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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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The Spirit Of Le Mans

Every person has a burning ambition inside them, born from a desire to test their resolve to the ultimate limit. Being able to reach those limits, to go beyond the boundaries, to come face to face with fear like nothing ever experienced before.

Not knowing whether the current lap will be the final chapter in the story. Holding on to every single piece of emotion so much, that the body tenses with every turn. Searching for ‘that’ zone, where the car becomes an extension of the mind through the curves and chicanes.

As the car begins to feel at ease gliding effortlessly through historic parts of the course another, more powerful, force enters the fray as Mother Nature calls upon all of her strength to cast sun, cloud, wind and rain into the dramatic opera. Responding. Reacting. Realising that this is all part of the test. Can the driver adapt and overcome to these powerful elements as the car speeds through treacherous rain on one side of the course to be met by dry conditions in another part?

Day becomes dusk. Dusk gently dissolves into night wrapping it’s cold arms around the circuit as the cars take on a new existence of life. The headlights flash at every turn, brake discs glowing hot in the cold night praying for morning to arrive, a step closer to that final chapter.

The field of gladiators dwindles, some temporarily but for others it is the end of the emotional journey.

On the horizon the first signs of daylight begin to appear as the sun rises to bring the start of a new day to this epic battle of endurance and speed. Drivers on the limit for every second of every minute of every hour.

There are no losers, not in this story, just the chosen men and women taking a journey into a world that few will ever experience. The crowd are roaring with delight, gasping at horrific crashes and applauding every driver that passes their vantage point. It is a distant respect of honour.

The excitement building to a crescendo of tears, laughter and sadness. To be victorious in unfavourable circumstances, humble in the disappointment of defeat and sombre at the loss of those who never returned from the journey.

Fireworks exploding along the grid as the hero crosses the line with the cast of equal heroes parading behind, every single one playing their part to perfection in this epic tale.

It is remembering why they do this, the reason that every single driver gambles with their life on every stretch of tarmac around this historic circuit and never forgetting that within a second everything can change.

That is the spirit of Le Mans.

Neil Simmons

Twitter: @world_racing

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Oulton Park puts on incredible BSB Showdown Decider

The British Superbike meeting at Oulton Park was about as dramatic as you get in a Superbike series. The top six are now all locked in, with Haslam leading Byrne, O’Halloran, Ellison, Mossey and Linfoot to Donington Park where the final 7 races will explode into life. The question is: Who will take the championship?

The first race of the triple header was as fast and furious as every other race this year! James Ellison made the best start of everyone, erupting through into 2nd position before taking the lead from teammate Haslam, Byrne, Bridewell and Hickman.

However, Tommy Bridewell would be the one who stole all the headlines for all the wrong reasons. A horrendous accident saw the Wiltshireman tuck the front just before turn 6. The bike cartwheeled through the air and into the crowd, leading to 2 spectators falling over as they made a run for the flying Suzuki.

With just two laps to go, Shane Byrne made a mistake on the exit to Hizzy’s chicane and went off track, leaving Hickman to take third.

Haslam also got passed Ellison at Lodge with a lap to go and that was how it remained. Race one saw Haslam beat both his teammates – Ellison then Hickman – which was the first time in BSB history that one team has packed out the podium.

Race two was less dramatic, but the first two were the same. Haslam once again took the win ahead of Ellison, but this time it was Dan Linfoot who took third position ahead of his Honda racing teammate Jason O’Halloran. There was drama for Shane Byrne who crashed out early doors and also Michael Laverty who crashed out on the last lap, which turned out to be a very costly mistake. John Hopkins had a big crash down at the Shell Oil’s Hairpin.

Race Three was next up and once again, it was the all-conquering JG Speedfit Kawasakis of Haslam and Ellison who hit the front. Byrne was picking his way through from well down the grid, as was Laverty, who needed to beat Mossey, Hickman and Cooper to remain in the showdown.

The safety car was deployed after a horrific accident involving Jake Dixon. The Briggs Equipment BMW rider suffered what looked like to be either a stuck throttle or brake failure. The BMW smashed into the tyre wall before mounting the fence and leaving people running for cover for the 2nd time this weekend. Dixon is in hospital with serious hip injuries.

