Category: Special weeks

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The Story of Williams-Renault in the BTCC

As part of the Crew’s Williams Week, Aaron Irwin looks at Williams’ involvement in the BTCC during the mid to late 90’s.

The British Touring Car Championship has always been a fantastic race series, full of close, tight racing. However when you ask most which era was the best? It’s undoubtedly the Super Touring era.

The 90’s were a great time for the series, with drivers such as Gabriele Tarquini, Alain Menu and Frank Biela all making names for themselves in the BTCC. I’ll be looking at Williams’ participation in what was a hugely competitive era for the racing series.

1994 was a solid season for Renault, they replaced the dated 19 for the new Laguna. Young Swiss driver Alain Menu was partnered by 1992 champion Tim Harvey. Together they won three races between them and Menu came second in the championship behind the dominant Tarquini in the Alfa Romeo 155.

In September 1994 the Williams Formula One team and Renault announced their new partnership. It was created so Williams could expand their motorsport involvement past F1 and Renault could challenge further for the BTCC crown.

1991 champion Will Hoy came in to replace Harvey, who left for Volvo. Menu continued to show he was a champion in the making, winning seven races, including the first for the new Williams backed team at Thruxton in round five. He again finished second in the championship, this time to BTCC legend John Cleland. Hoy had a less successful season, struggling with reliability in the first half of the season, Hoy managed to win three races in the second half and finish fourth.

While there wasn’t instant success in the Driver’s Championship, Williams-Renault won the Manufacturer’s championship in their debut season working together.

It’s key to remember during this time, in Formula One Williams Renault were fighting for titles too, with Nigel Mansell and Alain Prost winning the title in 1992 and 1993 respectively. Damon Hill and Michael Schumacher played out titanic battles for the championship in 1994 and 1995, with the Benetton driver coming out on top in both occasions.

Williams had their time to shine again however as Hill won the title in 1996 with team mate Jacques Villeneuve following suit in 1997. They were the dominant team during these two seasons and no one could match them, not even the might of Schumacher and Ferrari.

Meanwhile back to 1996 and in the BTCC Renault had a new foe, following the success of BMW and Alfa Romeo in previous years, Audi decided they’d try their hand at BTCC. Bringing in Frank Biela they dominated the season, with Biela taking his only BTCC title win.

Menu was considered the hot favourite for the title before the season, but Audi’s four wheel drive A4 Quattro dominated. The Swiss driver still managed to win four races, including a clean sweep at the Brands Hatch GP meeting in rounds 13 and 14.

He again finished second in the title race for the third successive season, Biela dominated, with the gap between him and Menu being 92 points. Hoy finished ninth with two second places at the season opening Donington Park rounds being his best result. He moved to Ford for 1997, with Jason Plato replacing him at Renault.

Though Plato had made hard work of it. He was in the running along with ex-F1 drivers Gianni Morbidelli and Jean Christophe Boullion (more on him later) for the second seat. After being overlooked Plato travelled down to Williams’ base in Grove and waited for Sir Frank Williams to arrive.

After chasing him down the car park, Plato was eventually given the second seat at Williams-Renault for what would prove to be a hugely successful season for

the team.

The dominant Audi team were controversially penalised with extra weight penalties applied to their A4’s. It was relaxed later on in the season but this would be Williams’ year.

Menu won 12 of the 24 rounds to take his first title. Plato proved his worth to Williams and his potential by winning two rounds to give Renault a dominant clean sweep of the championships. Menu won the title by 110 points, with Audi’s Biela in second.

The pair also raced in the 1997 Bathurst 1000, with Williams running two cars. 1980 F1 world champion Alan Jones was in the second car. Menu and Plato led for a long time, but unfortunately both cars failed to finish.

1998 however saw change for Williams, Nescafe came in as title sponsor, and the team renamed Blend 37 Williams Renault. Menu and Plato were kept on. But the competition caught up in what is regarded as one of the most open and best seasons in the series’ history.

Rickard Rydell in the Volvo won the title, Nissan’s Anthony Reid took second, James Thompson of Honda third with Menu and Plato fourth and fifth, 91 points separated the top five. Four wins between the two Renault drivers as it was clear the competition was a lot tougher than 1997.

I for one feel incredibly nostalgic about that era, mainly because my mum and dad bought me ToCA 2 Touring Cars for my PlayStation. It was based on the 1998 season and that green Nescafe Renault is still my favourite touring car ever.

Menu was pragmatic about his title winning season, quoted as saying: “I think last year on some tracks we were not the quickest car but we ended up winning the championship because we made less mistakes than the other guys. So hopefully this year (1998) will be the same.”

The Swiss driver left for Ford for 1999, ending a six season partnership with Renault. This meant Jean-Christophe Boullion joined Plato at Renault. It was their least successful season under the Williams partnership.

Now a Ford driver, Menu commented on the state of his former team, saying in a March 1999 issue of Autosport: “I’ve got to say they’re leaving it a bit late. “If they’ve got any problems they won’t have much time to fix them. They’re playing with fire a little bit.” Plato defended Renault: “It’s late because we want to make it right.”

However it would be Menu who was right, engine troubles meant Renault had a poor season, winning just one race, at Silverstone. This led to Renault pulling

out of the BTCC along with a host of other works teams, such as Volvo and Nissan, sparking the end of the golden age of BTCC racing.

It’d be fair to say the Williams-Renault BTCC partnership was an unmitigated success, with two Manufacturer’s championships in five years of racing. Not to mention this was in an incredibly competitive era where Audi, Volvo, Nissan, Vauxhall, Honda, and to an extent Ford were all capable of winning races.

Alain Menu became a BTCC legend, winning a second title with Ford in 2000. Plato also made a name of himself after pushing through the door to get his drive. Both have won two world titles each, and the 1997 season is still seen as one of the most dominant and successful for any BTCC team.

Aaron Irwin

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Sir Frank Williams, a Living Legend

2011 German Grand Prix – Friday
Nurburgring, Germany
22nd July 2011
Pastor Maldonado, Williams FW33 Cosworth.
Photo: Steven Tee/LAT Photographic
ref: Digital Image _A8C4283If I asked you to name five legends of Formula One I bet you’d name all drivers, right? I’d probably do the same, but how could anyone miss Sir Frank Williams from their list? The man is a living legend and has come through so much adversity during his life he really should be top of any legend list.

