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Masten Gregory

Masten Gregory (February 29, 1932 − November 8, 1985) was an American racing driver. He raced in Formula One between and, participating in 43 World Championship races, and numerous non-Championship races. He was also a successful sports car racer, winning (with Jochen Rindt) the 1965 24 Hours of Le Mans.

Career
Known as the "Kansas City Flash", Masten Gregory was born in Kansas City, Missouri, as the youngest of three children; his elder brother was Riddelle L. Gregory Jr., also a race car driver, and his elder sister Nancy Lee Gregory married, as her second husband, the Anglo-American fashion designer Charles James. An heir to an insurance company fortune, Gregory was well known for his youngish looks and thick eyeglasses, due to his "terrible" eyesight. Although he attended the Pembroke-Country Day School in Kansas City, he left school before completing his senior year, and married Luella Simpson at the age of 19. His parents divorced when he was very young, and his father died when he was three years old. As an adult, Gregory used his inheritance to buy a Mercury-powered Allard, which he drove in his first race, the 50 mi SCCA race in Caddo Mills, Texas, in November 1952. He retired from that race due to head gasket failure, but installed a new Chrysler hemi-powered engine in his car to race at Sebring in 1953, where he again retired, this time due to a rear suspension failure. Gregory's first win came in just his third race, in Stillwater, Oklahoma. Changing to a Jaguar, Gregory won several races in America, including the Guardsmans Trophy in Golden Gate Park, San Francisco and a race at Offutt Air Force Base in Omaha, Nebraska. At the end of 1953, Gregory was invited to his first international sports car race - the 1954 1000 km Buenos Aires in Argentina, which he finished in 14th due to water pump problems.

Coming to Europe
Throughout 1954 and 1955, Gregory competed in European races, usually driving Ferraris. His record includes the Tourist Trophy at Dundrod and the 24 Hours of Le Mans (although his co-driver Mike Sparken retired before Gregory got a chance to drive). He also won the inaugural Nassau Trophy at the Bahamas Speed Week in 1954. Moving back to America in 1956, Gregory entered several SCCA races, often winning. In 1957, he had another attempt at the Argentine 1000 km race, this time winning. This performance got him a drive with Guglielmo Dei's Scuderia Centro Sud, a privateer Formula One team using the Maserati 250F. His first race was the 1957 Monaco Grand Prix, where he scored an impressive third-place finish, the first podium for an American in an F1 Grand Prix. He followed this with a string of good results, coming eighth in the German Grand Prix, and fourth in both the Pescara and Italian Grands Prix. Despite only competing in half of the races, Gregory ended the 1957 season in sixth place in the championship.

Gregory only competed in four Grands Prix in the 1958 season, due to injuries sustained through one of his trademark bailouts when his car was set to crash, this time in a sports car race at Silverstone in England. He did manage a fourth place at the Italian Grand Prix, and a 6th in the last race of the year, this Moroccan Grand Prix. Moving to Cooper-Climax for the 1959 season alongside Jack Brabham and Bruce McLaren, he scored two podium finishes - a third place at the Dutch Grand Prix, and a career-best second at the Portuguese Grand Prix. However, he missed the final two races of the season, again due to injuries sustained jumping from a car moments before it crashed. He finished eighth in the Championship, and with teammate Brabham winning the World Championship, Cooper won their first Constructor's Championship. Gregory scored a pole position and set a course record at the non-Championship race at Aintree, but his contract with Cooper was not renewed for the following year.

Gregory's early years of competition were marked by many crashes, often the result of pushing sub-par machinery past its ability. He flipped a thankfully rollbar-equipped Maserati at the Venezuelan Grand Prix in 1957, totalled two sports cars in 1958, and another two in 1959 (a Lister-Jaguar and a Tojeiro-Jaguar). In the latter of these incidents he broke his leg and shoulder, keeping him away from his Formula 1 commitments. In 1960, trying to qualify an outdated Cooper-Maserati at Nürburgring he went off the track and was thrown clear of the car. After this period, however, his driving style matured and he began to develop a reputation as an elegant and careful driver.

Gregory continued in Formula One until 1965, but mainly with uncompetitive independent teams. He was unable to reproduce the results he obtained early in his career, his best being a sixth at the 1962 United States Grand Prix at Watkins Glen with the UDT Laystall team, in a Lotus 24. Running fourth, just behind eventual winner Dan Gurney at the French Grand Prix, Gregory retired with ignition problems, losing possibly his best chance at a maiden Grand Prix victory. Gregory did manage a win in the non-Championship 1962 Kanonloppet race at Karlskoga in Sweden, but this race did not feature any top teams.

After Formula One
After his release from Cooper, Gregory also went back to competing in sports car races, setting the overall fastest lap at the 1960 24 Hours of Le Mans. He won the 1961 1000 km Nürburgring, driving alongside Lloyd "Lucky" Casner in a Maserati Tipo 61 for the America Camoradi Racing Team. In the same year, Gregory finished fifth in the 24 Hours of Le Mans in a Porsche RS61 Spyder. 1962 saw Gregory win the Canadian Grand Prix sports car race at Mosport Park in a Lotus 19-Climax. In 1964, Gregory again competed in the 24 Hours of Le Mans, this time in a Ford GT40. He retired from the race in the fifth hour due to gearbox difficulties. The following year, Gregory teamed up with the man who was to become 1970 Formula One World Champion, Austrian Jochen Rindt, and the pair won the race in a North American Racing Team Ferrari 250 LM. 1965 was also the year in which Gregory raced in the Indianapolis 500, starting from the back of the grid and working his way up to 5th before being forced to retire due to an engine problem.

Gregory then began to wind down his motor racing career, continuing to compete in international sports car races with some good results including a second-place finish at the 1966 1000 km race at Monza alongside John Whitmore. Following his good friend Jo Bonnier's death at the 1972 Le Mans race, Gregory stopped racing, and retired to Amsterdam, where he worked as a diamond merchant before operating a glassware business. On November 8, 1985, Gregory died in his sleep of a heart attack at his winter home in Porto Ercole, Italy. He had four children, Masten Jr., Debbie, Scott and Michael. Gregory was inducted into the Missouri Sports Hall of Fame in 2005, the Kansas City C.A.R.B. (Central Auto Racing Boosters) Hall of Fame in 2007 and the Watkins Glen Walk of Fame in 2012. He was inducted into the Motorsports Hall of Fame of America in 2013.

Gregory is in a distinct club of motorsport being only one of nineteen drivers to compete in all three legs of the Triple Crown of Motorsport (Indianapolis 500, 24 Hours of Le Mans and the Monaco Grand Prix) and to have won at least one of those events. The others are: Louis Chiron, Jack Brabham, Jim Clark, Graham Hill (who won all three), Dan Gurney, Jochen Rindt (who won two), Mario Andretti, Mark Donohue, Jackie Stewart, Denny Hulme, Danny Sullivan, Vern Schuppan, Stefan Johansson, Michele Alboreto, Eddie Cheever, Jacques Villeneuve, Juan Pablo Montoya (who has won two) and Fernando Alonso (who has won two).

Complete Formula One World Championship results
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* Shared drive with Carroll Shelby therefore no points awarded.

Complete Formula One Non-Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

title: Masten Gregory


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Maurício Gugelmin

Maurício Gugelmin (born 20 April 1963) is a Brazilian former racing driver. He took part in both Formula One and Championship Auto Racing Teams (CART). He participated in 80 Formula One Grands Prix, debuting in for the March team. Gugelmin achieved one top-three finish and scored a total of ten championship points in the series. He competed in CART between 1993 and 2001, starting 147 races. Gugelmin won one race, in 1997 in Vancouver, finishing fourth in the championship that year. His best result in the Indianapolis 500 was in 1995 where he started and finished in sixth position, leading 59 laps. For a period, he held the world speed record for a closed race track, set at California Speedway in 1997 at a speed of 240.942 mph. Gugelmin retired at the end of 2001 after a year that included the death of his third child.

Personal and early life
Gugelmin was born to a wealthy family in Joinville, Brazil on 20 April 1963. His father is a timber merchant and a collector of antique cars. Gugelmin is married to Stella Maris, and they have two sons, Bernardo and Gabriel. Their third son, Giuliano, who was Bernardo's twin, died from cerebral palsy in April 2001 at the age of six.

Before Formula One
Gugelmin started racing go-karts as a child in Brazil in 1971, winning his local championship nine years in a row from 1971 to 1979. He progressed to the Brazilian national championship in 1980, which he also won. He progressed to single-seater racing cars in 1981, when he won the Brazilian Formula Fiat Championship.

In 1982 Gugelmin, like many Brazilian drivers of his generation, moved to the United Kingdom to further his racing career. He was a longtime friend of future Formula One world champion Ayrton Senna, who was already racing in the country, and the two shared a house from 1982 to 1987. Senna, having previously been a Formula Ford driver with the Van Diemen team, used his influence within the organisation to secure Gugelmin a race seat with them for 1982. By the end of the year, Gugelmin was the British Formula Ford 1600 cc champion with 13 race wins and 90 points scored. He followed this up by finishing as runner-up in the British Formula Ford 2000 cc series the following year. He moved to the European Formula Ford series in 1984, and won the title at his first attempt. A progression to Formula Three followed in 1985 with West Surrey Racing, winning the British championship and the season-ending Macau Grand Prix. Gugelmin subsequently spent two years in International Formula 3000 (F3000), the final step before Formula One, competing with sponsorship backing for the 1986 season. He took one victory in F3000, at Silverstone in 1987 while driving for the Ralt factory team.

