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Robert Kubica: Formula One’s Lost Champion

Since their introduction into Formula One in 1993, Sauber have been seen top drivers rise through their ranks and go on to have glittering careers in the sport. The Hinwil team gave 2007 World Champion Kimi Raikkonen his route into the sport way back in 2001, while Felipe Massa spent three seasons there before his switch to Ferrari nearly bore him a title in 2008.

But neither of those names raise such a mixture of pride, happiness, intrigue and ultimately sadness in the way that Robert Kubica does.

Kubica took Sauber’s only victory in his three-and-a-half years following a mid-season promotion in place of Jacques Villeneuve in 2006 before a move to Renault in 2010.

The big Pole’s big chance came at the famous Hungarian Grand Prix of 2006, when he replaced Villeneuve because of injuries sustained in the previous race. As Jenson Button took his maiden win, Kubica raced to seventh place, but was disqualified because of technical irregularities. Nevertheless, a star was born as Sauber announced his promotion with immediate effect after the race, after Villeneuve quit.

Just two races later Kubica made his first piece of history, as he became the first Pole to lead a Grand Prix and then the first Pole to make the podium with a third place at the Italian Grand Prix, after qualifying sixth and showing excellent pace all weekend. He was not to pick up any more points in the remaining rounds of the season, with two further ninth places the best results for the remainder of the season.

2007 started indifferently as a retirement in Australia and 18th in Malaysia was followed up by three solid points scores as BMW Sauber emerged as the big challengers to the dominant duo of Ferrari and McLaren.

However, his 2007 is more remembered for a horrific accident at the Canadian Grand Prix.

While battling with Jarno Trulli’s Toyota on the approach to the hairpin, the two made contact and Kubica’s car was more of a rocket as he launched towards the wall, with a 185mph impact sending him back over the circuit. He came to rest at the hairpin, and despite earlier reports suffered a sprained ankle and concussion that forced him to miss the US Grand Prix.

That paved the way for a young Sebastian Vettel to make his name as a point-scoring debutant, and Kubica was not to be affected as he returned for the French Grand Prix and rattled off six straight points finishes on his way to a solid sixth place in the World Drivers’ Championship.

2008 was to be his and Sauber’s strongest year, as he remained a factor in the World Championship battle until the penultimate round as BMW Sauber became a real force. After retirement in Melbourne, Kubica wasn’t out of the top four for the next six races, including his famous victory at Canada.

A year on from where he had that infamous accident, Kubica was one of few steady heads in a race more akin to Wacky Races instead of an F1 Grand Prix. After Hamilton had taken both himself and Raikkonen out of the race in the pit lane after a Safety Car, Kubica was promoted to the lead of the Grand Prix once other drivers had pitted.

It was a lead he was not to relinquish, as teammate Nick Heidfeld took second place to complete a memorable 1-2 for BMW Sauber. That result put Kubica level on points with Championship leaders Lewis Hamilton and Massa.

With huge technical changes coming for 2009, Sauber switched their attention to developing 2009’s car shortly after. Kubica was to make the podium twice more with third place at the European Grand Prix where Valencia’s street circuit debuted, and at the Italian Grand at which Vettel took his first victory.

This was to be both his and Sauber’s best season, as 2009 fell well below expectations.

After a late collision with Sebastian Vettel in Australia as they battled for second place, Kubica was to take seven races to score his first points of the season with seventh place in Turkey while Sauber themselves only had six points from six races courtesy of Nick Heidfeld’s third place in the rain-shortened Malaysian Grand Prix.

Kubica was only able to climb to 14th in the World Drivers Championship due to a strong run towards the end of the season, where he scored 15 points from the last 8 races including a second place at the Brazilian Grand Prix (Current points system wasn’t introduced until 2010) in BMW’s final podium in F1, as they pulled out of the sport.

Sauber were to be rescued by Peter Sauber once again and had a solid season in 2010 as a privateer, with Kamui Kobayashi finishing 12th in the standings. Kubica meanwhile joined Renault and comfortably outpaced Vitaly Petrov, on his way to eighth in the standings. He would pick up two podiums in what would tragically be his final season in Formula One.

In February of 2011, Kubica was taking part in a rally close to his home in Italy when on the first stage, he crashed heavily into a barrier, which penetrated the cockpit and struck him. He suffered a broken shoulder, arm and leg and lost part of his right forearm and damaged his right hand. In April of that year, he was released from hospital in Italy to continue his recovery, although a return to Formula One was a tall order despite successful use of the Mercedes F1 team’s simulator.

It wasn’t to be until 2013 that Kubica gave up on a return to Formula One, citing limited functionality of his right hand in tight open wheel cockpits. Kubica now competes in the World Rally Championship, having won the second tier of the Championship in 2013.

A man once considered by Ferrari to lead their Championship charge, Kubica is a driver that had a more than promising career in Formula One cut short by the ruthless business that is motorsport. The Pole will be remembered for his speed, courage, late-braking and ultimately the potential that was left unfulfilled.

In a different world, through Kubica, Sauber would have produced another World Champion.
Jack Prentice

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The Forgotten Man

He died in a ball of flame on the 21st June, 1970 in the Dutch Grand Prix at Zandvoort. That first sentence is not meant to sensationalise his story, far from it. It is just a statement of fact.

Piers Raymond Courage was an Essex boy. He was born in Colchester during the war on 27th May, 1942. He was born into a dynasty. The eldest son and heir to the Courage brewing family he attended Eton College.

To most people this would be enough. To be born into a successful wealthy family, being the next in line to take on the mantle and run the business, which would go global. No. This was not in the plan of Piers Courage. He wanted to race and not for the money, he wanted to race because he bloody well enjoyed it.

Like a few other drivers of the era, he began racing his own Lotus 7 and he had his moments in the early days with a few hair-raising spins but he quickly moved on to tour the European Formula 3 circuit and he competed in his first full season in 1965. He drove a Brabham and this is where the friendship began with Frank Williams. Williams himself was driving for team boss Charles Lucas and also acted as a mechanic. Williams and Courage struck up a friendship. There were some good results and Piers Courage started to get noticed. One person who sat up and saw the enthusiastic talent of this driver was none other than the legendary Colin Chapman.

