Drivers

Born 3/16/1942, Bloemendaal, Holland

Starts:8

Points: 2

Wins:0

Poles:0

Fastest Laps:0

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It all started to come good for Van Lennep in 1970. After a few years driving various Porsches and even the DAF Formula 3 device, Gijs rose to some prominence in 1970 driving for the AAW team, in the World Championship of Makes. In the same year when he won the Le Mans 24 Hour race for the first time, 1971, Gijs got a sponsored drive at Surtees, debuting in the Dutch GP. He qualified 21st and finished 8th, in a very wet race. He also practiced for the USA GP, but Sam Posey ended up driving the car. After a year away from Formula 1, Van Lennep was one of several drivers to drive for Frank William’s Iso Marlboro in 1973, initially in the Dutch Grand Prix. He did very well, finished 6th and was the first driver to score points with a Williams designed and produced car, the recalcitrant Iso Marlboro. Gijs got a couple more rides with Williams that year, Austria (9th) and Italy (retired). Williams used Van Lennep’s services again in 1974, with less success, even though that year’s Iso Marlboro was actually a better car. In Belgium he finished 14th, and failed to qualify at Holland. The Dutch HB Bewaking Alarm company sponsored the Ensign team in 1975, and Van Lennep was a clear choice as driver. He run three times with the team, finishing all three races. In the German GP, which turned out to be his last Grand Prix, Van Lennep finished 6th and also gave Ensign its first point ever. After that there was no Formula 1 for Van Lennep, who would still get a second Le Mans win in 1976, retiring for good from the sport.

VAN LENNEP'S CAREER OUT OF FORMULA 1

Dutchman Van Lennep had a short but significant career. He began driving Formula Vees in his native Holland, and in the mid 60’s he was Daf’s Formula 3 driver also racing a Brabham Ford on occasion. He eventually graduated to more powerful machinery, namely, assorted Porsche sports cars for Ben Pon’s team, which he raced in assorted events in the World Championship of Makes. He eventually made it to the Porsche works team in 1967, but ended up racing for privateer teams again, in 1968 and 1969, trying his hands in Abarths and Alpines, in addition to the ubiquitous Porsches. Overall results were poor in those years. By 1970, Van Lennep had been hired by the Finnish AAIW Racing team, a second rate privateer Porsche specialist. Gijs also raced an Abarth on the 2 Liter championship, on occasion, finishing 3rd in Mugello. His performances were enough to entice Martini Porsche to hire him for 1971. Van Lennep did win Le Mans in 1971, with Helmut Marko, which placed him much in evidence. However the 5 liters were outlawed for 1972, and Gijs ended up racing for Jo Bonnier’s team, which Lola 3 liter cars were fast, but unreliable. The highlight of Gijs year in the Makes championship was scoring fastest lap in Le Mans, the event in which team boss Bonnier lost his life. However, Van Lennep also decided to take on F-5000 in 1972, and did well enough to win the European championship, driving a Surtees and winning two events. He continued to race in F-5000 in 1973, with much less success, but was hired by the Porsche works to develop the Porsche Carrera Turbo. Van Lennep again had a significant victory, winning the last edition of the Targa Florio valid for the world championship, sharing the Carrera Turbo with Herbert Muller. This was also the first world championship win by a Turbo car. Van Lennep continued to race the Carrera in 1974, finishing Le Mans in second place. He also finished 6nd, in a Kremer Porsche, in the 6 Hours of Monza of 1974, valid for the Euro GT Championship. In 1975, Gijs raced an assortment of Porsches in the Makes championship, from an elderly 908, to a GT 911, with several co drivers, including old pals Kinnunen and Herbert Muller. In 1976, Van Lennep was slated to drive in Le Mans with Jacky Ickx, in the Porsche 936. This turned out to be victory number 3 for Jacky, # 2 for Van Lennep, and the last race of his career. What a way to retire!!

Born 9/24/1931, Richmond, Surrey, England

Deceased 8/28/1977, near Turin Italy

Starts:6

Points: 14

Wins:0

Poles:1

Fastest Laps:0

There is no doubt that Parkes’ F1 career held much promise. He was already a top sports car driver when he debuted for Ferrari, and his record is tremendous, for only six starts: he scored one pole, was second twice, and scored 50% of the time, in addition to qualifying in the top ten for all six starts. It didn’t start that well, as far as F1 was concerned. Parkes was entered in the 1959 British GP in a Formula 2 Fry, failing to qualify. He then spent the next few years driving in Formula Junior, Formula 2 and Sports Cars, eventually joining the Ferrari sports car squad. The Scuderia eventually decided to give Parkes a try in Formula 1 in 1966 and he did really well, qualifying 3rd and finishing 2nd in France. He then retired from the French and Germany Grand Prix, but in Italy he started from the pole and finished second again, leading many laps. For 1967, Parkes was to get further opportunities at Ferrari, specially since lead diver Bandini was killed in Monaco. He finished 5th in Holland, and then disaster struck in Belgium: he had a crash in the race, and broke both legs. Eventually Mike recovered, but was never used in Formula 1 again. He continued racing Sports and touring cars and died from a road crash in 1977.

10/3/1969, Como, Italy

Starts:7

Points: 0

Wins:0

Poles:0

Fastest Laps:0

After going up through the ranks, eventually Papis made it to Formula 3000, where he proved fast enough to win races, but not enough to be a champion. He impressed Peter Collins though, and was signed up by Footwork as one of its drivers for the 1995. Papis did well to qualify as good as 11th in Portuguese, with a best finish of 7th in the home race at Italy, being nipped for sixth place at the end of the race. By 1996 Formula 1 was becoming an ever closer “club”, and drivers of Papis stature, who were neither extremely talented or well financed, had little room in the category. So Papis went to the United States, where he enjoyed success in Formula Indy, Sports and Touring cars, to this day

Born 7/23/1947, Kristienhamn, Sweden

1 start

0 points

Torsten Palm was a contemporary of Ronnie Peterson and Reine Wissel, and did reasonably well in F-3 and F-2. For 1975, Palm had the opportunity of hiring a Hesketh for a couple of races, Monaco and Sweden. Qualifying in Monaco was difficult, where only 20 grid spots were available, so not surprisingly Palm was not the grid come Sunday. In Anderstorp, Torsten qualified 21st, out of 26 entered, and ran out of fuel 2 laps from the end, classified 10th. This closed this chapter in the Swede’s auto racing career, and later on he became a driver’s manager.