Formula One
Gugelmin entered Formula One, the highest category of circuit racing defined by the Fédération Internationale de l'Automobile (FIA), motorsport's world governing body, with the March team in the 1988 season, as team-mate to Ivan Capelli. He had previously been in contention for a drive with Lotus in the 1986 championship at the request of his friend Ayrton Senna, however the British team could not promote two Brazilian drivers and he was overlooked in favour of Johnny Dumfries. Gugelmin began the season with five retirements from the first six races due to mechanical failure, but soon afterwards he took his first points scoring finish with fourth place at the. Gugelmin scored points in one other race with a fifth-place finish at the. He finished the season as the highest-scoring newcomer in the Formula One World Championship, ending the year in 13th position overall.

The 1989 championship was barren for the March team, and Gugelmin took their only points scoring finish of the year at the. He finished in third position; an excellent result given that March were financially troubled. At the, Gugelmin was involved in a large accident at the start of the race which resulted in a spectacular barrel roll. A photograph of the accident was later selected for a London Exhibition as one of Formula One's most striking photographs. The race was stopped as a result; Gugelmin took the restart from the pit lane and set the race's fastest lap, the only one of his F1 career.

In the March team was sold, and became known as Leyton House. Gugelmin was once again partnered by Capelli, but the team's CG901 chassis proved troublesome, and between them they failed to qualify six times during the season, including at the. However, at the next race, the, modifications had been made to the car, which improved the performance. Running the whole race without changing their tyres, Capelli and Gugelmin ran first and second during the race. Gugelmin retired from fourth position mid-race with engine problems but he went on to score a single point for finishing in sixth place in the  later in the season.

The 1991 championship saw internal turmoil at the team with several key staff leaving. The car lacked pace and both Gugelmin and Capelli struggled; the team scored just one point all season. Gugelmin's best result amounted to three seventh-place finishes, although he retired from eight of the season's sixteen races. In September, the team's principal, Akira Akagi, was arrested on suspicion of fraud. Money was tight, and Gugelmin made the decision to leave the team at the end of the year. A switch to the Jordan team for the 1992 season did not improve Gugelmin's fortunes. The team struggled with financial difficulties and scored only one point all year. The team's Yamaha engine was underpowered, and the car was unreliable. Gugelmin failed to finish eleven out of the sixteen races, and scored no points.

Champ Car
Gugelmin signed with Dick Simon Racing to take part in the North American Championship Auto Racing Teams (CART) racing series for the last three races of 1993. Although races at Mid Ohio and Nazareth resulted in non-finishes, Gugelmin finished 13th at Laguna Seca although this was not high enough to receive any points. Despite this, Gugelmin demonstrated promise. In the 1994 season, Gugelmin signed with Chip Ganassi Racing to partner Michael Andretti who returned to the series after a season in Formula One. Andretti was more successful than Gugelmin, and took two wins, including Reynard's first win in Champ Car at Surfers Paradise. Gugelmin was hindered by a lack of cooperation between his and Andretti's crews, and his first full-time year in the Champ Car World Series resulted in seven points finishes and 16th in the points standings.

The 1995 season commenced with Gugelmin finishing in second place to Jacques Villeneuve in the first round of the year at Miami. He went on to finish in sixth position at the Indianapolis 500 after leading the most laps of any driver. Eight additional points finishes, including a third place at the final round at Laguna Seca, meant he finished tenth in the final drivers' points standings, nine positions ahead of his experienced teammate and former series champion Danny Sullivan.

For the 1996 championship, Gugelmin was partnered at PacWest by the British driver Mark Blundell. He established a reputation for being quick at superspeedway tracks after taking a second and a third place at the two events at Michigan International Speedway. On top of this he took four other points finishes, finishing the season in 14th place. For the 1997 season, Gugelmin had lost 40 lb under a fitness programme, and the PacWest team switched to using Firestone tyres and Mercedes-Benz engines. The package was competitive throughout the year and Gugelmin and Blundell finished fourth and sixth in the championship respectively. Gugelmin's notable races of the year include the Detroit Indy Grand Prix, where Gugelmin was leading the race on the last lap when he ran out of fuel, and the Molson Indy Vancouver, where Gugelmin won his first Champ Car race. One of the most popular men in the championship, virtually the entire pit-lane was full of happiness for him. In qualifying for the final race of the season at the California Speedway, Gugelmin set a world record for the fastest ever lap of a closed race track at 240.942 mi/h. This record stood until 2000 when Gil de Ferran surpassed it with a lap of 241.428 mi/h, also at California Speedway. Gugelmin went on to finish the race in fourth place.

The 1998 championship proved not to be as successful. Setbacks plagued the team and they struggled to get to grips with the new chassis. Gugelmin showed determination, and scored nine points-scoring finishes. A highlight was Gugelmin leading 40 laps during the final event at California Speedway, en route to finishing in fifth place. Gugelmin was unable to reproduce his race-winning form, and finished no higher than 15th position in the final points standings over the next three years. In the 2000 season, Gugelmin was named as the chairman of the Championship Drivers Association, the organisation set up to represent the interests of the drivers in the CART drivers. That year, his best finish was a second place at Nazareth Speedway and was 17th in the points standings.

The 2001 season saw PacWest switch engine manufacturers from Mercedes to Toyota and Gugelmin would be partnered by Indy Lights champion Scott Dixon. During the practice session for the race at Texas Motor Speedway, Gugelmin crashed after he lost control in the second turn and hit the wall with the acceleration peaked at 66.2 g, before a second impact with the wall where acceleration peaked at 113.1 g. The event was eventually cancelled after drivers complained of dizziness, nausea and blurred vision, which were caused by the high g-forces experienced when driving at speed on the track. During the week before the race at Nazareth Speedway, Gugelmin's son, Giuliano, died from respiratory complications. Giuliano was quadriplegic and a lifelong sufferer from cerebral palsy owing to complications at birth. As a result, he did not take part in the race after PacWest Racing withdrew his entry as a mark of respect. He qualified on pole position for the Grand Prix of Cleveland later in the season. At the end of 2001, Gugelmin decided to retire from the sport, stating "I definitely want to spend more time with my family. After those two big accidents, and Alex [Zanardi]'s deal in Germany, I said, 'That's it. Forget it.' "

After Champ Car
In 2003 Gugelmin was announced as a competitor by the organizers of the new Renault Megane Super Cup in his native Brazil. However, the series did not launch and since then Gugelmin has made no competitive appearances in motorsport. Following his retirement, Gugelmin put his Florida mansion in Coral Gables up for sale for $17 million, and moved back to live in Brazil full-time. He runs the family business along with his brother, Alceu, and has also done consultancy work for Mercedes-Benz subsidiary AMG. Both his surviving sons compete in go-kart events.

Complete British Formula Three results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap; small number denotes finishing position.)

Complete International Formula 3000 results
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Complete Formula One results
(key) (Races in bold indicate pole position, races in italics indicate fastest lap; small number indicates finishing position)

American open-wheel racing results
(key) (Races in bold indicate pole position; small number denotes finishing position)

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Maurício Gugelmin


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Mauro Baldi

Mauro Giuseppe Baldi (born 31 January 1954) is an Italian former Formula One and endurance driver who raced for the Arrows, Alfa Romeo and Spirit teams.

He was the seventh of nine drivers who completed the informal Triple Crown in endurance racing.

Biography
Baldi started his career in rallying in 1972 and turned to circuit racing in 1975 with the Italian Renault 5 Cup. By 1980 he had become a top Formula 3 driver, winning the Monaco F3 Grand Prix and the 1981 European Formula 3 Championship with eight victories. In 1982 he signed to drive for Arrows before moving to Alfa Romeo in 1983, scoring a fifth place in Zandvoort. When Benetton became Alfa Romeo's team sponsor in 1984, Baldi lost his drive, and joined the underfunded Spirit team until 1985.

After retiring from Formula One he went to enjoy a successful career in sports car racing, driving for the works Martini-Lancia team in 1984 and 1985. In 1986, he switched to a Porsche 956 from Richard Lloyd Racing's outfit, returning to a works drive in 1988 with the Sauber-Mercedes team, with whom Baldi won the 1990 FIA World Sports Prototype Championship for Drivers, sharing the car with Jean-Louis Schlesser. In 1991 and 1992 he was a driver for Peugeot. He had a brief return to F1, doing most of the test driving for the Modena Lambo project.

Returning to sports cars, he won the Le Mans 24 Hours race in 1994, sharing the "road-going" Dauer 962 Le Mans (a modified Porsche 962) with Yannick Dalmas and Hurley Haywood. He also won the 24 Hours of Daytona in 1998 and 2002, and the 12 Hours of Sebring, again in 1998, with Arie Luyendyk and Didier Theys.

Career summary
† As Baldi was a guest driver, he was ineligible for championship points.