The race restarted but this time, without James Ellison who suffered mechanical gremlins during the pace car period. Haslam went on to win the race from Luke Mossey and Tommy Bridewell. Michael Laverty managed a heroic 4th but that wasn’t enough, meaning it would be Luke Mossey who got through to the Showdown for Pete Extance’s team. Neither Tyco BMW rider made it into the top six.

The good news is that this coming weekend we have a massive bumper edition of BSB as the crew heads track side! We will have exclusive news, interviews and pictures every hour and on top of that, we may even have a competition for you to enter after the event! Follow me @MotoGPKiko and @PitCrew_Online for more! Once more, thanks to Gareth Davies for continuing to supply us with great images from the BSB paddock!

Kiko Giles @MotoGPKiko

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Binder and Oliveira Spearhead new Moto2 KTM Project

Red Bull KTM Ajo will increase their presence at Grand Prix level in 2017 with a new team in Moto2 and a new KTM bike. KTM will thus become the first manufacturer to have a presence in all three classes: Moto3, Moto2 and MotoGP. Alongside them as they take this important step, Red Bull KTM Ajo will run riders Brad Binder and Miguel Oliveira in the project.

Red Bull, KTM and Ajo Motorsport join forces once again in 2017, building on their success in Moto3 with an expansion to the intermediate class. In their five years of collaboration to date, the team have taken a World Championship (2012), two runner-up spots (2014 and 2015) and a current lead of 106 points in the overall standings in Moto3. Red Bull KTM Ajo will also be the only team using the new KTM Moto2 bike, which debuts in the category. For Ajo Motorsport, this will be their third season in Moto2; last year they achieved the title, while this year they lead the standings with three points in the overall rankings.

The rider lineup will consist of familiar faces, who have come up through the Red Bull MotoGP Rookies Cup and Red Bull KTM Ajo Moto3 team. Binder, currently the Moto3 leader with 106 points, stays with the team and accompanies them on their exciting new venture. The South African, who came into the team last year, has a total of five wins and 11 podiums in five full seasons at Grand Prix level.

Miguel Oliveira returns to the structure with which he was proclaimed World Championship runner-up in 2015. The Portuguese, who this year debuted in Moto2, has six wins and seven podiums to his name, all in Moto3.

This new project, which has already enjoyed positive tests over the past year, will begin in earnest from November 16th, when the riders will get onboard the new KTM for the first time.

Pit Beirer, KTM Motorsport Director: “We’ve now enjoyed five years of successful collaboration with Aki Ajo in Moto3. We are very happy that he and our main sponsor Red Bull are offering us the perfect structure to move into Moto2 so we can have a presence in all classes of Grand Prix Racing in 2017. We see the intermediate class mainly as a platform for keeping riders in the KTM Family, which begins with the Red Bull MotoGP Rookies Cup and will run right through to MotoGP. The WP motorsports department has been fully integrated into KTM, and just as it is in Moto3 and MotoGP, the new Moto2 bike is being developed and built completely in-house. Brad Binder has had a very successful season this year and hopefully he will wrap up the championship. Now we’re happy that he can step up into the new Moto2 team. Also, we’re very pleased to welcome Miguel Oliveira back into the Orange Family after one year in Moto2.”

Aki Ajo, Team Manager: “Firstly, I am very happy to continue the cooperation with Red Bull and KTM and make this move together in Moto2. Now we will all be much closer to each other, working together in two classes and with the whole Red Bull KTM family in all three classes, which is something historic. We are very grateful to be part of this great project with KTM and Red Bull. It is also nice to start out with a pair of riders who we already know well. Brad (Binder) has spent two seasons with us and Miguel (Oliveira) had an incredible season last year in the team. Both have won races with us, so I cannot be more expectant than this. We have two riders who we know, who are young, eager, and with a positive attitude for this project.”

