Hamilton in 2017, 68 Formula 1 seasons and 33 world champions crowned. To these brave drivers who have all won, at least once, the most prestigious title of motorsport, the FIA pays tribute in pictures. By creating, in its historic headquarters at Place de la Concorde in Paris, the FIA Hall of Fame, we relive their victories. It has been created to celebrate the history of motorsport and to honour the heroes of the sport through the ages; to tell their stories for future generations, and to celebrate their extraordinary achievements. At the same time, the FIA Hall of Fame is intended to highlight the values that run through motorsport: passion, excellence, innovation, integrity and respect for other competitors. These are key to the future of the sport. It s also a story of the racing car and its evolution that we can see again in these films dedicated to every F1 world champion. Technological progress, improving safety, the evolution of circuits are also passing before our eyes. This is the first stage of an ambitious project: another Hall of Fame will soon be inaugurated at the FIA headquarters in Geneva, and other champions and disciplines than Formula 1 will soon be in the spotlight. In celebrating the icons of motor racing and telling their stories, we aim to inspire new generations to embark on the same adventure, striving for excellence and finding new ways to achieve their dreams. Jean Todt FIA President 5

4 I m hungry for victories, hungry for success and I will tell you that two championships are not enough action winning German GP, the Spa 24 Hours and the Nürburgring 1000 that summer. He was signed by Lancia for 1954 but crashed on the Mille Miglia and broke his right arm. Six weeks later he returned to action but then suffered severe burns to his legs when a mechanical failure set the car on fire during practice for a sports car race at Monza. He spent three weeks in hospital. A year later he broke his collarbone in another sports car crash at Monza. GIUSEPPE FARINA The inaugural FIA Formula 1 World Champion was 43 when he won the title, in the front of his home crowd at Monza, in early September All three of the regular factory Alfa Romeo drivers were in contention, with Farina seemingly having the least chance, but then Juan Manuel Fangio retired with a gearbox failure. He took over the Alfa Romeo of Piero Taruffi, but this suffered an engine failure. It was not meant to be. Farina won the race and took the title His racing career came to a close in 1957 after an attempt to win the Indy 500. In retirement he became a successful car, running an Alfa Romeo agency and becoming the Jaguar importer for Italy. He continued to attend some Grands Prix and in June 1966, while en route from Turin to Reims, to watch the French Grand Prix, his Lotus Cortina skidded on some ice near the village of Aiguebelle, close to Chambéry. He slid into a telegraph pole and Farina was killed instantly. He was 59. Giuseppe Farina s father Giovanni and his uncle Carlo established a car body manufacturing company soon after Giuseppe was born in By the time he was nine, Giuseppe, who was already known as Pino, was driving a two-cylinder Temperino cyclecar, manufactured by the firm. He would soon join forces with his uncle Pinin as a riding mechanic in local events around Turin and at 17 he made his competition debut as a driver, at the wheel of a Chiribiri. While racing, he studied law and gained a doctorate, before doing the required national service in the cavalry and with a tank regiment. He was 26 before he went racing fulltime, by which time his uncle had left the family firm and established his own Carrozzeria Pinin Farina. This would later become the celebrated Pininfarina company. Nino s career was spectacular, if only because of the accidents he had, his first season ending with a heavy crash, facial injuries and a broken shoulder. Farina s speed in voiturette racing was spotted by Enzo Ferrari, who was running the Alfa Romeo factory team at the time, and Pino was hired as a driver in He won his first Grand Prix on the road circuit at Posilippo, near Naples, the following year and went on to win the Italian championship for three consecutive years. He was fast and reckless and had a lot of accidents, including two incidents in which other drivers were killed. Just as he was reaching his prime, war broke out and he spent the next six years serving as a tank commander and then back with the family business. As soon as racing restarted in 1946 he was back in action, but by then he was 39. Fortunately the Alfa Romeo team was looking for experienced racers and he was signed, although things became complicated when he married fashion designer Elsa Giaretto in 1948, as she wanted him to stop racing. At the start of 1949 the Alfa Romeo team leader, France s Jean-Pierre Wimille, was killed and Farina took over his role. The World Championship began in 1950 and he won the opening race at Silverstone and added a second victory at Bremgarten before winning the title at Monza. He was beaten by Fangio in 1951 and so left Alfa Romeo to join Ferrari for the 1952 season but Alberto Ascari, 12 years younger than Farina, was faster. At the start of 1953 Farina swerved to avoid an errant spectator during the Argentine Grand Prix and crashed into the crowd, killing nine people, but he was soon back in 26th August Italian racing driver Giuseppe Farina acknowledges the cheers of the spectators from his Alfa-Romeo after winning the International Trop 6 7

5 To race is to live. But those who died while racing knew, perhaps, how to live more than all the others led to a chance to drive European machines in the Temporada races in early JUAN MANUEL FANGIO In the early years of Formula 1 the sport s biggest star was Argentina s Juan Manuel Fangio. He raced in only seven full seasons of Formula 1, between 1950 to 1958, and won five titles and was runner-up twice. Of the 51 World Championship Grands Prix in which he took part, he won 24, a record percent, a statistic that is unlikely ever to be beaten. From a family of Italian immigrants, who settled in Balcarce, a small town 250 miles to the south of Buenos Aires, Juan Manuel Fangio was the fourth of six children, born in June At school he was a successful football player and earned the nickname El Chueco because of his bandy legs. When he was 11 he began working as a blacksmith s apprentice, going to school in the mornings and to the forge in the afternoon. Fascinated by cars, he soon switched to working in local garages and repair shops, learning not only how to drive, but also how to tune engines. At Miguel Viggiano s Studebaker garage he was paid in car parts, which enabled him to build his first car. Some early adventures as a co-driver followed but he then fell ill with pleurisy for nearly a year. He was then called up to do national service, serving as a chauffeur for the commanding officer of a cavalry regiment. When he returned home from his military service, Fangio and a friend from the local soccer team started their own garage, in a shed they built in the garden of the Fangio family house. They built up the business and it was not until 1936, when he was 25, that he was finally bale to go racing. He borrowed a 1929 Ford Model A taxi from the father of a friend, took off the bodywork and added his own and used the car in a race in Benito Juárez. He raced under the name of Rivadavia, after the football team he played for, and was running third when engine failed. The owner was not impressed, but Fangio did eventually return the car in its original form. His speed was noticed in the racing world and in 1938 he was able to compete in a Ford V8 in the Gran Premio Argentino road race around the country. His first major victory would come in 1940 when he won the Gran Premio Internacional del Norte, a race from Buenos Aires to Lima in Peru and back again, in a Chevrolet. That year he was Argentine national champion, a feat he repeated in 1941 before fuel shortages caused by the war ended all racing in Argentina. While he waited for racing to start again Juan Peron was elected President of Argentina in Peron had seen how the Germans had used motorsport as a propaganda tool and provided funding for the Automovil Club Argentino (ACA) to invite some of the top European teams to race in Argentina in the winter of Fangio did not take part that year, but he dominated a series of races across South America in a locally-built Volpi-Chevrolet. This Fangio so impressed France s Jean-Pierre Wimille that he helped to organize a drive with Gordini in the Formula 2 Grand Prix at Reims in July Afterwards he returned to the dangerous road races and in October crashed in Peru during the Gran Premio de América del Sur (from Buenos Aires to Caracas). His friend and co-driver Daniel Urrutia was killed while Fangio was saved because his feet were caught by the pedals. He considered retiring but decided that he still wanted to race, although he no longer raced with anyone else in his cars. With funding from the ACA he returned to Europe and shocked the Europeans by winning F1 races at San Remo, Pau, Perpignan, Albi and Marseilles and a Formula 2 race at Monza. He returned home a national hero, with an Alfa Romeo contract to race in the new Formula 1 World Championship in Fangio finished runner-up to his team-mate Giuseppe Farina that year, winning Grands Prix at Monaco, Spa and Reims, and then took the title in 1951 with victories at Bremgarten, Reims and Pedralbes. When Alfa Romeo decided to leave the sport he agreed to race for Maserati, but did a couple of non-championship races with Britain s BRM. After racing at Dundrod he was due to fly to Monza for an event the following day. He missed his connecting flight in Paris and drove overnight to Italy, arriving half an hour before the race. On his second lap he slid into an earth bank and suffered multiple injuries including a broken neck, when he was thrown from the car. He missed the rest of the season but returned determined to win again in He won only one race but finished runner-up. In 1954 things started well with two wins with Maserati but he then shocked the F1 world by switching to Mercedes-Benz. It was the right decision and he won four more races and took a second World Championship. Four more victories for Mercedes in 1955 gave him a third title but he had a scare at Le Mans where his team-mate Pierre Levegh ran into the back of Lance Macklin s Austin Healey and his car flew into the crowd. Fangio was right behind Levegh. The accident resulted in Mercedes leaving the sport at the end of the year, so Fangio switched to Ferrari and won the title again, although he had to take over his team-mate Peter Collins s car at Monza to secure the World Championship. He then left Ferrari to rejoin Maserati, winning his fifth title in 1957 despite racing against a generation which might have been his children. He was then 46 and found that the Maserati was not competitive in He finished fourth in Argentina before heading to Cuba for a sports car race where he was kidnapped by a group of Fidel Castro s rebels, to draw attention to their cause. He was released a few hours after the race. In July he raced at Reims and then announced his retirement. Fangio never married and enjoyed many girlfriends, notably a long relationship with Andreina Beba Berruet Espinosa. His private life was kept secret and he never recognized having had any children. He became a Mercedes Benz dealer in Argentina and ultimately became the president of Mercedes-Benz, Argentina. He was always a dignified yet charismatic figure, who served as an ambassador for the sport and for Mercedes, although he never learned to speak English. He died at the age of 84 in the summer of 1995, in his home town of Balcarce. (In recent years Oscar Espinosa and Ruben Vazquez have been confirmed as both being sons of Fangio.) 8 9

6 ALBERTO ASCARI Every story one reads about Alberto Ascari begins with the same three words: The son of and one can understand from this that Alberto Ascari lived in the shadow of his famous father, Antonio, one of Italy s great racing stars of the 1920s. Although he barely knew his father, who was killed two weeks after his son s seventh birthday, Alberto s determination to succeed was strong. An unlikely looking racer, nicknamed Ciccio (Chubby) by his fans, drove with great precision and rarely had accidents. He was, by all accounts, a very superstitious individual, always wearing the same light blue helmet. After his father s death, Alberto had a difficult childhood but discovered his passion for speed at 11 when he first tried a motorcycle. He ran away from school twice in his teens and eventually sold a gold watch he owned to buy a Sertum 500 motorcycle. His first race, near Pisa, ended up with the young Ascari in a vegetable patch. In 1937 he bought a 500cc Gilera and won a string of races, which drew him to the attention of the Bianchi motorcycle company and he was hired as a factory rider for 1938 and He settled down, worked in the family s Fiat dealership during the week and raced at weekends. Early in 1940, he bought an Auto Avio Costruzioni 815 sports car, built by Enzo Ferrari, with the aim of going racing. He raced it on the Mille Miglia, leading his class until the engine seized. A few days later he raced a Scuderia Torino Maserati 6CM in the Gran Premio di Tripoli and finished ninth, but there was only time for one further race - a shortened version of the Targa Florio - before Italy joined the war and all racing stopped. Alberto and Gigi Villoresi, who was nine years his senior, went into business together, setting up a transport company that delivered vehicles and fuel to the Italian army in North Africa. This meant he was exempt from military service and he led a relatively normal life. He met and married Maria Antonietta Tavola, known as Mietta, who had been a friend of Villoresi s brother Mimi, who had been killed in They married in 1942 and soon had a son called Antonio, named after Alberto s father and later a daughter called Patrizia. He did not start racing again until 1947, initially with a Cisitalia, but then with Maseratis. His first victory came in a Maserati A6G/CS sports car in the Modena Grand Prix in September that year and he joined Villoresi s Scuderia Ambrosiana the following year, winning the San Remo Grand Prix and finishing second in the British Grand Prix. He also appeared that summer in the Alfa Romeo factory team at the French GP, where he finished third behind Jean-Pierre Wimille and Alfa Romeo test driver Consalvo Sanesi. Ascari joined Ferrari in 1949 and won the Bari, Italian and Swiss Grands Prix and the International Trophy at Silverstone.and in 1950 he added a strong of wins in non-championship events but could do no better than two second places in the new World Championship, which was dominated by Alfa Romeo. The following year he won twice, in Germany and Italy, and finished runner-up to Juan Manuel Fangio. A change of regulations in 1952 resulted in Alfa Romeo leaving F1 and the World Championship being run to Formula 2 regulations. Ferrari built the 500 and Ascari drove it to win after win, taking victory in the Belgium, French, British, German, Dutch and Italian Grands Prix. He won a second title in 1953 with a further five Grand Prix wins. He then decided to move to Lancia for the 1954 season. The Lancia D50 programme was much-delayed and the 1954 season was largely wasted, although he won the Mille Miglia in dominant fashion. The D50 finally appeared at Pedralbes at the end of the year and Alberto showed its potential by beating Fangio s Mercedes, although the new car retired early in the race. Things were looked good for 1955 and Ascari began the season with non-championship victories in Naples and Turin and he fought with the Mercedes of Fangio and Stirling Moss at Monaco, eventually inheriting the lead. He seemed to be on his way to victory when fading brakes resulted in a spectacular crash into the harbour. Although he suffered a broken nose in the crash, he was able to swim to safety. Four days later, he was in Milan when his protégé Eugenio Castellotti telephoned and suggested he watch the testing of a Ferrari sports car they were due to race that weekend. Ascari wanted to make sure that he was fit and so decided to have a few laps in the early afternoon. He borrowed Castellotti s helmet, his own lucky light blue one being repaired after Monaco. On his third lap, we lost control of the car at the exit of the fast Vialone corner (which is today known as the Ascari chicane) and slid off the road. The car dug in and rolled and Ascari was thrown out, suffering fatal injuries. It was a huge shock for Italy and around a million people watched his funeral procession through the streets of Milan. Much was made of the accident and the eerie coincidences between the deaths of Ascari father and son. Both were 36 years of age when they died, both left a wife and two children, both died on the 26th of the month and both had won 13 Grands Prix. Alberto s record of 13 wins in 32 races meant that he had a win ratio second only to Fangio. He was one of the dominant champions, 1952 Belgium much-loved in his homeland. Grand Prix World Copyright: LAT Photographic 10 11

7 1958 MIKE HAWTHORN Mike Hawthorn was a dashing young man. Tall, blond, charismatic and fun-loving, Britain s first Formula 1 World Champion was popular with the ladies - even before he became a motor racing star. From a well-to-do background, his rise to fame was rapid, being signed by Ferrari when he was still only 24 years of age. Something of a hellraiser, he raced wearing white overalls and a trademark bow tie, but beneath the brash exterior life was not quite as easy as it seemed. Born in 1929, John Michael Hawthorn was the son of a Yorkshire engineer called Leslie Hawthorn, who raced motorcycles with much enthusiasm. Wanting to be closer to the Brooklands racing circuit, and seeing a good opportunity to make money, Hawthorn moved south and set up the Tourist Trophy Garage in an old army hut on the main A31 road, in partnership with former Isle of Man TT winner C.W. Paddy Johnston. The garage was a success and by the late 1930s Leslie Hawthorn was racing a 1100cc Riley sports car at Brooklands on a regular basis. Growing up with racing cars all around him, young Mike quickly caught the racing bug. He was sent away to boarding school in Sussex during the war years but was not a good student and when he left school he went to work as an apprentice with Dennis Brothers in Guildford, best known as a manufacturer of fire engines. Hawthorn bought a BSA motorcycle and began competing in trials, but then moved on to study engineering at Chelsea College. He was not a very good student and soon motor racing became his primary focus. For his 21st birthday in 1950, Leslie Hawthorn bought his son a Riley racing car, purchased from HW Motors. He made his racing debut in the Brighton Speed Trials and by the end of 1951 he had become a regular winner in national races, nicknamed The Farnham Flyer. With the support of his father he decided to switch to single-seaters in 1952 and at the Easter Meeting at Goodwood, he won the Lavant Cup in a Formula 2 Cooper-Bristol, and then finished a sensational second to Ferrari driver Froilan Gonzalez in the non-championship F1 Richmond Trophy. He continued that year with the Cooper-Bristol, making his World Championship debut in Belgium, where he finished fourth. He was on the podium at the British Grand Prix with Ferrari drivers Alberto Ascari and Piero Taruffi and Ferrari decided to sign him for the 1953 season. Hawthorn joined Ferrari in Argentina in January 1953 and his first big result with the team came at Pau where he finished second to his new team-mate Ascari before winning the International Trophy at Silverstone and the Ulster Trophy at Dundrod. Later in the summer he followed team-mate Giuseppe Farina home at Rouen. A week later at Reims he won the French Grand Prix, his first World Championship victory, beating Juan Manuel Fangio after a 60-lap battle. Three weeks later he and Farina won the Spa 24 Hours for Ferrari. The following year things did not go well. In February he was accused in the newspapers of dodging his National Service. In April he crashed during the Gran Premio di Siracusa in Sicily and suffered serious burns to his arms and legs. A few weeks later his father was killed in a road accident. Despite the setbacks Mike returned to action two weeks after that in Belgium, where he finished fourth. There were second places at Silverstone, Nurburgring and Monza and then at the end of the year he won the Spanish GP to finish third in the World Championship. At the end of the 1954 season Hawthorn went in to Guy s Hospital in London, ostensibly to have a kidney stone removed, but in reality the operation was to remove one of his kidneys, as he was suffering from a degenerative kidney disease. He was told that his second kidney would fail within 18 months but he kept the news secret because he did not want to lose his racing licence. He raced for Ferrari and for Vanwall but his only major success in 1955 came with the Jaguar team at Le Mans. This was overshadowed by accusations that he had triggered the accident which killed more than 80 people when Pierre Levegh s Mercedes ran into the back of Lance Macklin s Austin-Healey, which had slowed to avoid Hawthorn, who decided to pit unexpectedly. He raced for BRM without success in 1956 and then agreed to go back to Ferrari in 1957, where he teamed up with Peter Collins, a kindred spirit. They did not win any major races that year but both were in the running for the World Championship in 1958, until August when Collins crashed at the Nurburgring and was killed. Hawthorn won the title in Morocco in October and immediately announced that he was retiring from the sport, at the age of only 29. Three months later, at the end of January 1959, he was killed when he crashed a Jaguar road car on the Guildford bypass, while allegedly racing against team owner Rob Walker, who he had encountered by chance on the way to London. Hawthorn lost control of the car and it hit a tree beside the road