Complete European Formula 3 results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete Formula One results
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American Open Wheel racing results
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title: Mauro Baldi


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Mike Beuttler

Michael Simon Brindley Bream Beuttler (13 April 1940 – 29 December 1988) was a British Formula One driver who raced privately entered March cars. He was born in Cairo, Egypt, the son of Colonel Leslie Brindley Bream Beuttler, Duke of Wellington's Regiment, O.B.E., and a descendant on his mother's side of the Scottish ornithologist William Robert Ogilvie-Grant, grandson of the 6th Earl of Seafield.

He was a talented Formula Three driver from the late 1960s, who then graduated to Formula Two and then to Formula One in 1971.

The finance for the team came from a group of stockbroker friends from whom the team took its name – at first Clarke-Mordaunt-Guthrie Racing, and in 1973 it became Clarke-Mordaunt-Guthrie-Durlacher Racing. This approach of funding the team earned his car the nickname of the "Stockbroker Special".

He raced on one occasion, at the 1971 Canadian Grand Prix, for the works March team. Beuttler's best result was a seventh place in the 1973 Spanish Grand Prix.

While Beuttler did not achieve a points-scoring finish during his career in Formula One, he did achieve six top-ten finishes in the 28 races in which he competed, results that would have delivered points by today's championship regulations.

When his backers suffered amid the 1973 oil crisis, Beuttler retired from racing the following year, at the age of 34, after competing in the 1000 km of Brands Hatch.

Personal life
Beuttler is often described as the first openly gay Formula One driver,  although former Autosport editor and friend Ian Phillips has described Beuttler as "semi-closeted", adding "I'm not sure anybody really knew. We all just kind of suspected it. Because people weren’t open about being gay in those days and he took this lovely girlfriend to all the races which I suspect was just to distract because people didn’t come out as being gay in those days." Beuttler remained the only known male LGBT+ driver to have raced at that level until 2024, when the German former Formula One driver Ralf Schumacher announced that he was in a same-sex relationship.

While little is known about Beuttler's life after his career in motorsport, he eventually moved to the United States, where he died of complications resulting from AIDS in 1988, in Los Angeles, aged 48.

Beuttler was also the brother-in-law of politician Alan Clark, who had married Beuttler's sister Jane.

Complete Formula One results
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title: Mike Beuttler


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Mike Hailwood

Stanley Michael Bailey Hailwood, (2 April 1940 – 23 March 1981) was an English professional motorcycle racer and racing driver. He is regarded by many as one of the greatest racers of all time. He competed in the Grand Prix motorcycle world championships from 1958 to 1967 and in Formula One between 1963 and 1974. Hailwood was known as "Mike The Bike" because of his natural riding ability on motorcycles with a range of engine capacities.

A nine-time world champion, Hailwood won 76 Grand Prix races during his motorcycle racing career, including 14 Isle of Man TT victories and four consecutive 500 cc world championships. After his motorcycle racing career concluded, he went on to compete in Formula One and other classes of car racing, becoming one of the few men to compete at Grand Prix level in both motorcycle and car racing. He returned to motorcycle racing at the age of 38, taking victory at the 1978 Isle of Man TT.

Hailwood died in 1981 following a road traffic accident in Warwickshire, England.

Early life
Hailwood was born at Langsmeade House, Great Milton in Oxfordshire, the only son and elder child of Stanley William Bailey Hailwood, a millionaire businessman and managing director of a motorcar sales company as well as successful motorcycle dealer. He had also raced, in the pre-World War II era. Hailwood had a comfortable upbringing; he learned to ride at a young age on a minibike as a small boy in a field near his home. He was educated at Purton Stoke Preparatory School, Kintbury, and Pangbourne Nautical College where he wore a RN cadet uniform, but left early and worked for a short time in the family business before his father sent him to work at Triumph motorcycles.

Motorcycle racing career
Hailwood saw his first race at age 10 with his father, and first spectated at the Isle of Man TT races in 1956.

He first raced on 22 April 1957, at Oulton Park, finishing in 11th place. In 1958 he won ACU Stars at 125 cc, 250 cc, and 350 cc classes, earning him the Pinhard Prize, an accolade awarded yearly to a young motorcyclist under 21, who is adjudged to have made the most meritorious achievement in motorcycle sport during the preceding year. He teamed with Dan Shorey to win the Thruxton 500 endurance race and finished in four classes of TT race with one podium.

By 1961, Hailwood was racing for up-and-coming Japanese factory Honda. In June 1961, he became the first man in the history of the Isle of Man TT to win three races in one week when he won in the 125 cc, 250 cc and 500 cc categories. He lost the chance at winning a fourth race when his 350 AJS failed with a broken gudgeon pin whilst leading. Riding a four-stroke, four-cylinder 250 cc Honda, Hailwood won the 1961 250cc world championship.

In 1962, Hailwood signed with MV Agusta and went on to become the first rider to win four consecutive 500cc World Championships.

In February 1964 during preparations for the US Grand Prix, Hailwood set a new one-hour speed record on the MV 500 cc recording an average speed of 144.8 mph on the oval-shaped, banked speed-bowl at the Daytona circuit. The previous record of 143 mph was set by Bob McIntyre on a 350 cc Gilera at Monza in 1957. Hailwood then went on to win the GP race, which carried World Championship points, in the afternoon of the same day.

During 1965, Hailwood entered selected UK events riding for the Tom Kirby Team. In heavy rain, Hailwood won the 1965 Hutchinson 100 Production race at the Silverstone circuit on a BSA Lightning Clubman entered by dealer Tom Kirby, beating the Triumph Bonnevilles entered by Syd Lawton. The 'Hutch' was a main production race of the season along with the Thruxton 500, so it was very important for manufacturers to establish the racing potential of their recent models. As this was production-based racing open to all entrants, 'official' works teams were ineligible; instead, machines were prepared and entered through well-established factory dealers. BSA Lightning Clubmans were ridden by Hailwood (carrying number 1 on the fairing) and factory rider Tony Smith, whilst Triumph Bonnevilles were ridden by World Champion Phil Read and works employee Percy Tait. Conditions were poor and Smith retired from the race at slippery Stowe Corner. Hailwood lapped at 83 mi/h to establish his winning lead.

After his successes with MV Agusta, Hailwood went back to Honda and won four more world titles in 1966 and 1967 in the 250 cc and 350 cc categories. At the 'Motor Cycle' 500 race at Brands Hatch in 1966, Hailwood demonstrated a Honda CB450 Black Bomber fitted with a sports fairing. It was unable to compete in the 500cc category, the Fédération Internationale de Motocyclisme (FIM) deeming that it was not classified as a production machine as it had two overhead camshafts.

Hailwood enjoyed great success at the Isle of Man TT. By 1967, he had won 12 times on the island mountain course. He won what many historians consider to be the most dramatic Isle of Man race of all time, the 1967 Senior TT against his great rival, Giacomo Agostini. In that race he set a lap record of 108.77 mi/h on the Honda RC181, that stood for the next eight years. After suffering breakdowns in 1967, Hailwood had intended to re-sign for Honda provided the 1968 machinery was to his satisfaction, and had relocated to South Africa where he started a building business with former motorcycle Grand Prix rider Frank Perris, completing their first house in October 1967, also selling one to ex-racer Jim Redman. Hailwood stated to Motorcycle Mechanics that even without suitable machinery from Honda he would not go elsewhere, preferring to retire prematurely and he would in any case finish at the end of the 1968 season.

For 1968, Honda pulled out of Grand Prix racing, but paid Hailwood £50,000 (equivalent to over £870,000 at 2020 prices) not to ride for another team, in expectation of keeping him as its rider upon return to competition.

Hailwood continued to ride Hondas during 1968 and 1969 in selected race meetings without World Championship status including European events in the Temporada Romagnola (Adriatic Season of street-circuits), sometimes wearing an unfamiliar plain-silver helmet, including on a 500 cc engined machine which used frames privately commissioned by Hailwood.

Hailwood also appeared in selected UK events, in 1968 appearing in the post-TT race at Mallory Park on a Honda, and in 1969 he participated in the Mallory Park Race of the Year riding a Seeley

He had already started to race cars and with no other factory racing teams available to compete against MV Agusta, Hailwood decided to pursue a career in car racing, placing third in the 1969 Le Mans 24-Hour race in France as a co-driver of a Ford GT40 with David Hobbs. In 1970, Hailwood was again lured back into bike racing, this time by the BSA team riding a Rocket 3 at the Daytona 200 race in Florida, part of a strong BSA/Triumph team. Whilst placed at the head of the field the machine soon failed due to overheating. Hailwood again rode for BSA at the 1971 Daytona race, qualifying on the front row. He led the race but again broke down. Hailwood's son David completed a demonstration lap of the Isle of Man TT course on 3 June 2002, riding his father's Daytona 1971 BSA Rocket 3 carrying large letters 'H' instead of a race number. He crashed at low speed when waving to the spectators at Governor's Bridge, a tight hairpin bend close to the end of the 37-mile course.

Car racing career
During his car racing career, Hailwood raced in Formula One and World Sports Cars, but never achieved the same level of success that he had found on motorcycles. He participated in 50 Formula One Grands Prix, starting with an early phase between 1963 and 1965, debuting in the British Grand Prix on 20 July 1963, achieving two podium finishes and scoring a total of 29 championship points.