2/11/1959, Rio de Janeiro, Brazil

Starts:41

Points: 15

Wins:0

Poles:0

Fastest Laps:1

Understanding Roberto Moreno’s career is a major undertaking, for he was an obviously talented driver, with enough stamina to be driving to this day, who simply did not seem to catch the right breaks at the right time, although on paper he seemed to have plenty of opportunities. A pal of Nelson Piquet’s, Moreno went to Europe in 1979, and by 1980 was a major force in Formula Ford, winning 15 races. He went to Formula 3 in 1981, got excluded from some races due to regulation violations, and that early in his career got a testing contract with Lotus. Having won the Australian GP in 1981, against many established GP aces, Moreno went to the USA to drive in Atlantic. He then got what could be seen as the opportunity of a lifetime, but turned out to almost kill his career: he was entered as a Lotus race driver in the Dutch GP, but failed to come to grips with the car and DNQ’d miserably. That was it as far as Lotus was concerned. Still, he managed to land a works Ralt-Honda F2 drive, in the last year of the Formula, in 1984, finishing runner up in the championship. He then shifted focus to the USA again, trying Indy cars, where he made several contacts that would be useful years later. He returned to Europe to drive in F3000, was unlucky not to win many races, and finally got another Formula 1 break, driving for the underfinanced AGS team in 1987. He did really well to finish 6th in Australia, but that was not enough to get him a permanent Formula 1 drive, even at AGS! He did do a full season of F3000 in 1988, finally winning the championship handsomely, and was hired by Coloni for the 1989 F-1 season. One of the worst cars in the field, Moreno occasionally managed to qualify the beast, including a surprising 15th place start in Portugal. For 1990, Moreno was retained by Euro Brun, barely a change of fortune. The Euro Burn was just as bad as the Coloni, and Moreno managed to start only three races. The big chance of his career would be caused by another man’s unluckiness. Benetton’s Alessandro Nannini had a helicopter crash, as a result of which he had severe hand injuries, and the team needed a competent driver to fill the void. Obviously with some help from buddy Nelson Piquet, Moreno was called to race for the competitive team and had his 15 minutes of glory in F-1, finishing the Japanese GP in 2nd place, after qualifying ninth. Benetton decided to keep Moreno for the next season, and Roberto scored the occasional points, but was not as competitive as management expected. So after finishing 4th in Belgium and posting fastest lap, Moreno was summarily fired from the team, and replaced by Michael Schumacher, who had impressed in his debut race at SPA. As some form of compensation, Moreno got a couple of drives at Jordan, which was a rookie team that year, plus a final race of the year at Minardi. Reportedly he took home a nice sum of cash with his dismissal, but no money in the world could compensate what came next: a season driving for Andrea Moda, a team many reckon to have been the worst ever to grace the GP shores. Moreno actually managed to qualify in Monaco, of all places, but the car was terrible, there were legal problems, no engines, and it was all rather obvious that the team would not survive the year. It didn’t. After that, Moreno did some touring car racing in Europe, until he was called to drive in the largely Brazilian funded Forti team, in 1995. Reminiscent of Copersucar efforts of the 70’s, the yellow liveried team was also very far from competitive, and to make matters worse for Moreno, at times even teammate Diniz, whom many considered merely a rich kid, was faster than him. He saw out the season mostly retiring and never qualifying better than 20th. Moreno’s F1 career was thus over, but he continued racing, becoming known as Super Sub in the hey day of the CART Series in the USA, eventually landing a permanent seat in a good team and a couple of well deserved wins. He now races in the Brazilian Stock Car series, and appears sporadically in Sports Car races in the US.

OTHER CARS DRIVEN:

Formula 3000: Reynard, Tyrrell, Ralt,

Formula 2: Ralt

Formula 3: Ralt

Formula Ford: Van Diemen, Royale

Formula Atlantic: Ralt

Formula Indy: Lola, March, Swift, GForce, Reynard

Sports-cars: Porsche (930, 962), Riley

Touring-cars: Ford, Chevrolet (Brazilian stocks), Alfa-Romeo

11/3/1948, Vienna

Deceased 10/6/1974, Watkins Glen, USA

Starts:2

Points: 0

Wins:0

Poles:0

Fastest Laps:0

A few Austrian drivers have been successful in Formula 1, such as Lauda, Rindt and Berger, but for some reason, drivers from that nationality have a high share of misfortune as well. Rindt died before being crowned champion, Lauda was almost burnt alive at the Nurburgring, Ratzenberger died in Imola, Helmut Marko’s eye was damaged beyond repair in Clermont Ferrand. Helmut Koinigg was mostly known for his success in Formula Super Vee, but eventually made it to the Ford Touring car works team and the Porsche works team, driving the Turbo Carrera. He proved fast, and was entered in the Finotto Brabham for the Austrian GP of 1974, failing to qualify. However, he was hired by Surtees to race in the final two Grands Prix of the season, and did really well to qualify the unloved TS16 in 22nd place in Canada, finishing a worthy 10th. For Watkins Glen, Helmut qualified 23rd, and without any explanation, his car left the road and crashed very hard, killing the unlucky Austrian immediately, the second death at the USA track two years running.

Born 8/5/1943, Tampere, Finland

Starts:1

Points: 0

Wins:0

Poles:0

Fastest Laps:0

Curt Lincoln had been, until 1970, the only Finnish race driver of any international reputation. Curt did not go as far as Formula 1, after all, Finnish drivers were mostly known for their rally exploits. Leo Kinnunen made it to the upper echelons of motor racing in 1970, named Pedro Rodriguez’s partner at John Wyear Racing. He did well enough not to mess up the work of expert Rodriguez, and manage to manhandle the difficult Porsche 917 to four world championship victories. This was followed by three titles in the reasonably prestigious Interserie championship, supposedly the European equivalent of the Can Am series, from 1971 to 1973. For 1974, Kinnunen was to make the big move. The Finnish AAW Racing team decided to field their local hero in the F-1 championship, but the weapon of choice was anything but ideal: a Surtees TS16. Unfortunately for Kinnunen, his Formula 1 career comprised of 6 entries, with 5 DNQs. The only time he managed to qualify was in Sweden, where he started dead last, at 26th, and retired in the race. The 1974 GP entries were mostly oversubscribed, so there was no guarantee of starting a race, and Kinnunen posted the slowest time in three occasions, which happened to be the races with more entries [Belgium (32nd), England (34th) and Italy (31)]. So this was the end of Leo’s F-1 career, and he went right back to sports car racing for a few more years, before retiring for good. He holds the dubious distinction of being the last F-1 driver to race with an open face helmet. Finland would need to wait for Keke Rosberg to start its tradition of fast F-1 drivers.

Born 12/12/1946, São Paulo, Brazil

Starts: 144

Points:

Wins: 14

Poles: 6

Fastest Laps: 6

Young Emerson Fittipaldi broke into the F-1 scene in 1970, after a quick rise through FF, F3 and F2. He debuted in the British GP, qualifying last driving for the Lotus works team, but having no other than Graham Hill by his side, the man who had been champion a couple of years before. By his second race, Emerson had scored three points in the German GP, and after an eventless race in Austria, disaster came for Lotus. Lead driver Jochen Rindt, who was leading the championship, died in Monza, after Emerson himself had an accident. So Lotus withdrew from the race and suddenly Emerson found himself in the unusual position of team leader, at 23 years of age, for the team which was leading the championship. Many youngsters might have cracked, but rather than doing that Emerson won the next race, the US GP, after Pedro Rodriguez ran out of fuel in the latter part of the race. Suddenly, Emerson was the new star in the making, obvious world champion material. For 1971 Emerson was back at Lotus, but the car’s and driver’s performance went a notch down. In fact, Emerson’s best result was a second in Austria, which helped by a couple of thirds and a fifth got him 16 points. Lotus was experimenting with a Turbine car that year, Emerson had a road accident which put him out for one race and losing Rindt finally sank in. However, judging from his F2 exploits Emerson was not a flash in the pan. 1972 started slowly, with a retirement in Argentina, but then Emerson had a succession of great results: 2nd in South Africa, followed by a win in Spain,. 3rd in Monaco, another win in Belgium, second in France and another win in Britain. That was enough to put him in a commanding lead for the championship, which he ended up conquering after wins in Austria and Italy. The year did not end up very well, but Emerson was crowned the first Brazilian world champion, and the youngest ever at the time. For 1973, Emerson had for the first time since 1970 a co-driver of the same caliber, Ronnie Peterson. This might have caused the mid year slump that resulted in Emerson failing to defend his crown. The year started well enough: three wins from the first four races, and six straight podiums. Things started to go bad after Monaco, and Stewart had kept very close to Emerson during the start of the year. When Peterson began to find his pace at Lotus, it became apparent that Emerson was overdriving a bit, witness to that is the fact that he scored five of his six fastest laps during that year. Fittipaldi retired four times in succession, including a fairly avoidable accident with Scheckter in France, while dicing for the lead. He had an accident in practice in Holland, which essentially put him out of the hunt for two races. In Austria he was leading when he retired. So by Italy it was clear that Stewart would be champion, but even so, Emerson put in two great performances in Italy and Canada, that netted two second places. Some swear that he won the confusing Canadian race, which ended up assigned to Revson. By the end of the year, it was clear that Emerson would not stay at Lotus, and he made a shrewd decision signing for McLaren, which had the most promising design of the year, the M23. Indeed, Emerson soon got settled well in the new camp, winning his second race for McLaren, with a number of good results in the beginning of the year. From the French to the Austrian GP Emerson posted three retirements, which allowed Clay Regazzoni to get closer to him on the table. Even so, Emerson reacted well in the last three races, finishing 2nd in Italy, winning in Canada and posting a fourth in the USA, being crowned world champion twice at 27 years of age! 1975 appeared to be good, starting with a win in Argentina and 2nd in Brazil, but unfortunately for Emerson, Niki Lauda and the Ferrari were uncatchable, plus there was another mid year slump. This was salvaged by a win under treacherous conditions at Silverstone, and a couple of 2nds in the final two races, meaning that Emerson had either been champion or runner up for 4 years running. Then news that sunned the racing world. Rather than continuing the good life as a top driver at McLaren, Emerson made a move to his brother’s Copersucar sponsored team. In hindsight it was one of the worse moves in F-1 ever. The Fittipaldi brothers probably thought that putting together a Ford Cosworth/Hewland gearbox special could ensure them of victories. However, not all Cosworths or Hewlands were the same, neither were the Goodyear tires that shod the cars, they would soon find out. Emerson dropped from a top-2 driver status to scoring a meager three points during the course of 1976, from three hard earned 6th places. The car showed some promise in Interlagos, posting the 5th qualifying time, after being 3rd on the timesheets for some time. For 1977, Emerson was back in the Fittipaldi team, and the beginning of the year was not bad: 3 scores our of four races. At least the Copersucar proved to be strong, although not fast, enduring the very hot South American races. However, the middle of the year as again bad news for Emmo, as the new David Baldwin designed F5 did not work well, and the former world champion had to endure the shame of non qualification twice more. Emerson did get an additional three points from 4th in Holland. For 1978, the Baldwin car was redesigned by Giacomo Caliri, and it became a more effective racer. In fact, Emerson finished second in Brazil, on sheer merit. There were some signs of hope, as the car performed well on several occasions, qualifying in the top ten a few times, and netting 18 points at the end of the year. Part of the spike in performance was due to the fact that Goodyear decided to allot the former world champion some decent tires for a change. For 1979, the F5A was used in some races, and the new F6 in others. With the F5A, Emerson got a 6th point in Argentina, which turned out to be the only point of the year. The F6 was not a good car, and Emerson was nearer the back of the grid again. For 1980, the brothers decided to buy the assets of the withdrawing Wolf team, Keke Rosberg included. The team also had a new sponsor in Skol beer. In general, Emerson’s performance in qualifying was very discrete, and Rosberg was obviously quicker. Emmo managed to get a final podium, from 3rd in Long Beach, plus another point from a sixth in Monaco. By the end of the year he decided he had enough, and changed to a managerial role, attempting to keep the team afloat. Emerson and Wilson managed to do so for a couple of more years, but then the dream of a Brazilian F-1 car was gone. Emerson went back to Brazil, and began racing go-karts for fun. Eventually he tested the Spirit F-1 (designed by the M23 designer Gordon Coppuck) car in 1984, but no deal was cut. The fire was back and he ended up in Indy cars, forging a career that was as successful as his early F-1 days. He has recently raced competitively in the GP Masters series, close to 60 years of age!

Cars Driven

Formula 2: Lotus

Formula 3: Lotus

Formula Ford: Lotus

Formula Ve: Fitti-Ve

Formula Indy: March, Lola, Penske

GP Masters: Reynard

Sports-Cars: Willys Interlagos, Malzoni-DKW, Karmann-Ghia Porsche, Fitti-Porsche, Lola T-210, Porsche 917, March GTP, Porsche 911 (IROC(, Camaro (IROC)

Can-Am: Porsche 917

Touring Cars: Renault 4CV, Alfa Zagato, Renault R8, Renault Gordini, Willys Interlagos, VW, Ford Capri, Ford Corcel

Born 12/25/1943, Sao Paulo, Brazil

Starts: 36

Points: 3

Wins:0

Poles:0

Fastest Laps:0

Wilson arrived in F-1 in F-1 on the strength of younger brother Emerson’s good performances of 1970 and 1971. Actually Wilson had tasted F-1 driving a spare Lotus in the non-championship Argentine GP of 1971, but his world championship debut took place in Spain, in 1972. Driving a BT33 car, Wilson finished 7th and qualified midfield. He led the first lap of the first Brazilian GP (non championship) and finished a couple of other times near the points paying positions in 1972 (another 7th in Germany and 9th in France). This was nowhere near brother Emerson’s stellar championship season, though. All the same his performance was good enough to be called back by Brabham for 1973, initially driving the year old BT37, eventually graduating to the BT42. Wilson did better this year, finishing 6th in Argentina, earning his first point. He raced extremely well at Monaco, dropping out in the latter stages of the race while in 3rd, and got another couple of points in Germany. He was outshone by fellow Latin American Reutemann, and dropped a bomb in the racing world, when he announced he would build the first Brazilian F-1 car. The Fittipaldi brothers had already built many racing cars in Brazil, including a double engined VW Bettle, but nothing near F-1 power. Wilson did race once in F-1, in 1974, driving in the non championship Brasilia GP, but spent the rest of the year building his dream. However, designing and building a F-1 race car in Brazil was no easy task, as he tried to use Brazilian suppliers as much as possible. The Ford engined car was unveiled in late 1974, and appeared very slick. The slickness did not work on the race track, and the race version was much different (and uglier) than the car presented to the press. The debut was not very auspicious: a crash with fire in Argentina. This was followed by a thirteenth place in Brazil. The car did not qualify in South Africa and Monaco, and Wilson had an accident in Austria, hurting his hand, when the car was performing best (it posted the 20th fastest time out of 30). He was out of the Italian GP, handing the car over to Merzario, and appeared for one final race in the USA. Wilson shocked the world again, announcing the signing of brother Emerson for the 1976 season, never again seen in F-1. He continued to race well into the 90’s, managing to win races in partnership with son Christian.