Frank was born in South Shields in 1942 to an RAF officer and special needs teacher, he spent much or his later childhood at St Joseph’s college a private boarding school.

It was in the late 1950s when Frank became hooked on fast cars after a friend gave him a lift in a Jaguar XK150, Personally I think we have a lot to thank this anonymous friend for, if he hadn’t given Frank a lift we may not have had, what is arguably, one of the finest Formula One teams of all time.

Before setting up Frank Williams Racing in 1966 he had a brief career as a driver and mechanic. He made his racing debut in 1961 driving an Austin A40 saloon, thereafter progressing to F3 racing both as a mechanic and driver which he funded by working as a traveling grocery salesman.

During the days of Frank Williams Racing he ran cars in Formula Two and Formula Three, in 1969 he purchased ad Brabham Formula one chassis which driver Piers Courage drove through that season, twice finishing in second place.

1970 saw the death of Courage at the Dutch Grand Prix, Frank entered into a brief partnership with Alejandro de Tomaso a partnership that ended in 1971, also in that year Frank purchased a chaises from March Engineering and ran a race car driven by French man Henri Pescarolo.

In 1972 Williams Works built their first F1 car designed by Len Bailey and called the Politoys FX3, unfortunately, Pescarolo crashed it and destroyed it in the first race of the year.

By this point, Frank was short on money and had started conducting his business from a phone box due to the fact his own phone had been cut off because he hadn’t paid the bill!

Frank decided it was time to seek sponsorship and turned to Marlboro and Italian car company Iso Rivolta, they initially agreed the deal never materialised which meant Frank was still short on cash and still searching for a sponsor, in 1976 he finally found the sponsorship he was looking for in Walter Wolf the oil tycoon.

1977 saw Frank leave Frank Williams Racing along with a young engineer called Patrick Head. The two of the bought a disused carpet warehouse in Oxford and so began the Williams Grand Prix engineering.

These days we know the team as simply WilliamsF1, although Frank has eased his role passing the reigns to his daughter Claire, he can still be seen at many races.

Frank has overcome many trials and tribulations in his life, none less than the horrific car accident that he had in March 1986.

Frank was leaving the Paul Richard circuit

on a journey to Nice airport in his Ford Sierra rental when he lost control of the car. It was very unfortunate that there was an eight-foot drop between the field the car was heading for and the road, the car landed on the driver’s side resulting in Frank being pressed between the seat and the roof causing a spinal fracture since the accident Frank has been confined to a wheelchair.

One would find it hard to write anything about Frank Williams and not include the untimely death of Ayrton Senna, under Italian law Frank was charged with manslaughter although he was cleared many years later.

Frank has been quoted as saying “Ayrton was a great man he had that fierce competitive spirit that every racing driver should have. But off the track, he was a calm, charming man and that’s what made him stand out”

Frank married his wife Virginia in 1967. they had three children Jamie, Jonathan, and Claire, Ginny, as she was known by many, sadly passed away in 2013

Frank was awarded a CBE in 1987 by the queen, then in 1999, he was knighted.

He was made a Chevalier of France’s Legion d’honneur an honnour which was presented to him for his work with Renault.

2008 saw Frank awarded the Wheatcroft trophy which is presented to people who have made significant contributions to the motorsports world.

On December 19th, 2010 Frank was awarded the Helen Rollason Award for outstanding achievement in the face of adversity.

Frank even has a street in Didcot named after him.

Now let me ask you the same question I asked earlier, would you now put Sir Frank on or even at the top of your list?

Donna Marie, deputy editor

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The BMW-Williams Era

 

A six-season partnership that for four years were the upstarts in the face of the all-conquering combination of Michael Schumacher.

Williams lost their factory Renault engines at the end of 1997 and it took until 2000 for them to find another factory engine with BMW. The first line-up of that era featured the experienced Ralf Schumacher in his second year with the team and 20-year-old rookie Jenson Button – at the time the youngest ever Formula One driver.

While expectations for their season back in Formula One were low, 2000 proved to be a solid start to the season for BMW Williams. Ralf Schumacher’s consistent driving took him to fifth place with 24 points (Only the top 6 scored in those days) behind the dominant Ferrari and McLaren quartet of Michael Schumacher, Rubens Barrichello, Mika Hakkinen and David Coulthard. Button impressed in his first season, finishing a solid eighth on 12 while the team’s three podiums all went to Schumacher, with third place finishes in Australia, Belgium and Italy.

2001 was BMW Williams’ breakthrough year. Juan Pablo Montoya joined from Indycars after success in Champ cars and the Indianapolis 500 joined and Button was loaned to the ailing Benetton team. The BMW engine was more powerful and Montoya was in line for his first victory in just his third race at the Brazilian Grand Prix, before a bizarre accident when lapping the Arrows of Jos Verstappen as the Dutchman drove over the back of the Colombian’s car.

Ralf Schumacher took the first victory for Williams since 1997 at the San Marino Grand Prix, dominating after snatching the lead from David Coulthard at the start of the race. His second career win was historic in that it was the first time in Formula One history that siblings had finished first and second as he led home Michael at the Canadian Grand Prix. Schumacher’s third victory came during his home race at the final race around the old Hockenheimring later that season.

Montoya did win a race in his debut season despite a number of technical issues and collisions when he was the class of the field at the Italian Grand Prix. Schumacher finished the season fourth, just seven points behind Barrichello as his brother walked away with his fourth World Drivers’ Championship. Montoya was beaten to fifth by the retiring Hakkinen, the team taking four wins and a further five podiums on their way to third in the standings.

Ferrari were to increase their stranglehold over F1 in 2002, although on occasion Williams did threaten. Williams overhauled McLaren, but their only victory in 2002 was a splendid 1-2 led home by Ralf at the Malaysian Grand Prix to provide the fans and paddock with ultimately false hope that Ferrari would be challenged after 2001. In reality, Ferrari were never off the podium and won the Constructors’ Championship by 129 points, with Williams second on 92.