Piers Courage was offered a seat at Lotus for the 1966 Formula 3 season. He wouldn’t be as competitive as those around him, said the experts, the Brabham’s would dominate the series and go on to take the accolades. Courage performed to such an outstanding level that he was stepped up to Formula 2.

In 1967 he signed for BRM to drive alongside Chris Irwin. He crashed a lot. Piers Courage had this maverick driving style that would see him spin out or crash more than what was acceptable in motor racing. He was labelled reckless, some said that because he was racing just for fun that he was not taking the sport seriously. He was dropped after the Monaco Grand Prix in 1967. He competed the rest of the season in a Formula 2 McLaren M4A and managed to finish fourth in the drivers’ championship, which at that level was unclassified.

For 1968 he was offered a drive at Reg Parnell Racing in a BRM P126. He performed well, he scored points at the French and Italian Grand Prix’s and aside from this he still competed in Formula 2 for his friend Frank Williams. It was in 1969, when Frank Williams decided to step his racing empire up to Formula One that Piers Courage got his shot at being the first choice driver.

Two podiums at Monaco and the United States Grand Prix saw him finish 8th in the Championship, the third best British driver behind Jackie Stewart and Graham Hill. Some say that the finest race of his career came in this season at Monza.

Courage had a difficult start to the 1970 season. The Williams team had switched to a newly designed chassis from De Tomaso. It was overweight, it was unreliable and it just didn’t work. Piers Courage struggled to get any points, but things looked like changing at the Dutch Grand Prix when he qualified 9th on the grid. He started the race well, but disaster struck.

Depending on what report you read it was either the front suspension or the steering that broke on the bump at Tunnel Oost. Courage’s car went hurtling straight on up the bank and broke apart. The engine broke loose and the monocoque burst into flames. The De Tomaso chassis was made of magnesium and it just burned.

Piers Courage died at the age of 28 at Zandvoort. It is said that he died on impact from a broken neck or fatal head injury.

I have not posted pictures of the crash because I want to celebrate his fun, yet short, life, not his death.

In an era of British drivers that had produced Mike Hawthorn, Stirling Moss, Jim Clark, Graham Hill, John Surtees and Jackie Stewart to name but a few, Piers Courage is largely a forgotten man. He never won a world championship or a grand prix. He never posted a fastest lap or a pole position. Yet, at a time when death was accepted in Formula One, he gave his life doing just something he truly loved.

Piers Courage did not need to race cars. He certainly did not need the money and fame that came with Formula One, but he chose to do so because it was his passion. He loved racing, he loved life and he loved being surrounded by those people who loved it too. It is said that Frank Williams has never truly recovered from the death of his friend.

Whether that is true or not, on that fateful day in Zandvoort, British motor racing lost one of its most iconic and fun characters. He had the ability to win races and possibly even a championship, but he was just taken too soon from our world.

Piers Courage, no longer the forgotten man.

See you at the chequered flag.

Neil Simmons

Twitter: @world_racing

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Sauber’s Unsung Heroes

Since 1993, Sauber has seen a vast array of drivers pass through the halls of Hinwil, not least including past and future champions such as Jacques Villeneuve, Kimi Räikkönen, and even – albeit just for one secret test in 1997 – Michael Schumacher.

But what about the others – the fan favourites, the uncrowned talents? As our Sauber Week celebrations continue, we take a look at some of the stalwart faces from the Hinwil team’s history.

Heinz-Harald Frentzen

Heinz-Harald Frentzen has been a part of the Sauber story almost from the very beginning. He joined the team for his debut season in 1994 and became the de facto team leader after Karl Wendlinger was seriously injured in a crash at Monaco. A first podium for himself and Sauber followed in 1995, before Frentzen’s performances earned him a call-up to replace Damon Hill at Williams for 1997.

Frentzen would return to Sauber in 2002 as a one-off replacement for Felipe Massa, and then as a full-time driver in 2003 whilst Massa served a year in reserve with Ferrari. Frentzen matched up well against talented young teammate Nick Heidfeld and went on to take another podium at the United States Grand Prix; but that would prove to be his last both with Sauber and in F1, as new signing Giancarlo Fisichella and the returning Massa left Frentzen without a drive in 2004.

Johnny Herbert

When Johnny Herbert joined Sauber in 1996 the team had already built up a reputation as consistent points-scorers, but a troublesome Ford-Zetec engine meant Herbert’s only points of the season came with a third place in Monaco behind Olivier Panis and David Coulthard.

Nevertheless, fortunes improved with new Ferrari-Petronas engines in 1997, and Herbert took his second podium for the team along with five other points finishes. After an unrewarding 1998 season alongside Jean Alesi – who took Sauber’s fourth podium in four years in Belgium – Herbert left Sauber for Stewart and was replaced by Pedro Diniz.

Nick Heidfeld

Few drivers enjoy quite the association with Sauber as Quick Nick Heidfeld. The German joined Sauber way back in 2001 and made an immediate display of talent, not only taking a podium in only his third race for the team in Brazil, but also consistently outperforming emerging talents Kimi Räikkönen and Felipe Massa during their own Sauber days.

After briefly jumping ship to Jordan and Williams, Heidfeld returned to Hinwil in 2006 after signing with the new BMW-Sauber works team and enjoyed the most successful spell of his F1 career, racking up eight podiums from 2006-09 and finishing as high as fifth in the championship in 2007.

Despite losing his seat at the end of the 2009 season, Heidfeld rejoined Sauber one final time to replace Pedro de la Rosa for five races at the end of 2010. But, unable to match the results of the BMW days, Heidfeld was not retained for 2011, thus bringing to an end a total eight-year relationship with the Sauber team.