Hailwood entered the 1966 24 Hours of Daytona as co-driver to Innes Ireland using a Ferrari, but Ireland broke down with gearbox problems after $3 1⁄2$ hours, before Hailwood was scheduled to participate.

Hailwood was in contention for a victory at his first Formula One race in six years, the 1971 Italian Grand Prix. The first five finishers were covered by only 0.61 seconds, and Hailwood was fourth, 0.18s behind the winner Peter Gethin. He won the Formula Two European title and earned a podium finish at the 1969 24 Hours of Le Mans. Hailwood ran three full seasons in the European Shellsport F5000 series 1969-71 and was 2nd in the 1972 Tasman F5000 series in which he drove a 5000 engined TS8 F1 chassis.

Hailwood was recognised for his bravery when in the 1973 South African Grand Prix he went to pull Clay Regazzoni from his burning car after the two collided on the third lap of the race. Hailwood's driving suit caught fire, but after being extinguished by a fire marshal he returned to help rescue Regazzoni, an act for which he was awarded the George Medal, the second-highest gallantry award that a British civilian can be awarded.

In 1974 he drove a works Yardley-sponsored McLaren M23 and sometimes outpaced team leader Emerson Fittipaldi. He left Formula One after being injured badly at the 1974 German Grand Prix at the Nürburgring and retired to New Zealand, where he was involved with a marine engineering business together with former McLaren manager Phil Kerr.

He was the subject of This Is Your Life in 1975 when he was surprised by Eamonn Andrews.

Comeback
In 1977, Hailwood had travelled to Australia to ride large-capacity Ducatis in long-distance races and a 30-lap event on a Yamaha, together with historic race machines. Achieving some success, he entered a 3-hour long-distance event in April 1978, as before with Australian co-rider Jim Scaysbrook. Also in April, Hailwood rode at the Australian motorcycle Grand Prix, for the first time on a 750 Yamaha that he was later to ride in the Classic TT race.

In May 1978, Hailwood rode a demonstration to spectators at a Donington Park national motorcycle race day of the Yamaha XS1100 with full fairing in Martini colours, which he was to use to re-acquaint himself with the TT course, including any subsequent alterations since he raced at the Isle of Man in the late 1960s. Martini was to sponsor most of his TT race machines provided by the UK Yamaha importer Mitsui. He stayed on for the following Monday to test his Yamaha TZ750, TZ500 and TZ250 race machines together with his F1 TT Ducati which he had previously tested in the rain at Oulton Park.

On 3 June 1978, after an 11-year hiatus from mainstream motorcycling, Hailwood made a comeback at the Isle of Man TT in the Formula I race, a World Championship class based on large-capacity road machines first introduced for 1977.

Few observers believed that the 38-year-old would be competitive at the TT races after such a long absence, but riding a Ducati 900SS provided by Manchester (UK) dealership Sports Motorcycles, he won the F1 race. Machines for other race categories were provided by Yamaha NV (Netherlands); Hailwood finished 12th in the 250 cc Junior event, 28th in the 500 cc Senior race being affected by a faulty steering damper, and a DNF in the Classic (1000 cc) race.

Hailwood was awarded 'Man of the Year' for 1978 after a public vote organised by Motorcycle News weekly newspaper. After the June 1978 TT races, he again rode in Australia with Scaysbrook in the Castrol Six Hour event, followed by the 1979 Adelaide Three Hour race.

Hailwood raced at the 1979 Isle of Man TT before retiring for good at the age of 39. In that final Isle of Man appearance, he rode a two-stroke Suzuki RG 500 to victory in the Senior TT. He then opted to use that same 500 cc bike in the Unlimited Classic and diced for the lead with Alex George (1100cc Honda) for all six laps. A minute or two apart on the road, they were rarely a few seconds apart on time each lap, Hailwood losing by two seconds.

Death
Following his retirement from motor sport, in late 1979 Hailwood established a Honda-based retail motorcycle dealership in Birmingham named Hailwood and Gould, in partnership with former motorcycle racer Rodney Gould.

On Saturday 21 March 1981, Hailwood set off in his Rover SD1 with his children Michelle and David to collect some fish and chips. As they returned along the A435 Alcester Road through Portway, Warwickshire, near their home in Tanworth-in-Arden, a lorry made an illegal turn through the barriers onto the central reservation, and their car collided with it. Michelle, aged nine, was killed instantly. Mike and David were taken to hospital, where Mike died two days later from severe internal injuries. He was 40 years old. David survived with minor injuries. The lorry driver was fined £100.

Hailwood claimed to have been told by a fortune teller in South Africa that he would not live to 40 and would be killed by a truck. The story was repeated by Elizabeth McCarthy in a 1981 memoir, while recounting her relationship with Hailwood, whom she had met at the Canadian Grand Prix in 1967. When he asked for her hand in marriage, she replied that she was hesitant to marry someone who could die at any weekend race. He then told her his story and said; "...I will be killed by one of those damn lorries – so, you see, it won't happen on a track".

Legacy
An annual 'Mike Hailwood Memorial Run' was discontinued after the 2011 event. The starting point was the former Norton factory in Aston, Birmingham, then on to Portway, where the accident occurred, followed by a service at the church in Tanworth-in-Arden.

Hailwood retired with 76 Grand Prix victories, 112 Grand Prix podiums, 14 Isle of Man TT wins and 9 World Championships, including 37 Grand Prix wins, 48 Grand Prix podiums, 6 Isle of Man TT wins and 4 World Championships in 500cc.

He was awarded the Segrave Trophy for 1979 "in recognition of his Isle of Man exploits in the Senior and Classic TTs", with his close friend Ted Macauley also awarded a special Seagrave Medal. Hailwood was the Patron of a small charity – The Joan Seeley Pain Relief Memorial Trust – named in tribute to Colin Seeley's first wife Joan, who died in 1979.

The FIM named him a Grand Prix "Legend" in 2000. He was inducted into the AMA Motorcycle Hall of Fame in 2000 and the International Motorsports Hall of Fame in 2001.

After Hailwood's victory at the 1978 Isle of Man Formula One motorcycle race, Ducati offered a 900SS-based Mike Hailwood Replica for sale. Approximately 7,000 were sold.

In 1981, a section of the Snaefell Mountain Course was named as Hailwood's Rise leading to the highest point at Hailwood's Height in his honour. In 1984, Pauline Hailwood officially opened the Mike Hailwood Centre, a multi-purpose building located at the TT Grandstand in Douglas run as a refreshment outlet during TT and Manx Grand Prix motorcycle race periods. Operated by the Mike Hailwood Foundation, an Isle of Man-based charity, it is staffed by volunteers and also promotes the races together with supporting new competitors.

Personal life
Coming from a prosperous background, during his early career Hailwood had enjoyed a privileged lifestyle and even before his move from MV to Honda in 1966 was the world's highest-paid rider. He lived a playboy lifestyle as a jet-setter covering 30,000 road miles and 160,000 air miles in a year travelling to circuits around the world whilst based in his bachelor-flat at Heston, West London, where he kept his high-powered sports cars.

In 1964, together with British commentator and journalist Murray Walker, he published the book, The Art of Motorcycle Racing. After relocating to South Africa in 1967, he confirmed to Motorcycle Mechanics in 1968 that he would only be spending the same length of time there as in the previous eight years when he spent two winter months staying at the farm of racer Paddy Driver near Johannesburg. Hailwood also stated "And as far as marriage goes—that's strictly for the birds!"

He had two children: daughter Michelle in 1971 and son David. He married their mother, model Pauline, on 11 June 1975. Pauline Hailwood died in June 2020 following an illness.

Motorcycle Grand Prix results
(key) (Races in bold indicate pole position)

Complete Formula One World Championship results
(key) (Races in italics indicate fastest lap)

Complete Formula One Non-Championship results
(key) (Races in italics indicate fastest lap)

Complete European F5000 Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

Complete European Formula Two Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap) Graded drivers not eligible for European Formula Two Championship points

Complete British Saloon Car Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

title: Mike Hailwood


text:
Category:Tram transport

 * Public transport by tram, streetcar, and light-rail street systems — always running on rail tracks, and usually an electric rail transport system.

title: Category:Tram transport


text:
Mike Spence

Michael Henderson Spence (30 December 1936 – 7 May 1968) was a British racing driver from Surrey in England. He participated in 37 Formula One World Championship Grands Prix, debuting on 8 September 1963. He achieved one podium, and scored a total of 27 championship points. He also participated in numerous non-Championship Formula One races, as well as sports car racing.

Early career
Spence was born in Purley, Surrey, and began his motorsport career driving his father's Turner and an AC Ace sports car. Spence moved into open-wheel racing in Formula Junior in 1960. Spence drove the Emeryson in two non-Championship Formula One races in, the Solitude Grand Prix near Stuttgart and the Lewis-Evans Trophy at Brands Hatch. He retired early from the Solitude race with a gearbox failure, but finished second behind Tony Marsh's BRM in the Lewis-Evans Trophy. These results prompted moves to the privateer Ian Walker Racing FJ team for 1962, driving a Lotus 22, and then to the works Lotus Formula Junior squad in 1963.