8 It was a thrill, to not only build your own car but to race it and win races with it was terrific SIR JACK BRABHAM Jack Brabham was the first Formula 1 driver to be knighted in recognition of his achievements - and they were considerable. He won two World Championships with the Cooper Car Company, after developing the firm s rear-engined racing machines. And then he went into business himself, building Brabham racing cars and became World Champion for a third time, in a car that he had manufactured. He remains the only F1 driver to have achieved that. John Arthur Brabham was born in Hurstville, New South Wales, a southern suburb of Sydney. His father Tom was a greengrocer and Jack learned to drive his father s Chrysler truck as soon as his feet could reach the pedals. He built and raced wooden billy carts and then began cycle racing when he was 10. He left school at 15 and went to work in garage, attending evening classes to study engineering. At 18 he joined the Royal Australian Air Force, hoping to become a pilot, but there were too many by that point in the war and Brabham ended up as ground crew working on Beaufighters at Williamtown, near Newcastle, in northern New South Wales. When he left the RAAF early in 1946 he decided he wanted to set up a car repair business and his uncle built him a workshop on a plot of land just behind his grandfather s house in Penshurst, a neighbouring suburb. This led to him meeting Johnny Schonberg, an American who had served with the US Navy during the war and had married an Australian girl. began to win F1 races, starting with the non-championship International Trophy at Silverstone and then a week later in Monaco. He would win the British Grand Prix and score a series of good results that summer, which took him the World Championship. He repeated the achievement the following year, but then Ferrari became the dominant force in While still working with Cooper, he began building a Formula Junior car in a shed in Esher. At the end of 1961 he left Cooper and began racing Brabhams. The first success in F1 came in 1964 when Brabham driver Dan Gurney won the team s first Grand Prix at Rouen. Brabham himself did not win a race in one of his own cars until A change in engine regulations led Jack to persuade an Australia company called Repco to build him an F1 engine. This was dominant and Jack won his third title in He was then 40 years old and was appointed an Officer of the Order of the British Empire for his services to motor racing. The following year he was beaten to the title by his team-mate Denny Hulme and soon Brabham had joined the many teams using the Cosworth DFV engine. By the end of 1970 h decided to retire. He was 44. He sold his half of the Brabham team to his business partner Ron Tauranac, who has worked with him since the hillclimb days, and went home to Australia where he bought a large farm near Wagga Wagga, New South Wales, owned a Ford dealership and an aviation business, based at Sydney s Bankstown Airport. He was appointed a Knight Bachelor for services to motor racing in the New Year Honours List in He remained a shareholder in John Judd s Engine Developments and was also a partner in the ill-fated Simtek F1 team in 1994, for which his son David drove. In the late 1990s the family sold the farm and moved to the Gold Coast in Queensland, where Jack died in 2014, at the age of 88. Schonberg wanted to go racing and so Brabham built him a midget racing car so he could compete in local speedway events. The problem was that Mrs Schonberg was not happy about her husband s racing and he soon gave up and Brabham was left with a racing car. He started driving it and quickly won the NSW championship before the engine blew up. Jack gave up midgets and started competing in hillclimbs instead. By 1951 he had won the Australian championship. From there he moved on to road racing, with an imported Cooper-Bristol. When the Confederation of Australian Motor Sport insisted he remove sponsorship from his car, Brabham decided to go racing in New Zealand and that allowed him to meet a number of international racing stars who visited in the winter. Jack realized he was as quick as they were and so he set off to race in Europe. He worked for the Cooper Car Company in Surbiton, Surrey, but was allowed to wheel and deal and he made sufficient money to buy a Maserati 250F for the 1956 Formula 1 season. The programme was not a success and so Brabham went back to Cooper. The 1957 season saw him scoring World Championship points with a Cooper-Climax but there was a long priod of development before Jack??? 14 15

9 I don t know if I loved those tracks, or it was just that I wasn t afraid of them PHIL HILL Phil Hill was the first American driver to win the Formula 1 World Championship. He was also the first to win the Le Mans 24 Hours. Yet he was an unlikely trailblazer, and anything but a buccaneer. His success came largely as a result of a formidable ability to concentrate while behind the wheel. Out of the car he was quiet, sensitive and rather nervous. An unlikely hero. Nonetheless, his influence helped to increase American interest in European motorsport, leading to the movies the Grand Prix in 1966 and Le Mans in Philip Toll Hill Jr was born in Miami, Florida, where his father worked as Mack Truck salesman, while his mother was a farming girl with musical ambitions. In 1926, soon after his mother discovered she was pregnant, Florida was hit by the Great Miami Hurricane. Several hundred people were killed and 43,000 people were made homeless. There was looting and martial law was declared. The Hills decided they wanted something different and, after the baby was born, they packed up their belongings and drove to Los Angeles, where they settled in the pleasant seaside resort of Santa Monica. Hill soon became a prominent local Democrat and by 1935 he had been appointed the Postmaster of the city. His wife wrote hymns, while young Phil and his two siblings most enjoyed the companyof their Aunt Helen, their mother s sister, who had previously been married to the owner of Cleveland s Grasselli Chemical Company (later to become part of the DuPont empire). She had no children of her own - and no shortage of money. Phil was a sickly child, clumsy and not gifted at sports. The one thing he was good at was identifying cars. Phil was sent to school in the Hollywood Military Academy where one of his fellow pupils was George Hearst Jr, one of the grandchildren of media tycoon William Randolph Hearst. They shared an interest in cars and when Aunt Helen bought Phil an old Model T Ford he and George, who owned a Model A Ford, raced the cars on a quarter mile dirt oval (for horses) on the Hearst ranch in Santa Monica Canyon. He was taught the mechanics of cars from Aunt Helen s chauffeur. Turned down by the US Army because of sinus troubles, he worked in the local aircraft factory, fitting nose-gun assemblies on Douglas Havocs. After that he enrolled to study business at UCLA but soon dropped out and became a car salesman for Roger Barlow s International Motors on Wilshire Boulevard in Hollywood, where film stars went to buy imported sports cars. At night he raced souped-up cars in illegal street races and helped out with a local midget racing team. When the driver crashed and broke his leg, Hill stepped in Phil convinced Barlow to send him to Britain to learn about the cars he was selling and in the autumn of 1949 he sailed to Europe and spent the winter on secondment with Jaguar, Rolls Royce and MG. In May 1950, he went to Silverstone to watch the British Grand Prix, the first ever round of the new FIA Formula 1 World Championship, before returning to the US with an Jaguar XK120 sports car. He drove the car 700 miles from New York to Indianapolis and watched the Indy 500 becoming probably the only spectator to see both of the first two World Championship events. And then motored the 2,000 miles from Indiana to his home in California. A few months later he won the Pebble Beach Cup, racing to victory from the back of the field. His parents both died in 1951 and he spent his inheritance buying a Ferrari from Luigi Chinetti, which led to him taking part in the 1952 Carrera Panamerica. The constant fatal accidents in racing caused him to quit the sport for a while but in 1954 he prepared the cars and did the stunt driving for a Darryl Zanuck movie called The Racers and he started racing again and in early 1955 finished second in the Sebring 12 Hours, with Carroll Shelby. This led to Chinetti offering him a Ferrari factory drive at Le Mans, alongside Umberto Maglioli. He joined Ferrari as a factory sports car driver in 1956 and began a successful career in Europe which included Le Mans victories for the company in 1958, 1961 and By then Hill was keen to get into Formula 1 and as Ferrari had no space he rented Jo Bonnier s Maserati 250F for the French GP in 1958 and finished seventh. Ferrari driver Luigi Musso was killed during the same event and a few weeks later Phil joined the Ferrari F1 team. He scored his first podiums with third places at Monza and in Morocco. There were three more podiums in 1959 and in 1960 Phil won his F1 victory at Monza. In the course of 1961 he emerged as a World Championship challenger, alongside his team-mate Wolfgang Von Trips and the battle was settled at Monza that autumn when Von Trips crashed and was killed after a collision with Jim Clark. Ferrari went into decline the following year and at the end of 1962 Hill joined a renegade group of Ferrari engineers to form ATS. The team was never competitive, but Hill raced for Cooper in 1964 but then dropped out of the F1 scene and spent several years racing for Ford and then Chaparral in the United States. His last major win came in 1967 when he won the BOAC 500 at Brands Hatch, in England, at the age of 39. After he retired from the sport he established a classic car restoration business and did occasional work as a TV commentator and journalist and overseeing his son Derek, who raced in Formula Hill then fell victim to Parkinson s disease and died in California in the summer of 2008, at the age of Monaco Grand Prix (World LAT Photographic) 16 17

10 If you don t get afraid you ve got no imagination and you won t last long gone, killed in a Formula 2 race a month earlier. Hill won the Spanish race and then Monaco and, after a final victory in Mexico, he would finish the year as the World Champion for the second time. His last F1 win came at Monaco in 1969, his fifth Monaco win, setting a record that would be unbeaten for 24 years, until Ayrton Senna scored his sixth victory in the Principality in At Watkins Glen, in the autumn, he crashed and was thrown out of his car, breaking both of his legs. GRAHAM HILL Graham Hill was a charismatic individual who became a British national institution in the 1960s. He was a man of great energy, humour and determination, with a dashing image and a remarkable record in racing. He was building up his own racing team in 1975 and then it all went horribly wrong The son of a stockbroker, Graham Hill was born in He enjoyed a comfortable childhood in Hendon, a northern suburb of London, and after attending a technical college, he joined Smith s Instruments as an apprentice for five years. This firm supplied gauges and Speedometer to the British motor industry. In 1950 he was called up to do his National Service, and joined the Royal Navy and became an engine room mechanic on the cruiser HMS Swiftsure, travelling to various parts of the world. When he left the navy he returned to Smith s and bought himself a motorcycle in order to commute to work. One day, riding in a thick London fog, he crashed into an abandoned car and broken his leg, which left him with a rather distinctive walk. In the same era, he took up rowing and met his wife Bette, a member of the London Rowing club. He still did not have a driving licence, but in 1953 he saw an advert in a motoring magazine for the Universal Motor Racing school at Brands Hatch and decided to give it a try Hill surprised doctors with the speed of his recovery and scored a Championship point on his return to action in the South African Grand Prix in January 1970, driving a Rob Walker Lotus but after a disappointing season he moved on to Brabham in 1971 and In the second year he went to Le Mans with Equipe Matra-Simca Shell and won the 24 Hours, partnered by Henri Pescarolo. Hill enjoyed being a national hero and refused to retire from F1. In 1973 he set up his own F1 team, with backing from Embassy, using a car built by Shadow. The team expanded to two cars in 1974, with Lola becoming the chassis supplier. After failing to qualify in Monaco, Hill decided to retire after a record 176 Grand Prix starts, and 14 Grand Prix victories. He was also the only man ever to have won the World Championship, the Indianapolis 500 and the Le Mans 24 Hour race. After he retired he put the young Tony Brise in the car. In November 1975 the team went testing at Paul Ricard, in the south of France. Hill then flew them home aboard his private Piper Aztec. He was attempting to land in fog at Elstree Airfeld, near his home in Hertfordshire, when the plane hit trees and crashed on the Arkley golf course. Everyone aboard the plane was killed. Most of the paperwork was out of date and expired and Hill s family would later suffer as a result of insurance claims from the families of the other victims. Graham s son Damon would eventually become a Formula 1 driver and would win the World Championship with Williams in After a few laps in an old racing car, Hill was hooked and he was soon racing, driving whatever cars he could get his hands on. After one race he hitched a ride back to London with another racer, by the name of Colin Chapman and he quickly talked his way into a job as a mechanic in Lotus s rudimentary workshop in the yard of the Railway Hotel in Hornsey, in north London. He did everything he could to get mileage in the racing cars and was soon a full-time Lotus driver and in 1958 made his F1 debut in Monaco. The cars were unreliable and in 1960 Hill moved to BRM, where his results improved a little, with a third place at the Dutch Grand Prix. He would complete a total of seven seasons with BRM, alongside Tony Brooks, Richie Ginther and then Jackie Stewart. At the start of 1962 he won his first F1 victory in Holland and added wins in Germany and Italy and in South Africa at the end of the year, he took the World Championship, by winning in South Africa He was runner-up for the next three seasons. In 1964 he went into the last race, leading the World Championship but lost out to John Surtees. In 1966 he had a disappointing F1 season, but won the Indianapolis 500, driving one of John Mecom s Lola-Ford T90s. At the end of the year he went back to Team Lotus, as team-mate to Jim Clark. He won no races that year, while Clark won four. In January 1968 the pair finished 1-2 in the first World Championship event in South Africa but when the teams gathered again in Jarama in May, Clark was??? 18 19

11 I love the challenge of striving for perfection JIM CLARK For many people Scotland s Jim Clark was the greatest racing driver in the history of the sport. His ability was astonishing and he could find performance that his rivals and team-mates could not. And yet, he was a shy and humble man, who never sold himself in the way that others did. While he loved racing, he also enjoyed returning home to the family farm in Scotland, although as his fame grew he also found peace living a more cosmopolitan life in Paris. second and was named Rookie of the Year. He raced at Indy again in 1964 but a tyre failure damaged his suspension. The following year he was back and won the race. In the same period he competed each year in the Tasman Series in Australia and New Zealand, winning 14 races and taking the title in 1965, 1967 and He finished third at Le Mans in 1960, driving an Aston Martin DBR1, sharing the car with Roy Salvadori. He even took part in a NASCAR race in late 1967, driving a Holman & Moody Ford at Rockingham, but went out with engine trouble. Clark died in a Formula Two race at Hockenheim on April , when his Lotus slid off the track at high speed, following a tyre failure. There were no crash barriers and the car hit a small tree and he was killed instantly, at the age of 32. He remains one of the most revered racers in Formula 1 history. James Clark Jr, was born into a farming family at Kilmany House Farm in Fife, Scotland in He was the youngest of five children, the others all being girls. The family moved to Edington Mains Farm, a 1,200 acre property near Chirnside, close to the border with England, when Clark was six. He was sent away to preparatory school at Clifton Hall, near Edinburgh, and from there went on to Loretto School in Musselburgh, on the other side of Edinburgh. He was interested in motor racing and had driven tractors and cars on the farm, but he had no aspirations to race. He left school in the summer of 1952 and went to work on the farm. That autumn he and a friend called Ian Scott-Watson went to Charterhall and saw Giuseppe Farina set a new lap record in a Thinwall. The following year Clark got his driving licence and soon had a Sunbeam Talbot, which he used for local rallies and sprints. It would not be until the summer of 1956 that Clark did his first actual race, at the wheel of a DKW Sonderklasse on an old wartime airfield Crimond, north of Aberdeen Clark was soon racing - and winning - for the Border Reivers team and on Boxing Day (December 26) in 1958, he raced a Lotus Elite at Brands Hatch against Lotus boss Colin Chapman, who was impressed to discover that his adversary had never been to Brands Hatch before. As a result of this Clark and John Whitmore raced a Lotus Elite at Le Mans in 1959, where they finished 10th overall. This led to Clark becoming a Team Lotus driver in Formula Junior and Formula 2 in Clark then made his F1 debut at the Dutch GP in June, standing in for John Surtees, who was away racing motorcycles. In Formula 1 Clark never drove for anyone other than Team Lotus. He benefited from Chapman s innovative ideas, but suffered from their unreliability. He lost both the 1962 and 1964 World Championships in the final races because of mechanical trouble and he would probably have won the title in 1967 as well, but for unreliable cars. As it was, Jim Clark won 25 of the 72 races in which he took part and won the World Championship in both 1963 and Clark was a remarkably versatile driver and was happy to race in any kind of machinery, including sports cars, saloon cars and Indycars. He went to the Indianapolis 500. He competed at Indy in 1963 and finished 1963 Italian Grand Prix. Monza, Italy. 6-8 September

12 1964 JOHN SURTEES the Tasman Series. He then signed for Ferrari and began his career there with victory in the Sebring 12 Hours with Ludovico Scarfiotti. In F1, he failed to finish five times but was second at the British GP and scored his first F1 victory in Germany that summer. The following year he mounted a late challenge for the World Championship and won the title in a dramatic showdown in Mexico City against Lotus s Jim Clark and BRM s Graham Hill. The 1965 season would be a disappointment in F1 but he won the Nürburgring 1000km for Ferrari (with Scarfiotti), the Formula 2 Gold Cup at Oulton Park and, racing his own Team Surtees Lola T70 sports car, the Player s Mont-Tremblant race. It is unlikely that anyone will ever match John Surtees s achievement of winning World Championships on both two and four wheels. His skill and determination also saw him fight back from near-fatal injuries and later become a Formula One team owner as well. Jack Surtees was a motorcycle dealer in his home town of Croydon. In his spare time he raced sidecars and won three British titles. He married in 1928 and the couple moved to Surrey but it was six years before the birth of their first child John, named after his father. When he was five, war broke out and Jack was called up to serve with the Royal Signals, but was invalided out after falling asleep on his motorbike and breaking his leg. When the war ended Jack opened a new dealership in another London suburb, Forest Hill. John was a good sportsman, becoming captain of the school football team, a good cross-country runner and a talented boxer. But his primary interest from the age of 13 was motorcycle racing. His father came home one day with a box of motorbike parts and said that John could ride the bike, if he could put it together. It was a Wallis Blackburne Speedway bike and John first rode it around the cinder track that ran around the outside of the Brands Hatch circuit. A year later he rode as his father s passenger in the Trent Park Speed Trials but they were disqualified because, at 14, John was too young to compete. When he was 17, he started work as an apprentice with the Vincent Motorcycle company in Stevenage and bought his first road car, a Jowett Jupiter sports car. His grass track racing attracted the attention of Norton and he signed for the company at 18 and won his first Grand Prix, a 250cc race in Ulster, in at the age of 21 - riding an NSU. The following year, with MV Agusta he won his first 500cc World Championship. This was followed by 500cc and 350cc titles in 1958, 1959 and He started 51 Grands Prix and won 38 of them. At 26, he decided to try car racing instead, and did his first tests in 1959 before making his racing debut in a Formula Junior Tyrrell-run Cooper-Austin at Goodwood in March 1960, finishing second to Jim Clark in a factory Lotus. Tyrrell also ran him in a Formula 2 Lotus and this led to the chance to race with Team Lotus in a number of F1 races, beginning at the International Trophy at Silverstone and then at Monaco. He finished second at the British GP. He was hired by Reg Parnell s Yeoman Credit Racing team in 1961 but his best result with a Cooper chassis was only fifth place. The team switched to Lola in 1962 and Surtees was able to score a couple of second places and finished fourth in the World Championship. He ended his time at Yeoman Credit with two wins in A few days later he crashed in practice for the Canadian Grand Prix, a sports car race at Mosport Park, and suffered a broken pelvis, left leg and spine, and rupturing his kidneys. He fought back in remarkable fashion and was soon testing the new Ferrari for He had soon won the Monza 1000 sports car race and the non-championship F1 race at Syracuse, but he did not get on with Ferrari team manager Eugenio Dragoni and so he soon departed to join the Cooper-Maserati team, winning at the end of the season in Mexico. In the Can-Am series he scored five wins in the Lola T70 and was crowned champion. He joined Honda in 1967, working with Lola to develop a more competitive car and won at Monza. In 1968 he came close to winning several races but Honda withdrew at the end of the year and John moved on to BRM. He decided to start his own F1 team and to build an F5000 car as well, but at the end of the season John decided to retire as a driver. Team Surtees never did manage to win a Grand Prix but did well in the other formulae. John s health was not good and the team suffered a series of setbacks in 1974, including a sponsor who never paid and then the death of Helmuth Koinigg at Watkins Glen. The F1 team struggled on through 1975, 1976 and 1977 before closing down at the end of John turned to property development and a Honda dealership in Edenbridge, while also restoring old cars and bikes. He would later become chairman of A1 Team Great Britain. His son Henry started racing, but in 2009 he was killed by a flying wheel in an accident in an F2 race at Brands Hatch. John started the Henry Surtees Foundation for which he would later he recognized for services to charity with a CBE in John died at the age of 83 in March Monaco Grand Prix, Monte Carlo, Monaco, 10 May 1964 Monaco Grand Prix, Monte Carlo, Monaco, 10 May