The 2003 season was as good as it got for BMW Williams. Montoya’s excellent form during the summer almost won him the title, with points npw awarded to the top eight. Ralf Schumacher’s fifth place saw the team finish a much closer second to Ferrari in the constructors in what was the closest Championship fight since 1999.

An indifferent first six races for Montoya heralded three retirements and 15 points as Williams initially struggled for consistency. His season was transformed after victory at the Monaco Grand Prix, during which he led home Raikkonen and Michael Schumacher as the trio were covered by 1.7 seconds.

That victory sparked a run of eight straight podiums including another win at a crash-strewn German Grand Prix lap to leave the Colombian three points behind Schumacher with two races left. Ralf briefly brought himself into contention with a stellar run of form as he won two straight races at the European and French Grands Prix, before tailing off with bad luck and injury.

A drive-through penalty for a collision with Barrichello at the US Grand Prix served just as the heavens opened meant Montoya was condemned to sixth place, which combined with Schumacher’s victory ended his title aspirations with one race left.

After a strong 2003, big things were expected for a 2004 that never took off. BAR and Renault became F1’s new kids on the block and Montoya was on the podium only three times. His triumph at the Brazilian Grand Prix at the end of the season was the last of the BMW era.

Ralf Schumacher suffered broken vertebrae in his back at the US Grand Prix and was forced to miss six races, with his place taken firstly by Marc Gene and Antonio Pizzonia. With Montoya fifth, he was ninth in the standings as BMW Williams limped to fourth in the Constructors’ Championship.

Montoya left to join McLaren for 2005 and Schumacher joined the ambitious Toyota outfit, and the final season of BMW’s association with Williams was contested with Mark Webber and Nick Heidfeld at the helm.

Heidfeld was on the podium in Malaysia before a famous 2-3 finish behind the imperious Raikkonen at Monaco, but results dried up as BMW announced their intentions to buy Sauber to form their own factory team.

Webber would end the season tenth on 36 points while Heidfeld left Williams 11th on 28 after missing the final five races, with the team fifth in the Constructors’ Championship in their final year with BMW.

Williams did not buy customer engines from BMW for 2006 and thus ended a six-season partnership during which they scored 10 wins, with 2003 a highlight as they challenged for the title for the only time since Jacques Villeneuve’s 1997 triumph.

After spells with Cosworth, Toyota and Renault the team are now supplied by Mercedes and came closest to winning only their second Grand Prix since the BMW contract ended with a front row lockout by Felipe Massa and Valtteri Bottas.

The majority of the BMW era will be remembered for Williams being the only team to consistently mount a challenge to the Ferrari juggernaut.

Jack Prentice @JPrentice8

Image Courtesy of Matthew Pigg

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Hill, Rosberg and the Legend of Williams

History has special significance in the world of Formula One.

A comprehensive list of special history making feats is a story for another time, instead and in celebration of the Williams F1 team, we look at their part in the careers of two drivers who each form one part of the only two father and son combinations to have won drivers titles; Damon Hill and Nico Rosberg.

Damon Hill

What else can be said about the son of F1 Champion Graham Hill except for legendary. For many, Hill will forever trigger memories of the blue and white colour’s of the Rothmans Williams team, with whom he won his title in 1996. It was the combination of Frank Williams & Patrick Head that gave Hill, then 33, a seat and rest, as they say, is history.

Hill spent 3 seasons will Williams, culminating in his historic title win during the 1996 season. But it was his steadfast determination, guts and tough skin that saw him move from spinning out in his first race to taking three victories by seasons end in 1993.

1994 will forever be remembered as modern F1’s darkest year, the year we lost Ayrton Senna and Roland Ratzenberger. Senna had been Hill’s teammate and at the wheel of the Williams during the San Marino Grand Prix. Hill, through the storm cloud of grief and anger that fell over F1, lead the team as team leader through what remains a painful wound on the soul of F1 and finished 2nd in the championship to Michael Schumacher.

1995 proved difficult for Hill, but in 1996 he would prove his detractors wrong, by cementing his place in history and becoming Drivers World Champion. While it would prove to be his last with Williams, Hill rewarded the faith that Sir Frank had placed in him, which would be repeated with another driver many years later.

Nico Rosberg

The reigning world champion retired at the end of the 2016 season to the sadness of many of his fans. While his title was achieved under the banner of the Mercedes F1 team, like Hill, Rosberg too had Williams place faith in his young talent.

The son of F1 champion Keke Rosberg, began his career at the Williams team in 2006. His exploits in the Engineering aptitude test aside, Rosberg spent 4 seasons with the team and immediately broke a record in the first season, becoming the then youngest driver to set a fastest lap.

In 2008 he scored his first podium in F1 and also lead a Grand Prix for the first time under the floodlights of Singapore, which ultimately saw him finish in 2nd place.

2009 and his final season, Rosberg single handedly gave Williams 6th place in the constructors championship, earning every point for his team.

Williams had placed faith in a rookie driver, who relied on his intelligence and skill, much like Hill, and gave him a break into F1. More importantly, they kept him in the team based on his skill before he moved to Mercedes and his eventual title.

What, you may ask, is Williams role in these history making title wins? The answer to that is simple: Williams have over their many years in F1 looked to nurture talent and break boundaries by placing their faith in drivers who they could see the bigger brighter future with.

Williams have always had a firm place in the hearts of most drivers for the way in which Sir Frank was unapologetic for his choices in drivers, even when the paddock questioned him. You may say, “well they would have probably got a drive elsewhere”.

They didn’t, their drives were with Williams. The tenure of an F1 driver is one of the most uncertain things about the sport and many a rookie is simply not given the time and support to prove his worth. Williams put faith in both Hill and Rosberg, supported them and saw them gain the experience that was necessary to take their respective eventual titles.

That’s arguably all a driver wants… and a fast car of course!

Rhea Morar, deputy F1 editor

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Williams, 40 years of history in a few lines

Williams Martini Racing is one of the most historic teams in the Motorsport history, Frank Williams and the British engineer Patrick Head were the two founders of the team. Williams made its debut with Marchs chassis in 1977 in the Spanish Grand Prix and took part in the second half of the Formula One season.