Cars driven out of Formula 1:

Formula 2: Brabham

Formula 3: Willys Gavea, Lotus

Sports cars: Willys Interlagos, Alpine, Porsche (917, 911), Lola T70, Lola T210, Ford GT40, AC-VW, Fitti-Porsche, Karmann Ghia-Porsche

Can-Am/Interserie: Porsche 917

Touring cars: Renault, Chevrolet (Opala), Alfa Romeo GTA, VW

Born 6/26/1935, Cormano, Milan, Italy

Starts:0

Points: 0

Wins:0

Poles:0

Fastest Laps:0

Facetti was a frequent competitor in European sports cars and touring car races during the 60’s through early 80’s, mostly affiliated with Alfa Romeo and other Italian manufacturer in his early career. In fact, in 1974 he landed a drive in the Autodelta sports car team, which raised his profile somewhat. He had also been affiliated for some time with a gentlemen called Martino Finotto, who decided to hire a Brabham BT 42 for Carlo to drive in the Italian GP. Facetti did his best, but could not qualify the car. He continued to enjoy a long career in Sports and touring cars for many years thereafter, and was a principal in the Alba Parma Group C2 project in the 80’s.

Cars raced out of Formula 1:

Formula 2: Tecno

Formula 3: De Sanctis, Lotus, Brabham, Branca, Tecno

Formula Junior: Facetti, Dagrada

Sports-cars: Alfa-Romeo, Lancia (Beta, Fulvia, Stratos, Flamminia), Porsche (906, 910, 907, 935), ASA, Ferrari (250 GTO, Dino, 308, 365 GTB), Abarth-Osella, Lola T210, Osella, Alba, Chevrolet Camaro

Touring cars: Alfa-Romeo (GTA, GTAM), BMW (3.0 CSL, 530)

9/26/1943, Sydney, Australia

Starts: 34

Points: 7

Wins:0

Poles:0

Fastest Laps:0

Judging from the press Schenken got in 1968, one would expect him to be world champion by the early 70’s. In fact, Tim had swept every one before him in F-Ford and Formula 3, winning in one year more races than most people win in a career. Things started to get tougher in F-2 though. Needless to say, F-1 was no piece of cake either. Tim got his first break driving the De Tomaso for Frank Williams, replacing Brian Redman. To his credit he managed to qualify the car all four times he appeared, a better performance than Redman’s. This was sufficiently good to attract the Brabham team, which signed Tim to replace Jack Brabham. The early part of the year was a bit tough, but in Britain Schenken qualified 7th. This was followed by three other top ten starts, plus a good helping of points from 6th in Germany and a swell 3rd place and podium in Austria. By the end of the year Schenken was back to the bottom of the timesheets, and was not retained by Brabham. In F-2 he showed a good turn of speed, and was one of the top drivers in the category. Leaving Brabham seemed right, as the team was obviously on a downward spiral, while Team Surtees, which Tim joined, seemed to be on the way up. The beginning of the year was not bad: right on his first race, Schenken scored a 5th place in Argentina, followed by eight place on the grid in South Africa and good placings in the Bristh non championship races. Henceforth, Schenken’s performance dropped, in spite of two very “racy” 5th grid positions in England and France. The relationship between Schenken and Surtees, known for being difficult, did not gell, and by the end of the year Tim had been shown the door, qualifying 32nd and dead last in the USA. For 1973 Schenken was already out of a regular drive in F-1, although he remained in the limelight in Formula 2 and Sports Car racing with Ferrari. He was one of several drivers to have the displeasure of driving an Iso Marlboro that season, in his case in Canada, finishing 14th. For 1974, Tim was going to back on the frame, with an ambitious project. Rondel (Ron Denni’s F-2 team) had been planning an entry in F-1, but wisely gave up along the way, the project being picked up by no other than Ron Tauranac, the Australian that ran Brabham in 1971, before selling to Bernie Ecclestone. The new team was going to be called Trojan and in spite of the principal’s credentials, seemed to be a little short on funding by the time it appeared in Spain. The car also looked somewhat bulky, and it soon became clear that this would not be the instrument to revitalize Schenken’s F-1 career. He did manage to finish 3 times, including two tenth places, but also failed to qualify a couple of times. The project would not survive beyond Monza, so for the North American races Tim was free. As usual, Lotus planned to field a 3rd car in Watkins Glen, and Schenken was named to drive it. Another lost opportunity this was. Schenken qualified only 27th out of 30 and was the first reserve. He ended up starting anyway, but was disqualified in what amounted to be his last GP. Schenken continued racing a few more years, mostly driving assorted Porsches and Sports cars for the Georg Loos team, finding some success at this level. Eventually he founded the Tiga Racing concern with Howden Ganley , and continues to be involved in the sport to this day, in a managerial role.
Cars driven outside of Formula 1:

Formula 2: Brabham, Surtees, Motul, Alpine, March

Formula 3: Chevron, Brabham

Sports-cars: Ferrari, Porsche (935, 934, 911 Carrera), Mirage, Ford GT40, Chevron, Matra-Simca

Touring cars: Ford Escort

Can-Am/Interseries: Porsche 917

1/1/1951, Grainau, near Garmish Partenkirchen (Germany)