Despite disappointing results in his first Formula Junior season with a major team, with fourth place in the British Grand Prix FJ support race his best result, towards the end of Spence was called up to the Lotus Formula One team, taking the place of the injured Trevor Taylor at the Italian Grand Prix. Driving the Lotus 25, Spence qualified ninth and was classified 13th in the race despite the car's oil pressure fading near the end, while team-mate Jim Clark took the win and with it the Drivers' Championship.

Formula One
With Lotus signing Peter Arundell as Clark's team-mate for, Spence spent most of the early season driving in Formula Two events. However, shortly before the British Grand Prix, Arundell suffered a severe accident in an F2 race at Reims-Gueux, and Spence was called up to replace him in the F1 team for the rest of the season. Driving both the Lotus 25 and the Lotus 33, Spence managed points finishes in two World Championship races, sixth in Italy and fourth at the season finale in Mexico. This gave him four points, placing him equal 12th in the Drivers' Championship. Staying with Lotus for, Spence finished fourth in the season opener in South Africa, then won the prestigious Race of Champions at Brands Hatch and finished third in the International Trophy at Silverstone. But over the rest of the Championship, while Clark won his second Drivers' title with ease, Spence could only record two more points finishes, coming fourth again in Britain and third in the season finale in Mexico, behind American duo Richie Ginther and Dan Gurney, in what would turn out to be his only podium finish in a Championship race. With ten points, he was eighth in the Drivers' Championship.

The season began with victory in another non-Championship race, in South Africa. However, Lotus boss Colin Chapman then took back the recovered Arundell, leaving Spence out of a drive. Before the Championship began in May at Monaco, Spence signed for the privateer Reg Parnell Racing team, but the BRM-powered Lotus 25 he drove was elderly and unreliable and he finished only twice, in the Netherlands and Italy, although he was fifth on both occasions. The four points thus earned placed him 13th in the Drivers' Championship.

At the end of 1966, Graham Hill left the works BRM team to join Lotus, and Spence was chosen as his replacement. Driving the BRM P83 over the course of the Championship, Spence achieved points finishes in five races, though these consisted of four fifths and a sixth. He thus finished tenth in the Drivers' Championship with nine points. Continuing with BRM at the start of, Spence drove the P115 in the season opener in South Africa and the P126 in the Race of Champions and the International Trophy; he retired from all three races but performed strongly in the latter two, hinting at a great potential for the rest of the season.

Sports car racing
In 1967, Jim Hall hired Spence as part of his Chaparral sports car team. One of the most innovative engineers in 1960s motorsport, Hall pioneered many advances in racing technology. For 1967 the great advance was the addition of aerodynamic wings to the rear of his cars, generating extra downforce to improve grip levels and hence cornering speeds. Driving the Chaparral 2F with regular partner Phil Hill, Spence managed to make a great impression on the sports car scene. Fastest laps in the 12 Hours of Sebring and 1000km Spa races were just the prelude to a dominant win in the 1967 BOAC 500 race at Brands Hatch. Spence and Hill finished half a lap ahead of the Jackie Stewart/Chris Amon Ferrari 330P, who were themselves three laps ahead of everybody else.

For 1968 Spence moved to the Ford-backed Alan Mann Racing team. He became one of the few people ever to drive the ill-fated Ford P68 in competition, although an engine mount failure on his own entry, followed by a driveshaft failure on the team's second car during the race, prevented Spence from reaching the chequered flag.

Death
Following Clark's death at Hockenheim in early April 1968, Colin Chapman invited Spence back to Lotus as part of their Indianapolis 500 team, with the race in late May. Spence was due to race the revolutionary Lotus 56 gas turbine car. During practice at the Indianapolis Motor Speedway on Tuesday, 7 May, Spence, driving the #60 Lotus 56 turbocar (later qualified and driven by Joe Leonard), ran a lap of 169.555 mph – fastest of the month and second-fastest in track history.

Later in the afternoon, Colin Chapman was asked by Andy Granatelli if Spence could take out turbocar #30 for a test run after driver Greg Weld had difficulty getting the car up to speed. Spence quickly got the car to a lap of 163 mph, but early in the second lap, he misjudged his entry to turn one and collided heavily with the concrete wall. The right-front wheel of the Lotus swiveled backwards into the cockpit and struck Spence on the helmet; he died in the hospital later that evening at 9:45 pm from massive head injuries. His fastest lap speed set earlier that day was unsurpassed for the next five practice days.

Complete Formula One World Championship results
(key)
 * 1Shared drive with Jim Clark.
 * 2The Parnell Lotus driven by Spence in 1966 was a written-off 25 rebuilt around a 33 monocoque.

Non-Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)
 * 1The Parnell Lotus driven by Spence in 1966 was a written-off 25 rebuilt around a 33 monocoque.

title: Mike Spence


text:
Saul Steinberg

Saul Steinberg (June 15, 1914 – May 12, 1999) was an American artist, best known for his work for The New Yorker, most notably View of the World from 9th Avenue. He described himself as "a writer who draws".

Biography
Steinberg was born in Râmnicu Sărat, Buzău County, Romania to a family of Jewish descent. In 1932, he entered the University of Bucharest. In 1933, he enrolled at the Polytechnic University of Milan to study architecture; he received his degree in 1940. In 1936, he began contributing cartoons to the humor newspaper Bertoldo. Two years later, the anti-Semitic racial laws promulgated by the Fascist government forced him to start seeking refuge in another country.

In 1941, he fled to the Dominican Republic, where he spent a year awaiting a US visa. By then, his drawings had appeared in several US periodicals; his first contribution to The New Yorker was published in October 1941. Steinberg arrived in New York City in July 1942; within a few months he received a commission in the US Naval Reserve and was then seconded to the Office of Strategic Services (OSS). He worked for the Morale Operations division in China, North Africa, and Italy. Shipped back to Washington in 1944, he married the Romanian-born painter Hedda Sterne.

After World War II, Steinberg continued to publish drawings in The New Yorker and other periodicals, including Fortune, Vogue, Mademoiselle, and Harper's Bazaar. At the same time, he embarked on an exhibition career in galleries and museums. In 1946, he was included in the critically acclaimed "Fourteen Americans" show at The Museum of Modern Art, New York, exhibiting along with Arshile Gorky, Isamu Noguchi, and Robert Motherwell, among others. Steinberg went on to have more than 80 one-artist shows in galleries and museums throughout the US, Europe, and South America. He was affiliated with the Betty Parsons and Sidney Janis galleries in New York and the Galerie Maeght in Paris. A dozen museums and institutions have in-depth collections of his work, and examples are included in the holdings of more than eighty other public collections.

He and Sterne separated in 1960, but remained close friends. However, toward the end of Sterne's life, she called their marriage license “the first of Saul’s phony documents, maybe.”

Steinberg's long, multifaceted career encompassed works in many media and appeared in different contexts. In addition to magazine publications and gallery art, he produced advertising art, photoworks, textiles, stage sets, and murals. Given this many-leveled output, his work is difficult to position within the canons of postwar art history. He himself defined the problem: "I don't quite belong to the art, cartoon or magazine world, so the art world doesn't quite know where to place me."

He is best described as a "modernist without portfolio, constantly crossing boundaries into uncharted visual territory. In subject matter and styles, he made no distinction between high and low art, which he freely conflated in an oeuvre that is stylistically diverse yet consistent in depth and visual imagination."

After Steinberg's death on May 12, 1999, The Saul Steinberg Foundation was established in accordance with the artist's will. The Foundation's mission is "to facilitate the study and appreciation of Saul Steinberg's contribution to 20th-century art" and to "serve as a resource for the international curatorial-scholarly community as well as the general public".

title: Saul Steinberg


text:
Talk:Kim Hye-soo

Untitled
''Kim possibly might be a devout Christian. One person even claims that she is very skilful in Taekwondo.''

Possibly? One person? What? Mike H 11:31, Nov 30, 2004 (UTC)

 * Is she really a martial arts expert? El Chompiras 20:58, Aug 09, 2006 (UTC)

Birth date
IMDB gives September 5, 1970 as her birthdate, while the article states May 9, 1970. Which one is correct? olivier 04:53, May 19, 2005 (UTC)

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Nicola Larini

Nicola Larini (born 19 March 1964) is an Italian racing driver. He participated in 75 Formula One Grands Prix, debuting on 6 September 1987. He finished second in the tragic 1994 San Marino Grand Prix on a substitute outing for Ferrari, but only scored points once more in his career. He enjoyed greater success in touring car racing, primarily for Alfa Romeo.

Early career
Born in Lido di Camaiore, Tuscany, Larini began car racing in Formula Italia in 1983, then moved up to Formula Abarth in 1984, placing third overall. He also started in Italian Formula Three the same season. In 1986 he won the title for Coloni in a Dallara, and briefly drove for the same team in Formula 3000 the following year.

Formula One
Larini's rapid ascendancy in motorsport continued when Coloni entered the final two European rounds of the 1987 Formula One season. Larini failed to qualify for the Italian Grand Prix, but got into the Spanish Grand Prix, only to retire early on.

For the 1988 season he was signed by the Osella Formula One team, and drew good notices for his valiant performances in the hugely uncompetitive car, with a best result of 9th in the Monaco Grand Prix. He would continue with Osella in the 1989 season, their much-improved car suffering from the lottery of pre-qualifying. However, Larini continued to shine, running 6th at the San Marino Grand Prix until a hub failure, and running third at the Canadian Grand Prix until an electrical failure. He would also qualify 10th for the Japanese Grand Prix.