Kamui Kobayashi

When the struggling Toyota team pulled out of F1 at the end of the 2009 season, Kamui Kobayashi became yet another talented driver to have his career threatened by the global financial crisis. But late hope came in an offer from Peter Sauber to join his newly repurchased team, and in 2010 Kobayashi lined up alongside Pedro de la Rosa for the first of what would be three years with the Hinwil team.

At Sauber, Kobayashi quickly established himself as a fan favourite with displays of rapid qualifying pace and superb overtaking under braking, his 2010 season alone earning him the esteemed praise of Murray Walker as “without a doubt Japan’s best [F1 driver] yet”. Highlights included a fifth-place finish at Monaco in 2011, a front row start for the 2012 Belgian Grand Prix, and even a maiden podium that same year on home soil at Suzuka – to date, Sauber’s most recent trip to the F1 rostrum.

James Matthews

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Lion City About To Roar

The sun drifts and rests beyond the darkness, lighting the other side of the world as the bay is reanimated. The winding streets becoming near luminescent under the lights. At once the flavour of Singapore comes alive with the beating drum of excitement, flavours only matched by its sought after diverse cuisine. As restaurants fill and glasses empty the thoughts of this empire of trading turn to the present and not of the distant past of tragedy and mournful loss. This is a time to celebrate.

An island city state, a sovereign of the east with its diamond shaped mainland and peaceful inlets of blissful heaven. The Lion City, The Garden City – the city that comes alive. Away from the flourishing nature reserves and tropical flora beats a strong heart of this experienced trading post. From ships that sailed far and wide to feast on the reaches of its land, the world devouring the oil refineries and the global technology giants who gather to build a successful economy, the stage is set for a scintillating weekend of raw power. Singapore once again is a beautiful host, welcoming its guests.

There are no seasons here in this humid corner of the globe, a land which sees consistent rainfall and a haze they drifts across its broken land masses from neighbouring wildfires. The air is heavy and hot in the streets, yet in the bustling casinos that clamp themselves to Marina Bay the players remain cool, taking risks as they play.

Outside there is a different gamble with even more risk. The stakes are high, the table is ready to be laid. In the distance the rumble of a wild animal, a mechanical animal that can only be tamed by those who know it best.

The winding course of the Marina Bay street circuit, its busily worn tarmac a constant feature of the Formula One calendar since 2008 when a Spaniard controversially tamed the snarling dragon with its concrete barriers and tight chicanes. Run-off areas stand open mouthed, ready and waiting for its victims to be swallowed from the illuminating glow. There is no room for error. One mistake and it could spell the end, this far eastern mixture of Monaco meets Macau. Unforgiving.

From the panic of the first turn, where to put the car and how to deal with the ever closing gap that shrinks so fast there is no alternative but to escape to the side and hope that there is space to rejoin and not finish the race with a car broken and hurt. Through Republic Boulevard an inter-junction curve by day that leads to Raffles and the sound of screaming engines in the night passing the hotels, casinos and restaurants announcing their arrival.

Crazy tight chicanes and walls passing by in a blur, the driver fixed on one spot in the distance. Too early and the apex is missed, rear view mirror full of a snarling carbon fibre enemy ready to take advantage of this misfortune. Too late and the tight walls will embrace the car and crush it without mercy. It has to be perfect, on every corner of every lap until turn twenty-two quickly becomes twenty-three and the challenge begins again, lap after lap.

The Marina Bay street circuit of the Singapore Formula One Grand Prix is seen illuminated at dusk September 21, 2009. The Singapore F1 night race will take place on September 27. Picture taken with a fisheye lens. REUTERS/Tim Chong (SINGAPORE SPORT MOTOR RACING CITYSCAPE)

Singapore, with its hunger for success, demands that within the confines of its tight, twisting grasp the drivers will deliver on a street circuit that will take no prisoners.

Heart beating, the heat within the monocoque multiplied by the humid air that drifts across the bay in contrast to the viewing audience on their balconies in air conditioned rooms with drinks on ice. The champagne will flow for three drivers but not until they have stretched every limb and sweat every single piece of determination from their body to conquer The Lion City.

Once the engines subside and the champagne stops flowing, Singapore’s travelling guests of Formula One will move on to their next conquest.

This weekend the heat will rise from the island and only the strong will withstand the temperature.

The Singapore Grand Prix. The Lion City is about to roar.

Neil Simmons

@world_racing

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Quick 10 With….Bradley Smith

For both my blog and for The Pit Crew Online I have managed to interview some very interesting figures in motor racing. I have always said that one of my dreams would be to interview a racer at the top of their sport in either Formula One or MotoGP and it was with a great honour that British rider, Bradley Smith agreed to take part in my Quick 10 segment. Not only am I a big fan of MotoGP, I am also a fan of Bradley himself, so for me this was outstanding.

I would like to thank Bradley for taking the time out to answer these questions and wish him all the best for the remainder of the season.

1. What is your favourite circuit and why?

My favourite circuit is Mugello. I really like a natural, flowing track, up and down hills and a bit of undulation. The atmosphere is always good there, bit like an ampitheatre with the track in the valley.

2. Who was your racing idol?

My racing idol didn’t actually come from MotoGP, it came from Motocross and Supercross. It was Ricky Carmichael growing up. I was a big fan from initially 95, 96, 97. I followed him throughout his career until he retired.

3. Who would you regard as your toughest opponent?

I would probably say my team mate, Pol Espargaro, just because we’ve ridden with each other from 2005. Our careers have kind of followed the same path and obviously we’re team mates at the moment inside the Monster Energy Tech 3 team and also going forward in the new adventure with KTM as well.

4. Considering riders of all-time, if you were a team principal, which two riders would you have in your team?

Just going off numbers and figures, you would have to say Casey Stoner and then Mick Doohan.