Starts: 72

Points: 29

Wins:0

Poles:0

Fastest Laps:0

The 30’s seemed to be so far away when young Stuck appeared on the scene. These were the days of German drivers such as Rosemeyer, Caraciolla, Lang, Von Brauchtisch and another man with a familiar name, Hans Stuck. The latter was, of course, Hans Jr.’s father, one of the most effective drivers of Auto Union cars, who raced well into his 60’s. So there was some expectation that Stuck might revive the German flag in GP racing, when he was hired by March for the 1974 season. The first couple of races were rather normal, typical learning curves for a young debutant. By South Africa though, Stuck had qualified a wonderful seventh place and finished 5th, earning his first points. In Spain he finished 4th, so right at the start of the year he had accumulated 5 points, more than the highly rated Jody Scheckter. The rest of the season did not go as well, though. The spark that was shown in these two races seemed to be gone, and spite of three other top ten grid starts, Stuck was not closer to the front the rest of the year, in fact, dnq twice. Above all a BMW driver, Stuck was slated to drive in the USA in 1975, so he was out of F-1, However, he retained his ties to March, and ended up appearing in five races at the end of the year. Again, Stuck showed the hallmark of his GP career, inconsistency. He was extremely fast in qualifying for the German and Austrian GPs, but totally indifferent in his other outings, mostly retiring. Even so, he was called back by March for the 1976 season. Hans did really well in Brazil, finishing 4th, but his performance dropped to the indifferent level, specially after the arrival of Ronnie Peterson in the team. In Monaco, though, Stuck qualified an excellent 6th and finished 4th, proving he was indeed skilful. After other indifferent outings, Stuck found qualifying pace in several of the last races of the year, including a 4th place start in the tragic German GP, the last one held in the Nordschleife. Mostly he failed to turn these scintillating qualifying performances into results, although he managed to score an additional 2 points from 5th in Watkins Glen, a race track where he seemed to excel. So Hans was not back on the grid for 1977, although he was called by March to race one of its by then hopeless cars in South Africa. Then a big opportunity arose. Brabham seemed to be on the verge of a turn around that year, with Alfa Romeo 12 cylinder engines. Lead driver Carlos Pace had led races, and appeared to be one of the favorites for the title, until disaster struck in the form of a light airplane crash. Pace and the other plane occupants died, leaving a spot open in the Brabham team. Ecclestone decided to give Stuck a chance. Again the pattern arose: in certain tracks, such as Monaco, Stuck seemed destined for bigger things; in others, he would qualify midfield and have lackluster performances. He did score points in 2 of the first four races for Brabham, but these were 6th places and nowhere near the form shown by Pace or Watson. The pressure was on Stuck, and he realized he had to perform to save his single seater career. He did well for a stretch, scoring points in three straight races, including two podiums, but by Holland he was off the pace again. Then in Watkins Glen his big day: Stuck qualified 2nd, and come race day, it rained: Hans was a known rain meister. He shot right into the lead and had his fifteen minutes of glory in F-1, however, ended up crashing and retiring. He did not show the same pace in the last two races of the year, and ended up replaced by no other than World Champion Niki Lauda. So Stuck went out looking for work in 1978, and found a berth at Shadow. This did not seem so bad, as Shadow had finally broken into the winner’s circle in 1977, however, the team underwent major upheaval early in 78: many of the top personnel left to form Arrows, including lead designer Tony Southgate. So soon it became clear that this would not be an easy year, and indeed it was not. Stuck barely qualified midfield most of the year, and finished in the points a single time, in Brand Hatch. Again in a spurt o qualifying bravado, he started 8th in Canada, but collided with Fittipaldi, so that was the end of that. For 1979 Stuck did not have many options besides joining the German ATS team. This was obviously a ‘survival” move at best, and besides a heroic 12th place grid spot in Monaco midseason, and improving qualifying pace towards the latter part of the year, it appeared the game was up for Stuck in F-1. He did manage another good performance in Watkins Glen, scoring 2 points in his last GP. He continued a long career driving sports cars and touring cars for several manufacturers (mostly German), avoiding single seaters until a recent appearance in the GP Masters category, where he drove with distinction. Germany would need to wait a few more years for a GP hero, but boy was it worth the wait!

OUTSIDE FORMULA 1

Stuck was runner up in the European Formula 2 Championship, 1974. He won the European Touring Car Championship and the DRM in 1972. He won Le Mans twice,

OTHER CARS:

Formula 2: March-BW, Brabham Ford, Ralt

Sports Cars: BMW (3.0 CSL, 320 Grup 5, M-1, V12), Sauber-Ford, Porsche (956, 962, 911, 911 GT1), Audi, Sehcar (Ford, BMW), Kremer Porsche

Touring cars: BMW, Opel, Ford, Audi

Born 7/10/1946, Charenton, near Paris, France

Starts:132

Points: 31.5

Wins:0

Poles:3

Fastest Laps:3

Judging from Jean Pierre Jarier’s season in Formula 2, he looked like a serious candidate for France’s first world champion. Unfortunately, he ended up the eternal underdog, at times as unlucky as Chris Amon. Jarier began in touring cars in his native France, eventually making to Formula 3, where he did well enough in 1970 to finish third in the series. He shot straight to Formula 2, where he did not show too much pace, but had occasional podiums. That year he also made his debut in Formula 1, racing a year old March to 12th place in Monza. Jarier went back to Formula 3 in 1972, after he lost his ride to Jose Dolhem, but did well enough to attract March, which hired him for its 1973 Formula 2 team. He ended up getting a Formula 1 ride as well, when March decided to fire Amon under conditions that were never made very clear. Although he was stupendous in Formula 2, in Formula 1 Jarier did not impress much, except for 7th [place qualifying in France. He finished a single race, in 11th, at Watkins Glen. For 1974, Jarier was hired by the Shadow team, which had debuted in 1973. Initially hired to be Revson’s number 2, suddenly Jarier found himself teamleader, after the American’s death in Kyalami. His first races were subdued, but then he showed a great turn of speed in Monaco, qualifying sixth and finishing 3rd. He got a second helping of points in Sweden, but run into a slump between the French and Austrian GPs. He qualified near the front in the Italian and Canadian Grands Prix, but did not score any more points. He was obviously retained by Shadow, and became the sensation of the Sotuh American races. With the DN5 Shadow, Jarier scored pole positions in Argentina and Brazil. His lack of luck showed up in a big way in Argentina, when he had mechanical failure during the warm-up, thus failing to start. In Brazil he did start, run away from everybody, scored fastest lap, but retired while in front. It was early in the season, so there would be more chances for Jarier to show his worth. However, the Shadow became a midfield runner in the next couple of races, although Jean Pierre did score 1.5 points from fourth in Spain. There were rumors that Jarier’s pace had to do with a special Cosworth engine that was tried in his car, and once the engine was gone, so was the pace. Then, Jarier shut up his critics, qualified an excellent third in Monaco, and fourth in France, Pryce had a pole in Silvertone, so it seemed as if the Shadow was just plain inconsistent. An experiment with a Matra V12 engine did not increase the Shadow’s speed, so “Jumper” ended the year with 1.5 points. He continued racing for Shadow in 1976, and again ran away from the competition in Brazil, scored fastest lap and retired. However, Jarier was only competitive in Brazil and South Africa, did not score any points during the year, and fell out of favor at Shadow. Pretty much yesterday’s news, Jarier was hired by ATS in 1977, which was running year old Penskes that season. Again he popped a surprise, qualifying 9th and finishing 6th in Long Beach. That was the last glimpse of competitiveness coming from the ATS Penske. He ended up leaving the team, racing for Shadow in Watkins Glen (9th) and Ligier in Japan (retired). He was back at ATS for 1978, running a few races for the team, with a season best 8th place in South Africa. Then the opportunity of a lifetime: Ronnie Peterson was killed in Monza, and Jarier was called to take his place in Lotus, the absolute best car of the season. Jarier did really well in Watkins Glen, posting fastest lap and running out of fuel near the completion of the race, and then in Canada, he started from the pole, was running away with the race, but had an oil leak and retired. Suddenly, Jarier’s talent became evident again, and Tyrrell was quick to sign the Frenchman. He did well at a few 1979 races, in fact scoring the most points ever in a season, including two third places in South Africa and Britain. However, Tyrrel was no longer a top team, and the performance dropped in 1980. The podiums were gone, and the best Jarier could do with the 010 was 5th place, three times, breaking into top 10 qualification three times. Let go by Tyrrel, Jarier did a couple of races for Ligier in early 1981, replacing the injured Jabouille. He was then hired by Osella, and did a decent job with poor machinery. He continued at Osella in 1982, and scored three points with a fourth in the ill supported San Marino GP. He failed to qualify quite a few times during the year and left the Osella team by the end of the year. For 1983, Jarier was hired by Ligier, another team that was in obvious decline, Jarier qualified well in some of the street races (Long Beach and Monaco), but the best he could do was 7th in Austria. By the end of the year, there would be no more offers for Jean Pierre, who continued racing mostly sports, GT and touring cars to this day.