The first car, known as FW06, revealed at the end of 1977 and the Australian driver Alan Jones was the first who had the opportunity to drive it. At that time 17 people were working for Williams and Frank Williams found financial support from Middle Eastern companies.

At their debut season, Williams finished 9th in the constructors’ championship, took part in 16 races and finished once on the podium.

The following season was totally different as the FW07 scored 75 points and finished runner-up in the constructors’ championship, behind Ferrari. Williams won five races at that season and took three pole positions. The two drivers who raced that year were the Swiss Clay Regazzoni and the Australian Alan Jones. The first victory for the team came at the British Grand Prix, Regazzoni took the chequered flag and was about 25 seconds ahead of the other drivers.

Williams Domination

“This is the best feeling in the world.” These were Frank Williams’ words after Williams’ first world title in 1980. The team won six races, five victories for Jones and one victory for Reutemann, also they scored 19 podiums in total, three pole positions and five fastest laps. The FW07B was unbeatable at that season. One of the best moments of that year was when Jones and Reutemann finished first and second respectively in Montreal and the Australian celebrated his driver world title.

Between 1980-1997 Williams won nine constructors’ championship and seven drivers’ championships.

The following season (1981) the team celebrates their second consecutive title. Reutemann finished second and his team-mate third, the FW07C participated in 15 Grand Prix, won four races and finished 13 times on the podium. Carlos Reutemann lost the drivers’ title by just one point at the season finale in Las Vegas.

c Pirelli F1 Media

Keke Rosberg signed a contract with Williams in 1982 and claimed the drivers’ world title by winning just one race during the season. That year there were eleven different winners in sixteen races and one of the most memorable moment was Rosberg’s second place in Austria, where Keke finished only 0.05s behind Elio de Angelis.

The next couple of years, Williams were not very competitive and the team won only two races in those seasons, but in 1985 Keke Rosberg and Nigel Mansell won four races and scored 71 points which moved the Williams up to the third place in the constructors’ championship.

Nelson Piquet joined Williams in 1987, a dominant year for the team as they won the constructors’ and the drivers’ championship. It was Williams second consecutive constructors’ title. Nelson finished first and the team scored 19 podiums, nine wins, and twelve poles at that year.

From 1988 until 1991 Williams finished two times in the second position. The first one was in 1989, Partese finished 3rd while his team-mate Boutsen finished 5th. The team collected 77 points and won two races and finished 10 times on the podium. In 1991, Mansell won five races, which helped the team to score 125 points and finish second in the championship.

2011 Spanish Grand Prix – Sunday
Circuit de Catalunya, Barcelona, Spain
22nd May 2011
Pastor Maldonado, Williams FW33 Cosworth.
World Copyright:Steven Tee/LAT Photographic
ref: Digital Image _A8C3628

The following three years were full of victories and trophies for Williams. Three years, three world titles. In 1992, Mansell won the drivers’ championship with the Renault-powered FW14B. Ten wins, twenty podiums, and fifteen poles for Nigel Mansell and Riccardo Partese. The two drivers collected 164 points combined and Williams finished at the highest position in the championship. At the Portuguese Grand Prix, Mansell claimed Williams’ 50th pole. In 1993, it was Alain Prost’s turn to claim the championship with the FW15C, whilst his team-mate, Damon Hill finished third in the championship. Ten wins and 22 podiums were enough for Williams to secure the constructors’ title.

Three drivers drove the Renault V10 powered FW16 in 1994. Hill, Coulthard, and Mansell but none manage to win the drivers’ world title. Despite that, Williams won its third consecutive world title by collecting 118 points and scoring seven wins.

A battle for the drivers’ title took place in 1996, between the two Williams’ drivers Damon Hill and Jacques Villeneuve. At the final race in Japan, Damon took the chequered flag and the world title. It was a dominant season for Williams as they won twelve of the sixteen races and the FW18 collected 175 points and finished way ahead of their main rival Ferrari in the constructors’ standings.

The next season, Williams won three of the four opening races, Villeneuve beat Michael Schumacher and celebrated his first world title. The FW19 was unbeatable, participated in 17 Grands Prix and won eight of them, it was Williams’ ninth and final title.

The fallen of the empire

After the world title in the constructors’ championship in 1997, Williams did not manage to finish on the highest place on the board again. The team won some crucial races, finished two times as a runner-up and five times in the third place.

In 1998, Williams announced that BMW will be their engine supplier since 2000 as Renault decided to withdraw from Formula 1. At that year the FW20 ran with Mecachrome V10 engine, Jacques Villeneuve and Heinz-Harald Frentzen finished three times on the podium and Williams collected 38 points in total. These points were enough to secure them the third place.

In BMW’s debut as an engine supplier, Ralf Schumacher and Jenson Button scored 36 points combined. Schumacher took three podiums and the FW22 and finished fifth in the drivers’ championship. The following year was even better for the team and for BMW, nine podium finishes and four victories for Schumacher and Juan Pablo Montoya. Williams finished third with 80 points almost double than previous’ season.

Williams reacted positively in the new regulations in 2003, the FW25 was very competitive but still, that was not enough and the team did not manage to beat Ferrari, hence they finished second with 144 points.

The following years were very tough for Williams, the team was not very competitive and even Montoya’s victory in the Brazilian Grand Prix in 2004 was not enough to change the fact that Williams was not as competitive as they used to be. In 2006, BMW departure and Williams raced with Cosworth V8. At that season, Nico Rosberg replaced Nick Heidfeld and became Mark Webber’s new team-mate.

Rubens Barrichello, one of the most experienced drivers on the grid, joined Williams in 2010 alongside the new GP2 champion Nico Hulkenberg. After two low seasons, Williams presented a more competitive car in 2011, the FW34. Pasto Maldonado took the one and only victory of that season at the Spanish Grand Prix.

The introduction of the new hybrid 1.6-litre turbo charged V6 power unit, allowed Williams to score points in the first half of the 2014 season. After two years of absence, the team returned to podium finishes at the Austrian Grand Prix. The Mercedes-powered FW36 collected 320 points and finished 3rd in the constructors’ championship.