13 I only wanted to race cars quicker than anybody else DENIS HULME New Zealand s only World Champion, Denis Hulme, was nicknamed The Bear because he was often rather gruff by nature. He didn t like being famous and didn t enjoy stardom, but beneath his exterior was a kindly individual, who let his results speak for themselves. Hulme s father Clive was a national hero in New Zealand, having being awarded the Victoria Cross for his exploits as a sniper with the Australian and New Zealand Army Corps (ANZAC) during the Battle of Crete in May Despite this, Denis grew up as a shoeless country boy, living on his grandparents tobacco farm, driving tractors. Later the family moved to a small town near Tauranga, on the Bay of Plenty, on North Island. His father ran a trucking business and Denis began working in a local garage after he left school. He saved enough money to buy himself an MG sports car with which he started competing in local hillclimbs in 1956, at the age of 19. His skills developed and at the start of 1959 his parents agreed to buy the two-litre Cooper-Climax T45 in which Bruce McLaren had recently finished third in the New Zealand Grand Prix on the Ardmore aerodrome circuit. He rebuilt the car and in the summer of he battled another youngster called George Lawton in local races, each hoping to win the New Zealand Driver to Europe scholarship. In the end, they were both sent Hulme setting off with his new wife Greeta in tow. Hulme and Lawton raced Coopers in Formula Two and Formula Junior races around Europe in the summer of 1960 but in early September Lawton was killed in an accident during the Danish Grand Prix Formula 2 race at Roskilde. Lawton had been scheduled to make his F1 debut the following week in the non-championship Lombank Trophy at Snetterton, with British Racing Partnership in a Cooper-Climax T51. Hulme was invited to replace him and finished fifth. It was a good start but Hulme would have to wait five years before becoming a full-time F1 driver. To make ends meet, he worked as a mechanic for Jack Brabham in Chessington, but in 1961 was given the chance to drive a factory Abarth at Le Mans. The following year Ken Tyrrell gave him a seat in Formula Junior and that led Brabham to offer him a works drive in 1963 and success led Jack to promote him to Formula 2 team in Brabham and Hulme won most of the races that year and finished 1-2 in the European Championship. He competed alongside Brabham in a number of non-championship F1 races that year, but did not make his F1 debut until Monza in the autumn of In 1966 Jack Brabham asked Hulme to become the second Brabham driver in F1 and with Brabham s Repco engines, Jack won the World Championship and Denis was fourth, but did not win a race. In 1967, however, Denis would beat his team boss to the title, thanks to better reliability and fewer incidents. He won his first Grand Prix victory in Monaco and won again in Germany. That year he also raced Can-Am sports cars for fellow countryman Bruce McLaren and finished runner-up to his team boss in the series, while also having time to finish fourth in one of Dan Gurney s Eagle Indycars at the Indianapolis 500. For 1968 he switched to McLaren, racing F1 and Can-Am. He won the Italian and Canadian GPs and the non-championship International Trophy and beat McLaren to the Can-Am title. The following year McLaren beat him to the Can-Am title, while Hulme won just one Grand Prix, in Mexico. The 1970 season would be a defining one for Hulme. After a good start to the season in F1 he left Monaco and flew to Indianapolis to race the first McLaren Indycar. In testing the car caught fire and Hulme suffered burns to his hands and feet after jumping from the burning car. Three weeks later, McLaren was killed while testing a Can-Am car at Goodwood. Hulme would play a key role in keeping the team together after McLaren s death, finishing fourth that summer in the World Championship, despite not winning a race, but winning the Can-Am title for a second time. He would not win again in F1 until 1972 when he won in South Africa. He was beaten in Can-Am by his new team-mate Peter Revson. Denis would continue to race in F1 until the end of 1974, winning in Sweden in 1973 and in Argentina in 1974, but the death of Revson convinced him it was time to stop. He led the Grand Prix Drivers Association s campaign for better safety standards for a while before returning home to New Zealand. He returned to race touring cars in the 1980s, initially with JPS Team BMW in Australia and then with Tom Walkinshaw s Austin Rover team in the European Touring Car Championship. His world was turned upside-down on Christmas Day in 1988 when his Martin was killed in diving accident at Lake Rotoiti, near Rotorua. In the wake of the tragedy, his marriage of 30 years collapsed, but he would continue to race at Bathurst until 1992 when he suffered a fatal heart attack during the race at Mount Panorama. He was just 56 years of age

14 It is not always possible to be the best, but it is always possible to improve your own performance SIR JACKIE STEWART When Jackie Stewart retired from Formula One at the end of 1973, at the age of 34, he left behind a remarkable record. He had accumulated a record 27 victories in just 99 Grand Prix starts. He had won three World Championships. He had led campaigns to introduce more safety measures into Formula One, having lost so many of his friends and colleagues during his career. And he had raised the status of racing drivers to levels of professionalism never before seen In 1928 Bob Stewart left his job as a gamekeeper and set up his own garage business in Dumbarton, and by the 1950s his son Jimmy began competing with Ecurie Ecosse. Racing was dangerous and Jimmy suffered two big crashes and decided to retire, at the age of 24, because his parents were against the idea. The Stewarts were relieved. Young Jackie, their second son, showed no interest in cars and was focused on clay pigeon shooting. All was well, until he failed to achieve selection for the 1960 Olympic Games. By then, Jackie had bought himself an Austin A30 and one of the customers of the garage suggested that he travel south to Oulton Park to test some sports cars. The test went well and Filer agreed to let him race a Marcos in He took four victories. Others took an interest in the youngster, and in 1963 Ken Tyrrell offered him a test in a Formula 3 Cooper. Stewart was so fast that Tyrrell signed him immediately. He won on his debut at Snetterton in March 1964 and was immediately offered a Cooper F1 drive - but the canny Scot turned it down and won the British F3 title instead. That year he did test a Lotus F1 car, but still felt it was too early to make the jump, so raced for Lotus in F2, scoring a couple of second places. At the end of the year, he signed to race for BRM in F1 in Ironically, he would make his F1 debut with Lotus in the non-championship Rand GP at Kyalami in December 1964, standing in for Jim Clark, who had back problems. His World Championship debut with BRM came three weeks later at the South African GP in East London on January 1, and he finished sixth. In May he won the non-championship International Trophy at Silverstone and scored solid results in F1. He also raced Tyrrell s Cooper-BRM Formula 2 car without much success and shared the Rover-BRM turbine car with Graham Hill in the Le Mans 24 Hours, where they finished 10th. At Monza in September, Stewart broke through to win his first World Championship race and finished his rookie season third in the World Championship. At the start of 1966 Stewart went to Australia and New Zealand and won the Tasman Championship winning four of the eight races and beating his BRM team-mate Graham Hill. The F1 season started in Monaco and Stewart won there as well before heading to the United States, where he led the Indy 500 in one of John Mecom s Lola-Ford T90s until 10 laps from the end when an oil scavenge pump broke and he retired, leaving team-mate Graham Hill to win the race. But in F1 the Brabham-Repcos were too strong for the BRMs. In 1967 he battled Clark for the Tasman title but lost, won several Formula 2 races with Tyrrell s Matras and went back to Indy with Mecom, but retired with engine trouble, and then found time to finish second in the BOAC Six Hours at Brands Hatch, sharing a works Ferrari with Chris Amon. But in F1 it was a disappointing year; his best result being only second at Spa. At the end of the year he decided to join the planned Matra F1 team. There were, in effect, two Matra teams: one from the factory in France, running Jean-Pierre Beltoise in a Matra V12-engined MS11 and Stewart in Ken Tyrrell s Matra International MS10 with Cosworth V8-engines. Stewart won three races but was runner-up to Graham Hill s Lotus in the World Championship. In 1969 Matra compromised, and Beltoise joined Stewart with Matra International. Jackie won six of the 12 races and won his first World Championship. But then, for 1970 Matra insisted that Tyrrell switch to Matra V12s. He chose not to and bought a March for Stewart, while secretly working on a Tyrrell F1 car. Stewart won in Spain but otherwise had a difficult year. At the end of the season the new Tyrrell 001 appeared, though it was not reliable. In 1971, however, Jackie won six Grands Prix and took his second title, while Francois Cevert, his team-mate won in the United States. That year Jackie also raced Can-Am with Carl Haas, finishing third in the title chase. In 1972 Team Lotus refined the 72 and Emerson Fittipaldi beat Jackie to the title, but in 1973 Tyrrell hit back with the 006 and scored five wins. Safety was becoming more and more of an issue and Jackie led the campaigns to improve F1 safety. At the end of the year Cevert was killed in a practice crash at Watkins Glen. Tyrrell withdrew from the race and soon afterwards Jackie announced he was retiring. He would go on to become a great ambassador for the sport, a regular TV commentator and supported his son Paul s career. In 1989 Paul set up his own Formula 3 team and this enjoyed huge success in the early 1990s in F3000, F3 and Formula Vauxhall Lotus. In 1996 Jackie signed a deal with Ford to enter F1 and Paul Stewart Racing became Stewart Grand Prix. It lasted three years, including a win for Johnny Herbert at the European GP in 1999 before it was sold to Ford to become Jaguar Racing and ultimately Red Bull Racing. Stewart was knighted in 2001 and remains involved in the sport as am ambassador with various F1 sponsors. Winner Jackie Stewart (GBR), Matra MS80, during practice at Becketts corner. British Grand Prix, Rd6, Silverstone, England. 19 July

15 1970 access to the family fortune, Jochen travelled to the Racing Car Show in London and ordered a Formula 2 Brabham. At the Easter meeting at Crystal Palace he beat former World Champion Graham Hill. The result thrust Rindt into the spotlight and, later that year he was offered a ride Le Mans in a NART Ferrari and in August made his F1 debut at his home race in Austria, at the wheel of a Rob Walker Brabham-BRM. By the end of the year he had signed a three-year deal to race for John Cooper in F1. JOCHEN RINDT Jochen Rindt was the sport s first and only posthumous World Champion. He was so dominant with Team Lotus in 1970 that after his death, in a practice accident at Monza, none of his rivals were able to match his points total in the four races remaining of the season. A spectacular daredevil of a driver, Rindt was seen by some as being aloof and arrogant, but to his friends, he was a warm, funny character with a wicked sense of humour. Karl Rindt was the boss of the family spice business, a firm that dated back to It was based in Mainz, on the River Rhine. He had married an Austrian divorcée Ilse Martinowitz and in 1942 the couple had a child, who was christened Karl Jochen Rindt, after his father. The war was turning bad for the Germans with Allied bombing intensifying and in the summer of 1943 Jochen and his half-brother Uwe Eisleben were evacuated to Bad Ischl in Austria, away from the bombing raids. A few weeks later Karl and Ilse travelled to Hamburg, to visit the local branch of Klein & Rindt. They were never seen again. Eight days of bombing created one of the worst firestorms of the war, leaving 42,000 dead or missing, the Rindts among them. Ilse s parents, Hugo and Gisa Martinowitz took Jochen to Graz, where he would grow up as an Austrian. His grandfather, a prominent lawyer, hoped that the youngster would one day join the law firm, but Jochen was a wild child. He and his school friends, notably a young Helmut Marko, raced with scooters, on skis and later when they began borrowing the family cars. After being expelled from two different schools, Jochen was sent to Chichester in England to learn English and experience a different culture. He visited Goodwood and was enthralled by the racing cars and decided that motor racing would be his life. When he returned to Austria he began competing with a VW Beetle in local auto tests and hillclimbs. In 1961 he and Marko went to the Nurburgring to watch the German GP and see Germany Wolfgang von Trips racing his Ferrari. After that Rindt started competing in local rallies. The following year he convinced his grandmother to buy him an Alfa Romeo Giulia, which had been prepared by Conrero in Italy. He had his first official race on the Aspern aerodrome in Vienna in Early success led him to decide to compete in single-seaters and with his friend Kurt Bardi-Barry, he established a Formula Junior team called Ecurie Vienne and they enjoyed some success in minor races around Europe. In 1965 he scored his first World Championship points, won the Le Mans 24 Hours race, in a NART Ferrari 250LM which he shared with Masten Gregory and in the years that followed he became the King of Formula 2 with Roy Winkelmann Racing and raced for Alfa Romeo in touring cars. But he struggled to win in F1. In 1968 he was signed as Jack Brabham s team-mate in the Brabham-Repco team but it would be another year before his friend and unofficial manager Bernie Ecclestone got him into a winning car with Team Lotus, alongside Hill, effectively becoming the replacement for Jim Clark, who had been killed the previous year. He was immediately faster than Hill but the Lotus was unreliable and both cars crashed out at the Spanish GP leaving Rindt with a broken jaw and concussion. The car remained unreliable but at the end of the season he won his first victory at the United States Grand Prix in Watkins Glen. The start of the 1970 season was slow, but at Monaco he ran second in the closing laps and pressured Jack Brabham to such an extent that the Australian went off the road at the last corner, leaving Rindt to win a second triumph. He retired with engine trouble in Belgium but after that was stoppable, winning four consecutive races the Dutch, French, British and German GPs. Ironically he suffered an engine failure in Austria but headed to Monza hoping to increase his advantage. During practice at Monza, Rindt s Lotus suffered a suspension failure as he braked for the Parabolica. He was not wearing crotch straps and slid down in the cockpit and suffered throat injuries, caused by seatbelt buckle. Ironically, it was the same corner where his hero Wolfgang Von Trips had been killed nine years earlier. Despite the efforts of Jacky Ickx in his Ferrari to catch and pass Rindt, he had scored sufficient points to become the sport s first posthumous World Champion. His daughter Natasha worked in sports management before joining Ecclestone s Formula One organization as a TV producer. Later she decided to become a professional pilot, flying one of Ecclestone s executive jets. One of his rivals was Finland s Curt Lincoln, a wealthy Finnish amateur, who had a daughter Nina, who was an international fashion-model. Rindt and Nina Lincoln were soon a couple and early in 1964, by then having 28 29

16 Formula 1 was a dream come true and I m really proud of that. At the time, Brazil wasn t recognize in motorsports EMERSON FITTIPALDI They call him the father of Brazilian motor sport, an inspiration to generations of young Brazilian racing drivers. He won Formula One World Championships in 1972 and 1974 before embarking upon a romantic adventure; trying to create a successful Brazilian F1 team with his brother Wilson. When that failed he went to the US and became a star of IndyCar racing, twice winning the Indy 500 and becoming CART champion in Emerson Fittipaldi s grandfather Pasquale emigrated from Italy to Brazil, settling in Sao Paulo where his son Wilson was born. The youngster was keen on sports and soon found a job reporting on football, but would later become heavily involved in motor sport as a reporter, a driver and as an entrepreneur. In 1956 he was one of the founders of the Mil Milhas Brasileiras, a 1000-mile race designed to demonstrate the quality of Brazilian engineering. Five years later he was one of the founders of the Confederação Brasileira de Automobilismo, the country s ASN. Both he and his wife, Polish refugee Józefa Juzy Wojciechowska, raced and their two sons Wilson Jr and Emerson, named after the American writer Ralph Waldo Emerson, both grew up surrounded by the sport. Emerson attended the Colégio Presbiteriano Mackenzie in Sao Paulo but was soon involved in the sport as mechanic for his brother and for his friend Carlos Pace. He drove their karts whenever he could. Unable to race karts until he was 17, he started competing on motorcycles and then tried hydroplanes. When he switched to karts, he won the Brazilian title in 1967, the same year as he won the Brazilian Formula Vee title with five victories in seven races. The following year he sold his Formula Vee car and went to Europe, hoping to break into international racing. He raced a Formula Ford Merlyn and was soon winning, and was picked up by Jim Russell to race a Lotus 59 in Formula 3. He won his third race and ended the year as British champion. Early in 1970 he went back to Brazil and won the Temporada FF1600 series before returning to Europe to race in Formula 2 in a Bardhal-sponsored factory Lotus 69. He would end the season in third place in the championship behind Clay Regazzoni and Derek Bell and made his F1 debut with Gold Leaf Team Lotus at the British GP, finishing eighth. He finished fourth in Germany and after the death of Jochen Rindt at Monza became the team leader, taking his first F1 victory in just his fourth race at Watkins Glen. The 1971 season produced just three podiums but in 1972 he won five Grands Prix and, at Monza, became the youngest ever World Champion at 25 years and 273 days. In 1973 he won three of the first four races but was beaten to the title by Jackie Stewart. He decided to switch to McLaren in 1974 and won a second World Championship with a consistent campaign, winning only three races but scoring points at most races. It was a similar story in 1975 but he finished second to Ferrari s Niki Lauda in the championship. It was at that point that Fittipaldi made the extraordinary decision to leave McLaren and join his brother s developing Copersucar team, funded by Brazil s largest sugar company. It was a bad mistake and Emerson scored only two podiums in the rest of his career, which continued until the end of 1980, when he stopped racing and ran the team. Sadly, it ran out of money and was closed down in Emerson went to America in 1983 and began racing in CART the following year with a 1983 March run by IMSA driver Pepe Romero under the W.I.T. Racing Promotions banner. He then moved on to race a new March for Indianapolis businessmen Jack Rodgers and Wayne Hillis before replacing the injured Chip Ganassi at Patrick Racing. Fittipaldi joined Patrick Racing fulltime in 1985, with a March chassis and sponsorship from 7-Eleven, and won his first CART race at Michigan that summer. The following year, Marlboro joined the team and Fittipaldi was a regular winner until 1989 when he won the Indianapolis 500 and the CART title. He then moved to Penske in He would win the Indy 500 again in 1993 and continued to win races until At the end of that season Roger Penske and Carl Hogan set up Penske Hogan Racing, and Fittipaldi moved into the new team but crashed heavily at Michigan and fractured a vertebrae, bring his CART career to an end. Two years later he was seriously injured again when he crashed an ultralight aircraft into a swamp while inspecting an orange farm he owned at Araraquara, near Sao Paulo British Grand Prix. Brands Hatch, England. (World Copyright - LAT Photographic) Emerson heads a variety of businesses, organising events, sports marketing and orange juice production. Married three times, he has seven children: Juliana (1974), Jayson (1976), Tatiana (1981), Joana (1987), Luca (1991), Emerson (2007) and Vittoria (2012). His grandsons Pietro and Enzo Fittipaldi da Cruz (Juliana s sons) are both racing drivers, while Tatiana is married to former F1 driver Max Papis. Emerson s nephew Christian Fittipaldi was also an F1 driver. In 2012, Emerson was appointed as the first head of the FIA Drivers Commissions and a member of the FIA World Motor Sport Council before handing over the role to Tom Kristensen in

