Blog

Posted on

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

Posted on

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

Posted on

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

Posted on

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

Posted on

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

|

 

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

Posted on

Parc Fermé

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Neil Simmons

Twitter: @world_racing

Posted on

Quick 10 With…..Steve Parrish

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

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

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

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

1. What is your favourite circuit and why?

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

2. Who is/was your racing idol?

Barry Sheene then and Valentino Rossi

3. Who would you regard as your toughest opponent?

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

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

Casey Stoner and Marc Marquez

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

Barry Sheene, Mike Hailwood, Roger Federer and Marco Simoncelli

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

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

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

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

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

British Touring Cars

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

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

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

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

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

Neil Simmons

Twitter: @world_racing

Photo Credits: www.steveparrishracing.com

Posted on

Quick 10 With…..Mattias Ekstrom

2016 FIA World Rallycross Championship / Round 03, Mettet, Belgium / May 14 – 15 2016 // Worldwide Copyright: IMG/McKlein

He is currently racing in DTM for Audi Sport Team Abt Sportsline and in the FIA World Rallycross Championship for the team he founded, EKS RX. He is a Swedish Touring Car champion, two-time DTM champion (2004 & 2007) and has won the Race of Champions three times (2006, 2007 & 2009). He has also raced in V8 Supercars, the World Rally Championship, European Rallycross, the Global Rallycross Championship, competed in the Bathurst 1000 and in the NASCAR Sprint Cup at the Toyota/Save Mart 350 in 2010. He is one of the most dynamic and charismatic drivers in racing and it was my absolute pleasure to put my Quick 10 questions to…….

MATTIAS EKSTROM

1. What is your favourite circuit and why?

Nürburgring-Nordschleife – it’s simply unique.

2. Who is/was your racing idol?

Walter Röhrl.

3. Who would you regard as your toughest opponent?

Petter Solberg.

4. Considering drivers of all time, you are a team principal and money is no object. Which drivers would you have in your race team? (WRX or other)

Walter Röhrl, Sébastien Loeb, Petter Solberg.

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

Juan Pablo Montoya, Felix Neureuther, Frans and Novak Đoković

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

#5 – because a lot of things in life have something to do with “5” – like you have 5 fingers on your hands.

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

DTM Brno 2004 (winning my first DTM title under a lot of pressure), Bathurst 1000, NASCAR Sonoma, WorldRX Höljes, World RX Hockenheim.

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

No. Luckily I was able to try everything I wanted like WRC, NASCAR, V8 Supercars, DTM, WorldRX, GT racing.

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

My father was a rallycross driver so I spent a lot of time in the paddocks when I was young. Despite that I wanted to become a tennis player. Then I drove a kart and from this moment I wanted be become a race driver.

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

Go hard or go home 🙂

It’s not often that you get to interview people you regard as your heroes or admire in racing, especially as a World Rallycross fan. This was one of those times. I would like to thank Mattias for taking the time to answer these questions and wish him the very best for the remainder of the season.

Neil Simmons

Twitter: @world_racing

Photo Credits:

Mattias Ekström

 

Posted on

Mixed race for AGR Moto2 Team

In the race, Marcel started from 13th and Áxel 16th. And there was a disaster. Pons crashed in the first lap, not by his fault, and Marcel had an off-track excursion in the second. The Argiñano & Ginés Racing Team was literally out and there was still a lot of the race left to go. Áxel returned to the garage and had pain in one hand, while Marcel took started a great recovery. The German rider of the AGR went from the 23rd to the 11th position, finishing just outside the top 10 that he wanted so much.

Schrötter showed that he had a better pace than many other riders. Some of them he passed easily, with others he had to work harder. He also benefited from some crash ahead. He crossed the Finish line less than two seconds.

Marcel Schrotter: I didn’t have much grip

“I must ask the team to forgive me. I did a good lap, but in turn 4 of the second lap I felt someone push me, I tried to hold the ground but I was hit and went off track. Under those conditions it was difficult to fight, but I tried to push in all laps until the end. During the warm-up we had tried something that went well, but during the race the conditions had changed a lot and I didn’t feel I had much grip. I think I fought well in the end, but I’m not happy with the times. We were able to gather some points”.

Áxel Pons: We had good pace

“No luck, I was hit in the second corner and the work of the whole weekend went away. We had good pace. It’s a pity. I’m already thinking about Aragon. We are competing at home, so we have to get a good result”.

Kiko Giles

Posted on

MotoGP’s fight against Tragedy

Lorenzo Baldassarri’s victory in Sunday’s Moto2 race was a timely reminder that the MotoGP paddock goes beyond the world of sport, as the Italian was fully decked out in his Stars and Stripes livery.

The Forward Racing rider has been due a win for a long time, but the main reason for this feature is because of the sheer meaning and significance that the win had. On a day that 15 years ago would never be forgotten, nor could it have ever been predicted, it almost seems strange that we celebrate a tribute just like this.

It was almost scripted. Baldassarri’s home race. His first race win. And on a day that is so often associated with negative events, a breath of fresh air was hovering over to finally cheer something on. Good times were much needed too, after controversy in the Moto2 paddock last time out, it took the sting and all the bad thoughts from Silverstone.

But it was a much needed win for other reasons. Considering he was riding with the American Flag livery, and for the reason he was riding with it, it makes sense to link this to terrorism. The 9/11 attacks were sadly not the last atrocities on Earth, and that makes the win very fitting. This shows that no matter how much terrorism happens or what the political situation is in certain countries, it will always be the people on the side of the victims that show us just how to deal with it.

The victory for Balda today shows that MotoGP is standing up to terrorism around the world. That it isn’t going to let savages win and let innocent victims be forgotten. It shows that the best way to remember the lost and the families affected, is to do your best and win at what you’re good at. Try your best and if you don’t succeed then you keep trying because you don’t know what may happen tomorrow.

It was an emotionally draining event for everyone at Misano too. 6 years ago we lost Shoya Tomizawa and on Thursday, the late great Marco Simoncelli had his number 58 retired at the circuit that is named after the 250cc champion. Wayne Rainey’s career was cut short at this very circuit and on top of all that, Italy was still grieving after last month’s tragic earthquake. Which brings me on to the win from Lorenzo. It has reunited a country; remembered those we have lost to terrorism on a day that connotes tragedy; remembered Simoncelli in a way that he would have wanted and on top of all, highlighted that despite however many difficult periods this track has been through, and how many names are remembered at Misano, success is inevitable and that you have two extremes at each end of a scale. Travesty and terror at one, yet supremacy and delight at the other. A weekend that will be remembered for so many good reasons, a day that finally has something to celebrate. Lorenzo Baldassarri has really done the world proud.

Kiko Giles @MotoGPKiko

©2014-2024 ThePitCrewOnline