2014 Formula One Chinese Grand Prix,
Shanghai International Circuit, Jiading, Shanghai, China, 17th -20th April 2014
Felipe Massa, Williams FW36 Mercedes, Action,
World Copyright: © Andrew Hone Photographer 2014.
Ref: _ONY3687 /c Pirelli F1 Media

Last season Valtteri Bottas with his FW38, secured Williams one and only podium finish in Canada. It was an emotional season, as Massa announced his retirement at the Italian Grand Prix. At the season-finale, Williams, lost the fourth place from Force India, hence they finished 5th with 138 points.

The rookie Lance Stroll will race alongside the ex-retired driver Felipe Massa this season and Williams aims to be more competitive than last year in order to return to the podium finishes.

Victor Archakis – @FP_Passion

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Doubling Up…

 

Johann Zarco took his first steps towards a life filled with racing when he began competing on minibikes in Italy, finishing second overall in 2005 and 2006. He then joined the Red Bull Rookies Cup during its inaugural year in 2007 and became their first champion, with four victories and seven podiums in eight races. Two years later, the pilot from Cannes, France made his debut in the 125 World Championship with the WTR San Marino Team, where he ended the year in 20th position – improving to 11th the following year.

In 2011 the Frenchman evolved, jumping to the Avant AirAsia Ajo Derbi team. The new combination conquered ten podiums together, pushing for the 125 title until the end. In Motegi, just four races from the season finale, Zarco took a career first victory – but finished second to Spaniard Nico Terol in the Championship. His solid performance earned him 262 championship points and also got him a ride in the Moto2™ World Championship with Team JiR in 2012.

It was not an easy rookie season for Zarco aboard the MotoBi, but he was near the podium on several occasions, including the Portugese GP. He ended the year with 95 points; inside the top ten. 2013 saw him join the Came Iodaracing Project mounted on the more competitive Suter frame and that saw Zarco deliver on his potential with two podiums – a third in both Mugello and Valencia. Again, the Frenchman became a rider to watch.

For 2014 Zarco joined the new Caterham squad, riding a revised Suter frame. It was a mixed season with four podiums and several crashes, especially during the early part of the year. Then in 2015 came the turning point, as Zarco rejoined Aki Ajo under the Ajo Motorsport banner in the Finn’s newly formed Moto2™ team – on much-desired Kalex machinery. Aside from Qatar, 2015 was a year without fault and at round three in Argentina, Zarco took his first win in the class. He took the Championship lead, and it subsequently grew with each round. Repeated triumphs were repeatedly celebrated with a trademark backflip, with a highlight of the season proving his run of three wins from the Czech GP to the San Marino GP. It was in Motegi, where he took his first victory back in 2011 on the 125cc Derbi, that Zarco was crowned the 2015 Moto2™ World Champion.

2016 has been less straightforward. It was Garage Plus Interwetten’s Tom Luthi who kicked off the year in charge of the Moto2™ title standings, as the Swiss rider took victory in Qatar – but Zarco was quick to reassert his position as reigning Champion as he took the win next time out. Alex Rins (Paginas Amarillas HP 40) was the man with the toughest start to the year off the podium– but Texas saw the Spaniard rule the Circuit of the Americas to take his first victory of the year, and the fight was on.

Zarco went on an incredible winning spree throughout four of the fives races from the Catalan GP onwards, and after his win in the Austrian GP, was 34 points clear at the top of the Championship – but then the dominoes began to fall. Brno saw the Frenchman on pole in the dry but struggling on race day in difficult conditions, before a battle with Sam Lowes (Federal Oil Gresini Moto2) for the podium at Silverstone sent both off towards the gravel trap. Lowes fell, Zarco rejoined, and the Frenchman was given a 30-second time penalty for the incident, which classified him in P22 – one place behind re-mounted Lowes with neither scoring.

Zarco had a good race at Misano, finishing the race in P4 from pole, but the Aragon GP the following weekend was a difficult one for the reigning Champion; qualifying in P5 and finishing the race eighth. It was another small gain for Rins in the title fight, leaving the two rivals only one point apart at the top and seemingly confirming a two horse race as the flyaways approached.

Zarco was then back on the podium at the Twin Ring Motegi as late-charging Championship challenger Tom Luthi took victory, before the Frenchman had a difficult weekend in Phillip Island outside the top ten and Luthi was the key rival once again, taking a stunning photo-finish win. Zarco then had a new rival in second in the title fight, with the Frenchman 22 points clear of Luthi as the paddock headed for Sepang.

After a weekend of challenging track conditions in Malaysia, Zarco took his second crown. Beginning the race from a pole position that had seen him over two seconds clear of his closest rival in qualifying – Franco Morbidelli (Estrella Galicia 0,0 Marc VDS) – Zarco started the rain soaked race cautiously before choosing his moment to pounce for the lead. Once ahead and on clear track, the Frenchman simply disappeared – taking another victory to cap off the twists and turns of the 2016 title fight in amazing style. Crossing the line with a wheelie despite the wet, the Frenchman and a body double celebrated with two trackside backflips to mark the Ajo Motorsport rider’s record second title. And a record result it is, as Zarco becomes the first Frenchman in history to win more than one world title in Grand Prix racing, the first man to defend the Moto2™ title since its introduction in 2010, and the first man since 3-time MotoGP™ Champion Jorge Lorenzo (Movistar Yamaha MotoGP) to retain the intermediate class crown – 10 years after the Mallorcan’s first 250 title in 2006.

Six wins and another crown: the 2016 Moto2™ World Champion is Johann Zarco – with the Frenchman now gearing up to move into the premier class with Monster Yamaha Tech 3 in 2017.

 

Kiko Giles @MotoGPKiko

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Pasini’s Last Win. A True Battle with SuperSic

Back in 2009, we saw one of the most incredible 250cc championships, where Marco Simoncelli and Hiroshi Aoyama go to Valencia, which resulted in the Japanese sensation winning the final quarter-litre class championship. However, I want to draw your attention to a race that happened earlier in the season, which included Mattia Pasini and Marco Simoncelli, who went head to head in what can only be described as one of the best 250cc battles of all time.