5. If you could invite four famous people to dinner (past and present) who would you invite?

I would really have liked to have met Barry Sheene, just because of British history and what I’ve heard about him and the way he was. I suppose someone like Lance Armstrong, again very interested in his life in general, winning seven Tour de France. Lyndsey Vonn, downhill skier, just because she is very dominant within her sport in various different ways, coming back from injury year on year. And then Serena Williams, after watching her just win Wimbledon for the umpteenth time in Grand Slams. Incredibly talented individual. I’m a fan of sports people.

6. Personal Racing Number. What is it and the reason behind it?

#38 – #88 was my dad’s race number, a family race number and I took it over when I started riding Motocross. When I then came to the MotoGP academy I was given number 32. It was kind of tradition or the rider to take an academy number. It (#38) wasn’t available so I just did a mix between my academy number and my dad’s number.

7. What is the best race you have been involved in?

I would probably say Assen last year. I think we had a 6 or 7 rider scrap inside MotoGP, like Moto3 and Moto2. I twas off camera, but it was a lot of fun.

8. Is there a race or series you have not competed in that is on your to-do list or you wish you had done?

I’m ticking if off more and more. Suzuka was on my bucket list and I managed to that. I’ve done that endurance side of racing. I suppose I do look at Supercross and wish I was a Supercross rider because it is a huge, huge passion of mine. And the rest of the championships, I’ve got the rest of my career to try those.

9. How did you get involved in racing? What ignited that spark?

Really, being brought up around bikes. We owned a Motocross track and I was around it from 3 or 4 years old. I saw bikes coming in for Wednesday practice and Saturday/Sunday we were open as well. So I think just being around bikes and bicycles even, always riding my bike in the garden. Made jumps, ruined my friend’s garden patch because I wanted to dig it up and make jumps. I think once you turn from a pedal power into a motor power. From the first day I was hooked.

10. What is the best racing advice you have been given?

I would probably say the best advice, even though it sounds really, really stupid, is “Don’t crash”. And don’t crash sounds like an easy thing to say, but it has multiple meanings. In terms of don’t crash, you get results, it means you gain confidence, it means you stay injury free and it means you don’t build up massive costs to your sponsors and to your team. It has a knock-on effect. More than anything, it keeps you happy, keeps you smiling and you can build on not crashing.

It was amazing for me to put the questions to Bradley, as a fan, I would really like to thank him for taking the time to answer them whilst he was at the Sachsenring. Everybody at The Pit Crew Online wishes Bradley a speedy recover.

Neil Simmons

Twitter: @world_racing

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Martin Brundle 1946 Grid Walk

Nice Grand Prix – 22nd April, 1946

Before the likes of Nino Farina, Juan Manuel Fangio and Alberto Ascari began dominating and winning Formula 1 World Championships, there were a breed of pre-war racing drivers who came before them.

According to some sources, the first official non-World Championship Formula 1 Grand Prix took place on 22nd April, 1946 in Nice. It was given the title “V Grand Prix de Nice” and would be competed over 65 laps, with each lap covering a distance of 3.218 miles along the promenade. A street circuit in every sense of the word.

Europe had been ravaged by World War Two, but prior to this between 1932-1935, there had been grand prix’s in Nice at the height of the Riviera summer. One participant in the 1946 race, Louis Chiron had won the race driving a Bugatti in 1932. He would also go on and win the first post-war French Grand Prix held at Lyon in 1947.

This Grand Prix was open to cars from 1500cc-2500cc, with or without superchargers. Most of the drivers participating were from either France or Italy. It was decided by organisers that no German drivers or teams were allowed to start. There was an eagerness for racing drivers, who had seen their careers stopped due to the war. to race again. Fuel was difficult to obtain, but somehow they managed to get twenty cars on the starting grid.

Crowds of people gathered in a very excited mood behind low walls and straw bales that lined the circuit. The drivers prepared themselves for the start of the 1946 Nice Grand Prix.

Because no official interviews were conducted prior to the race, it is not known what the drivers were thinking or what was said, but stepping into my imagination I can possibly conceive what may have happened.

I now hand you over to our fictional grid walk, with our man on the spot, Martin Brundle.

Martin

“It’s a lovely sunny day here on the grid, I can see the drivers just checking over their cars. I’m going to see if I can work my way through to speak to the main protagonists today. It is a bit chaotic on here, we have cars three abreast. I can see Louis Chiron, I’m going to see if I can have a word. He is the only Monaco born driver to win the Monaco Grand Prix back in 1931. Louis, Hi…Martin Brundle, Sky F1, any chance of a quick word.”

Louis

“Sure, Martin.”

Martin

“Now, you know this track you won this race in 1932. But you were driving a Bugatti then, pretty

much one of the top cars of its era. Today you’re in a Talbot-Lago, how is that going to compete with

the dominant Maserati’s?”

Louis

“Well I am close to the front of the grid. If I can keep tabs on Gigi going down to the first turn then I

think we have a good chance.”

Martin

“You mentioned Gigi, and for the fans at home that’s Luigi Villoresi in the Maserati, who is sitting on Pole for today’s race. You also have Raymond Sommer for company.”

Louis

Yes Raymond too, I hope to get a good start off the line, maybe in straight line speed the Maserati

and Alfa Romeo will be faster than us, but there are 65 turns on this circuit and I feel my car has an

advantage there.”

Martin

“And after a long time of not racing I can see by the smile on your face it’s good to be back on the

track?”

Louis

“For sure, it has been a tragic and different way of life due to the war but now we have peace and the

people can once again enjoy motor racing.”

Martin

Louis, thanks for taking the time to speak to us I’m going to let you get ready for the race. Now, I want to find the gentleman he just spoke about, Raymond Sommer. Interesting character. Won the French Grand Prix in 1936 and turned his attention to 24 hour sports car racing. Also a member of the French Resistance during World War Two. I’m just going to fight my way through these French journalists, he’s a bit of hero here as you can imagine. Raymond, Hi, Martin Brundle, Sky Sports F1. Quick Word?”

Raymond

“Sure, Martin. How are you?”

Martin

“I’m very well Raymond. Thanks for asking. You have Villoresi sitting on pole, but some are

saying you have the faster car in the Alfa Romeo.”