17 My life is worth more than a title NIKI LAUDA policy that he had. With the cash he bought a ride with the March F2 team, but scored only a few points. That summer he made his F1 debut with March at his home race in Austria. For 1972 he borrowed more money and when his family managed to block one loan, he found another from a rival bank and was Ronnie Peterson s team-mate at March F1, while also racing for the factory in Formula 2. His best result in F1 was seventh, but in F2 he won at Thruxton. Switching to BRM in 1973, with the help of another bank guarantee, he knew that he had to make an impact fast. He scored his first points in F1 with fifth place in Belgium but his big break came when his team-mate Clay Regazzoni was signed by Ferrari for 1974 and spoke so highly of Lauda that Enzo Ferrari decided to hire the Austrian youngster - paying him enough to clear all his debts, with personal sponsorships making him a rich man in his own right. Niki Lauda is an amazing man, who won three World Championships, but could have won more. He suffered terrible burns in an accident in 1976 but fought back to return to F1 in just six weeks. He wears his scar with pride. Niki has built two airline companies and sold them and is now back in F1 as the boss of Mercedes AMG Petronas. Andreas Nikolaus Lauda, known as Niki, was born into a celebrated industrial dynasty in Austria, in the winter of The family empire can be traced back to his great-grandfather Ernst, a water engineer, who was knighted by Emperor Franz Joseph in The noble title was taken away from the family after the fall of the Austrian empire, but the fortune grew, in mining and in paper manufacturing. His grandfather Hans was the co-founder and first president of Vereinigung der Österreichischen Industrie (the federation of Austrian industrialists) and president of the Austrian Red Cross. Niki s father Ernst-Peter was in charge of a group of seven paper mills, acquired by the family in the 1930s. Niki was always fascinated by machinery and first drove a fork lift truck at one of the paper mills when he was 10. Two years later he was allowed to drive a snow plough and at 14 he drove a huge double-trailer truck at night, to avoid being caught by the police. He then bought a 1949 VW Beetle, which he raced around one of the family s paper mills, until he broke the suspension trying to make the car jump as far as possible After attending the Bundesrealgymnasium XIX in Vienna, Lauda decided that he wanted to go racing and he faked a diploma, which resulted in sufficient graduation gifts to allow him to buy a Volkswagen Beetle. He then crashed a friend s Mini Cooper and to avoid trouble had to buy it, with help from his grandmother. He sold the Beetle and used the money to repair the Mini and then swapped it for a racing version of the car, paying extra to complete the deal. In April 1968, without telling his family, he took part in a hillclimb event at Mühllacken, near Linz, and finished second. He confessed everything to his father and they fell out, but Lauda continued to race, competing in a Cooper and a Porsche 911. His results were good enough to get him a factory drive with an Austro Kaimann in 1969 in Formula Vee, and he won twice in 13 races. That got him a Formula 3 drive in 1970 with Bosch Racing Team Austria, which ran the unusual McNamara chassis. He also acquired a Porsche 908 and won twice at the Österreichring and at Diepholz. But then he wanted to be in Formula 2 The only option was to borrow a considerable amount of money. The loan was secured with a life insurance Lauda won the Spanish and Dutch GPs in 1974 but threw away some points with accidents and might have won the title that year, but in the end finished fourth. The following season he won five times and took the World Championship. In 1976 he seemed to on track for another title when he crashed at the old Nürburgring and suffered terrible burns. He was given the Last Rites in hospital but there followed an astonishing recovery and he was racing again in just six weeks, despite the scars that he still has today. It was the stuff a heroic legend and bravery. Lauda and his championship rival went to the final round in Mount Fuji with Lauda just ahead on points but then took the courageous decision to withdraw from the race because of the torrential rain. Hunt won the title. A year later Lauda won his second championship but then quit Ferrari to join Brabham in In qualifying for the Canadian GP in 1979 he decided he wanted to stop racing and quit the sport. He spent the next years building up his own Lauda Air airline before being lured back to F1 in 1982 by McLaren. He won two races that season and then, after an interim season switching to TAG turbos in 1983, he took a third World Championship in He stayed on until the end of 1985, before going back to the airline business. He would sell Lauda Air to Austrian Airlines in Niki returned to F1 as an advisor to Ferrari, but then went back into the airline business a second time, buying Aero Lloyd Austria in 2003 and starting up a new company called Niki. This worked closely with Air Berlin and was merged into the German company in The following year Lauda joined the Mercedes F1 team as non-executive chairman, helping the team to hire Lewis Hamilton and overseeing four consecutive World Championship triumphs. Lauda had two sons (Mathias and Lukas) with his first wife Marlene, but the couple divorced in He has a third son called Christoph but did not marry again until 2008 when Birgit Wetzinger became his second wife. In September 2009 she gave birth to twins Max and Mia. Lauda has long had kidney problems and his brother Florian donated a kidney to him in When this also failed in 2005, Wetzinger donated one of her kidneys. Monaco Grand Prix, Monte Carlo, Monaco, 10 May

18 The first thing that happens when you hit the throttle is nothing. The second thing that happens is everything JAMES HUNT James Hunt was just what Formula 1 needed in the summer of 1976, when the sport first began to get consistent television coverage. The blond playboy was a rebel, a womanizer and more than a little out of control, but in a racing car he battled for the World Championship with the extraordinary Niki Lauda, who came back from an accident that nearly killed him and scarred him for life, to fight out one of the most extraordinary title showdowns in the history of the sport in pouring rain at Mount Fuji that autumn. Born into a comfortable family in the summer of 1947, Hunt was the second of six children and grew up in the London suburb of Belmont. His father was a stockbroker and James was duly sent away to boarding school in Hastings when he was eight years old. He then went on to Wellington College, one of the great British public schools. He proved himself to be an able sportsman and competed in the Junior Wimbledon tennis competition. When he was 11 he drove a tractor while on holiday with his family in Wales and passed his driving test as soon as he reached his 17th birthday. He was a rebellious youngster and took to motor racing after seeing a Mini race at Silverstone in which the brother of one of his school friends was competing. His parents refused to support him and so he found a Mini is a scrapyard and spent two years finding money to prepare it for racing. He quickly earned the nickname Hunt the Shunt as a result of a series of big accidents. For 1968, he decided that he would switch to single-seaters Still struggling for money, he bought a Russell-Alexis MK14 Formula Ford car, with a hire purchase agreement, but he quickly showed his pace, although he ended up crashing into the lake at Oulton Park at one point. Despite this he did enough to land him support from Gowrings of Reading, a car dealership and a faster Merlyn was acquired and Hunt duly won his first victory in September 1968 at Lydden Hill. The support continued in 1969 but then Motor Racing Enterprises (MRE) of Bourne End needed a driver for one of its two-year-old Formula 3 Brabhams and he jumped at the chance. He impressed in a lively fight with Ronnie Peterson at Cadwell Park and that helped him to win a Grovewood Award. He would remain in Formula 3 for the next three seasons and won eight races, but was also fired by the factory March team for having too many accidents. Fortunately for Hunt, he then met Lord Alexander Hesketh. and Hesketh decided to buy a March 731 and go into F1, Hunt making his debut at Monaco. He then had a series of strong results, including third at the Dutch Grand Prix in Zandvoort. He ended the season with second place at Watkins Glen, right behind Ronnie Peterson. Hesketh then hired Harvey Postlethwaite to design a Hesketh F1 car for The season began with Hunt winning the non-championship International Trophy at Silverstone. The car was quick but unreliable and although Hunt finished third in three races, it was a disappointing season. The updated 308B in 1975 was better and James won a sensational victory at the Dutch Grand Prix. Three second places meant that he ended the season fourth in the World Championship. But Hesketh had no money to go on In December Emerson Fittipaldi shocked McLaren by informing the team that he would not be staying on in Team boss Teddy Mayer immediately turned to Hunt and thus began the epic 1976 Formula 1 World Championship story. Lauda dominated the early part of the season, although Hunt won in Spain. He won in France and Britain (although the second victory was taken away for a technical infringement). In Germany Lauda crashed and nearly died as a result of horrific burns. Hunt won the race and took another victory in Holland before Lauda returned in Italy. By then the McLaren was a better car than the Ferrari and Hunt won in Canada and the United States and went to Japan needing to beat Lauda. When Lauda decided to withdraw from the race, because of the rain, Hunt still needed to finish third to win the title - which is did in dramatic fashion. Although James won three times in 1977 he finished only fourth in the championship and in 1978 he was matched by his young team-mate Patrick Tambay. James moved to Wolf in 1979 but midway through the season he quit the sport. It was not long before Hunt was approached by the BBC and asked to become a commentator alongside Murray Walker. He accepted the role and for the next 13 years the two became a celebrated commentary duo. Hunt also worked as a driver consultant for various clients, including Marlboro. His marriage broke up and he went through a period of depression before meeting a student Helen Dyson, who was working as a waitress in Hamburger Heaven, in Wimbledon, close to James s house. He proposed to her two years later, the day before he died from a massive heart attack at the age of only 45. Hesketh was from a wealthy noble family and wanted to go motor racing and in Hunt he found the perfect driver. They started out in Formula 3 but then planned to move up to Formula 2 with a Surtees in 1973 and Hunt impressed by finishing third in the non-championship Race of Champions at Brands Hatch in March 1976 German Grand Prix. Nurburgring, Germany. James Hunt (McLaren M23 Ford) 1st position 34 35

19 1978 MARIO ANDRETTI 1978 Belgian Grand Prix. Zolder, Belgium. Mario Andretti (Lotus 79 Ford) 1st position If there is one name in the United States that is synonymous with motor racing it is Mario Andretti. Today he is the patriarch of a dynasty of racing Andrettis but holds a string of records, having won races in Formula 1, Indycars, NASCAR, the World Endurance Championship and in midgets and sprint cars. He is the only driver to have won the Indy 500, the Daytona 500 and the Formula 1 World Championship. Andretti s story is one that encapsulates the American Dream. Born in the village of Montona, near Trieste (then Italy, but now Croatia), Andretti and his twin brother Aldo grew up in a time of turmoil. Before the war their father Gigi had managed seven farms, mostly vineyards, while their mother Rina came from a family which owned a hotel and restaurant. The region was occupied by the Yugoslavian military government and Gigi decided it would be best to leave and the family lost everything that could not be carried. They settled in a refugee camp in Udine and were later relocated to Lucca, near Pisa. Times were hard with little work available and the twins earned money parking cars. Their passion for racing was sparked by seeing the Mille Miglia, which passed close to the town and then following the exploits of Alberto Ascari, including attending the Italian Grand Prix at Monza in September The family emigrated to the United States the following year as Mario s great uncle Tony Benvegnu had settled in Nazareth in Pennsylvania s Lehigh Valley and guaranteed Gigi a job. Neither Mario nor Aldo was keen on the move until they discovered that there was a dirt oval in Nazareth. When the two brothers turned 18 they bought a 10-year-old Hudson, rebuilt it and went racing, taking it in turns to drive the car. They kept this secret from their parents until Aldo had a serious accident and Gigi found out. Aldo would later have another accident that led to his decision to quit racing and open a tyre store in Speedway, Indiana. Mario enjoyed much success in modified stock car racing in 1960 and 1961 and then moved on into midgets and from there moved to sprint cars and in 1964 he made it to champ cars with Al Dean Racing, scoring his first big result with third place that year at Milwaukee. The following year he did a full season of champ cars and finished third at Indianapolis before winning his first race at Indianapolis Raceway Park. It was his only victory but consistent finishes meant that he won the USAC title. He repeated the achievement in 1966 with eight race wins and did his first international racing at at Le Mans, where he raced a Holman & Moody Ford GT40 with Lucien Bianchi. The 1967 season began with victory in the Daytona 500 NASCAR race with Holman & Moody and was followed by victory in the Sebring 12 Hours with Bruce McLaren. He returned to Le Mans with Bianchi but failed to finish and back in the US he was beaten to the USAC title by AJ Foyt. He made his F1 debut the following year at Watkins Glen, driving for Team Lotus, but was again runner-up (this time to Bobby Unser) in the USAC Championship. In 1969, however, he won the Indy 500 and took his third USAC title, while also becoming more involved in F1 with Lotus, racing for the team on three occasions. He remained a part-time F1 racer in 1970, driving an STP March and finishing third in Spain. Although his focus remained in USAC. That year he also raced for Ferrari, winning the Sebring 12 Hours with with Ignazio Giunti and Nino Vaccarella. This led to an Ferrari F1 drive and he won on his debut with the team in South Africa in He would do several races for Ferrari in 1972 but won only in sports cars, sharing a 312 PB with Jacky Ickx to win the Daytona 24 Hours and the Sebring 12 Hours. After joining Vel s Parnelli Jones Racing in 1973 he concentrated on USAC but when the team embarked on an F1 programme at the end of 1974 he led the way and in 1975 his focus was on F1 with Parnelli and although he continued to race in the US on some occasions in the years that followed, winning in Formula 1 became his goal. He joined Team Lotus in 1976 and took his second Grand win in Japan that year. In 1977 he won four times and finished third in the World Championship and then in 1978, armed with the ground-effect Lotus 79, he won six races and won the World Championship. He would continue to race for Lotus in 1979 and 1980, but then switched to Alfa Romeo for a season before deciding to return to the US in 1982, although he did one-off races with Williams and Ferrari in Teaming up with Newman Haas Racing in 1983, he won the CART title in Andretti continued to race in CART until the end of 1994, his last win being at Phoenix in 1993, when he was 53 years of age. In the late 1990s he raced at Le Mans, again, finishing second in 1995 in a Courage, which he shared with Bob Wollek and Eric Hélary. Both of his sons, Michael and Jeff raced, Michael enjoying much success, Michael winning the Indycar title in 1991 and later racing in F1. He would go on to establish Andretti Autosport, which is active in a variety of different series today. Aldo s son John was also a top driver, while Michael son s Marco is also an Indycar driver. A great ambassador for the sport, Andretti continues to drive the Indycar two-seater as often as possible

20 For a whole year I had to do everything better than the other guys: Brake that bit later, accelerate a bit sooner JODY SCHECKTER The only World Champion from Africa, Jody Scheckter was a man of many talents. He arrived in F1 a wild and unrestrained individual, but in the course of what was basically a seven-year F1 career, he changed into a cool and calculating driver, his aim being to win the World Championship by driving carefully more than charging hard. Max Scheckter ran a garage in East London, on South Africa s south coast between Port Elizabeth and Durban. He serviced road cars and prepared racing machinery for the local racing fraternity. His brother Tom raced a Riley Brooklands in the 1937 South African Grand Prix, held on the nearby Prince George Circuit. Max s two sons Ian (born in 1947) and Jody (1950) spent their childhoods in the workshops at the Excelsior Garage. Jody first drove when he was eight and started racing karts two years later, but then during his years at the nearby Selborne College, he was more interested in motorcycles. Their father became an early Renault dealer after the company launched Renault Africa in 1958 and when Jody was 18, in 1965, he acquired a beaten-up 1300cc Renault 8 and enjoyed some success in local races, joining the national saloon car championship in his second year, gaining the nickname Sideways for his spectacular style. In his third year the car was fitted with a supercharged 1400cc engine and was able to win races outright. and adding another win to take the title. He also competed with some success in CanAm in a Porsche 917. At the end of the season Tyrrell needed to replace the retiring Jackie Stewart and Francois Cevert, who had been killed at Watkins Glen. The team chose Scheckter and Patrick Depailler. When the new Tyrrell 007 arrived Jody was competitive and won the Swedish and British Grands Prix an finished third in the World Championship. He would stay with Tyrrell for two further seasons, but he won only two Grands Prix, including the 1976 Swedish GP, the first and only win for a six-wheeled F1 car the Tyrrell P34. He finished third in the 1976 World Championship. Moving to Wolf in 1977 he surprised everyone by giving the team a debut victory in Argentina, and further wins in Monaco and Canada meant that he was runner-up in the World Championship that year. He would have a disappointing second season with the team, before joining Ferrari at the start of 1979, alongside Gilles Villeneuve. It would be a season of fluctuating fortunes by Scheckter was consistent and won in Belgium and Monaco. He suffered no mechanical failures and team orders allowed him to win at Monza, giving Scheckter the title and Ferrari victory in the Constructors. His title defence in 1980 lacked any heart and he retired at the end of 1980, at the age of 29, having finished 19th in the championship, well behind Villeneuve. He had lost his urge to race. Initially he wanted to start an international racing series but that did not work out and he went to the United States and set up a business called FireArms Training Systems (FATS) in He sold it 13 years later for $200 million and invested some of the money in a 2,500-acre estate in Hampshire, in England, which he turned into a leading organic farm. The father of six children from two marriages, he also oversaw the careers of his sons Tomas and Toby. He was then offered a seat with Team Lawson Mazda and drove to class victories in the Springbok series, at tracks all across southern Africa. This was followed by the Formula Ford Sunshine series, in which a number of European drivers went to race in South Africa. Driving a Lola he finished third and won the Driver to Europe prize. After a brief career in Formula Ford he moved up to Formula 3 in the summer of 1971 and by the end of the year had won races at Oulton, Thruxton and Mallory Park after joining the Merlyn factory team. He also performed well in the Ford Escort Mexico Challenge, which brought him to the attention of the McLaren and he was signed to drive for McLaren in Formula 2 in He was immediately competitive and won his first and only F2 victory at Crystal Palace in May, beating a number of F1 stars. This led to an opportunity to make his F1 debut in a third McLaren alongside Denny Hulme and Peter Revson at the United States GP. He finished ninth. The 1973 season saw him race a number of times with McLaren but he retired in most of the races, notably at Silverstone where he triggered a multi-car accident that stopped the race. That year he also competed in Formula 5000 on both sides of the Atlantic in a Trojan winning three US races before switching to a Lola 1979 Monaco Grand Prix. Jody Scheckter (Ferrari 312T4) 1st position at Lower Mirabeau 38 39