The 1990 Formula One season saw a move up the grid to the Ligier team, but the well-funded French team were at a creative dead-end and the car was a distinct midfielder. A brace of seventh places were Larini's best results in a low-key year, although he easily outshone Philippe Alliot in the other Ligier.

Larini then moved to the new Modena team for the 1991 season, once again having to face pre-qualifying. He got through in the opening round, the United States Grand Prix, and held on for seventh place, but the team would develop acute financial difficulties, and were unable to progress. As a result, Larini would only qualify for four more races.

For the 1992 season, he was out of luck for a Grand Prix drive, but was signed by Ferrari to develop their active suspension system. Larini kept his racing instincts sharp by winning the Italian Touring Car Championship for Alfa Romeo, and was called up to the Ferrari Formula One team for the end of the year, replacing Ivan Capelli to race-test the active suspension car. He made a fair impression, but started both races from the back of the grid for technical reasons. However, 1993 saw more Ferrari testing and touring cars, this time taking the Deutsche Tourenwagen Meisterschaft title in Germany for Alfa Romeo. In 1994, he would have another chance with Ferrari in Formula One, replacing the injured Jean Alesi early in the season. He qualified seventh at the Pacific Grand Prix, but along with Ayrton Senna was eliminated at the first corner by Mika Häkkinen. Then at the San Marino Grand Prix he took second place, but his first points score was overshadowed by the tragic deaths of Roland Ratzenberger and Ayrton Senna. It was back to touring cars with Alfa for the rest of the year, with Larini placing third in the German series.

Alfa would drop off the pace for the next two years, with Larini placing sixth in the German series in 1995, and 11th in the ITC in 1996. However, 1997 would see his Ferrari connections land him a seat with Sauber, who were using rebranded Ferrari engines. Larini scored a point on his return at the Australian Grand Prix, but left after five races after a series of disagreements with Peter Sauber.

Later career
After that, Larini was a stalwart in touring cars, for Alfa Romeo for many years in the European Touring Car Championship, and between 2005 and 2009 for Chevrolet in the WTCC (World Touring Car Championship). On November 21, 2009, he announced that he would quit his professional racing driver career, but would not stop racing completely. For example, in 2016 he won Race 1 in Imola at the European Lotus Cup, in 2017, made his NASCAR Whelen Euro Series debut at Autodromo di Franciacorta, driving the No. 1 Ford Mustang for Alex Caffi Motorsport.

Championships

 * 1986 – Italian Formula 3 Champion Dallara Alfa Romeo Marlboro
 * 1992 – Italiano Superturismo Champion – Alfa Romeo 155 GTA turbo
 * 1993 – DTM Champion – Alfa Romeo 155 V6 2.5 TI DTM

Complete International Formula 3000 results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

Complete Formula One results
(key) (Races in bold indicate pole position, races in italics indicate fastest lap)

Complete Deutsche Tourenwagen Meisterschaft results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)
 * † — Retired, but was classified as he completed 90% of the winner's race distance.

Complete International Touring Car Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete Super Tourenwagen Cup results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete European Touring Car Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete World Touring Car Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete International Superstars Series results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

title: Nicola Larini


text:
Olivier Grouillard

Olivier Grouillard (born 2 September 1958) is a racing driver from France. He started racing go-karts from the age of fourteen competing in events such as the Volant Elf. He progressed to Formula Renault winning the title before Grouillard competed in F3000 from 1985 to 1988 taking two wins. He also participated in the Birmingham Superprix but did not start the race.

In 1989, Grouillard joined the Ligier Formula One team before joining the Osella team for 1990 and 1991 when the team was renamed Fondmetal. His last season came in 1992, when Grouillard drove for Tyrrell. He left the sport following the year without receiving offers for a drive in 1993. After leaving Formula One, Grouillard raced in the CART PPG World Series, competing in the Indianapolis 500 for which he did not qualify but showed consistency. Grouillard became well known for driving in Sports Cars between 1994 and 2001 having success. During his time in Sports Cars, he raced in the BPR Global GT Series, the FIA GT Championship, the Daytona 24 Hours, the Le Mans 24 Hours and the American Le Mans Series. He retired from motorsport at the end of 2001.

Before Formula One
Grouillard was born, in Fenouillet. He started racing karts from the age of 14 and competed in the Volant Elf in 1981 and progressed to Formula Renault in 1982 and took the title. In 1983, Grouillard went into French F3 and drove for the ORECA team racing a Martini Mk39 Alfa Romeo to finish 4th scoring 33 points. Driving a Martini Mk42 brought him the title and scored 108 points. For 1985, Grouillard competed in the inaugural season of F3000 spending the year mostly confined to qualifying in the midfield but delivered good races along with reliability. In 1986, he left ORECA to join Formula Team Ltd driving a Lola T86/50 Cosworth. At Mugello, Grouillard finished 4th despite taking an early lead. At the Osterrichring he took 6th and overall scored 4 points despite limited participation as the team was short on funding. Grouillard returned to ORECA for 1987 in a March 87B Cosworth. His performances dropped despite having impressive qualifying record throughout the season. For 1988, Grouillard moved to the GBDA Motorsport driving a Lola T88/50 Cosworth. He once again showed potential during qualifying and was regularly scoring points along with wins. Grouillard was slightly injured in a crash during the 1988 Birmingham Superprix sustaining bruised ankles although observers initially thought that Grouillard had broken both his legs. Grouillard was able to start the race but had to run to the pit lane for the spare car after his car suffered a failure with the engine. Grouillard however, did not start the race.

Olivier also raced a series of works and semi-works BMW M3's for BMW in the 1987 World Touring Car Championship and the 1988 European Touring Car Championships

1989
Grouillard joined Ligier to fill in the seat left by Stefan Johansson and was the team-mate to René Arnoux for 1989. He qualified 22nd in his first race in Brazil and finished 9th. At Imola, he overcame spinning his car to start in 10th, but was disqualified when mechanics worked on his car during a red flag stint, caused by the accident of Gerhard Berger at Tamburello. He started outside the top 10 at Monaco and Mexico, finishing 8th in the latter but was unable to qualify in Phoenix and Montréal. He started from 17th at his home race at the French Grand Prix and drove to 6th, despite having issues with the tyres and gearbox, scoring his only World Championship point. For the last six races, Grouillard failed to qualify higher than 20th and did not qualify in Portugal. In qualifying for the Belgian Grand Prix at Spa, Grouillard impeded the Lotus of Nelson Piquet by staying on the racing line whilst the Brazilian was on his last flying lap. On the dirty line, Piquet spun off and shook his fist at Grouillard as he passed by. This cost the triple World Champion his chances in qualifying and the race, and it was to be the first of such incidents involving Grouillard's misuse of his mirrors. At Adelaide, he spun which followed a heavy crash in the rain. In fact, for the season ending Australian Grand Prix in Adelaide, he kept the Ligier mechanics busy by spinning off and hitting the concrete walls twice during practice and qualifying as well as in the race morning warm up session (which was wet) and the race.

During his last 2–3 seasons in Formula One, René Arnoux had gained the reputation of being a blocker, a driver who rarely used his mirrors and regularly held up others both in qualifying and races. Unfortunately this trait seemed to have been passed on to Grouillard who was fast gaining his own reputation of being a blocker.

1990
Grouillard joined the Italian Osella team, taking the seat of Nicola Larini, who in return took Grouillard's seat at Ligier. He was not partnered for 1990 as the financially struggling Osella scaled back their operations, meaning Grouillard had to pre-qualify for the races. He managed to qualify in 8th in Phoenix ahead of Nigel Mansell and Alessandro Nannini which amazed many people in Formula One. During the race, Grouillard was hit by Riccardo Patrese's Williams at the second corner and eventually retired after a second collision with the Swiss driver Gregor Foitek. At Brazil, he retired after another collision involving Michele Alboreto. For Imola the car was upgraded, but that did not help the team as Grouillard retired (not before blocking Mansell in qualifying and ruining the Ferrari's qualifying run, earning the Frenchman a fist wave from Mansell, and not for the last time). He also failed to qualify at Monaco. Two consecutive finishes outside the top 10 at Canada and Mexico were followed up with a poor run in pre-qualifying for France, ending up not qualifying for the race and at Silverstone and Hockenheim, where he also failed to qualify along with another failure to pre-qualify at Hungary. Grouillard finished 16th at Spa with retirements at Monza and Jerez with wheel bearing problems that plagued the Frenchman throughout the year.

At the season ending Australian Grand Prix in Adelaide, Grouillard finished 13th and again held up Nigel Mansell during the race which led to the British driver shaking his fist at the Frenchman in front of the on-board camera.