Raymond

“Yes, we had a few issues in qualifying which we have now resolved and I think that we will be very

competitive today.”

Martin

“If I look around the grid it’s mainly Maserati’s, two Bugatti’s, Talbot-Lago’s and Delahaye’s.

There’s only you and Maurice Varet, who is back down the grid, in Alfa’s today, do you know something everybody else doesn’t?”

Raymond

“It is a very good car. I think everybody on the grid knows it is a good car, I don’t know why there are only two on the grid, but we shall see what happens today.”

Martin

“Great stuff, Raymond, thanks. Right I want to try and find the man of the moment, Luigi Villoresi, or Gigi to his friends. Just there on my left is the 1938 24 hours of Le Mans winner Eugene Chabaud, he’s driving a Delahaye 135S about 120-145 brake horse power, it’s a competitive little car and could be up there challenging the Maserati’s. Here’s Luigi. Hi, Gigi, time for a quick chat?”

Luigi

“For you, Martin. Always.”

Martin

“That’s very kind of you. Gigi, you’re on Pole, you are the man to beat. But you have Raymond Sommer for company. Nervous?”

Luigi

“It is always good to be a little nervous, but Raymond is an excellent racer and I think that he will be

challenging me quite a bit during the race.”

Martin

“We’re probably looking at a little over two hours of racing here today, obviously Raymond is used to 24 hour racing so this should be a walk in the park for him, surely?”

Luigi

“Yes, but I feel that the Maserati is a better car. Since the war we have been experimenting with a tubular chassis and two-stage supercharging and I think the car is probably the best around at the moment.”

Martin

“Gigi, all the best. The race is due to start. I’m going to let you get prepared, thanks very much for talking to us. Now, as Gigi gets himself ready for this Grand Prix he, like all drivers had to deal with the onset of the war, but on a personal level he lost his brother and co-racing driver, Emilio, to a testing accident in Monza, so this guy has been through the mill. Winner of the 1939 South African Grand Prix just before the outbreak of war I think he could bring home the Maserati today. It’s time for the national anthem, hope you enjoyed today’s grid walk.”

Although in that era both the Maserati and Bugatti were touted for being among the best racing cars in the world, for this particular Grand Prix, no Bugatti’s finished in the top five. Maserati claimed the victory and a fifth place with the driver pairing of Arialdo Ruggieri and Franco Cortese. the victor was one Luigi ‘Gigi’ Villoresi, who won in a time of just over two hours.

His rival in the race, Raymond Sommer, came second, a whole lap behind Villoresi. However, Sommer did manage to post the fastest lap of the race. It is said that Villoresi was averaging around 65mph, whereas Sommer was averaging 70mph during the race.

Some of the names mentioned went on to have great racing careers, others sadly died doing what they loved to do. Race cars.

FINAL RACE POSITIONS:

1st – Luigi Villoresi (ITA) – Maserati – 2:00.04.5

2nd – Raymond Sommer (FRA) – Alfa Romeo – +1 lap

3rd – Eugene Chabaud (FRA) – Delahaye – +4 laps

4th – Georges Grignard (FRA) – Delahaye – +6 laps

5th – Arialso Ruggieri/Franco Cortese – Maserati – +7 laps

6th – Louis Chiron (MON) – Talbot-Lago – +7 laps

7th – Marice Varet (FRA) – Alfa Romeo – + 10 laps

8th – Charles Pozzi (FRA) – Delahaye – +14 laps

9th – Fernand Bianchi (FRA) – Bugatti – +17 laps

10th – Henri Louveau (FRA) – Maserati – +21 laps

*Villoresi took Pole with a time of 1:45.0 in qualifying

** Sommer posted the fastest lap with a time of 1:44.8

DID NOT FINISH

Franco Cortese (ITA) – Maserati – Supercharger – No lap completed, Ruggieri took over

Roger Deho (FRA) – Maserati – Problem Unknown – Lap 5

Phillipe Etancelin (FRA) – Maserati – Magneto – Lap 8

Marcel Balsa (FRA) – Talbot-Lago – Accident – Lap 15

Raph (FRA) – Maserati – Accident – Lap 15

Henry (Harry) Schell (USA) – Maserati – Accident – Lap 20

Henri Trillaud (FRA) – Delahaye – Connecting Rod – Lap 20

Robert Mazaud (FRA) – Maserati – Magneto – Lap 22

Maurice Trintignant (FRA) – Bugatti – Ignition – Lap 30

Pierre Levegh (FRA) – Talbot-Lago – Rear Axle – Lap 41

DID NOT START

Disconde Lanza (ITA) – Maserati

Paul Friderich (FRA) – Delahaye

See you at the chequered flag.

Neil Simmons

Twitter: @world_racing

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Before F1 – Sauber

 

In the last two decades, motor racing fans have grown up with the name Sauber being part of the Formula One family. From their first appearance in 1993 at the South African Grand Prix to the present, they have competed in over 400 Grand Prix. But what about before? Before the hustle and bustle of the F1 circus?

They didn’t just appear on the scene out of nowhere with a V10 Sauber badged Ilmor engine bolted into their C12 chassis and backing from Mercedes-Benz. No they most certainly did not. They brought with them a wealth of racing experience.

Sauber had a past life, one which existed since the 1970s. It was a life of a different kind, but just as thrilling. I’m going to take you back in time, before 1993.

Before Formula One, Sauber raced Sportscars. Before Formula One, Sauber won the 24 Hours of Le Mans.

Peter Sauber began building sportscars in the 1970s. He would in the next decade go on to run turbo-charged Mercedes V8 engines as Sauber became the official Mercedes-Benz factory team.

In his parents basement, Peter Sauber built the C1. It was made of a tubular frame and powered by a Ford Cosworth engine. He drove it in the 1970 Hillclimb championships, but it was Friedrich Hurzeler who drove the same model to victory in 1974.