21 When everything is easy, you do not learn anything about life. In order to reach the top, you have to be more hungry than ever ALAN JONES Australia s second World Champion, after Sir Jack Brabham, Jonesy was fated to be a racing driver from the very start. His father Stan was a celebrated racer in the early 1950s and Alan grew up surrounded by racing machinery. By the time Alan was old enough to race himself, his father s fortunes were waning and there was no money to pay for his racing and so Alan headed off to Europe, hoping to break into the big time in F1. It took several years before he was given a chance Alan s father Stan enjoyed a special place in Australian motorsport history, having driven the last great Australian-built special, known as the Maybach. Built by Repco engineer Charlie Dean, this featured the 3.8-litre Maybach engine, pulled out captured Demag Sonder-Kraftfahrzeug 10 half-track vehicle, which he found in a scrapyard in Dean built a space frame tubular chassis and added parts from different important vehicles to create a car that was capable of beating the best racing machines imported from Europe, and Jones used this to win the New Zealand Grand Prix in Funded by a series of car dealerships in and around Melbourne, he would later acquire a Maserati 250F and win the 1958 Australian Drivers Championship and the 1959 Australian GP. Alan grew up in a motorsport atmosphere from a young age, travelling to races with his father and so began racing karts when he was in his teens. After leaving school he worked in his father s dealership and raced a Mini at weekends before trying out an old Cooper his father owned. Stan could not afford to help further, the 20-year-old Alan decided to head to Europe to see is he could break into European racing. He would spend the next four years wheeling and dealing in the UK before he began to score good results with a GRD Formula 3 car, which convinced former racer Harry Stiller to fund a Formula Atlantic programme for the Australian in He won three races and Stiller decided to buy a Hesketh 308B for him to race in selected races in While James Hunt drove a similar car and won the Dutch Grand Prix, Jones s best result was seventh in the non-championship International Trophy, his first race. He raced four times with Stiller, finishing only once, in 11th place. Graham Hill then asked him to drive for the Embassy Hill team to stand in for the injured Rolf Stommelen. In his fourth race with the team, in Germany, Jones finished fifth. rescue and he did 14 of the 16 races, scoring points in Belgium, Britain and France. He also raced Formula 5000 in the United States with Teddy Yip s Theodore operation. With no F1 drives available for 1977 he signed with Yip, who had plans for an Indycar programme. In March, however, Tom Pryce was killed while racing a Shadow in South Africa and the team asked Jones to take over the drive. In August he scored a remarkable victory in Austria and ended the year seventh in the World Championship. Frank Williams, who had found money from Saudia Airlines, decided that he wanted Jones for The 1978 season saw Jones score points in several races, his best result being second at Watkins Glen, but that year he also won the CanAm title, winning five of the 10 races in Carl Haas s Lola-Chevrolet. In 1979, however, the Williams FW06 was quite competitive and Jones finished third in Long Beach. He won a one-off victory in CanAm in the mid-season and then the new FW07 arrived in F1 and Williams began winning races with Jones winning in Germany, Austria, Holland and Canada. He finished third in the World Championship. It was the start of Jones s golden period with six wins in 1980 (although one was declared non-championship because of the politics of the era) and victory in the World Championship. That year we was appointed a Member of the Order of the British Empire (MBE) for services to motor racing. He might have won the title again in 1981 but his Williams team-mate Carlos Reutemann chose to ignore team orders early in the year and their relationship became fractious. Jones won two Grands Prix, but at the end of the year decided he had had enough of F1 and walked away. Alan would be lured back to F1 briefly in 1983 with Arrows and then in 1985 joined Haas s FORCE team for the final races of the season. That summer he stood in for the injured Mario Andretti in a Newman Haas Racing Lola at Road America, and finished third in his own and only Indycar start. That year he also raced Alfa Romeos in the Australian Touring Car Championship. He would do occasional races after that but returned fulltime in 1990 and finished runner-up in the series in 1993 with Peter Jackson Racing. He would continue to race in the series until 1998 after which he did only the long distance events. His final race was at Bathurst in 2002, although he later became involved with the Australian franchise in the A1 Grand Prix Series. He turned to TV commentary while also serving as a board member of the Australian Grand Prix Corporation. Stommelen returned at the nextrace and Jones spent the rest of the season racing a March for John Macdonald s RAM Racing in the Shellsport Formula 5000 series, winning races at Brands Hatch and Silverstone. The collapse of the Hill team that winter left Jones with nothing but John Surtees came to his 1980 United States Grand Prix West. Alan Jones (Williams FW07B-Ford Cosworth), retired 40 41

22 I don t want to make friends with anybody who s important. I just want to win NELSON PIQUET Cunning, shrewd and intelligent Nelson Piquet believed that winning was all that mattered and he was forever looking for ways to get and advantage over his rivals, either by having better equipment or by playing psychological games and trying to destabilize them. It was a strategy that worked well and the Brazilian won three World Championships in 1981, 1983 and 1987, collecting 23 wins along the way. Born in Rio de Janeiro in August 1952, Nelson grew up in Brasilia as his father, a doctor, was elected as a congressman. Estácio Souto Maior would remain in politics until 1969, including a period as the country s Minister of Health in 1961 and A regional tennis champion in his day, Estácio wanted his youngest son to become a professional player and so 16-year-old Nelson was sent to California in 1969 to see how he fared against the best Americans - and to learn English. He was enrolled at Acalanes High School, close to Walnut Creek, between the Berkeley Hills and Mount Diablo, but he stayed only one term. In that period he took a course in automobile mechanics and became fascinated by cars. When he returned to Brazil he began working on a friend s kart - and soon decided that he wanted to race himself and clubbed together with three friends to buy a kart, which they shared. His father was opposed to his racing and so Nelson raced under the name Piket, a version of his mother Clotilde s maiden name, Piquet. The problem was that he was quick and word soon spread Nelson won the Brasilia state kart championship in 1971 and was national champion the following year, when he also raced two-litre sports cars with success. His pseudonym was dropped but he used Piquet because that was the name he was known by in the racing world. To appease his father he went to university but dropped out after two years and went to work in a garage to finance his racing career, but it took him until 1976 to climb the ladder and win the Brazilian Supervee Championship. On the advice of Emerson Fittipaldi he then turned professional and headed to Europe. He bought a March 773 and raced in the European Championship. Living hand-to-mouth in an old bus, travelling from race to race. Towards the end of the season he bought a Ralt and soon started winning races, ending the year third in the championship. He then decided to concentrate on the British Formula 3 scene in 1978 and battled that year with Derek Warwick, each winning a title. In the middle of 1978 Mo Nunn asked him to drive a Tissotsponsored Ensign at the German Grand Prix. Piquet he did a good job and as a result was taken on by BS Fabrications team which was running an old McLaren M23. He retired in Austria and Holland but in Italy he finished ninth, which persuaded Bernie Ecclestone to run him in a third Brabham-Alfa Romeo at the Canadian GP, alongside Niki Lauda and John Watson. Ecclestone was impressed and signed him for The early races were a little wild but at Brands Hatch in April he finished second to Gilles Villeneuve in the non-championship Race of Champions and at the end of the year he became team leader when Niki Lauda decided to retire. Switching to Cosworth DFVs for 1980 with Gordon Murray s BT49, Piquet became a championship contender, winning his first victory in Long Beach and adding wins in Holland and Italy to finish the year runner-up to Alan Jones in the World Championship. That year he won the BMW Procar Series and took a class victory in the Nürburgring 1000, partnering Hans Stuck in a BMW M1. The pair would win the race outright the following year. The 1981 season, with the Brabham BT49C saw Nelson win in Argentina, San Marino and Germany and in Las Vegas he beat Carlos Reutemann to the World Championship. Brabham then began to develop the BMW turbo engine which meant that he won only won race (Canada) in 1982 but once the engine was sorted out he won a second title in 1983 with three victories to pip Alan Prost to the championship in Kyalami at the end of the season. The McLaren-TAG team then became the one to beat and Brabham struggled in 1984, although Piquet won two races in the midseason and 1985 was even worse as the Pirelli tyres only worked on certain occasions, one of them being the French GP where Nelson won again. At the end of the year he left Brabham to join Williams-Honda, alongside Nigel Mansell. The two men did not get on and although Piquet won four victories the two took points from one another, allowing Prost to win the title for McLaren, while Mansell finished just ahead of Nelson in the championship. He got his revenge in 1987 beating Mansell to win his third title. Honda left Williams at the end of the year and Piquet decided to take up a big offer to race for Team Lotus but the team was on a downward path by then and Nelson won nothing in 1988 and He moved on to Benetton in 1990 and won two unlikely victories at the end of the season. His last win would come in Canada in 1991 when his old rival Mansell handed him a win when he stalled the car while waving to the crowd on the last lap. Benetton then took on Michael Schumacher and Piquet realized that his F1 career was done. He headed to the United States to race in the Indy 500 but had a huge accident in practice and suffered serious leg injuries. He would return to sports cars in 1996, racing a McLaren to eighth place at Le Mans and would later twice win the Mil Milhas Brasileiras. Piquet made a fortune with a company called Autotrac, which provides the trucking industry with GPS tracking, which enabled him to support the racing careers of his sons Nelsinho and Pedro, two of his seven children. German Grand Prix, Hockenheim, 26 July

23 Winning has always meant everything in F1 and losing has always been a disaster KEKE ROSBERG Keijo Erik Rosberg was the first Finnish driver to really make it big in circuit racing, while other Flying Finns had long been stars in the world of rallying. Rosberg was a charismatic larger-than-life figure, with a cigarette always on the go, a wild amount of car control. He would be the role model for a whole generation who followed. Lars Erik Rosberg, known as Lasse wanted to be a vet, but there was no veterinary college in Finland and so the young Finn went to Sweden to study. Returning home in the holidays in 1946 he met and later married Lea Lautaka, known as Lessu. She joined him in Stockholm and in 1948 a baby boy appeared, whom they named Keijo. But, following the family tradition, he soon acquired a different name, being known to everyone as Keke. Once he finished his degree, Lessu returned to Finland and began working as a vet in Helsinki. Both he and his wife tried rallying, butthey did not have the money but young Keke developed a taste for speed and started karting at in 1965 when he was 17. He had no money but financed his racing by importing and selling karting equipment. He won the Finnish karting title several times but the biggest event was in 1970 when he was 22 and traveled with his father to Thiverval, near Paris for the World Championship. They had one chassis and one engine and were sleeping in a tent, but Keke took pole position and was leading when his engine failed. Keke married and started working in computer software and did not even think of turning professional until 1972, when a friend persuaded him to try Formula Vee. He found an old Veemax chassis and borrowed money from his father and from the bank to pay for it. In the second year he bought a newer model but could not afford a road and so drove his racing truck to work each day. His wife Pirjo left him but he won the European Championship that summer but with no money he could not make progress. He drove to Vienna to and was taken on by Kaimann, initially in a customer SuperVee team and then in 1975 in the factory team. He won the German title. He landed a Formula 2 drive with Jörg Obermoser s Toj, but the car was not competitive. He then wrote to US wheeler dealer Fred Opert, hoping that it would lead to something. Fred sent him off to New Zealand, where he won the Formula Pacific title and then ran him in Formula Atlantic in the States, battling Gilles Villeneuve and in Formula 2, where he won at Enna. In 1977 the programme with Opert expanded and he won a second Formula Pacific title, before racing in Formula Atlantic, in F2 in Japan, Europe and even in Argentina. Towards the end of the year Keke went to Japan and tested a Kojima-Cosworth F1 car, on Bridgestone tyres, hoping to be part of a project that Willi Kauhsen was trying to put together to buy the cars. It came to nothing but early in 1978 Teddy Yip asked Rosberg to race the Theodore TR1, which Ron Tauranac had designed. The car had failed to qualify for the first two races in Brazil and Argentina in January, but in March Rosberg qualified it in South Africa but retired in the race. Two weeks later, at Silverstone Keke won the non-championship International Trophy, which was run in torrential rain, with most of the big names spinning off. This extraordinary result helped his reputation but the rest of the year was less successful with Theodore and then ATS. In 1979 he started the season racing for Paul Newman in CanAm, but after Monaco James Hunt quit Wolf and Rosberg was called in to replace him. Walter Wolf was losing interest in his F1 team and Harvey Postlethwaite s designs were not very competitive. At the end of the year Wolf sold the team s assets to Emerson Fittipaldi and Rosberg went with them for 1980 and The team had backing from Skol and Postlethwaite reworked the cars and they were called F7s and Rosberg finished third in Argentina, while Fittipaldi himself was third in Long Beach. A new F8 was disappointing and at the end of the year Fittipaldi retired and Skol left the team. A reworked F8C was used in 1981 but there were no good results. In September, however, Alan 1982 Swiss Grand Prix. Dijon-Prenois, France Jones announces he is retiring from F1 and Frank Williams turns to Rosberg to lead the team in Just days after the second race Carlos Reutemann also decides to quit and Rosberg found himself team leader at Williams. A series of strong finishes leading up to a win in the Swiss GP in Dijon in August meant that Rosberg was able to win the title. He would win again at Monaco in the same year he married Sina Gleitsmann-Dengel. Williams started development of the Honda engine and the 1984 season would be a tough one, but Keke managed to win a remarkable victory in Dallas and ask things got better in 1985 he won twice more in Detroit and in Australia. He moved to McLaren in 1986 but was overshadowed by Alain Prost and at the end of the year he announced his retirement from F1. He began to oversee the career of rising Finnish star JJ Lehto and then took on Mika Hakkinen but returned to the cockpit in 1989 to race a Ferrari sports car in the Spa 24 Hours. He was then hired to race for the Peugeot sports car team, winning races in 1991 at Magny Cours and in Mexico, partnered by Yannick Dalmas. He then moved on to DTM racing for Mercedes and winning a race at Wunstorf. He moved to Opel in 1993 and 1994 and then set up his own Opel team in He quit driving at the end of the season to concentrate on managing the team. The team has raced in various championships, while Keke continues to manage young drivers, including his son Nico

24 You win your first Grand Prix and your mentality changes. Before you thought you could do it. Now you know you can ALAIN PROST France s first - and only - Formula 1 World Champion Alain Prost is still to be found in F1 circles, working as a special advisor to the Renault Sport Racing F1 team. Prost had a remarkable career in Formula 1, winning four World Championships in 1985, 1986, 1989 and 1993 and setting a new record of 51 Grand Prix victories, later beaten by Michael Schumacher and Lewis Hamilton. He was nicknamed The Professor because of his clever and analytical approach to racing. Alain Marie Pascal Prost came from humble beginnings in the steel town of Saint-Chamond, in the centre of France. His father André and mother Marie-Rose had a business called Toutube, manufacturing metal products, including piping and metal parts of chairs and tables. Born early in 1955, just over two years after his brother Daniel, Alain attended the Lycée Sainte-Marie in Saint-Chamond, where he developed into a talented soccer player and gymnast, while also overcoming his shyness by appearing in the school play. Daniel was keen on racing and so in 1970 the family went to watch the Monaco Grand Prix. Alain enjoyed the experience but it did not change his life. The family had an holiday apartment near Cannes and that summer the Prost boys discovered a karting circuit near Antibes and Alain tried a kart for the first time. He was hooked. When he went home to Saint-Chamond he discovered that there was a kart club nearby and started saving money to buy an old kart. It took him 18 months but finally he had his own kart and quickly discovered that it was not fast enough. Prost sold the kart and began saving once again and by 1973 was finally able to show his talent. He took part in the national championship at Thiverval in the Yvelines and finished second and so went to Holland to compete in the European Junior Championship, and duly won. This attracted support and in 1974 he was able to win the French national championship. He then had to do military service but in the autumn of 1975 he attended the Winfield Racing School at Paul Ricard and won the Volant Elf competition. The prize was season of Formula Renault for He dominated the championship and did the same in Formula Renault Europe in A switch to Formula 3 was the next step but in 1978 the Martini chassis was not very competitive and Alain shared the French title with Jean-Louis Schlesser and was ninth in the European Championship, but in 1979 he dominated the two championships and by November was called by McLaren for a test at Paul Ricard. He was signed to race alongside John Watson in F1 in He scored points in his first and second F1 races but then crashed heavily in practice for the third, breaking 1993 Portuguese Grand Prix. Estoril, Portugal. his wrist. He missed two races but when he returned he scored more points but then decided to quit the team, in order to take up an offer for 1981 from the Renault factory team. There were legal wrangles to be sorted out by Prost was soon a Renault driver and won his first victory that summer at Dijon. We would win nine races in the next three years but lost the 1983 World Championship after a late-season charge by Nelson Piquet. The relationship with Renault broke down and Prost rejoined McLaren for as team-mate to Niki Lauda, with the new TAG turbo engines. Alain won seven races to Lauda s five, including the last two races of the season, but Niki won the title by half a point, the smallest margin in F1 history. In 1985 Prost swept to his first title and followed up with a second World Championship in 1986 with an amazing title victory over the Williams-Hondas of Nigel Mansell and Nelson Piquet. The McLaren-TAG package was not as competitive in 1987, but he won three races nonetheless. For 1988 McLaren switched to Honda and had a new team-mate in Ayrton Senna. The pair dominated the World Championship with Prost winning seven victories but being beaten the title by Senna, who won eight times. The team won 15 of 16 races. The domination continued in 1989 but the two fell out and the season ended with a controversial collision at Suzuka which gave Prost his third title. By then Alain had decided to move to Ferrari and in 1990 he won five times but lost the title in Suzuka, where Senna drove him off the road - revenge for the previous year. Things went wrong at Ferrari in 1991 and Prost was fired at the end of the year for criticizing the team. It was too late to find a drive for 1992 and so Alain did a deal to race for Williams- Renault in He would win seven times in 1993, to take his fourth World Championship, but he was then forced to retire because Williams had done a deal with Ayrton Senna for Alain tested a McLaren-Peugeot but decided not to race it that year and began planning his own F1 team, convincing Peugeot to join him for the seasons. He bought the Ligier team and did a deal to use competitive Bridgestone tyres and Olivier Panis was third in the World Championship when he crashed heavily in Canada and broke both legs. Jarno Trulli stepped in and was on his way to victory in Austria when his engine failed. The Prost AP01 appeared in 1998 but it was unreliable and disappointing and Panis and Trulli scored only one point between them. The AP02 and AP03 were better cars but the engines were too big and heavy in 1999 and 2000 and switch to Ferrari power in 2001 did little to help and the team went out of business early in Alain started racing bicycles and then tried ice racing early in 2003 and won the Trophée Andros title three times in 2006, 2007 and In 2012 he became a Renault ambassador and a year later became a partner in e.dams in Formula E, the team enjoying considerable success, running Alain s first son Nicolas and Sébastien Buemi