1991
Grouillard remained with Osella, which had been bought out and renamed to Fondmetal. The team had to race with the car used for the two previous years, which led to Grouillard not being able to get past pre-qualifying at Phoenix and Interlagos. A new car was built, but this did not change Grouillard's season, as he had further three failures to pre-qualify. A change of fortune did come at Mexico, where he qualified his season-best 10th, but was forced to start from the pit lane after suffering from mechanical problems in the car, and he eventually succumbed to an engine failure after 14 laps. He retired in his home race at France with an oil leak, and had further failures to pre-qualify at Silverstone and Hockenheim. In Hungary, Grouillard managed to get into the main qualifying event, but eventually failed to qualify. At Spa-Francorchamps, he finished a lap down in 10th and retired from an engine failure at Monza with just 7 laps to go. Grouillard failed to qualify in Portugal, and had to take a spare gearbox, with the old one failing to work. He refused to let the car use a new gearbox, and was sacked a few days later by team boss Gabriele Rumi. He managed to join AGS in the seat vacated by his replacement at Fondmetal, Gabriele Tarquini, for the next race at Catalunya. For the race, Grouillard was the slowest in pre-qualifying behind new team-mate Fabrizio Barbazza, with the AGS team folding before the pair could get to Japan and Australia.

1992
Grouillard was taken on by Ken Tyrrell to drive the Ilmor-powered Tyrrell 020B chassis and was partnered by Italian Andrea de Cesaris. He was learning from de Cesaris' experience, and often qualified in the midfield. His car had the share of mechanical problems, but managed to finish in San Marino, Canada, France and Britain. A collision with a wall in Spain, along with a collision with Karl Wendlinger's March in Hungary, a spin on the opening lap at Spa, a collision with Pierluigi Martini's Dallara in Adelaide had brought himself unrepentant about his manners whilst racing. He was eventually not wanted by other teams, and left Formula One at the end of the season. Grouillard and other French racing drivers lobbied for leading motorsport events, such as the French motorcycle Grand Prix to be saved, after they were put at risk by the new anti-tobacco laws in France brought in by health minister Claude Évin.

CART
Grouillard arranged to drive with the Indy Regency Team in a Lola T92/00 for 1993 in the CART PPG World Series following Nigel Mansell in the series. His first race was the Indianapolis 500, where he did not qualify. After the 500, Grouillard showed consistency and had a reliable car finishing in eight out of 11 events with only one mechanical retirement at Michigan and a collision with Arie Luyendyk at Vancouver. Overall, Grouillard finished 28th overall taking four points.

1994–2001
Unable to make a success in CART, he returned to Europe in 1994 and raced sports cars in the BPR Global GT series. He had previous experience in 1990 where he and co-drivers Martin Donnelly and Kenny Acheson qualified 5th at Le Mans but gearbox problems prevented the trio from starting. He came 16th in a Venturi 400 Trophy with Herve Pulain coming in 4th in GT5 class before driving five races in an Agusta Racing Team Venturi 600LM with Christophe Bouchut taking 2nd at Montlehry and 5th at Vallelunga and also raced at Le Mans in a Jacadi Racing Venturi 600Lm with Michel Ferté and Michel Neugarten with engine problems ending their race.

The Jacadi connection remained in 1995 with Grouillard joined by Fabien Giroix in a Giroix Racing Team Jacadi McLaren F1 GTR for 3 rounds in the BPR series with a 5th at Jarama and 2nd at the Nurburgring. The pair were joined by Jean-Denis Délétraz at Le Mans, where they finished 5th. Grouillard departed for Mach One Racing joining Andy Wallace winning all three rounds the new pairing entered. Grouillard scored 91 points and finished 14th overall. In the first qualifying race at Nogaro, Grouillard's car suffered a faulty shock absorber.

He remained with Mach One, and Harrods came on board as sponsor. Retirements plagued the team for the first four rounds were remedied by victory at Silverstone and a 6th at Le Mans where they were joined by Derek Bell. Further finishes came at Anderstorp, Suzuka and Brands Hatch where he came 4th, 3rd and 2nd respectively. Grouillard failed to qualify at Spa in a Friesinger Motorsport Porsche 911 GT2 Evo shared with Wolfgang Kaufmann and at Nogaro driving a BBA Competition Mclaren F1 GTP with Jean-Luc Maury-Lariberre, he failed to finish. Grouillard finished 8th with 106 points. Throughout the season, he also competed in other events such as the Daytona 24 Hours with Derek Hill and Gildo Pastor Pallanca with a transmission problem forcing the trio out.

Grouillard entered the FIA GT Championship in 1997 in a Dave Price Racing Panoz GTP Ford, teamed up with David Brabham and Perry McCarthy and also competed in Japanese GT finishing 2nd at Suzuka in a Toyota Supra with Masami Kageyama. For that year's Le Mans race, Grouillard drove in a Courage Compétition C36 Porsche with Mario Andretti and his son Michael, but retired after fifteen and a half hours.

He returned to the race in 1998, driving a La Filiere Courage C36 Porsche with Henri Pescarolo and Franck Montagny managing to finish 16th. Grouillard's other entry was the International Sports Racing Series at Misano, but did not compete as his entrant failed to attend the race.

For 2000, Grouillard raced in the American Le Mans Series driving a Courage C52 Peugeot with Sébastien Bourdais coming 6th at Silverstone and entered the Nurburgring round but did not take part in practice. At Le Mans, he finished 4th.

In 2001, Grouillard looked to join Pescarolo Sport at Le Mans but was replaced by Boris Derichebourg ending Grouillard's motorsport career.

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title: Olivier Grouillard


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Pedro de la Rosa

Pedro Martínez de la Rosa (born 24 February 1971) is a Spanish former Formula One driver who has participated in 107 Grands Prix for the Arrows, Jaguar, McLaren, Sauber and HRT teams. He made his Formula One debut on 7 March 1999, becoming one of 79 drivers to score a point in his first race. He has scored a total of 35 championship points, which includes a podium finish at the 2006 Hungarian Grand Prix.

He won the Japanese Super Formula Championship (formerly Formula Nippon Championship) and the Super GT (formerly JGTC) in 1997. He is currently a brand ambassador for the Aston Martin Formula 1 Team.

Early career
De la Rosa was born in Barcelona, Catalonia, Spain, and unlike most drivers, he started his career in radio-controlled cars, specialising in 1:8 off-road. He won three consecutive domestic championship titles between 1983 and 1985, he became the first multiple European radio controlled off-road championship twice in 1983 and 1984 and was runner up in the inaugural world championship in 1986. It was only after that when he started karting in a local Spanish championship in 1988 when he was 17. He then joined the Spanish Formula Fiat Uno and became champion in 1989.

Professional career
In 1990, De la Rosa raced in Spanish Formula Ford 1600 and became champion. He later drove in British Formula Ford 1600 and got two podiums out of six races. In 1991, De la Rosa achieved fourth place in the Spanish Formula Renault Championship with three podium finishes. In 1992 he was both European and British Formula Renault champion. He slipped down the order in the next two years. In 1995, he was champion of the Japanese Formula Three series and third in the Macau Grand Prix. In 1996, he finished 8th in both the Formula Nippon and All Japan GT Championship. The next year he was champion in Formula Nippon. He was also the All Japan GT Champion with Michael Krumm.

Arrows (1999–2000)
In, De la Rosa was a test driver for Jordan. The next year, he joined Arrows and scored one world championship point by finishing sixth in his debut race, the. He regularly out-paced his more experienced teammate Toranosuke Takagi. In 2000 he remained at Arrows alongside Dutchman Jos Verstappen. He scored two points, finishing sixth in the German Grand Prix and the European Grand Prix. Verstappen commented mid-season that he and De la Rosa 'work well together and we have a good partnership'. During the 2000 season, the Arrows team took part in a 13-part TV series named 'Racing Arrows' which followed the team and drivers throughout the year. It was shown on British TV channel ITV in 2001.

Jaguar (2001–2002)
He raced for two years with Jaguar Racing alongside Eddie Irvine, scoring 3 points in 2001 and none in 2002. At the end of the 2002 season Jaguar paid off his contract which was set to expire at the conclusion of 2003, replacing him with Antônio Pizzonia.

McLaren (2003–2009)
He became a test driver for McLaren but raced at the 2005 Bahrain Grand Prix when Juan Pablo Montoya injured his shoulder. He finished fifth and set a lap record which he still holds.

On 11 July 2006 it was announced that De la Rosa would take over the second McLaren race seat with immediate effect following Juan Pablo Montoya's departure to NASCAR. It was initially unclear whether he would remain in the seat until the end of the season, but some successful results led to him being retained.

At the 2006 Hungarian Grand Prix De la Rosa scored his first and only Formula One podium, finishing in second place behind Jenson Button.

After a long period of speculation as to who would be Fernando Alonso's teammate in, Lewis Hamilton secured the seat. De la Rosa would carry on as the team's test driver.

For the season he combined his testing duties with providing race commentary for Spanish broadcaster Telecinco. After his absence in 2006 he returned to the microphone in 2007.

Reports in 2007 consistently linked De la Rosa to a return to F1 racing with the new Prodrive team, which was set to make its debut in the season. Speculation suggested that Prodrive would run with support from the McLaren team, and that De la Rosa, along with fellow tester Gary Paffett, would race for them in their maiden season. However, the team failed to make the grid for the new season, and De la Rosa instead remained as a test driver for McLaren. De la Rosa was also involved in the espionage controversy surrounding his team and rivals Ferrari. With evidence provided by him and teammate Fernando Alonso, the FIA excluded the team from the 2007 Constructors' Championship, and issued a record fine of $100 million. He was understood to have sent e-mails to Mike Coughlan and Fernando Alonso regarding the Ferrari cars' setup.