In pouring rain, with the crowd cheering and the 250cc two-strokes screaming, the scene was set for a Mugello classic. The chaotic way of life in beautiful Italy would soon be reflected onto one of the most picturesque circuits in the world. The fifth race of the season was about to burst into life, and explode like a volcano.

After an eventful first part of the race which saw Simoncelli reeled in by Bautista, it was soon a three-man battle for the lead. When Simoncelli attempted to get back through he then collided with Bautista at the Casanova-Savelli downhill plunge, handing the lead to Pasini, whilst home hero Simoncelli and title challenger Bautista re-joined the race in 2nd and 3rd respectively.

With just one lap to go, Simoncelli went for it and hunted down Pasini – who was sporting a special “Ladies night” livery for his local club – and passed him at San Donato. The two then went side by side through Luco, Poggio Secco, Materassi and Borgo San Lorenzo, where Super Sic grabbed the advantage. Pasini tried a Rossi-style move at Casanova-Savelli and almost wiped the pair of them out.

Arrabiata1 was next and Pasini went straight back through, but Simoncelli had a better line as they exited Arrabiatta2 and took the lead once again on the approach to Scarperia. The flick left into Palagio saw Pasini snatch the lead back but a huge moment on the exit saw Simoncelli have a look up the inside into Correntaio but he couldn’t make it work. That was that. Pasini held off the ambush and intimidation from the reigning champion to win the Italian Grand Prix.

Although neither Pasini or Simoncelli went on to win the championship, both treated us to one of the most momentous Grand Prix of all time. Both wanting to win their home Grand Prix. Both eager to give their respected Italian manufactures a win too. It has been enshrined into the history books as one of those titanic scraps between two greats. An honour to witness, an honour to cheer, an honour to recap right here.

Kiko Giles @MotoGPKiko

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Have the Aliens been Alienated?

In 2016, MotoGP has seen 11 race leaders, 9 race winners, 5 pole-sitters and 10 podium finishers. The competition level has never been so high, yet for some reason, everybody is winning. Now, it was only last year when we saw four winners, all from the factory Honda or Yamaha teams, and in years before, it had been even fewer. So, with that in mind, the question quite simply is: Do the ‘Aliens’ still exist?

My own personal definition of an ‘alien’ isn’t quite what some people tend to think of it as. I believe that alien status is fluid, and that just because you have won so many titles, you’re not necessarily one of the big four. An alien is someone who can challenge for a podium in every race. Whether that be wet or dry, flag to flag or tyre change, the cream will always rise. But in 2016. It hasn’t always been that way.

Dani Pedrosa’s alien status is the most controversial. Yes, he is a super talented rider; yes, he is a three-time champion; yes, he became an 8th different winner this season but one thing Dani hasn’t been this season is an alien. His first season in a few years that he was starting injury free, Dani was back on beloved Michelin tyres and many, including myself, thought that it could be Dani’s year. Three podiums have shown that it has far from been one of them. Dani was an alien once, but sadly, I believe he isn’t anymore. He didn’t launch a decent title challenge for 2016 and it took him up until San Marino to win. The Spaniard has mega talent and that could be rediscovered in the future, but for now, Dani doesn’t quite match with the requirements to be an alien. Once upon a time in the Stoner days, most certainly, but this year has been a season to forget. Can he come back and prove me wrong and reaffirm his place as an alien next season? One can only imagine at this moment.

Valentino Rossi, 9 world championships to that star-studded name but even he went through a part of his career when he wasn’t an alien. The Ducati years were arguably the worst for Rossi. No win and just three podiums, but I still heard people refer to him as an alien. Personally, I think Rossi had been alienated. As a die-hard fan of Valentino’s, it was horrible to watch but the truth is that he wasn’t an alien in 2011 or 2012. Valentino came back to Yamaha and immediately got on well, confirming his presence as an alien. But in 2016, The Doctor has endured a tumultuous season. 3 crashes and one blown engine has put Valentino’s tenth title yet another season away. However, it isn’t just the crashes, it’s his race results too. 4th in the curtain raiser, 8th in Germany, 4th again in Austria and a lucky 3rd in Great Britain have meant that Rossi has been far from consistent, which is what an alien needs. I am not saying for one moment that The GOAT isn’t an alien, but I’m saying more to the point of, ‘who is?’.

There has been only one alien this season in MotoGP. He is the only rider to have finished all but one race so far, the only rider to win multiple times and get podiums whilst title rivals were crashing all around him. Marc Marquez alienated himself as the only alien in MotoGP this year. Taking points when he couldn’t win and winning when the opportunity fell at the right moment, the 23-year-old Spaniard has been a weapon on a Repsol Honda that quite simply shouldn’t be anywhere near the top three. A superhuman effort from Marquez has seen him become champion, but it has also been the failings of others that have allowed this. Motegi for example, the most unlikely scenario to become champion (Rossi is 14th or lower and Lorenzo off the podium) comes true. The inconsistency of two other aliens has been a massive factor in deciding the championship. Marc made himself standout this year by being subtle. He took the biggest wins in 5th places, because had he gone for the big 25 points, he probably would have crashed the tenacious and difficult Honda.

The point I am making is that in the modern era of MotoGP, even the aliens aren’t aliens. The competition level is of such sheer quality and skill, that there is little difference between the likes of Andrea Iannone and Dani Pedrosa. The only difference is that one is more consistent at finishing races than the other, and we all know which one that is! Look at Maverick Vinales, he is putting the Suzuki on the podium and at Silverstone, he was numero uno. I agree, on paper there is a huge difference and of course, Valentino Rossi, Marc Marquez and Jorge Lorenzo are still your heavyweights of the sport, but they’re not aliens. You can beat them, it’s no longer impossible. It doesn’t have to be wet, nor does it have to be a flag to flag. Andrea Iannone won in Austria because Ducati worked out the best set up to their bike. Vinales won in Silverstone because he and the Suzuki gelled with a cooler air temperature and because of Maverick’s supreme talent and Cal Crutchlow won in Australia by risking everything he could and by pressuring riders ahead into a mistake.