25 Racing, competing is in my blood. Is part of me, it s part of my life. I ve been doing it all my life, and it stands up, before anything else AYRTON SENNA year but then left the team amid legal wrangling and joined Team Lotus for He won his first Grand Prix in his second race with the team, in the wet in Estoril. He won again at Spa later in the year and consistent results meant he finished the season in fourth place in the World Championship. It was a similar story in 1986 with two wins and fourth in the championship and in 1987 there were two more wins and he was third overall. But he wanted more and went with Honda to McLaren in Teamed with Alain Prost, Senna won eight victories, to Prost s seven, the pair winning 15 of the 16 races, and Senna taking his first title. Ayrton Senna was an extraordinary racing driver, utterly committed and ruthless, yet incredibly intelligent and able to express himself with great sensitivity. His pure speed was astonishing and for many years he held the record for the most pole positions in F1. He won three World Championships, however his career coincided with that of Alan Prost - resulting in fireworks, and a rivalry that defined the latter part of both of their careers. Ayrton Senna da Silva was born into a wealthy Brazilian family early in 1960, Milton da Silva s first son, and the middle child of three. He grew up in Sao Paulo, initially in the suburb of Santana, close to the Campo de Marte airport. His father was a self-made millionaire who had started out as a chauffeur, made his first fortune producing car parts for Brazil s growing car industry and then, in partnership with others, had invested in a 15,000 acre farm growing cotton, coffee, soy beans, corn and nurturing thousands of cattle. Other farms would be added to the empire later. His father also invested in a soft drink distribution business. Initially Ayrton was a clumsy child but his father built him a kart, fitted with a one horsepower lawnmower engine when he was four. By the time he was seven he was learning to drive a Jeep on one of the family s farms in the state of Goiás, while on another at Tatuí, closer to Sao Paulo, a kart track was built for the youngster. Ayrton attended the Colegio Rio Branco, in Sao Paulo, but began racing at 13 at the Interlagos circuit. He enjoyed much success in Brazil and when he left school in 1977 he quickly dropped out of a course studying business administration - he wanted to go racing. For the next three years he went to Europe each year for the World Karting Championship, at Le Mans in 1978, Estoril in 1979 and Nivelles in He finished runner-up to Peter Koene, his DAP team-mate, in the second year despite having the same points total and lost to Peter de Bruijn the following year. In 1981 he raced, as Ayrton Senna da Silva, for Van Diemen in Formula Ford 1600 in Britain, won 12 of 20 races and two titles. In 1982 with Rushen Green Racing in FF2000 he won 21 of 28 races and took both the European and British titles, then at the end of the year won a non-championship F3 race at Thruxton with West Surrey Racing. In 1983 he would dominate British F3 winning the first nine races and beating Martin Brundle to the title. It was clear to Formula One teams that Senna, as he was now known, was a major talent and he was offered tests by four F1 teams that year: Williams, McLaren, Brabham and Toleman. He joined Toleman in 1984 and at Monaco showed his class by finishing second in torrential rain. He scored two further podiums later in the In 1989 the relationship soured as the two men fought for the title again, ending up in Suzuka with Prost colliding with Senna and going on to win the title. Ayrton won six times and Prost won only four, but the Frenchman was more consistent and so took the title. He then quit the team to join Ferrari. The two were the main protagonists again in 1990 with Senna winning six times and Prost five, but Senna took the title when he drove Prost off the road in Japan, repaying the move of the previous year. He dominated the World Championship in 1991, with another seven victories, but by 1992 the Williams-Renault was stronger than the McLaren-Honda. Nigel Mansell won nine times, Senna only three. Prost replaced Mansell at Williams in 1993, while McLaren switched to Ford power. The Brazilian drove some of his greatest races that year, winning at home in Brazil, Donington, Monaco, Japan and Australia, but Prost romped to the title with seven victories. However, Senna had a deal to replace Alain at Williams in 1994 History relates that Senna never scored a point with Williams. He retired in Brazil and at Aida, the home of the Pacific Grand Prix. At Imola he was leading when he crashed at Tamburello Corner and was killed by a piece of suspension that pierced his helmet. After his death the Brazilian government declared three days of national mourning. An estimated three million people lined the streets of Sao Paulo for his funeral, Where the pallbearers included Jackie Stewart, Emerson Fittipaldi, Prost, Gerhard Berger, Damon Hill, Thierry Boutsen and Rubens Barrichello. He was buried in the cemetery at Morumbi. His name lives on in Brazil, thanks to the work of a foundation he discussed with his sister Viviane before his death, the goal being to create opportunities for young Brazilians. It is presided over by Viviane and continues to spend millions each year to help the children of Brazil

26 Remember, it s not how fast you go in a Formula 1 car that injures or kills you it is how quickly you stop NIGEL MANSELL It is often said that the British prefer underdogs to winners and this perhaps explains the popularity of Nigel Mansell, one of the country s top sporting heroes of the 1980s and 1990s, who climbed the motor racing racing ladder the hard way and struggled for more than a decade to win the World Championship. His flat Birmingham accent and bristling moustache won him support as a man of the people and he won the hearts of many with his determination and commitment. When he drove for Ferrari, the tifosi nicknamed him Il Leone, the lion. Eric Mansell was an engineer with Lucas when his second son arrived in 1953, when the family was living in Upton-on-Severn in Worcestershire. Work would mean the family moved to Hall Green in the 1960s and Nigel grew up in the Birmingham suburb. His father took him to watch local kart races and the youngster decided he wanted to try racing and started competing at the age of 10. He won his first races when he was 14, but he would not break into Formula Ford until he was 22, by which times he had studied engineering and was an apprentice at Lucas. He mortgaged his house to pay for his first exploits in Formula Ford and these attracted the attention of the Crosslé company and in 1977 he was loaned a factory 32F and some early season despite neck injuries he was able to win the Brush Fusegear/BRDC FF1600 series and took part in the final four races of the British Formula 3 Series in an Alan McKechnie Racing Lola-Toyota. This led to a brief period with the March factory F3 team in 1978 but he then ran out of money. Mansell was picked up in 1979 by the Dave Price-run Unipart Racing Team and he won a race at Silverstone before suffering crushed vertebrae in a crash with Andrea de Cesaris. His efforts with the team had been spotted by Lotus boss Colin Chapman and he gave Nigel an F1 test at Paul Ricard that autumn. He was then appointed as Lotus s test driver. That year he did several races with the Ralt Formula 2 team, but his big chance came in Austria when Chapman was given the chance to race a third Lotus, alongside Mario Andretti and Elio de Angelis. He raced again in Holland but then failed to qualify in Italy. With Andretti moving to Alfa Romeo, Lotus needed a new driver and decided to take on Mansell. He was overshadowed by the more experienced Elio de Angelis but scored the team s only podium of the year with third in Belgium. It was a similar story in 1982, although de Angelis won in Austria. The following year was a difficult one as Chapman had died and the new management was not as keen on Nigel. The team struggled in 1983 but in the mid-season the decision was taken to hire Gérard Ducarouge, who built a new 94T, which Mansell drove to third place at the European Grand Prix. The following year, with a new 95T, De Angelis finished third in the World Championship while Mansell struggled with reliability. At the end of 1984 Mansell found himself on the market and Frank Williams decided to take a chance with him as team-mate to Keke Rosberg. As the Williams-Honda partnership improved so Mansell won his first GP at Brands Hatch in the autumn of In Mansell won 11 races but failed to win the World Championship, robbed of the 1986 title when a tyre exploded at Adelaide. He was then beaten to the title in 1987 by his teammate Nelson Piquet. Honda then ditched Williams and Mansell struggled with the Williams-Judd in 1988 before being picked up by Ferrari for 1989 and 1990, during which he won three races and overshadowed his team-mate Gerhard Berger, although the arrival of Alain Prost in the second season saw Mansell beaten by his team-mate. He returned to Williams in 1991 His return to Williams coincided with the arrival of Adrian Newey and the FW14 enabled Mansell to win five races and finish runner-up in the World Championship. The revised FW14B in 1992 was even better and Mansell swept to nine victories in 16 races to finally take the title. Despite the success, Mansell and Williams could not agree terms for 1993 and Mansell quit F1, switching to CART Indycars with Newman Haas Racing. Mansell was 39 but still competitive and he won five 1992 Portuguese Grand Prix. Estoril, Portugal. Nigel Mansell (Williams FW14B Renault) 1st position. victories and took the CART title at his first attempt. His second season was less successful, with his best results being two second places, but towards the end of the year Nigel was recalled by Williams, following the death of Ayrton Senna and he won his 31st - and last - Formula 1 victory in the end-of-season race in Adelaide. In spite of the victory, Williams believed Mansell was too old and he was not retained and his F1 career came to an end with an ill-fated switch to McLaren for two races in Mansell spent much of his racing career living in the Isle of Man, where he spent 11 years as a Special Constable, a part-time volunteer policeman. He moved to Jersey in 1997 but spent a lot of time in the UK, developing the Woodbury Park Hotel Golf and Country Club, which he sold in He was appointed an Officer of the Order of the British Empire (OBE) in 1991 for service to motor racing and this was followed by his elevation to the rank of Commander of Order of the British Empire (CBE) for services to children, as a result of his work as President of the UK Youth charity. In recent years he has become fascinated by the skills of magicians and is now a member of the celebrated British society of magicians, The Magic Circle. He has raced several times since leaving F1, in several British Touring Car Championship races in 1998, in Grand Prix Masters in 2005 and 2006 and with his sons Leo and Greg at Le Mans in 2010, although the car crashed after just 17 minutes with a puncture

27 French Grand Prix. Magny-Cours, France MICHAEL SCHUMACHER Michael Schumacher is the most successful Formula 1 driver of all time, with 91 Grand Prix victories and seven World Championships. Michael was very talented, but what made the difference was his discipline, hard work and self-belief. Winning was what mattered and he was forever looking for advantages over his rivals, although sometimes his actions were deemed controversial and even unsporting. In 1973, when Michael was four years of age, his father Rolf, a construction worker, decided to give his son a present. Like most kids at that time, Michael had a pedal kart which he would drive around the house. Rolf had an old scooter engine. He combined the two and a delighted Michael drove it around the local park, until finally he ran it into a lamp-post. The neighbours gave a sigh of relief and Rolf decided to enrol his son in the local kart club. The town of Kerpen, near Cologne, was well-served in this respect. Germany s greatest post-war racing driver Wolfgang Graf Berghe von Trips had lived in the Hammersbach castle in the nearby village of Horrem and after his death in 1961 his supporters had built a kart circuit in his memory. Rolf Schumacher went to work again and built a rudimentary kart, helped by a local carpet shop owner Gerd Noack, who paid for an engine. When that no longer sufficed he rented karts, working at the track to pay for them. It was a struggle, but then Jurgen Dilk, a slot machine operator, stepped in to help From the age of seven to 17 Michael s racing was funded by Dilk, in exchange for his trophies. Michael attended the Otto Hahne Realschule in Horrem, but his life revolved around karts. When he was 11 he went with his father to Nivelles in Belgium to watch the World Karting Championship and saw a remarkable Brazilian driver called Ayrton Senna da Silva, who impressed him greatly. Michael became German Junior Champion in 1984 and 1985 and two years later won the German and European titles. When he was 17 he left school and went to work for two years as an apprentice mechanic at Willy Bergmeister s Volkswagen garage in nearby Langenfeld. Dilk bought him a Formula Ford drive in 1988, driving a Van Diemen for Michael Baumann s Eufra Racing. Michael finished fourth in the championship but also won the inaugural Formula Konig series, a new championship for 1-litre Fiat-engined cars. He was spotted by AMG s Domingos Piedade, who brought him to the attention of Gerd Kramer from the Mercedes competitions department. Kramer organised a test for Schumacher with a Formula 3 team called WTS, run by an entrepreneur called Willi Weber. The 1989 German Formula 3 Championship was a closely-fought series with Schumacher in a Reynard-VW, battling Karl Wendlinger in a Ralt-Alfa Romeo and Heinz-Harald Frentzen in a Dallara-Volkswagen. At the end of the season Frentzen and Michael Bartels had each won three races, but Wendlinger and Schumacher had been more consistent though each had only won twice. The title went to Wendlinger, with Schumacher and Frentzen equal second, a point behind. It was decided that Michael would stay on for a second season and in 1990 he dominated the series, winning five of 11 races. The three rivals would all be signed up to be part of the Mercedes Junior Team, to race in the World Sports Car Championship and Michael shared victory with Jochen Mass in Mexico. At the end of the year he won Macau, after a collision with Mika Hakkinen, who had tried to pass him for the victory. In 1991 Michsel continued racing Mercedes sports cars but in the autumn an opportunity appeared when Jordan Grand Prix needed a driver for the Belgian GP at Spa A deal was struck and Michael qualified seventh, but then retired at the first corner with a clutch failure. It was so impressive a performance that two weeks later, amid legal wrangling at Monza, Michael was alongside Nelson Piquet in the Benetton team. He finished fifth and was then sixth in Spain and Portugal. He and Wendlinger ended their season, winning the World Sports Car race at Autopolis, in Japan. Teamed with Martin Brundle at Benetton in 1992, Michael was immediately competitive and achieved a string of podium finishes before winning his first Grand Prix at Spa. The first German driver since 1975 to win a Grand Prix. He finished third in the World Championship and in 1993 would win in Portugal and finish second five times, but the Benetton team was overshadowed by McLaren, which used the same Ford engines and had Ayrton Senna leading its challenge. Senna joined Williams for 1994, McLaren switched to Peugeot and Michael was able to win the first two races. Senna was then killed at Imola and Michael was left unchallenged until Damon Hill developed into a consistent challenger later in the year. It was a season of much controversy and bad feeling but Schumacher won eight races and took the World Championship in Australia, as a result of a collision with Hill. The FIA found a traction-control system in the Benetton software, but was never able to prove it had been used. Benetton switched to Renault engines in 1995 and Michael won nine races and took a second title, but then he switched to Ferrari, leaving Williams to dominate in 1996 and Taking important allies Rory Byrne and Ross Brawn with him to Italy, Michael became a championship contender again in 1998 but Hakkinen beat him to the title with a McLaren- Mercedes. Then in 1999 Michael crashed at Silverstone and broke his leg. Hakkinen won a second title. After that Michael and Ferrari dominated, winning five World Championships in a row. In 2005 and 2006 Ferrari was finally beaten by Renault and Fernando Alonso, and Michael decided to retire at the end of the 2006 season. Schuamcher oversaw his son Mick s karting career for a while but then, needing competition in his life, he turned to motorcycle racing until he damaged his neck in a crash. He wanted to replace Felipe Massa at Ferrari after the Brazilian was injured in Hungary in the summer of 2009, but his neck was deemed to be too much of a danger. He went away, trained and returned to full fitness and then signed for Mercedes for He would spend four years with the team, alongside Nico Rosberg, but failed to win again and retired at the end of A year later, while skiing at Méribel, in the French Alps, he fell and hit his head on a rock, suffering a very severe injury. Since the accident Michael s family has requested privacy, saying that his health is not a public issue