Sauber had, in 1973, built three C3 spec chassis for their customers. This was designed by Guy Boisson and competed predominantly in the Swiss Sportscar Championship. In 1975 Boisson was joined by Edy Wiss and together they created the first aluminium chassis. This was called the C4 and only one was ever produced.

The Sauber C5 was next and it carried a two litre BMW engine. Driven by Herbert Miller the car won the 1976 Interserie Championship. It was in the following two years that the C5 would see action at the greatest race in the world. Sauber entered the 24 Hours of Le Mans. In 1977 driven by Swiss pair Eugen Strahl and Peter Bernhard the car led its class before retiring. The following year they returned with the same two drivers being joined by Marc Surer who would go on to make 82 Grand Prix starts in Formula One. Unfortunately they succumbed again to the gruelling race and had to retire the car.

The focus changed for the team and Sauber began to build chassis for Lola Formula Two cars. Their three drivers finished first, second and fourth in 1979. One driver would become a team manager and later team principal for the A1GP Team Switzerland, Max Welti.

Together with Welti, Peter Sauber developed the M1 Sportscars and in 1981 they would see the car win the 1000km Nurburgring driven by Hans-Joachim Stuck and Nelson Piquet. The team were still involved at Le Mans that year. They entered their BMW M1 as Wurth-Lubrifilm Team Sauber. The car driven by Dieter Quester, Marc Surer and David Deacon would sadly face the same fate as their previous attempts and not finish.

Sauber would return to sportscar racing in 1982 with the C6. It was the first car to be tested in a wind tunnel and they had teamed up in sponsorship with BASF. It was during these tests that Peter Sauber built a friendship with Leo Ress who would become an important part of their journey into Formula One.

The team once again returned to the legendary French race in 1982 as supplying the chassis for the BASF Cassetten Team GS Sport using a Ford Cosworth, four litre, V8 engine inside its Sauber SHS C6. Both cars did not finish and so it was onto 1983.

As a team again in their own right, the Sauber Team Switzerland pitted their C7 with BMW M88, three and a half litre engine up against the dominant Porsche’s. This task was given to Diego Montoya, Tony Garcia and Albert Naon. The team finished 9th overall, a remarkable achievement given the performance of the Porsche cars in the day.

It was in 1985 that Sauber teamed up with Mercedes-Benz.

The team won the 1989 World Sportscar Championship with a Mercedes-Benz M119, five litre turbo V8 engine. Their drivers who made this winning transition were Jean-Louis Schlesser, Jochen Mass, Mauro Baldi and Kenny Acheson. In their cars they won every race but the Dijon-Prenois race.

1989 would also offer the greatest of all victories. After trying for a decade, Peter Sauber’s Mercedes-Benz “Silver Arrows” would conquer the 24 Hours of Le Mans. The C9 would finish first and second with the #63 car driven by Jochen Mass, Manuel Reuter and Stanley Dickens finishing five laps in front of its sister car the #61 driven by Mauro Baldi, Kenny Acheson and Gianfranco Brancatelli. The third Sauber C9 of Jean-Louis Schlesser, Jean-Pierre Jabouille and Alain Cudini would also finish fifth.

Sauber had achieved something that for the last decade had eluded them. They were now written in history as winners of the 24 Hours of Le Mans.

The success would not stop there and in 1990 they retained their title in the World Sportscar Championship but this time they were joined by two, young stars. Karl Wendlinger and Michael Schumacher. Wendlinger would win at Spa and Schumacher in Mexico. Michael Schumacher would also finish second at Dijon-Prenois and the Nurburgring. Two stars were born. They returned in 1991 but this was not a championship winning season but they still managed wins in the C1 class with Schumacher and Wendlinger at Autopolis.

Whether your journey started when Sauber were in Formula One or if you remember the heady days of sportscar racing, it is with a warm smile and glint in the eye that we can look back and say thank you.

Through their highs and lows, their smiles and tears there is one thing they will not be taking away from Sauber’s history and that is they are winners of the 24 Hours of Le Mans.

Thank you to Peter Sauber for sharing his dream with us. Thank you for sharing the “C” models which have bore the letter of your wife Christiane throughout the years. Thank you for giving us Sauber.

Thank you for the memories.

Neil Simmons

Twitter: @world_racing

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BMW-Sauber: A Love Story That Didn’t Last Long

Sunday, 16 March 2008 Australian Grand Prix Albert Park Melbourne Australia. Nick Heidfeld (GER) in the BMW Sauber F1.08 This image is copyright free for editorial use © BMW AG

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BMW-Sauber: A love story which didn’t last long

BMW (Bavarian Motors Wors) made its first appearance into the world of Formula 1 in the 1950s and 1960s. Their history as an engine supplier started in 1982, where BMW supplied the Brabham team, which was owned by Bernie Ecclestone. The result of this agreement was Nelson Piquet’s victory in the Canadian Grand Prix in 1982.

The following year, Nelson Piquet won the Drivers’ Championship with the BMW-powered Brabham BT52.

At the same time, BMW also supplied ATS, Arrows, Benetton and Ligier with the BMW M12/13 inline-four turbocharged engine. The M12/13 was producing more than 1350 bhp.

A few years later, Brabham decided to withdraw from F1 and BMW also withdrew their official engines. Arrows was still supplied by BMW with engines but under the “Megatron” badge.

Robert Kubica BMW Sauber F1.07

Andrian Newey’s decision to move from Williams to McLaren in 1998 and also Renault’s decision to quit from Formula 1 at the same season, left the Williams exposed. Renault was Williams’s engine-supplier since 1989.

Williams had to look for a new engine supplier and BMW was the ideal candidate for that time. In 1999 Williams made a six-year agreement with BMW, with one condition: that they had to have a German driver in their team. Hence, Williams announced Ralf Schumacher as their driver. The following season, R. Schumacher and P. Montoya won four Grand Prix with the FW23, and Williams finished third in the Championship. In 2003, Williams achieved to finish second in the Constructors’ standings and Montoya finished third in the Drivers’ Championship with four victories. It was one of the most successful seasons for BMW-Williams.