Binder: I learned a lot from Ajo in 2015 and this year

“First of all I want to say I am very grateful for this new opportunity given to me by the team in Moto2. I want to thank Aki Ajo and all the people and partners who have been helping so I could take this step up. After how this year has been, there is nothing that could excite me more than staying at Red Bull KTM Ajo and competing in Moto2. I really like this team; I like the respect between all the members and I know that the decisions they make are always the best to keep the team and riders on top. I know it will be very difficult, but I’m very motivated for this and I am already looking forward to it. It will be nice to start in a new class, with everything new and a lot to learn. My goal is to go out each day and give 110% to learn as quickly as possible. I am very happy to be back sharing a garage with Miguel (Oliveira), I learned a lot from him in 2015 and sure we will push each other; we will have fun. Everyone knows that if Red Bull KTM Ajo make a motorcycle, it will be good.”

Oliveira: I believe in this project

“I’m very happy to be returning to the Red Bull KTM Ajo family, and to a very professional team that brought me a lot of success. In fact, my most successful season to date came with them. I’m very happy and grateful to Aki (Ajo) and KTM for choosing me and for trusting in me to start this ambitious project with the KTM Moto2. I believe a lot in this new project, that I will have a very strong team alongside me, and that we will be able to get the best results possible. I will give my all in this new venture. I will be back sharing a garage with Brad (Binder), a very good person and rider, and I am sure that we will work very well together to gather the best data possible and take the KTM to the top.”

Kiko Giles @MotoGPKiko

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Bridewell makes podium despite Horror Crash at BSB Oulton Park meeting

Bennetts Suzuki’s Tommy Bridewell bounced back from the disappointment of crashing-out of yesterday’s opening race at the Oulton Park MCE British Superbike Championship by racing his GSX-R1000 to third place in today’s second race.

Bridewell, who arrived at round nine of the series still harbouring ambitions of a place in the series Showdown, was unlucky to fall from fourth place in the first of the weekend’s three races after qualifying on the front row.

However, after a strong sixth-place finish in race two – despite suffering the after effects of yesterday’s crash – the Wiltshire rider took an impressive third place in the final race of the meeting, ending a frustrating weekend on a high note and further underlining the potential of the Bennetts Suzuki team and the GSX-R1000 package.

Tommy Bridewell: I want a win before the year is out
“We’ve had a bike capable of finishing on the podium in all three races this weekend to be honest, and it’s a credit to the team who have put so much effort in and built a brand new bike for today after yesterday’s crash. It’s been a real struggle for me on the bike today as I’ve been really sore and stiff. It was difficult to move around and difficult to get the bike to turn. I really struggled in the first race today but I was a little better in race two and a bit more relaxed, and it was good to give the team a podium after the effort they’ve put in. We’re not in the Showdown, and now we can just enjoy riding our bike in every session before the end of the season, but I want to put the bike on the top-step of the podium before the year’s out.”

Kiko Giles @MotoGPKikos

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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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Buildbase BMW suffer disappointing weekend at Oulton Park


Richard Cooper had his sights set on the podium looking to match his successful debut win at the Cheshire circuit earlier on in the MCE Insurance British Superbike Championship season. As the triple-header weekend played out Coopers Showdown position hopes were dashed.

Race one saw the Buildbase BMW duo both finish within the top ten, onto race two, the grid line up saw the red and white BMW team-mates line up together on the fifth row, Cooper had a lot of work to do on a challenging circuit after a bad start which saw him drop back into 16th. He worked hard to fight through the pack, making several passes early on, a run off the track lost both time and places in the race forcing the no.47 rider to cross the line in 12th. Jackson had great race pace, setting the fastest time on lap three, however his chances were hindered after an incident left him crashing out.

Race three, the Showdown decider, was a tough battle for Cooper, who started the from 14th on the grid. The fight to stay in contention was clear as the intensity turned up on the final race of the weekend. Following a serious crash for Jake Dixon at Hizzys early on in the race the safety car was deployed. Once the race resumed it looked like Cooper had what it takes, making a move on Laverty into fourth. However, it didn’t stick to the end as the other contenders also upped the ante in the final push to the finish line. Richard came in sixth, taking him out of the Showdown and Lee crossed the chequered flag in eighth.