28 Winning is everything. The only ones who remember you when you come second are your wife and your dog DAMON HILL The son of World Champion Graham Hill, Damon rose to the top in Formula 1 with Williams, battling Alain Prost and then Ayrton Senna, before becoming the team leader. He was determined but lost out in 1994 when Michael Schumacher drove into him in Adelaide. Damon fought back and won the title in Damon Hill grew up in Formula 1. His father Graham, the World Champion of 1962 and 1968, was the only man to win the F1 World Championship, the Le Mans 24 Hours and the Indy 500. He was a national hero, and a well-known celebrity in the UK. Damon and his sisters were paraded around, always on their best behaviour. Damon did not race, but racing left its mark on him as he watched many of his father s friends and rivals being killed racing, culminating in Damon s godfather Jo Bonnier, who died in a crash at Le Mans, when Hill was 11 years old. Graham Hill survived and retired early in 1975, when Damon was 14, in order to develop his own Hill F1 team. Nine months later Graham and several members of the team were killed when the light aircraft which he was flying crashed at Elstree aerodrome. Unlike most of his later rivals Damon did not spend his teenage years racing karts, in fact he was 23 before he did his first car races. Damon studied English, history and economics and took a business course at a college in London. He played bass guitar in a punk rock band called Sex, Hitler and the Hormones, and then became a motorcycle dispatch rider, racing motorcycles at weekends. His mother was not pleased and, hoping he would switch to car racing, which she considered to be less dangerous, she paid for him to attend the famous Winfield Racing School at Magny-Cours in France. The Hill family was no longer wealthy because Graham s money had gone to settle law suits following the plane crash. Damon had to find his own finance but was fortunate to find backing from the photocopying company Ricoh, a sponsorship that he landed after starting a conversation while delivering a parcel to the company. In Formula Ford 1600 he raced against a very talented generation but he first made his mark in 1986 when he won a televised Rallysprint competition - in different kinds of machinery - beating F1 drivers Derek Warwick, Johnny Dumfries and Martin Brundle and rally stars Stig Blomqvist, Russell Brooks and Jimmy McRae. Hill enjoyed moderate success in Formula 3, finishing third in the 1988 championship, but the following year he ran out of money. But he wanted to continue and drove all kinds of different machinery before landing a drive with the Footwork Formula 3000 team, which was running its own car. It was not competitive but Damon s efforts were spectacular and led to an offer of a paid drive with Middlebridge Racing in With a better car, he impressed, taking pole three times and leading five races, but reliability problems meant he did not win. His speed did not go unnoticed and he was offered a job as a test driver with Williams, which was impressed by his speed and, most of all, by his determination. At the same time he had the chance to race for the Brabham F1 team, which had been taken over by Middlebridge. He qualified for only two race before the team closed down. Damon had no money and little hope of breaking into F1. At Monza in 1992 Williams driver Nigel Mansell, the newly-crowned World Champion announced that he was leaving the tem, having failed to agree terms with Frank Williams. The team had signed Alain Prost and was looking for a replacement for Mansell. Technical Director Patrick Head was convinced that Hill could do it, but Frank Williams was against the idea. Head kept pushing and eventually Williams agreed to give him the chance. By the mid-season Hill was beating Prost and ended the year third in the World Championship with three Victories, in Hungary, Belgium and Italy. It had been a remarkable debut season and he was re-signed by Williams to be team mate to Ayrton Senna. The Brazilian s death propelled Hill into the role of Williams team leader, but he finished runner-up to Michael Schumacher in 1994 after the two collided in Australia at the end of the season, after Michael had cracked under Hill s pressure. But in 1995 Hill could not beat Schumacher. Williams lost faith in him and signed Heinz-Harald Frentzen for the 1997 season. But then Hill came good. Hill never had the ambition to be World Champion. He wanted to see how far he could go and he admits that he surprised himself. He won eight of the 16 races and beat his new team-mate Jacques Villeneuve to the title. This was a problem because Williams had Frentzen under contract. Hill had to go. He joined Arrows, with Yamaha engines and nearly won in Hungary in 1997, largely thanks to the team using Bridgestone tyres. This led to Hill joining the Jordan Mugen Honda team in 1998 and He won the Belgian GP in the that year, giving Jordan its first victory in F1. By then he was 39 and ready to retire, to enjoy family life with his wife Georgie and children Oliver, Joshua, Tabitha and Rosie. He dabbled in business but preferred to spend time learning and involving himself in the Halow charity, which supports young people with learning disabilities, which came about because his son Oliver has Down s Syndrome. Damon became President of the British Racing Drivers Club and played a key role in securing the British Grand Prix at Silverstone. After five years he handed the job over and has since turned to commentary work with Sky TV, while also writing a remarkable autobiography. Monte Carlo, Monaco

29 1997 JACQUES VILLENEUVE Jacques Villeneuve came to racing with a serious problem - escaping the very long shadow of his father Gilles, one of the modern legends of Formula 1. He did it in his own style and once he found support quickly won the CART title and the Indianapolis 500 which propelled him into Formula 1 with the dominant Williams team, for which he won the World Championship in A man of great energy and enthusiasm for whatever project he is embarked upon, Villeneuve has always been a versatile performer and one who was never afraid to try anything, including a singing career - in English and in French. Jacques grew up in a family surrounded by racing. His father became a Formula 1 driver when Jacques was six, while his uncle Jacques in 1985 became the first Canadian to win a CART race. He spent much of his childhood on the road with his family, going from race to race, living in a motorhome. After Gilles joined Ferrari at the end of 1977 and Jacques and his sister Melanie started school the family travelled less, settling in Monaco. After Gilles was killed in 1982, Jacques spent six years at boarding school at the Collège Alpin International Beau Soleil at Villars-sur-Ollon, where he met Craig Pollock, who would manage his career in later years. Jacques always wanted to be a racing driver, despite what had happened to his father, and his mother Joann, despite some misgivings, agreed to let him do it. He attended the Jim Russell Racing School at Circuit Mont-Tremblant in Canada when he was 15 and then had a course at the Spenard-David Racing School in Shannonville, Ontario. This led to his racing debut in the Italian touring car championship, driving an Alfa Romeo in a number of races at the end of Jacques then embarked on three seasons of Italian Formula 3 Championship, finishing fifth in the championship in 1991 and then heading off to Japan where he enjoyed his first success, winning three Formula 3 races with TOM S Toyota and finishing runner-up in the Japanese series. He then moved to the United States to compete in Formula Atlantic with the Players-sponsored Forsythe Green Racing and won five races in 1993, becoming rookie of the year but finishing only third in the championship. The team took him to the CART Indycar series in 1994, where he quickly found his feet and won at Road America and was second in the Indy 500. He finished sixth in the series and the following year started the season with a victory on the streets of Miami. He then won the Indy 500 and added wins at Road America and Cleveland and was asked to test for Williams in August that year, doing such a good job that he was hired as Damon Hill s team-mate for He went back to the United States and wrapped up the CART title. He moved back to Monaco and spent the winter doing 10,000 miles of testing, which allowed him to take pole position on his debut in Australia. He led the race until an oil leak allowed Hill to pass him, but second on his debut was a great achievement. He scored his first F1 win in his fourth race, the European GP at the Nürburgring, and went on to again in Britain, Hungary and Portugal and finished runner-up to Hill in the World Championship. He was joined in the team by Heinz-Harald Frentzen, after Hill departed to join Arrows and Jacques won seven victories and took the World Championship, despite an attempt by Michael Schumacher to drive him off the road at the finale in Jerez. This resulted in Schumacher being excluded from the World Championship. Renault has by then decided to leave F1 and the Mecachrome engines were less successful in 1998 and Villeenuve decided at the end of the season to join the newly former British American Racing, with his manager Craig Pollock. He stayed with BAR for the next four seasons, but the best he could do was two third places in Pollock resigned in 2002 and the team was then run by David Richards and by the end of 2003 Villeneuve had been replaced by Takuma Sato. He sat out much of 2004, but returned at the end of the year with Renault for several races before joining Sauber in He would stay until the middle of 1997 Argentinian Grand Prix. Buenos Aires, Argentina. Jacques Villeneuve (Williams FW19 Renault) 1st position when BMW decided to replace him with Robert Kubica. Jacques moved back to Canada but went on to race for Peugeot at Le Mans in 2007 and 2008, while trying his hand in various other series, including NASCAR and V8 Supercars in Australia. He tried his hand at music, releasing an album called Private Paradise early in He continued to race a wide variety of cars, including rallycross, Speedcar and Formula E. He also tried his hand at TV commentary with French and Italian television, while also becoming involved in the development of Area 27 Motorsports Park, a racing circuit in British Columbia, which he designed himself. Jacques has since returned to live in Switzerland with his wife and four sons (Jules, Joakim, Benjamin and Henri)

30 You cannot just one year, look in the mirror and say: I m ready to win everything MIKA HÄKKINEN Mika Häkkinen nearly died in 1996 after a tyre failure sent him hard into a concrete wall in Adelaide. An emergency tracheotomy, performed by the side of the track, saved his life. Three difficult years later Häkkinen won his first of two World Championships. Demonstrating that of his generation he alone was capable of beating Michael Schumacher in equal machinery. On his fifth birthday, Mika Häkkinen was treated to a run in a go-kart at a small track near his home in Helsinki. He crashed heavily. His parents were alarmed, but he was happy and it was not long before Harri Häkkinen bought his son an old kart, which has previously been raced by a young Henri Toivonen. Mika won his first kart race in 1975 at the kart track at Keimola Motor Stadium and soon the Häkkinen family were driving to kart races all over the country in a minibus. Mika attended a circus school and trained as a juggler and acrobat, but never had any ambition other than racing cars. After a stellar career in karting, he met Keke Rosberg in a sauna and the 1982 World Champion agreed to manage him. He bought his first racing car, a 1986 Reynard Formula Ford car, from another Finnish youngster JJ Lehto and won nine of 15 races, winning the Swedish, Finnish and Nordic FF1600 titles. This attracted the attention of Marlboro and he was signed up to race for Dragon Motorsport in the new Formula Vauxhall Lotus series. He won the European title and finished runner-up in Britain, to his team-mate Allan McNish. He stayed with Dragon in 1989 in Formula 3 but it was a mistake but once he joined West Surrey Racing in 1990 he won nine victories in Britain and another in Italy. At Macau he won the first heat and was battling Michael Schumacher for the lead in the second when the two cars collided, both men going the same way as Häkkinen make his move to pass. Although it was a disappointment, Häkkinen got the last laugh as Rosberg used his contacts to introduce Mika to Team Lotus and the team signed Häkkinen for F1 in The team was short of money but he quickly showed his speed and in 1992 finished eighth in the World Championship. McLaren grabbed him for 1993 but could only offer him the role of reserve driver as it had already signed Michael Andretti to partner Ayrton Senna. By the end of the year, however, the team had dropped the American and Häkkinen made his debut with McLaren in Portugal, where he outqualified Senna. McLaren went through a difficult period for the next three seasons, initially with Peugeot engines and then with Mercedes. Häkkinen s accident in Adelaide in 1996 set him back, but he returned to F1 at the start of He was frightened and had to overcome his fear, but by the end of the season he was able to win the Nurburgring, Germany Mika Hakkinen (McLaren MP4/14-Mercedes), 5th position, action European GP after Michael Schumacher crashed into Jacques Villeneuve. The 1998 season began well for Häkkinen with four wins in six races. A few days after his victory in Monaco he married Erja Honkanen, a former TV journalist. He won four more times that year and took the World Championship and won again in 1999, although Schumacher was out of action for much of the year with a broken leg. In 2000 he won four times and was runner-up to Michael and that winter became a father when his son Hugo was born. Three months later, in Australia, his car suffered a suspension failure and he crashed heavily. He struggled to get over the crash but finally admitted that he wanted to retire. With the pressure off, Mika won two victories that summer, in Britain and in the United States Grand Prix. Mika and Erja had a daughter Aina in 2005, the same year as Mika decided to race for Mercedes in DTM. In the course of three seasons he won three races. Sadly his marriage ended in divorce in 2008, the same year in which his new house in France was burned to the ground, destroying his collection of trophies. Häkkinen married Markéta Kromatova in 2017, the couple having had a daughter Ella in 2010 and twins Lynn and Daniel in Häkkinen remains close to the sport, working as an ambassador for a number of sponsors, including Johnnie Walker s Responsible Drinking programme. He is also a partner in a driver management company, helping young drivers to achieve success - notably Valtteri Bottas

31 I am hungry for victories, hungry for success and I will tell you that two championships are not enough FERNANDO ALONSO A hugely-talented driver, Fernando Alonso won his two World Championships in his early twenties. His talent clearly suggests that he should have more, but his career has been marked by a series of bad decisions that have often left him driving for great teams at the wrong times. Fernando Alonso Díaz was born in the city of Oviedo, the capital of the autonomous Spanish region of Asturias in the summer of His father José Luis worked in a local explosives factory, while his mother Ana worked in a department store. José Luis was an amateur kart racer and wanted to pass on his passion to his children and built a kart for Fernando s sister Lorena when she was eight. She had little interest (and eventually became a doctor) but three-year-old Fernando was hooked and raced it whenever he could. He was seven before he could compete in mini-karts, but he quickly won two regional titles in 1988 and 1989 and then won the cadet title in Asturias, before finishing second in the Spanish series in Two years later he won the first of three Spanish Junior titles and in 1996 at Genk in Belgium was crowned Junior World Champion. He continued to race until 1999 while finishing school at the Instituto Leopoldo Alas Clarín in Oviedo. His talent in karting had been spotted by team owner Adrian Campos, a former F1 driver, and he gave Alonso a test in one of his Open Fortuna by Nissan cars at the Albacete circuit in the autumn of He was signed to race for Campos in 1999 and won the title in his first season, winning six of 16 races. In December he was given his first F1 test, by Minardi at Jerez. Having landed backing from Telefonica he moved to Formula 3000 in 2000 with Team Astromega, and won at Spa to finish the season fourth in the championship, the second best rookie behind Mark Webber. He was then signed to drive for Minardi in F1 in 2001 under new owner Paul Stoddart. He made it into the top 10 only once for the underfunded team, but was moved to Renault F1 as test driver in 2002, knowing he would graduate to a race seat in The Renault R23 was designed by Mike Gascoyne and was good enough to allow Fernando to win the Hungarian GP that year. He finished sixth in the World Championship, ahead of his team-mate Jarno Trulli. well with a victory in Malaysia, his second race with the team. He would win again at Monaco and at the Nürburgring but team-mate Lewis Hamilton had begun to win races and the two fell out in Hungary where Alonso held up Hamilton in the pits in the last minutes in qualifying, denying him the chance to have a final timed run. He was penalised and Hamilton ended up on pole and won the race. This was the beginning of the end with McLaren and although he won in Italy, Alonso finished third in the championship, equal on points to Hamilton but with fewer second places. In November it was announced that he was leaving the team. He returned to Renault with a two-year contract but the team was, by then, in decline although he won in Singapore and Japan. It would later emerge that the Singapore victory had been fixed with Nelson Piquet Jr deliberately crashing to allow Alonso to take advantage of an early pit stop that put him in a position to win the race. This emerged in mid-2009 after Piquet was fired by Renault. As a result, Renault would eventually depart F1, while the FIA concluded that there was no evidence of any involvement in the scandal on Alonso s part. At the end of September it was confirmed that Fernando would join Ferrari in 2010, on a three-year contract. He would stay with the team for five seasons and finished second in the World Championship three times but after a winless 2014 he signed to drive for the new McLaren-Honda combination. Despite the promise of returning to past glories, the McLaren-Honda combination failed to live up to its prior successes, leaving Alonso and his team-mates struggling at the back of the grid. Over the next three seasons, Alonso was only able to score three fifth places. In 2017 he was so frustrated that it was agreed that he would miss the Monaco Grand Prix in order to compete in the Indy 500, with Andretti Autosport. He did an exceptional job and led the race before retiring with engine failure in the later stages. Having won only two titles, his ambition has altered slightly and his goal now is to win the so-called Triple Crown, a Formula 1 World Championship, the Indy 500 and the Le Mans 24 Hours, an achievement that only Graham Hill has previously managed to achieve. The 2004 season was a year of building up the team and Alonso finished fourth in the World Championship but did not win any races. In 2005, however, the team was competitive and Alonso won seven victories, leading to him becoming the youngest ever World Champion later that year in Brazil - and simultaneously ending five years of Ferrari domination. He would win the title a second time in 2006 with another seven victories. In December it was announced that Alonso would be moving to McLaren in 2007 and things began 2006 Brazilian Grand Prix - Sunday Race. Interlagos, Sao Paulo, Brazil 60 61

32 I am here for driving and racing and to try to win races and it s as simple as that KIMI RÄIKKÖNEN Kimi Räikkönen is known to the fans as The Ice Man, because he says very little and appears a very cool individual. In part this is true but he cultivates his monosyllabic image in order to avoid having to spend too much time with the media. He believes that results speak louder than words. Kimi Räikkönen was a year and 10 months younger than his brother Rami. The pair grew up in a large house that had been built by their grandfather and when Kimi was three the two brothers raced around the courtyard on Italietti minicross bikes. Their parents couldn t afford to buy bigger machines as they grew up and so they bought two very old Russian Ladas and the boys started racing around the garden. Eventually these were replaced by a kart and the Räikkönen boys started racing at a kart circuit at nearby Bemböle. Kimi started to race when he was 10 in 1989 and the family drove to races with a van and trailer. His father Matti did several jobs to help pay for the racing and the investment paid off when Kimi finished second in 1991 to Toni Vilander in the local series. He moved on to Formula A. He found school boring and left as soon as possible, moving on at 16 to study mechanics, but he played ice hockey for the local team in Espoo and proved himself to be fearless. His first international kart race was in Monaco, when he was 15 and he enjoyed much success in karts, being unable to afford a move into cars. He won the Nordic Championship at Varna in Norway in 1998 and was taken on by the Dutch PDB team and finished second in the European Formula Super A Championship in He never had any money but team boss Peter de Bruijn gace him money for hotels and food after Kimi was found sleeping in a cardboard box. He and his mechanic generally spent the money having fun and slept in the team van. That year he had to take a lot of time out doing his national service in the Finnish Army, but his talents were spotted by Norwegian former Formula 3 racer Harald Huysman, who brought him to the attention of David Robertson, a wealthy racing benefactor who had helped Jenson Button early in his career after his son Steve s own racing career had come to an end. It was the Robertsons who got Kimi s career moving. David Robertson arranged for Kimi to race with Manor in British Formula Renault and at the end of He won all four races and in 2000 he won seven of the 10 British races and won the title, while also winning two of the three European races he contested, although a young Felipe Massa won the title. In September Peter Sauber was convinced to take a look at Räikkönen and agreed to test him at Mugello. The test was so Winning Ferrari driver Raikkonen crosses the finish line with two raised fists impressive that Sauber signed him for 2001, to race alongside Nick Heidfeld. Despite some worries about getting the right licence, Räikkönen soon proved that he had what was required and finished sixth on his F1 debut in Australia and went on to score several other poinst finishes. McLaren grabbed him with the offer of a five-year deal and after learning the ropes in 2002 he scored his first victory in Malaysia in There would be more than 18 months of frustration with poor cars before he won again in Belgium in In 2005 he was joined at McLaren by Juan Pablo Montoya and scored seven victories but finished runner-up in the World Championship to Fernando Alonso. There were no wins in 2006 and Räikkönen departed McLaren to join Ferrari. Alonso took his place at McLaren and that year the Spaniard and newcomer Lewis Hamilton battled for the title, taking points away from one another and allowing Kimi to win six times and to grab the World Championship. He seemed to lose his way in 2008 and was overshadowed by his Ferrari team-male Felipe Massa, but he finished third in the championship with two wins. He won just once in At the end of the year he announced that he was quitting F1 to compete in the World Rally Championship, which he did in Citroens in 2010 and 2011, but his best result was only fifth. He dabbled with NASCAR and then took up an offer to return to F1 with Lotus in He scored consistently and won in Abu Dhabi, to take third in the World Championship. He won again at the start of 2013, in Australia but then had to settle for six second places. Towards the end of the season, as Lotus ran out of money and did not pay him, Räikkönen announced that he was taking time out because he needed back surgery. He had a Ferrari contract for 2014 and was happy to leave Lotus. There would be no wins for the next four years but Ferrari was happy to have a solid driver to support Fernando Alonso and then Sebastian Vettel. In August 2016 Kimi married Minttu Virtanen, with whom he had a son named Robin at the start of When he is not racing Kimi runs his own Motocross team