The June of the same year, Williams and BMW agreed to extend their deal until 2009. But whilst everyone waiting for better results, Williams performance dropped rapidly and they finished fourth at that season and fifth in 2005.

The results created a crack, between Williams and BMW. In June 2005 Frank Williams said to Autosport: “Our partnerships in the past with Renault and Honda have been more successful and co-operative, you never had this constant finger-pointing. We do not constantly ask why BMW had some 150 engine failures in 2000 alone.”

BMW took the decision to start their own team in Formula 1, and they made an offer to purchase Williams, but they refused their offer. Hence, BMW had to aim at another team. This team was Sauber.

That summer, BMW spend $100 million to acquire 80% of Sauber. The teams split their responsibilities, Sauber had to design the chassis and run wind tunnel test in their Hinwil factory, while BMW was responsible for the design of the engine.

The following season, 2006, Sauber-BMW signed a deal with Nick Heidfeld who used to race for Williams. Jacques Villeneuve joined him and the two were the main drivers for Sauber, whilst Robert Kubica signed a deal as the third driver.

The first results were not satisfied and many assumed that BMW used Formula 1 in order to test technologies which they could transfer to their public cars.

Villeneuve scored the first points for Sauber in the second race of the season, in Malaysia. The next race was held in Australia, Nick Heidfeld finished fourth, ahead of his team-mate. In Hungary, Robert Kubica replaced Villeneuve and since then Robert remained as the second driver for the rest of the season. Two podium finishes followed that season, the first one was in Hungary, where Heidfeld finished third. The second podium achieved by Kubica in Italy, where the Polish driver finished 3rd.

At that year, Sauber finished fifth in the Construction’s standings, ahead of Toyota.

The following year, Villeneuve announced his departure from Sauber and Kubica was his official replacement. It was Sebastian Vettel’s turn to sign a deal with Sauber as a reserve driver.

BMW-Sauber considered as the third most powerful team on the grid, behind Ferrari and McLaren. Nick Heidfeld started the season with three consecutive fourth-place finishes, whilst his team-mate Kubica had three top-four finishes and three retirements in that season.

Heidfeld finished twice on the podium. In Canada, he finished second, while in Hungary he finished third. Also, Vettel finished eighth in the USA.

In 2007, Sauber-BMW finished 2nd in the championship and scored 101 points.

Sauber’s second position and high performance in 2007 set the bar high for the next season. Everyone in the team hoped that either Heidfeld or Kubica will manage to win at least one race during the season.

In the season premiere in Australia, Nick Heidfeld finished second, and just a race later, in Malaysia, it was Kubica’s turn to finish second and score another podium for the team.

Nick Heidfeld BMW Sauber F1.07

In Canada, Sauber-BMW felt for the first time, how it is to be a winner. Robert Kubica qualified second, behind Lewis Hamilton’s McLaren and at the end of the race he managed to take the chequered flag first, a year on from a horror crash at the same circuit. Nick Heidfeld, started the race from the eighth position, but he finished behind his team-mate and they scored the first 1-2 for Sauber-BMW.

At the end of the season, BMW-Sauber finished third, behind Ferrari and McLaren.

In 2009, BMW-Sauber faced some serious problems. Before the start of the season, Sauber hoped that they can challenge Ferrari and McLaren for the title, but the season didn’t go as they planned.

The team focused on the new regulations and the tried to upgrade their aerodynamic package and also invested almost everything into the KERS system. The results were disappointing, at the first half of the season, BMW-Sauber had less than ten points. New upgraded packages for Kubica and Heidfeld never arrived, due to some huge financial issues.

All these issues meant the team was only 6th in the constructors championship and relationships between Sauber and BMW were not the same as they used to be.

In July, of the same year, BMW announced their departure from Formula 1 and the German group decided to focus on the commercial sales and improve the quality and design of their commercial cars.

Sauber took the decision to buy BMW’s shares and in 2010 Formula 1 decided to allow to Sauber to race in F1.

“When I decided to take over, I had to make the decision in a short period of time, I was led purely by my gut feelings, which is something you should try to avoid. If it was a purely logical decision, you wouldn’t have done it, but, in the end, I didn’t have a choice because Hinwil would have been closed down.” Sauber said.

Now Sauber uses Ferrari’s engines and their two drivers are Marcus Ericsson and Felipe Nasr.

At this point I would like to thank BMW for their help and also to mention that all the pictures are courtesy of BMW.

Victor Archakis @FP_Passion

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Parc Fermé

In my latest weekly column Parc Fermé, I cast my mind back to a weekend of phenomenal bike racing and look ahead at what is to come. Let’s just hope it’s not a #93 world championship.

A weekend of Grand Prix motorcycle racing at Misano World Circuit Marco Simoncelli and the British Superbike ‘Showdown Decider’ at Oulton Park.

Just that opening paragraph is enough to have you bouncing your knees in excitement and feeling the goosebumps develop all over your skin.

As soon as Jorge Navarro crashed out at Misano the commentators should just have declared there and then that Brad Binder is the 2016 Moto3 champion. He is now 106 points in front of second place Enea Bastianini. I don’t care what sort of rider you are, unless Binder is going to throw his bike at the scenery for the next five races (and I can’t see that happening) South Africa will be crowning itself a world champion. It is shame though. I really thought that Binder and Navarro were going to go at it hammer and tongs to the very last race. I even thought riders like Bastianini, Bulega, Antonelli and Fenati were going to mount a serious challenge. It wasn’t to be.

I know there are a few people out there who have said they find Brad a bit boring during interviews, but I like him. I like how he conducts himself and the way he keeps a cool, calm and collected manner about him. He is a worthy champion, of that I have no doubt.

After the furore of Silverstone (mostly from British fans) regarding Zarco and Lowes, it was time to see what would happen at Misano. Well, not much between them to be honest. Sam was unfortunately down again and I hate to say it, but I think that’s his championship hopes gone with his bike into the gravel.