HENTON, BRIAN

Born on 9/19/1946m Derby, England

19 starts

0 points

1 fastest lap

Judging a driver’s future F1 success from his lower category success is a real gamble. Many would predict Henton would have a stellar future in F1, based on his outstanding F3 season in 1974 and excellent F2 performances, culminating with the championship in 1980, after several tries since 1975; the opposite would be said of James Hunt and Nigel Mansell. Granted that Henton never had top line rides in Formula 1, but a little more than 0 points from 19 starts spanning seven seasons was expected from the Brit. Henton’s debut took place with a down on luck Lotus, in 1975. These were hard times for Lotus, and not even the super quick Peterson was any longer able to make the aging Lotus 72 go even reasonably fast. So Henton’s three drives with the team netted a single 16th place, a non classification and a DNS. Absent from F1 in 1976, Henton was back in 1977, He raced for the March works team in Long Beach, posting 10th place, and then tried to field his own car, an uncompetitive March 761, a courageous undertaking in the 70's. This mount netted three DNQs, before Henton was called by the HB Bewaking team to have a go in one of their Boros, which as a renamed Ensign. He managed to qualify for the Dutch race, but was disqualified. In 1978 Brian tried Keegan’s car for Surtees in Austria, in the latter days of the soon to be defunct team. He DNS. After his victorious F2 championship year with Toleman, in 1980, Henton was hired by the team to race the Hart engined Toleman. This was pretty much a development year for the team, and the 4-cylinder turbo engine was down on power, meaning a whole bunch of DNQs for poor Henton. He salvaged a 10th place in Italy, 3 laps behind the winner. Henton left Toleman in 1982, and did three races for Arrows, before shifting to the Tyrrel team. His Arrows days were unsuccessful, but at least Tyrrel looked reasonably competitive. However, in this car, Henton was completely overshadowed by young team mate Alboreto, who scored many times during the course of the year, winning a race, and Henton’s best race result was 7th in Germany. He also finished 8th three times, so under the new scoring system he would have scored four times! The only major accomplishment that year was highly questioned by many: an unlikely fastest lap in the British GP was Henton’s sole F1 career prize. After this season, Henton faded away from F1 and racing in general.

HASEMI, MASAHIRO

Born 11/13/1945, Tokyo, Japan

1 Start

1 Fastest Lap

The Japanese Grand Prix was included in the F1 calendar in 1976. Japan was beginning to become a global economic powerhouse and its car industry was making headways against the American and European competition. Early Japanese forays in F1 had been limited to the mildly successful Honda entries of the 60’s and the disastrous Maki in the 70s. So when it was announced that Kojima would enter the debut Japanese race, with a Dunlop shod car at that, not many people wagered their bets on a competitive entry. However, Masahiro Hasemi did manage to qualify the car tenth, and in the race was credited with fastest lap, a claim that many dismiss as fictitious to this day. This turned out to be Hasemi’s single F1 start, so he stands as the only single race participant to post fastest lap. In Japan Masahiro won a multitude of titles, in single seaters and tin tops. He also competed outside of his country, in Le Mans and other events.

He ended up the GP driver with the largest percentage of fastest race laps in his career, 100%!

GIMAX

Starts:0

Points: 0

Wins:0

Poles:0

Fastest Laps:0

Mostly a driver of 2-liter Osellas in the National Italian Championship, with some experience in International events, Gimax was totally out of his depth when he attempted to qualify a Surtees in the 1978 Italian GP. To his credit, he posted the 28th fastest time out of 32, which was not enough to insert him in the long list of GP starters. He went right back to calmer waters, the Italian local scene.

In a 1980 interview in Auto Esporte magazine, Emerson Fittipaldi said Gimax was the worst GP driver he witnessed on track.

Born 1/4/1954, Vienna Austria

Deceased 6/1/1986, Le Mans

Starts:8

Points: 2

Wins:0

Poles:0

Fastest Laps:0

Austrian Jo Gartner had a fair career in the lower formulae, including a third in the European F3 Championship of 1978. The going got rougher in Formula 2, but he persisted for many years, including a victory in the prestige event at Pau, 1983. This gave him enough clout to raise sponsorship and land the second Osella seat in 1984. He qualified all eight times he was entered, which was a feat driving for Osella, and managed to earn 2 points on the strength of a 5th place in Italy, a rare occasion when Osella scored. However, after the season no further backing or offers were forthcoming, so Gartner went sports car racing. Unfortunately, he met his death driving one in Le Mans, 1986, after finishing fourth in the 1985 race.

Born 12/24/1941, Hamilton, New Zealand

35 Starts

10 points

New Zealander Ganley came to Europe in the early 60’s, cutting his teeth as a mechanic, and staying close to the paddocks. Eventually he made enough money and contacts to race in F-F and F-3, reaching some success against some fierce opposition in the late 60's against the likes of Emerson Fittipaldi and Ronnie Peterson. By 1970 he was racing in F-5000 and was runner up in that championship. On the strength of such performance, and with private sponsorship, Ganley landed the 3rd seat in the BRM squad, for 1971. After a slow start, including a retirement due to sunstroke in South Africa, Ganley got into the swing of things. BRM was having a relatively excellent year, and by the end of the season Howden was featuring in the top six: he was very close to victory in the Italian GP, a few hundredths of seconds behind his team mate Gethin. He ended up the year with 5 points, including the 5th place in Italy. So it was not surprising that Ganley was back in BRM for 1972, with a more leading role, given the deaths of both Siffert and Rodriguez the year before. The team would be introducing Marlboro as a sponsor, and had a novel approach to racing in the 70s: team boss Louis Stanley intended to field 5 cars in every race - a primary team (featuring Ganley plus Beltoise and Gethin), and secondary “country teams”. This proved to be the downfall of BRM. As one of the few teams that built its own engine, the British team went from race to race without knowing how many cars would start. By mid year, the “country” team scheme had disappeared, and BRM was fielding a more “sensible” three cars. However, this caused enough attrition in the team, to the point that Ganley was punished in the British GP. He came back at the Nurburgring , earning 4th spot, plus 6th in Austria, for a year total of 4 points. It was not surprising that Ganley was not called back by BRM for 1972, but he continued to be supported by Marlboro: he was one of the Williams teams drivers. The bad news was that the Iso Marlboro was pretty much the laughing stock of the 1973 field, and in only two occasions did Ganley look competitive: in Monaco, where he qualified 11th and ran close to the top 10 in the early part of the race, and in Canada, where the pace car mistakenly had him as race leader. Notwithstanding the mistake, Ganley finished 6th in the race, his sole point in 1973. For 1974, Howden began the year driving for March, finishing 8th in Buenos Aires and retiring in Brazil. He was then hired by the hapless Japanese Maki team, in which car Ganley didn’t look even close to qualifying, in the two occasions he was entered: Britian and Germany. In the latter event, Ganley was hurt in qualifying, and this wrapped up his F1 career. He continued to race in odd sports cars events, and eventually would found the Tiga racing concern with Tim Schenken.
OUT OF FORMULA 1

Ganley was a front runner in British and Continental Formula 3 in 1969, and was runner-up in the 1970 Formula F5000 Championship. He came in second in Le Mans, 1972, co-driving a Matra-Simca with Francois Cevert.

He almost became a Formula 1 constructor in 1973. The backers for the Ganley F-1 project vanished, but the chassis almost re-merged as the Tiga, later on.