33 The pressure is at the utmost. You have one lap to perfect and deliver. I love the challenge fifth in the championship. He did his first F1 test that year with McLaren and then signed for ASM to race in the F3 Euroseries in 2005, winning 15 of the 20 races. He then went with the new ART team (which grew out of ASM) in GP2 and won the title at his first attempt in McLaren signed him to race in F1 in He would be up against the 2005 and 2006 World Champion Fernando Alonso. LEWIS HAMILTON Hamilton has played a big role in making F1 more glamorous, flying around the world in a private jet, attending fashion shows and music and movie events. His girlfriends have been models and singers and he has done much work to give himself the highest profile of all the F1 drivers. The big question is whether after his fourth title he can go and winning and try to beat Michael Schumacher s record of seven titles. Lewis Hamilton was from a background that did not promise much hope of a career in Formula 1. His grandfather moved to Britain from the Caribbean island of Grenada in 1955 and worked as a railway guard for British Railways. His son Anthony became a British Railways clerk and married Carmen Larbalestier in 1979 and six years later Lewis was born, although his parents separated when he was two. Although he lived with his mother until he was 12, Lewis was always close to his father. He was bought a radio-controlled racing car when he was five and was so successful that he appeared on a celebrated British TV show called Blue Peter a year later. In January 1993, two days after Lewis s eighth birthday his father bought him an old kart and Lewis began driving it at the Rye House circuit in Hoddesdon. They went most weekends. Anthony Hamilton accepted a redundancy package from British Railways which enabled him to hold down a number of different jobs, to help raise money for his son s racing. Lewis did considerable testing over the winter and was well-prepared for the new season. Fernando won the second race, but Lewis was second in the next four races, as Ferrari and Alonso swapped wins. In Canada Hamilton won his sixth GP and then won again in the United States GP at Indianapolis. He would win again in Hungary and in Japan and beat Alonso to second in the World Championship behind Ferrari s Kimi Raikkonen. It was a controversial season with the fight developing into a bitter battle between the two drivers. At the end of the year Alonso quit the team, having lost the confidence of the team bosses. Hamilton remained and in 2008 he won the World Championship on the final lap of the final race in Brazil, taking the crown from Felipe Massa. The McLarens were not as competitive in 2009 and in the three years that followed Lewis won races but was not able to challenge Red Bull s Sebastian Vettel for the title. In 2013 he made the brave decision to join Mercedes, hoping that the company s new hybrid V6 turbo engine would be good in The gamble paid off and Lewis won win the World Championship in 2014, 2015 and In 2016 he lost the title to his team-mate Nico Rosberg, his efforts being hampered by an engine failure in Mercedes. Rosberg then announced he was retiring. In 1995 Lewis won the British National Cadet Karting title and at the end of the year introduced himself to McLaren boss Ron Dennis at an Awards dinner, saying he wanted to drive for McLaren one day. Lewis attended the John Henry Newman School in Stevenage where he excelled at sports playing football and cricket for the school and becoming a black belt at karate by the time he was 12. Soon afterwards Dennis signed Lewis to help develop his career. In 2000 McLaren put together its own karting team, called MBM, to race with CRG karts in the the European Formula A Championship. Hamilton was joined in the team by Nico Rosberg. Hamilton won five of the eight races and the title. Lewis learned to ride a unicycle, a trick he learned from Rosberg, who had picked up the idea from Mika Hakkinen. Lewis changed schools and studied for his A levels at the Cambridge College of Arts and Science, but in his holidays his father insisted that he work to raise money for his racing. He worked as a waiter and as a valet at the local Mercedes dealership. At the end of 2001 Lewis took part in the Formula Renault winter series with Manor Motorsport and stayed with Manor in 2002, finishing third in the British championship with one victory. In 2003 he dominated the series. The following season he moved to the Formula 3 Euroseries with Manor and won one race and finished Autodromo Nazionale di Monza, Monza, Italy Mercedes F1 W06 Hybrid 64 65

34 Life is all about challenges and, most important of all it s about challenging yourself JENSON BUTTON Like Nigel Mansell, Jenson Button took a long time to win the Formula 1 World Championship. He arrived with much fanfare and promise in 2000, but it would be nine years before he found himself in the Brawn-Mercedes, a car so dominant at the start of 2009 that he was able to win six of the first seven races that year. Button s father, John, enjoyed much success in rallycross in the 1970s and it was inevitable that his son Jenson would end up racing, beginning in karts at the age of eight. He started winning almost immediately and won the British Championship in his first full season. When he was 11 he won 34 victories in 34 races and by the time he was 14 he was flying backwards and forwards to Italy, competing in international karting. His schoolwork suffered, but that did not seem important as he was already a professional racer. In 1997 he ended his karting career by winning the European Super A title, and switched to cars in He had wanted to jump straight into Formula 3 but he did not have the right licence and so he joined Haywood Racing and raced a Mygale to the British Championship, the Formula Ford Festival and he was named the McLaren Autosport Young Driver of the year. He moved to Formula 3 in 1999 with Promatecme and finished third in the championship, despite racing with an underpowered Renault engine. Alain Prost was the first F1 team owner to give Jenson a chance and was astonished when the 19-year-old beat Jean Alesi s lap times during his first 10-lap run in Barcelona. Prost had no room in the team for Button but in the weeks that followed Sir Frank Williams was persuaded to take a risk on the youngster and, after a shoot-out test with Brazil s Bruno Junqueira, Button won the second Williams-BMW seat for In Melbourne Button became the fourth youngest F1 driver in history and was running sixth in the race when his engine failed with 11 laps remaining. That year he finished eighth in the World Championship, while team-mate Ralf Schumacher was fifth. Williams had already signed Juan Pablo Montoya for 2001 season and with Schumacher still under contract, there was no room for Button, and so he was loaned to the Renault-owned Benetton team for 2001 and He was consistently outperformed by Giancarlo Fisichella and scored only two points. When the team was rebranded as Renault F1 in 2002 Button was joined by Jarno Trulli but he had another disappointing year and was replaced in 2003 by Fernando Alonso. Button signed a two-year contract with Lucky Strike BAR Honda to be team-mate to Jacques Villeneuve and that year rebuilt his damaged reputation, finishing ninth in the World Championship with 17 points to Villeneuve s six. The BAR-Honda was much more competitive in 2004 with the technical team under Geoff Willis and in 2004 Button scored 10 podiums in 18 races and finished third in the Drivers Championship. Button wanted to return to Williams in 2005 but BAR blocked the move and the Contract Recognition Board ruled in the team s favour. The 2005 season would a be a troubled one with performance being less impressive. Button finished third at Imola, only to be disqualified but the team bounced back Button scored in all the races in the second half of the season and finished ninth in the championship. There followed a second contract dispute with between BAR and Williams which 2009 Monaco Grand Prix. resulted in Williams agreeing to release Jenson in exchange for a substantial payment. Honda had by then taken control of the team and hired Rubens Barrichello to be Button s team-mate. The 2006 season would be disappointing but in Hungary Button dealt with difficult conditions to emerge the winner, in his 113th Grand Prix, despite starting 14th on the grid. This was followed by some strong performances towards the end of the year and Jenson ended the season sixth in the World Championship. The 2007 and 2008 seasons were not a success and after two years of failure, Honda decided to quit, selling the team to its management under Ross Brawn. The operation switched to Mercedes engines, was rebranded as Brawn GP and, thanks to a clever double diffuser, Button was able to win six of the first seven races of He did not win again as the rival teams caught up, but consistent finishes mean that he beat Sebastian Vettel to the World Championship. In the New Years s Honours he was appointed a Member fo the Order of the British Empire (MBE). When it was announced that Mercedes was buying Brawn, Button decided he would move to McLaren, to race alongside Lewis Hamilton. Button won his second race with McLaren and then added a second victory in China but he finished the season fifth in the World Championship, behind his team-mate. He would win three times in 2011, including a remarkable victory in Canada, where he and Hamilton collided early on in the wet and Button then drove through the entire field to pass Vettel on the last lap. He finished runner-up to Vettel that year in the Championship and won three more victories in He would not win again after that but remained a consistent performer in 2013 and 2014, as the McLaren relationship with Mercedes wound down. He stayed on with new Honda engines in 2015 and 2016 but the engines were weak. At Monza in September it was announced that Button would take a sabbatical in 2017 but it was clear that he had no real intention to return, although McLaren called him back for Monaco in 2017 when Fernando Alonso went to race in the Indy 500. Button has since retired to California and has turned his attention to competing in triathlon events

35 You can t change what happened. But you can always change what will happen SEBASTIAN VETTEL Sebastian Vettel was the dominant driver in Formula 1 between 2010 and 2013, winning four consecutive World Championships with Red Bull Racing, breaking records left, right and centre, but since he moved on to Ferrari in 2015 life has been a little more difficult for F1\s youngest ever World Champion Red Bull Racing took him on as team-mate to Mark Webber. He was soon winning races, taking victory in China, Britain, Japan and Abu Dhabi and finished runner-up to Jenson Button in the World Championship. In 2010 he won the title with five victories, beating Ferrari s Fernando Alonso and he then enjoyed a period of domination which won him the next three World Championships. In 2014, with the new engine rules, he struggled and failed to win a race and was overshadowed by his team-mate Daniel Ricciardo. At the end of the year he joined Ferrari. Against the dominant Mercedes team Vettel struggled to mount a World Championship challenge in 2015 and 2016 but in 2017 he was strong but made a number of errors which allowed Lewis Hamilton to win another title. Away from the race tracks Vettel lives a quiet life in Switzerland, with his childhood sweetheart Hanna Prater, the couple have two daughters Emilie, born in 2014 and Matilda, born in From the town of Heppenheim, between Darmstadt and Mannheim, Vettel grew up with his father Norbert, a carpenter, racing karts and in hillclimbs. When he was three Norbert gave him a small kart for Christmas, which Sebastian raced around the garden and later in local parking lots, but he was not able to start racing until he was seven when he started competing in the Bambini class. He idolized Michael Schumacher. He won his first victory at the Wittgenborn, near Frankfurt, in 1995 and for the two years that followed he dominated the Bambini Class before being signed to race for TonyKart importer KSN. This led to further success at national and international level and backing from Red Bull. His big break came in 2001 when he won the European Junior Championship. At 15, with backing from Red Bull, he moved into Formula BMW with the Eifelland team and won five races, finishing runner up to Maximilian Gotz. He was then hired by Gotz s ADAC Berlin-Brandenburg team and won the 2004 title with 18 wins in 20 races. Vettel moved on to join Mucke Motorsport in the Formula 3 Euroseries in 2005 but that year he failed to win a race and finished fifth in the championship. He joined the ASM for Macau and impressed with third place and then had his first F1 test with Williams, a prize for winning Formula BMW. He was signed by ASM for 2006, taking over from Lewis Hamilton, and won four races but was beaten to the title by his team-mate Paul di Resta. In order to speed up his progress Red Bull also put him in the Renault World Series for several events and he won one of them but nearly lost a finger at Spa when he was hit by flying wreckage. In August he joined the BMW Sauber team in Turkey, taking part in his first F1 practice sessions. The 2007 season saw him competing in the Renault World Series but when Robert Kubica had a big accident in Canada, the BMW Sauber team asked Vettel to race in the US Grand Prix at Indianapolis and became the youngest driver ever to score a point in F1 with eighth place. Within a few weeks he had been signed by Red Bull to race for Scuderia Toro Rosso, replacing Scott Speed and at the end of the year he finished fourth in China in dreadful weather conditions. He stayed with the team in 2008 and in Monza stunned the F1 community by taking pole and winning the race, becoming the youngest F1 race winner by nearly a year. He ended the season eighth in the World Championship. In Monaco Grand Prix - Thursday 68 69

36 I want to win, I don t want to be second because second is the first loser. I don t want to be a loser Yas Marina Circuit, Abu Dhabi, United Arab Emirates Nico Rosberg, Mercedes F1 W07 Hybrid, performs doughnuts on the grid after winning the World Championship. NICO ROSBERG Privilege is not necessarily an advantage, as Nico Rosberg discovered as he was climbing the motor racing ladder to Formula 1. His father Keke was World Champion in 1982 and knew all the right people and could find money for his son, but Nico had to convince the F1 world that he had what it took to become a World Champion Nico was born in Wiesbaden, his mother s home town, in 1985 but the family moved to Monaco soon afterwards. He grew up in the Principality, attending the International School of Monaco, which is housed in a building overlooking the quayside that becomes the F1 Paddock during the week of the Grand Prix. The family spent a lot of time on the island of Ibiza, where the family has an estate, where his father taught him to drive in a Jeep when he was just five, and where he first drove karts around the property from the age of six onwards. When he was growing up his father was competing in DTM and so Nico was used to the motor racing world and in 1996, when he was 10 he started competing in the Cote d Azur regional mini-kart championship and duly won the title. The following year he won the French title and in 1998 he joined the CRG kart team, based in Italy. At the end of the 1999 season Keke Rosberg put together the MBM (Mercedes Benz McLaren) team, in the European Formula A Championship. This was separate from CRG but used factory equipment and Nico was teamed with McLaren s young protégé Lewis Hamilton. Hamilton won five of the eight races and the title. Rosberg moved to Formula BMW in 2002 and won the championship at his first attempt, winning nine times in 20 races and in December that year drove a Formula 1 Williams-BMW as a prize for his success. He was 17. The following year he moved into the Formula 3 Euroseries, racing for his father s team. He won just one race and finished eighth in the series and second in the rookie cup. In his second season he won three times and was fourth in the championship. He finished his schooling and was offered a place to study aeronautical engineering at Imperial College, London, but decided against that and joined ART to compete in the newly-created GP2 Championship. He won five times and took the title. Williams took him on as a test driver and in 2006 he was named as Mark Webber s team-mate with the team. Nico was just 20 when he made his F1 debut in Bahrain and finished seventh. His first podium would not come until Australia in 2008 and he would add a second later in the year in Singapore, and consistent result in 2009 gave him seventh place in the World Championship. He was then hired by Mercedes for 2010, as team-mate to Michael Schumacher and he scored three podiums, outshining Michael but still only seventh in the championship. The 2011 season was disappointing as well, but in 2012 he finally broke through, winning the Chinese GP and finishing second in Monaco. At the end of the season Michael Schumacher finally retired and Mercedes took on Lewis Hamilton He would win two races to Lewis s one that season but Hamilton was more consistent and finished ahead in the World Championship. The switch to V6 hybrid turbo engines in 2014 began the team s domination Rosberg started the 2014 season with a victory in Australia when Hamilton had engine trouble, but Lewis then pulled away, winning four races in a row before Nico was able to win in Monaco after controversially going off in qualifying, which meant that Hamilton could not go for his pole run. Nico finished second in Canada and then won in Austria, after Lewis had to take a grid penalty. This all meant that he was 29 points ahead as they headed back to Europe. The second half of the season saw Hamilton win six victories and a second place to win the title with Nico second. In 2015 Hamilton did it again, winning 10 races, while Rosberg won six, but at the end of the year Nico won three in a row. The 2016 season would be a tremendous fight between the two rivals with Nico winning the first four races and then a controversial collision between the two in Spain. Hamilton fought back winning six victories in the mid-season while Rosberg won only one. After the summer break Nico won four times, while Hamilton s hopes of success suffered a setback with an engine failure in Malaysia. Nico won the Japanese GP, giving himself a 33-point advantage with four races left. Hamilton would win the final four races, but with Rosberg second on all occasions the championship finally went to Nico. There was nothing more Hamilton could do. A few days later Nico stunned F1 with the news that he was retiring from the sport, having achieved his goal. He had new priorities, he said, having had his first child with wife Vivian in the summer of A second daughter Naila was born in Nico returned to F1 to do some commentary work and agreed to manager Robert Kubica, his old karting rival, who was trying to get back into F1 after seriously damaging his arm in a rallying crash in

37 MASTER OF CEREMONY PROFILES NICKI SHIELDS Nicki is a television presenter, live events host and automotive YouTuber and is regularly seen across broadcast channels including ITV, BBC, Channel 5, Sky Sports and CNN. Nicki is never far from a car or a pitlane. She is the face of ITV s Goodwood Motor programmes, the pitlane reporter and presenter for Channel 5 s FIA Formula E Championship and the anchor of CNNs Supercharged, a technology and motor show. She was previously part of the online ESPNF1 team and now hosts her own automotive series Shields Drives on YouTube. She is also an Esports presenter for Formula E and most recently for the F1 Esports Final in Abu Dhabi. Nicki also writes for The Times, Evening Standard and CNN.com JAMES ALLEN James Allen is one of the most experienced and insightful broadcasters and journalists working in Formula 1 today. In addition to owning and managing this site, he is also F1 correspondent for the Financial Times and presents the on-site coverage for Australian TV Network 10. WINNING PERFORMANCE, TO THE LINE! A 20 TH CONSECUTIVE LE MANS VICTORY FOR MICHELIN Congratulations from Michelin to E. Bamber / T. Bernhard / B. Hartley and Team Porsche on winning the 2017 Le Mans 24 Hours. Like them, enjoy the performance and response delivered by MICHELIN tyres, from the first to the very last kilometre! He is also the official interviewer for the FIA F1 press conferences and the FOM post qualifying and post race TV interviews. James became ITV Sport s lead TV commentator on Formula 1 in October 2001, having deputised for Murray Walker at six races during the 2000 and 2001 seasons. From James was BBC F1 correspondent and the BBC 5 Live network s lead F1 commentator. James launched the JA on F1 website in 2009 and it quickly grew into one of the most influential and widely-read sites specialising in F1 content. It has twice been voted by fans the Best F1 blog in the Silverstone Media awards. 73

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