Alex Rins. Well. Broke both collar bones and rode his bloody socks off, yet it was the hustling, determined and downright dogged Lorenzo Baldassarri who took the spoils. His performance, the way he hunted down Rins was exceptional. I won’t hide the fact that I was quite pleased to see Zarco drop like a stone, or as Julian Ryder quite eloquently put it “Zarco has been taken outside and beaten up.” Oh well, never mind. I was really pleased to see Rins and Baldassarri battling at the front for the win.

What I wasn’t expecting was a Dani Pedrosa victory in MotoGP. In fact I don’t think most people were expecting a Pedrosa win. Where the hell did that come from? I watched with interest as Rossi closed the gap down on Lorenzo, inch by inch the tarmac shortened and the sea of yellow in the stands erupted as the GOAT went into the lead. But hold on….wait a minute. What’s that in the background creeping up?

It was a Repsol Honda bike but not the bully boy #93 of Marquez, no it wasn’t. It was the #26 of Pedrosa.

I was ever so happy to see Pedrosa burst like a bullet underneath Marquez sitting him up as he went by. That’s the second time today I’ve been happy. Although I wasn’t expecting a Pedrosa victory it was a win that I don’t think anybody would deny him. He rode an absolutely phenomenal race.

The gap in the world championship is down to 43 points and if I am being honest I don’t mind who of the chasing pack wins the title this year, as long as it’s not the #93. I think that Marc Marquez is one of the most talented riders there has ever been. What he can do with a motorcycle is just unbelievable and he is without doubt a true great. I just don’t like his riding ethics and his smarmy, arrogant nature off the track. That’s the only reason I don’t want him to win the world championship. Nothing else.

The setting for the British Superbike ‘Showdown Decider’ was Oulton Park. Now, unlike the above, there is no superbike rider who I have glee in seeing dropping down the order. It was a real topsy turvy, roller coaster affair this one but I have to say the highlight of the weekend for me was witnessing racing history.

Three JG Speedfit Kawasaki riders locking out the podium positions, the first time in British Superbike history and this coming from a fan of another bike racing team as well. It is always a special moment watching racing history being made.

I did manage two rather large shots when I witnessed both Tommy Bridewell and Jake Dixon go down hard, their bikes catapulting across the grass to the fencing. Bridewell’s bike actually went over the fencing and on both occasions the fans were running for cover.

So, we have our final six riders for the Championship Showdown. Leon Haslam, Shakey Byrne, Jason O’Halloran, James Ellison, Dan Linfoot and Luke Mossey. Three Kawasaki’s, two Honda’s and a Ducati. It’s going to be some run-in to the end of the season, but where do I think the title will go.

As a fan, my heart says Shakey Byrne, as a Byrne fan and lifelong Ducati fan. My head says Leon Haslam, I just think he has hit a rich vein of form and looks the business at the moment. If I was going to pick a rider outside of those two I’d want Luke Mossey to win it. I like him, I like the way he conducts himself.

Whether it was Moto3, Moto2, MotoGP, British Superbikes or British Supersport, at the weekend I still managed to witness more excitement in one weekend than a certain racing series all season that I can’t be bothered to mention again.

The Grand Prix racers move to Aragon and the British Superbike riders go to Donington. In all of the series it’s just going to be one hell of an end to the season.

Until the next time. See you at the chequered flag.

Neil Simmons

Twitter: @world_racing

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Quick 10 With…..Steve Parrish

He turned professional in 1976 won the ACU Solo title in the British Motorcycle Championship. He became a team mate to the late, great Barry Sheene and competed in the 1977 500cc World Champioinship where he finished 5th. He was 500cc British Champion in 1978 and won the Shell 500 title in 1979 and 1980. He also competed at eight Isle Of Man TT’s.

After retiring from motorcycle racing in 1986 he took up truck racing. In 1987 he was the British Open Truck Racing Champion and in 1990 he won both the European and British Truck Racing Championships. He held the British title for four years and retained the European title for three years. He won the European title again in 1996. He is the most successful British Truck racer ever.

Outside of truck racing he was UK Yamaha Factory team manager from 1987 to 1991 and led the team to three British Superbike Championships in 1987, 1989 and 1990. He is a regular on our TV screens commentating on bike racing, more recently World Superbikes, and is also a regular presenter of the Isle Of Man TT programmes.

These are his Quick 10 and he is…..Steve Parrish.

1. What is your favourite circuit and why?

Spa Francorchamps had some great races there on the old circuit, beating Ago was one time in 1977

2. Who is/was your racing idol?

Barry Sheene then and Valentino Rossi

3. Who would you regard as your toughest opponent?

Everyone is your toughest opponent especially if they are in front of me but probably Barry Sheene, always need to try to beat your team mate!

4. Considering racers of all time, you are a team principal and money is no object. Which two racers would you have in your team?

Casey Stoner and Marc Marquez

5. If you could invite four famous people to dinner (past and present), who would you invite?

Barry Sheene, Mike Hailwood, Roger Federer and Marco Simoncelli

6. Personal racing number? What is it and the reason behind it?

No. 6 – No particular reason it was the only one available at the time plus it was one less than Barry Sheene NO.7 !

7. What is the best race you have been involved in?

Spa 1977 when I had a great battle with Pat Hennen, Steve Baker and Ago and beat them all!!!

8. Is there a race or series you have not competed in, that you would like to or had wanted to?

British Touring Cars

9. How did you get into motor racing? What ignited that spark?

Got into it because I loved engines and taking them a part and we had a disused airfield nearby so I would take my brothers bike and ride up and down it

10. What is the best advice in racing you have been given?

Preparation, Preparation, preparation! Always check the motorcycle, car, truck over before getting on it!

I know Steve is a very busy man, so I would like to not only thank him for taking the time out from his hectic schedule to answer these questions but for the also the interaction on Twitter where is always kind enough to answer a Tweet and be entertaining.

Neil Simmons

Twitter: @world_racing

Photo Credits: www.steveparrishracing.com

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