Cars driven:

F-5000: McLaren

Formula 3: Chevron, Brabham

Sports Cars: Matra-Simca, Mirage, Chevron

Interserie/Can Am: BRM

Born 1/27/1934, Phoenix, Arizona

Starts:11

Points: 0

Wins:0

Poles:0

Fastest Laps:0

Judging from Follmer’s first couple of races in 1973, he was destined for big things in GP racing. However, sound we found out it was not to be. He did manage the most difficult, scoring points in his first two races, including a podium finish, in a brand new car, and then his performance dropped. Almost 40 when the raced for Shadow in 1973, Follmer had won the prestigious Can Am championship the year before. He had been very successful in US racing, and was hired by Shadow for its first assault in the GP world. He finished 6th in South Africa and an amazing 3rd in Spain, and qualified a competitive 11th in Belgium, but the rest of the year was all heart aches. Follmer decided it was not worth the trouble, and went back acing in the USA, doing Trans Am and Can Am racing well into the 80’s.

Cars raced by Follmer out of Formula 1:

Formula 5000:

Formula Indy: Vollstedt, Cheetah, Hawk, King, Morris, Eagle

Sports cars: Porsche (911, 904, 935, 908, 934, 956), Ferrari (275 LM, Dino 206), Toyota Celica, Chevrolet Monza

Can-Am: Porsche (917), Shadow, Lola T70, Ford G7A, McLaren, Prophet

Touring: AMC Javelin, Ford Mustang

11/8/1947, Bologna, Italy

Starts:0

Points: 0

Wins:0

Poles:0

Fastest Laps:0

Giorgio Francia was a fair, but not an outstanding Formula 2 driver in the 70's, but lucked out in becoming one of Alfa Romeo’s useful hands for many years, and as a result, managed to be entered in one of the Alfa engined Brabhams for the 1977 Italian race. The entry was scratched, but Francia would have another chance. He was entered by Osella in one of its cars for the Spanish GP, but Francia did not qualify. Giorgio wisely decided Sports Cars and Touring Cars were his niche, racing well into the 90’s, with some success

Born 8/13/1946, Bushery Heath near Watford, Hertfordshire, England

0 starts

0 points

Skier Divina tried to follow on the footsteps of Lella Lombardi, without great success. She did make some impression driving a Surtees TS-16 F-1 car in the Shellsport series of 1976 and 1977, but the car was far from a strong proposition for the World Championship, when it was a new works car, much less as a privateer, old car. Thus, she did not qualify for the 1976 British GP, although she was faster than two guys who tried to get into that race. Later, in 1978, she attempted to qualify a Hesketh 308E in the two South American races, with no success. She continued to race well into the 2000’s, in a variety of categories, including a latterday Lady Racer's Cup that did not fare well as a category.

FUSHIDA, HIROSHI

Starts: 0

Points: 0

Wins:0

Poles:0

Fastest Laps:0

There were a few competent Japanese drivers around in 1975, so it is not really understandable why the Maki outfit chose Hiroshi Fushida to attempt to qualify its cars in 1975, as Fushida had no pedigree even in local Japanese racing. It was all the same, as not even Niki Lauda could have extracted speed from the heavy looking Ford, Hewland special. Hiroshi almost started the Dutch race, because there were only 25 cars present, but blew his engine in practice, and was nowhere near qualifying in Silverstone. Needless to say, nobody was further interested in Fushida’s talents, even with the advent of the Japanese GP in 1976. So he missed out on being the first Japanese to ever qualify for a Grand Prix.

3/11/1953, Dundrun, Dublin

Starts:48

Points: 15

Wins:0

Poles:0

Fastest Laps:0

Daly was very fast in Formula 3, in 1977, winning the BP title against some fierce competition. He upgraded to Formula 2 still in 1977, finishing 5th in his debut, but unfortunately the Chevron did not provide him with enough speed to match the dominant Marches. At any rate, he did make his Formula 1 debut in 1978, at first trying to qualify the slow Hesketh three times, and eventually being hired by Ensign. In the latter car things improved, to the extent that he was qualifying midfield by the end of the year, finishing 6th in Canada. He continued at Ensign for 1979, but the eternally poorly funded team did not provide him with a sufficiently fast car. Toward the end of the year he got a nicer break, being hired by Tyrrell, qualifying 11th and finishing 8th in Austria. He was retained by Ken in 1980, finishing an excellent 4th in Argentina. However, Tyrrell was a shadow of its former self in 1980, and although Daly managed to qualify in the top 10 once (Austria, again), he only managed to score points again in Brands Hatch, another fourth place. So for 1981 he was hired by March, a definite step down, failing to qualify for the first six races of the season. He did qualify for all but one of the other season’s races, managing to squeeze a 7th from the recalcitrant machine. He was then hired by Theodore to race its car in 1982, where at least he was qualifying. Just when things were looking gloomy, Daly got the chance of a lifetime, being called by Williams to replace the retiring Carlos Reutemann. As is the case with many drivers who get a real break, Daly blew it. While teammate Rosberg was scoring many points that would eventually give him the championship, the best Daly could do was 5th place 3 times, and 6th a couple of times. He was involved in accidents, barely ever qualified well, and raced indifferently. It was not surprising that Williams did not keep him, and no one else showed interest in the Irishman for 1983. He did the right thing, and got involved in Indy cars, which was becoming much more open to foreign drivers in the mid 80s. Although he never won a race, he did run well on occasion, also getting involved in the IMSA series, where he did win races for Nissan. He would eventually become a TV commentator.

2/13/1948, Dinfermline, Scotland

Deceased 08/06/2002, Florida

Starts:2

Points: 0

Wins:0

Poles:0

Fastest Laps:0

Like many other oldtime GP drivers, Crawford started out tending race cars as a mechanic. Current GP drivers generally begin their carrers at 6 years of age, with the full help of their dads. Well, times have changed. Eventually Jim showed better pace than his boss, and became involved in Formula Atlantic. He was runner up in the 1974 British Atlantic title, catching the attention of Colin Chapman, who was certainly longing for a new Scottish charger. In 1975 Crawford had the chance to drive in two G.P.s, both in Lotus, but the outings were far from successful. He started 25th in the British and Italian GPS, retiring from the former and finishing 13th in the latter. He was never seen in Formula 1 again, and after a few more years of Atlantic and Aurora racing, he made it to the USA, where he was successful in Can Am then trying his hand in Indy Car. He had a huge shunt in the latter category, but for many years was able to find rides in Indianapolis. He died in 2002.

3/31/1956, Culver City, California

Starts:0

Points: 0

Wins:0

Poles:0

Fastest Laps:0

Cogan was a very fast Formula Atlantic driver, a contemporary of Gilles Villeneuve’s and Bobby Rahal’s. However, in the top categories Cogan was far from successful. He had two chances in Formula 1, first with the RAM Williams in the 1980 Canadian Grand prix, posting the slowest time and failing to qualify. Then he was given a chance by Ken Tyrrell, in the 1981 Long Beach GP, also failing to qualify. After that Cogan tried his hand at Indy Car racing, and at one point was a Penske driver. He crashed and injured himself often and blotted his copybook when starting from the first row of Indianapolis, he caused a crash that took out Mario Andretti.