Gone are the days of needing to be on Factory bikes to get on the podium. Now, thanks to Dorna reigning in the big Japanese manufacturers expenditure, the MotoGP class is much more of a level playing field, which has highlighted that Yamaha, Honda, Suzuki and Ducati can all win once again. Nobody is saying that if BMW or Bimota came into MotoGP, they’d win. However, what is being said is that with development of the right kind and with management of the right kind, you can be up there and your bike can become faster.

And it is this parity that keeps millions of fans around the world on the edge of their seats, screaming and cheering at the TV. It is this parity that gives riders all the way down the field the hope of success and not just the thought of them ‘making up the numbers’. It allows for closer racing, which brings in the fans trackside, whilst bringing out bitter rivalries that not very many other sports can say they have. And just when you think you’ve seen it all, something new comes along. Aliens or not, MotoGP will continue to provide entertainment, off track and on.

Kiko Giles @MotoGPKiko

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Can Germany Manufacture a Premier Class Grand Prix Winner?

When you think of Germany, you think of many things. A huge economy, mainly built on car manufacturers like Audi and Mercedes. A country built on history from unforgettable leaders to remarkable breakthroughs. A country with many a metropolis, yet quaint 1940s style villages. However, if you look back even further, it was the bikes of MZ and BMW that turned Germany into a constructor of all things two wheeled too.

Despite this, the first and so far, only German rider to win a premier class Grand Prix was Edmund Czihak in 1974 at the Nurburgring, when many of the top riders boycotted the event on safety grounds. So with this in mind, I pose the question: Where is Germany’s next premier class winner?

There have been so many top class German riders since the 1970s, with Helmut Bradl, Max Neukirchner, Alex Hoffmann, Jochen Schmid, Anton Mang and Reinhold Roth have all graced the world scene but believe it or not, not one of them has stepped on the top step of a premier class podium. This suggests to me that surely, a German winner isn’t far away, but who could it be?

The potential is there…

The first name that springs to mind is Jonas Folger. Born in Muhldorf, it feels like he has been around the GP paddock for ages. The truth is, that isn’t too far wrong. He first came into the GP circus back in 2008, at the Czech Grand Prix, although he retired. However, it was at a drenched Le Mans where the German picked up his first Grand Prix podium. Two years later, and he won in similar conditions at Silverstone, but in the 125cc class. He took his first Moto2 victory under the floodlights of Qatar in 2015, and is now signed to ride for the Tech 3 Yamaha team in 2017. This could be a massive opportunity for Jonas. With the way MotoGP is at the minute, it is no longer a necessity to have a Factory bike to win a race or score podiums, as Cal Crutchlow and Jack Miller have proven this season,

If Folger can make the transition early enough, then he may well just be the man to end Germany’s 42 year wait for a top-class winner. His ability in the rain is also faultless, so when the opportunity arises, Folger could be your man. Age is also on his side. At just 23, Folger has a good few years left in him yet to prove that he isn’t just capable in the smaller categories, but that he can also win at the top level of motorcycle racing.

Marcel Schrotter has come of age in 2016, showing his face more prominently at the sharp end of things on the AGR Kalex in Moto2. Although it may not seem his best season on paper, Marcel has been showing more pace in qualifying and has put in some pretty sturdy performances during the races. The competition level is also much higher this year than his previous best campaign of 2014 and, if that wasn’t enough, he has had to adapt to a brand-new machine, having left the Tech 3 Mistral behind last season.

Achieving his career best result of 5th at Silverstone, Schrotter could be a good shout for a few more podiums and perhaps even a win in 2017. He joins the Dynavolt Intact Kalex Team for next season, partnering former Moto3 champion Sandro Cortese. Marcel is in a tight battle for 11th in the championship, with just 13 points covering 15th to 11th. It could be a fiery end come Valencia!

Now, it isn’t often that you look to World Superbikes for someone to make a transition over to MotoGP, but there is a hidden gem amongst the Althea BMW camp. Yes, I am of course talking about Markus Reiterberger.

The young effervescent WSBK regular burst onto the scene and immediately impressed, particularly at the second round in Thailand, where he beat his teammate Jordi Torres and took a remarkable 5th place. The former double IDM champion has been quick throughout the rest of the WSBK season, with a best result since of 6th. Markus is just 22, meaning that he has plenty of time to make the switch over to the GP paddock.

Some people may say that he is stuck in the WSBK paddock, however, I think not. There is time on his side and if he can succeed at WSBK, then he has a fair chance of being snapped up by someone half decent in Grand Prix. Only time will tell.

Phillip Oettl has been something of a revelation in 2016. Yes, we all knew of him last year, but not many people would have known about him. “What’s the difference?” I hear you cry. Well, to know of someone means to simply hear about them. But to know about someone means they must be prominent enough and important enough to warrant knowing. Yes, it’s all very confusing but what I’m getting at is the fact that Oettl has gone about his business this year incredibly maturely. He hasn’t got himself tangled up in any of that slipstream nonsense in qualifying and he has been in the battle for the win at certain tracks.

Now, with a 2nd full year on the KTM complete, it may be time for 2017 to be Oettl’s year. He’s quick and has everything in place, now he just needs results. Yet again with age on his side, there’s nothing to say that he couldn’t progress through the ranks and into MotoGP within the next six or seven years. He achieved his first pole position in 2016, could it be his first GP win in 2017, on the road to a long and successful career?

Who has missed the boat?

So, with the up and coming stars complete, now it is time to examine who has ‘missed the boat’ so to speak. From World Superbikes to MotoGP and all paddocks in between, who has missed a chance to hear the Deutschlandlied once more?

Max Neukirchner was for many years, considered the only German in either WSBK or MotoGP to become successful. In 2008, he picked up his first ever WSBK win, and going into the 2009 season, he was a favourite on his Dark Dog Suzuki, but a horrifying accident at Monza put that ambition on hold. He joined the Ten Kate Honda team for 2010 but nothing ever looked like the old Max Neukirchner of old. Ever since, he’s been way off the world scene. An unsuccessful try at Moto2 level was the last full time opportunity Max had, and he now rides in the IDM championship, where he finished 7th this season. Although his career is effectively over, let’s just remember Neukirchner for a moment as the man who nearly made it. The first chicane at Monza would be the last time Max ran with the leaders.