Current Pirelli National Superstock 1000 championship leader Taylor Mackenzie took his sixth pole position of the season so far. A scorching start from the grid set the scene for an action packed race between Mackenzie and rival Tyco BWM riders Josh Elliot and Ian Hutchinson. An incident on the final corner took both Taylor and Ian out of the race. Mackenzie still stands on top of the championship standings 23 points clear of Hutchy.

Taylor Mackenzie: I was disappointed to end the weekend with a crash

“After taking pole position and feeling comfortable all weekend I was really disappointed to end the weekend with a crash. However I’m really excited going into my home round with a 23 point lead in the championship and I’ll be doing everything I can to bring home a win at my favourite circuit of the year.”

Steve Hicken, Team Manager: Taylor was unfortunate

“It is disappointing that we didn’t make the Showdown with Richard, but we will concentrate now on winning the Riders Cup and being the top BMW. Taylor was very unfortunate not to take the victory, but we look forward to the next round at Donington Park this coming weekend.”

Kiko Giles @MotoGPKiko

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Pata Yamaha prepare for demanding EuroSpeedway Lausitz


Pata Yamaha Official WorldSBK Team will be back to full strength and its original line-up as the 2016 MOTUL FIM Superbike World Championship restarts at the EuroSpeedway Lausitz in Germany later this week. Sylvain Guintoli returns to action alongside Alex Lowes at the 4,265m circuit, after the championship took a two-month-long break from racing over the summer.

While WorldSBK has not witnessed wheels turned in anger since Laguna Seca, Lowes has been far from resting. Competing, and winning the Suzuka 8Hours with the Yamaha Factory Racing Team in late-July, he then went on to re-join his victorious endurance teammate Pol Espargaro in the Monster Energy Tech3 Team, substituting for injured countryman Bradley Smith in two consecutive MotoGP races at Silverstone and Misano. Lausitzring will herald his third race in as many weeks but the British rider, who turns 26 on Wednesday, remains as determined as ever to get back to the day job, utilising the experience and skills honed aboard the multiple machines to deliver on the WorldSBK-spec YZF-R1.

Germany will provide Guintoli with his first race weekend since the qualifying accident at Imola forced him out of competition. Having spent the past four months concentrating on his rehabilitation and fitness, the Frenchman has been back on track aboard his road and race YZF-R1’s as he prepares for his return. His most recent outings have seen the 34-year-old reacquaint himself with the Pata Yamaha team at two private tests, allowing the opportunity to both learn the Lausitz layout and test his fitness against his familiar Magny-Cours circuit. Guintoli is confident that he can return to the sharp end for the final four events in the 2016 calendar, starting with the Brandenburg track this weekend.

The Lausitzring EuroSpeedway is located in eastern Germany, close to the Czech and Polish borders, lying approximately 65kms north of Dresden and 135kms south of Berlin. The anticlockwise layout houses 13 corners, 7 left and 6 right-handers and while the overall landscape is flat, the twisty circuit provides a unique experience for the riders. WorldSBK last visited the circuit in 2007, with Noriyuka Haga taking a race win, a further podium and setting the lap record of 1’38.622 on his Yamaha YZF-R1. Lights out for 2016’s two 21-lap races is scheduled for 13:00 local time on Saturday 17th and Sunday 18th September.

Lowes: We had a good test in Germany last month

“Lausitz is a new track for me and most people in WorldSBK but I’m looking forward to this weekend and getting back on the YZF-R1. I think it’s going to be a difficult race for everyone, as it’s a technical track with some tricky sections but we had a good test there last month. My goal for the final four rounds is to up our game a bit and finish the season well so I’m looking forward to getting started.”

Guintoli: It is not the most exciting track

“Obviously I have been out of competition for a few months now so I’m really looking forward to getting back into the mix and getting stuck in. You can’t replace racing – there is nothing that gets anywhere near the feeling it gives you to compete and to race so I am very much looking forward to this weekend. Hopefully I can rebuild my speed quickly, find the feeling with the YZF-R1 and enjoy the end of the season. I think everyone agrees that Lausitz is not the most exciting track and is very bumpy but we have to do the best we can there to get a strong result.”

Kiko Giles @MotoGPKiko

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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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