Born 11/11/1937, Monza

Deceased May 26, 2001

Starts:74

Points: 15.5

Wins:1

Poles:1

Fastest Laps:1

The over enthusiastic Brambilla was definitely a fast driver on his day, however unpolished. By the time he made it to Formula 1 he was a veteran, having began in motor sports all the way back in 1957. For a while he acted as mechanic for older brother Ernesto, who flirted with Ferrari in the late 60’s, to no avail. Vittorio ended up racing again, in spite of advancing age, and became known as the Monza Gorilla in Formula 3 circles. He soon jumped to Formula 2, eventually becoming one of the few drivers in the 1973 season to challenge dominating Jean Pierre Jarier. Driving a Beta sponsored March BMW, Brambilla won two rounds of the championship, and in some tables appears as runner up in the championship (regulations were very confusing that year, with two levels of races, other tables show Mass as runner up). This convinced his sponsors that Brambilla had to be in Formula 1 in 1974, and he was signed up by March as of South Africa. In the early part of the year, Hans Stuck appeared to be one of the season’s finds, but his star soon flickered, and by mid season Brambilla and Stuck were on equal footing. The 741 was not much of a good machine, but after qualifying 13th, Brambilla took 6th place in Austria. Then came the 1975 season. The 741 was used in the first two races of the season, run uncompetitively. However, as soon as the 751 took to the race tracks, a new March team and Brambilla emerged. He qualified 7th in South Africa, retiring with mechanical problems, and went a couple of places better in Spain, qualifying and finishing 5th in the season’s first “half race”. Then he surprised all by qualifying 5th in Monaco, a “driver’s track”, then further astounded his critics qualifying 3rd in Zolder and running a few laps in the lead. Unfortunately, he qualified well, but barely finished. Then in Sweden, Brambilla scored pole position, and run away with the race but a drive shaft broke finishing off his chances. He was suddenly a man to be reckoned with, and in fact, he continued to race competitively all year, ending up the winner of the rain shortened Austrian Grand Prix. Unfortunately most people remember than in the cool down lap an overly excited Brambilla crashed his car and bent his wide nose in front of surprised and wet fans. He had made his mark, for better or for worse. For 1976, Brambilla would remain in the March team, which initially ran Brambilla and Stuck. Then, for Long Beach, Ronnie Peterson was signed, and suddenly Brambilla was no longer the fastest man around. He continued to qualify in the top ten with great frequency, in fact, he only failed to do so in four races that year. Matters became worse when March decided to field a fourth car for Merzario, spreading resources thin. A number of retirements ensued, including several collisions, one of them involving team mate Peterson in Britain, and all Brambilla could do was another 6th place in Zandvoort. For 1977 he left March, and went to Surtees, never a very good career move. However, the TS19 was not a bad car the year before, and Brambilla managed to qualify close to the top 10 most of the year. He appeared less feisty than in the year before, and scored points three times, including 4th in Belgium. Surtees retained Brambilla and his Beta sponsorship for 1978, but by then the TS19 was no longer competitive. Vittorio did not qualify for the street races, and managed to score points for the last time in Austria. Then he was involved in the Monza accident that resulted in Ronnie Peterson’s death, keeping him out of the race tracks in early 1979. All the same, at that point Brambilla was yesterday’s news, and unlikely to be signed up by any team on a regular basis. He was involved in the early phase of Alfa Romeo’s return to Formula 1, racing in the last three races of 1979 with a season best o 12th in Monza. He was used by Alfa Romeo a couple more times in 1980, retiring in both instances, bringing the curtain down on his G.P. career. He continued racing sports cars competitively that same year, but age had caught up with him, and he quit motorsports in 1981. He died in May 26, 2001, a relatively young 65.

CABRAL, MARIO ARAUJO

Born 1/15/1934, Portugal

Starts:4

Points: 0

Wins:0

Poles:0

Fastest Laps:0

For many years Cabral was Portugal’s main driver, in fact, until the advent of Pedro Lamy, the only starter in the championship. Portugal held world championship races in 1959 and 1960, at Oporto, and Cabral was present in both. He raced Cooper Maserati both times, hardly the best combination around, and finished 10th in 1959. Portugal soon dropped out of the calendar, until the 80’s, but Cabral had enough of a reputation and pedigree to get more rides. He entered two races with Centro Sud, in 1963, managing to qualify in Germany, but not so in Italy. And in 1964 he was fielded in the old ATS, prepared by former Stirling Moss mechanic Alf Francis. He did qualify 19th out of 25, but retired in the race. Cabral continued racing well into the 1970’s.

BRISTOW, CHRIS

12/2/1937, South London , British

Deceased 6/19/1960 Spa, Belgium

Starts:4

Points: 0

Wins:0

Poles:0

Fastest Laps:0

Bristow was indeed a promising young driver, whom some considered very fast, others, crazy. His first GP was the British GP of 1959, starting 16th and finishing 10th, however winning among F2 machinery with a BRP entered Cooper Borgward, which he was using to great effect in F2 racing. For 1960 he got a berth at the privateer Yeoman credit Team, racing a Cooper Climax, and impressed immensely starting 3rd in Monaco. He retired from the race, as well as from the Dutch GP, where he again qualified impressively, 7th. In Spa he started 9th, but unfortunately met his death while dicing with Willy Mairesse. His death was gruesome, as he was decapitated by the catch fencing.

BROWN, WARWICK

12/24/1949, Sydney, New South Wales, Australia

Starts:1

Points: 0

Wins:0

Poles:0

Fastest Laps:0

Warwick Brown’s greatest claim to fame was winning the Tasman championship in 1975, which by then had lost quite a lot of its glamour and prestige, although the 75 series was contested by Chris Amon, one of the stars of Tasman during the 60's. This was sufficient to get the attention of F5000 team managers in the U.S.A., where Brown finished his career. It was in a US Grand Prix, at Watkins Glen, that Brown had the opportunity of driving a Formula 1 car, but unfortunately it was a Wolf-Williams, one of the most uncompetitive cars of the 1976 season. Warwick qualified 23rd and finished 14th, and not surprisingly, was not called for further outings. Brown continued racing in the US., in the repackaged F-5000, the re-born Can-Am series, posting good results.

BUENO, LUIS PEREIRA

Born 1939, Sao Paulo, Brazil

Starts:1

Points: 0

Wins:0

Poles:0

Luis Pereira Bueno was one of Brazil’s prominent racers during the 60’s and 70’s, and a contemporary of the Fittipaldi brothers and Carlos Pace. He raced successfully in Europe, in F Ford during 1969, winning many races, but considered himself too old to pursue an international career further. He went back to Brazil, continuing his winning ways in sports cars and touring cars, and managed a berth in the inaugural, non championship Brazilian GP of 1972. In this car, a March, he finished 6th. For the next year, Bueno scrapped enough of a budget to rent one of Surtees’ year old cars. In his single world championship entry he did not disgrace himself. He qualified last, but soldiered on to finish 12th. He continued racing in Brazil until 1975, briefly returning to race in the Stock Cars series in the 80s.

Cars driven out for Formula 1

Formula 3: Lotus

Formula-Ford: Merlyn

Sports Cars: Porsche, Bino Prototype, Hollywood-Berta, Alpine, Willys-Interlagos

Touring cars: Renault, Ford (Maverick, Corcel), Chevrolet (