I almost hesitate to include him in this section, but it is fair to say Stefan Bradl well and truly missed the chance to be something big in MotoGP. The 2011 Moto2 champion stepped up to MotoGP a year later with the LCR and was immediately a top 10 regular. However, the next two seasons never developed into much special, with just one podium coming at Laguna Seca in 2013. Bradl left the team in 2015 to join the Forward Racing Yamaha team, which lasted just half a season. He then teamed up with Gresini Racing and the Aprilias, which is where he has remained ever since. He is off to World Superbikes next season, which could finally see the German win a race for the first time in six whole years. Nevertheless, you can’t help but think that Bradl hasn’t quite been given a fair bite of the cherry in Grand Prix.

At only 26, we are considering him as a has been. Maybe, if he had been on a Tech 3/Factory Yamaha then he could have won, or maybe even the present-day Ducati, especially considering they’re owned by German car company Audi. Stefan is a Grand Prix winner, and maybe he will come back a more complete rider, but for now at least, Bradl is being put into the ‘opportunity gone begging’ pile, which is quite sad.

Although still in Moto2, former Moto3 champion Sandro Cortese doesn’t look like he will be making his way out of the class anytime soon. Just three podiums from four years in the class is not something that particularly stands out, especially when riders like Maverick Vinales, Alex Rins and Pol Espargaro have all come through quicker. However, saying that, Cortese has had some of the most competitive riders around him, so maybe in 2017 we could see the former champion become a championship winner. Sandro, like many others, has struggled to make the transition from Moto3 to Moto2 and maybe he needs new surroundings too. It may relight the spark that has gone out from the German’s riding. The question is whether he will make it to the top class and be a threat to the podium. And in answer to that, I’m not 100% sure.

The premier class has a much different structure to it now than what it did when the likes of Rainey, Schwantz and Doohan were around. If you feel that we have missed anyone then feel free to tweet in @PitCrew_Online. You can also follow me personally @MotoGPKiko.

Photo credits to Focus Pollution, The AGR Team, Althea Racing, Honda Pro Racing, KTM and Dunlop Motorsport.

Kiko Giles @MotoGPKiko

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Jenson Button – McLaren Love at First Sight

2014 Formula One Austrian Grand Prix, Red Bull Ring, Spielberg, Styria, Austria, 19th – 22nd June 2014.
Jenson Button, McLaren MP4-29 Mercedes, Action,
World Copyright: © Andrew Hone Photographer 2014.
Ref: _ONZ0573

Jenson Button is a driver who had the chance and the opportunity to race for several teams. He made his Formula 1 debut with Williams in 2000 and he became the youngest British driver ever to start a Formula 1 race in Australia, he was 20 years old. The following year, Jenson moved to Benetton, but he didn’t stay for a long time. In 2002, Benetton became Renault and Jenson remained and raced with Jarno Trulli.

 

The British were replaced by Fernando Alonso in Renault, hence he was looking for a new team. In 2003, he signed a two years contract with BAR (British American Racing). Button’s new team-mate was Villeneuve. Jenson took his first podium in 2004 in Malaysian Grand Prix. In October 2006, Honda bought the remaining 55 percent of BAR and the team was renamed to Honda. Button stayed in Honda for two years and in 2009 Brawn acquired the Japanese team and signed a deal with Jenson Button and Rubens Barrichello who was Jenson’s teammate. It was the year, where Button won his one and only championship. At that season he won six of the seventeen races.

The following season, the Brit had to find a new team, as Brawn was bought from Mercedes. McLaren offered a three years deal to Jenson Button. Many didn’t agree with Jenson’s move, but I believe that Jenson found what he truly wanted. A team which will be surrounded by experienced staff and a team where he could be loyal. Button is still racing for McLaren, he moved there for three years, but he remained for seven years (he won’t be racing for McLaren next season).

During his years in McLaren, he had good and bad moments. Jenson’s debut was not very impressive, the British Champion finished seventh in Bahrain, but he won the second grand Prix of the season, which took place in Australia. At that season, Button finished 5th and he scored 214 podiums. He finished seven times on the podium and won two Grand Prix (Australia and China).

The following season it was Button’s second year in McLaren, Jenson won three races and finished second in the championship standings, behind Sebastian Vettel. It was Button’s best season with McLaren. The Brit celebrated a victory in Canada which was called as the best victory of his career. At the same season, he won two more races in Hungary and in Japan. Jenson scored 270 points for McLaren and finished 12 times on the podium.

In 2012, Jenson had a good season, but he finished fifth in the drivers’ standings just two points behind his team-mate Lewis Hamilton. Button secured three victories for McLaren in 2012, in Australia, Belgium, and Brazil.

The next year was not positive for Button’s career. He managed to score just 73 points and his best position was in Brazil, where he finished fourth. In March of that season, Jenson announced that he wanted to remain in McLaren until his retirement. In 2014, Button had a new team-mate, Kevin Magnussen who replaced Sergio Perez and raced for McLaren. At the season premiere in Australia, Jenson finished fourth, Daniel Ricciardo, who finished second in the same race, disqualified. Hence, Jenson promoted to the third place. It was a poor season for the Brit champion. He finished eighth and collected 126 points.

In 2015, Jenson decided to renew his contract with McLaren. Fernando Alonso had also signed a contract with the British team and became Button’s new team-mate. Furthermore, McLaren had a new partner. Honda returned to Formula 1 as an engine supplier.

It was a very difficult season for McLaren-Honda because the new engine was unreliable. In 2015, Button finished 16th and collected just 16 points.

This season, McLaren-Honda has done huge steps forward and that is obvious from their results so far. Jenson is currently 15th and has scored 19 points with four races to go. McLaren announced that Jenson won’t race with them in 2017.

I believe, that Button found his paradise in McLaren. He looks very relaxed during the races and he is enjoying every moment. Despite the difficulties that McLaren had and still has he is trying to help and gives advice to his team. His experience is very helpful for McLaren-Honda and helped them to improve the performance of the car. Jenson has the option to return to McLaren as a race driver in 2018 and I hope that he will race for at least one more year.

Victor Archakis F1 Editor

Follow me on Twitter: @FP_Passion

(Image courtesy of Pirelli F1 Media)

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