Before the Australian Grand Prix of 2008, De la Rosa was elected as the new chairman of the Grand Prix Drivers' Association after a unanimous vote. De la Rosa was the preferred candidate for GPDA directors Mark Webber and Fernando Alonso. He replaced the retired Ralf Schumacher in the role. He remained at McLaren in 2009, and as of January 2010 was the fifth most experienced test driver in history, in terms of test days. He stated that he wished to step down from the role of GPDA chairman, following the completion of his deal to drive for Sauber in 2010, and was duly replaced in the role by Nick Heidfeld at the Australian Grand Prix.

Sauber (2010–2011)
In 2010 De la Rosa drove for the newly resurrected Sauber team. His teammate at Sauber was Japanese driver Kamui Kobayashi who impressed at Toyota during the last two races of the 2009 Formula One season.

De la Rosa finished seven of the thirteen races he started in the season, and picked up six points from a single points-scoring finish, a seventh-place finish at the. These points would be the last of his Formula One career. De la Rosa qualified in the top ten on two occasions, at Silverstone and in Hungary as both he and teammate Kobayashi struggled with reliability problems for the majority of the season.

He was dropped from his race seat by Sauber in favour of Nick Heidfeld after the Italian Grand Prix. De la Rosa replaced Heidfeld as test driver for Pirelli, in anticipation for their return to Formula One for the season.

After Sergio Pérez's accident in Monaco, De la Rosa replaced him for Sauber at the, after Pérez decided after the first free practice session on Friday, to sit out the rest of the weekend. De la Rosa managed to stay out of trouble throughout the first part of the race, affected by heavy rain, running as high as ninth before a red flag suspended the race. He eventually finished 12th after having some contact soon after the restart which required a new wing.

McLaren (2011)
On 9 March 2011, McLaren announced that De la Rosa had returned to the team as their test and reserve driver.

HRT (2012)

On 21 November 2011, it was announced that De la Rosa had signed for HRT F1 on a two-year contract. His teammate was Indian driver Narain Karthikeyan. Both drivers failed to qualify for the first race of the season in Australia, as De la Rosa was only able to complete seven timed laps during the race weekend. At the next race weekend in Malaysia, he was able to qualify and finish 22nd in the race after receiving a drive through penalty after the race was restarted, and he was later promoted to 21st place due to Karthikeyan's 20-second penalty for an incident with Sebastian Vettel.

De la Rosa qualified ahead of Karthikeyan once again in China, and finished 21st, one lap down from the race winner. In Bahrain, he finished 20th after qualifying 22nd, although after the race he admitted that the team still needed "to gain some speed per lap" to fight their rivals on a consistent basis. Following on from this, De la Rosa finished his home race for the first time since 1999 in 19th place, the last of all classified drivers. However, he was unable to complete the Monaco Grand Prix due to a collision with Pastor Maldonado at the beginning of the race.

De la Rosa had a contract to compete in the 2013 season with HRT and was due to become team principal for 2014. The team folded at the end of the 2012 season, meaning de la Rosa was unable to take either position.

Ferrari (2013–2014)
On 16 January, Ferrari announced that De la Rosa had been signed in a developmental role for the team, aiding with its simulator resources. On 24 January Ferrari announced that De la Rosa would share testing duties of their 2013 challenger, the F138, with Felipe Massa at the first test of the season, beginning on 5 February in Jerez.

After Formula 1 (2015–)
De la Rosa is now the technical and sporting advisor to the Techeetah Formula E team. De la Rosa also runs a driving school and racing team called Drivex.

He has also worked as color analyst for Formula One broadcasts on La Sexta, Telecinco, Movistar and currently DAZN.

Aston Martin ambassador (2022–)
In October 2022, De la Rosa was appointed ambassador for Aston Martin Formula One Team.

Personal life
De la Rosa has one daughter. His nephew Bruno del Pino is also a racing driver, who previously drove for his Drivex team.

Complete RC racing results
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title: Pedro de la Rosa


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Peter Collins (racing driver)

Peter John Collins (6 November 1931 – 3 August 1958) was a British racing driver. He was killed in the 1958 German Grand Prix, just weeks after winning the RAC British Grand Prix. He started his career as a 17-year-old in 1949, impressing in Formula 3 races, finishing third in the 1951 Autosport National Formula 3 Championship.

In the 2023 biographical sports drama film Ferrari, Collins is portrayed by actor Jack O'Connell.

Early life and racing career
Born on 6 November 1931, Collins grew up in Mustow Green, Kidderminster, Worcestershire, England. The son of a motor-garage owner and haulage merchant, Collins became interested in motor vehicles at a young age. He was expelled from school at 16 owing to spending time at a local fairground during school hours. He became an apprentice in his father's garage and began competing in local trials races.

In common with many British drivers of the time, Collins began racing in the 500 cc category (adopted as Formula 3 at the end of 1950), when his parents bought him a Cooper 500 from the fledgling Cooper Car Company. Success for Collins started once he switched to the JBS-Norton in 1951. Those small vehicles, powered by Norton motorcycle engines, were also the proving ground of many of Collins's F1 contemporaries, including Stirling Moss.

His breakthrough came, away from the track, when at a party hosted by the great pre-war lady racer, Kay Petre, Collins managed to inveigle himself with John Wyer, the team principal at Aston Martin, earning his test drive at Silverstone. During that test, Aston was joined by the Formula 2 team, HWM – and by the time the teams were preparing to leave, Collins had a contract with both.

At HWM Collins he became part of a three-car team with Lance Macklin and Moss, and they competed in most of the F2 races in Britain and in Europe. Collins showed in speed, but the underfinanced HWM-Alta rarely finished a race. His best result was second place in the Grand Prix des Sables d'Olonne. Collins got his Formula One break in 1952, with HWM when he replaced Moss. His best result in a World Championship event that year was sixth in the French Grand Prix at Rouen-Les-Essarts.

Success did not come the team's way, and Collins left after the 1953 season. Not known for his technical knowledge, Collins was happy to have his mechanics set up his car, and he simply drove it with his consummate natural skill. This was evident in 1954, when Tony Vandervell signed Collins to drive the fearsome "Thinwall Special". The potent machine was a crowd pleaser at Formula Libre events. He was also amongst the first to handle the "Vanwall Special" on the world stage, but he only finished seventh in the Italian Grand Prix at Monza.

After being a constant thorn in BRM's side, he joined the team for the 1955 season. He raced a Maserati 250F belonging to team owner, Alfred Owen, winning the BRDC International Trophy and the London Trophy. These results led to a drive with the works Maserati in the Italian Grand Prix.

Meanwhile, he had better success in sportscars. Throughout the first half of the 1950s, Collins was a stalwart performer for the Aston Martin team, scoring a sensational victory at the 1952 Goodwood Nine Hours race. The following year he took the Aston Martin DB3S he shared with Pat Griffith to victory in the RAC Tourist Trophy at Dundrod. Further successes included second places in an Aston Martin DB3S at Le Mans in 1955 and 1956 with Paul Frère and Moss respectively.

Later career
For the 1956 season, Collins joined Ferrari on the strength of a superb drive in the previous year's Targa Florio, in which he partnered Moss to victory in a Mercedes-Benz 300 SLR. This proved to be a turning point, with a solid second-place finish behind Moss at the Monaco Grand Prix, and wins at the Belgian and French Grands Prix. In those early days at Ferrari, Collins earned the unstinting admiration of Enzo Ferrari, devastated by the untimely death from muscular dystrophy at age 24 of his son, Dino, and who turned to Collins for solace, treating him as a member of the family.

Collins was on the verge of becoming Britain's first F1 World Champion when he handed his Lancia-Ferrari D50 over to team leader Juan Manuel Fangio after the latter suffered a steering-arm failure toward the end of the Italian Grand Prix at Monza. Collins eventually finished second, but the advantage handed to Moss, and the extra points gained by Fangio's finish, demoted Collins to third place in the championship. Collins's selfless act gained him respect from Enzo Ferrari and high praise from Fangio: "I was moved almost to tears by the gesture... Peter was one of the finest and greatest gentlemen I ever met in my racing career."

Meanwhile, in sports cars, he finished second in a Ferrari 860 Monza in the Mille Miglia and at the Swedish Sports Car GP in a Ferrari 290MM with Wolfgang von Trips in 1956; and then in 1957 finished second in the 1000km of Nürburgring with Olivier Gendebien and won the Venezuelan Grand Prix with Phil Hill, all in a Ferrari 335 S. Finally, in 1958 he won the 1000 km Buenos Aires and the 12 Hours of Sebring in a Ferrari 250 TR with Phil Hill. These three were back-to-back. His last World Sports Car Championship podium was another second place at the 'Ring with Mike Hawthorn.

Also in 1956, Collins moved to Monaco to avoid compulsory military service in the British Army and thus continue his racing career.

In January 1957, Collins married American actress Louise King, daughter of the executive assistant to UN Secretary General Dag Hammarskjöld, and the couple took up residence on a yacht in Monaco harbour. In the same year, Collins was joined at Ferrari by Hawthorn. The two became very close friends, even arranging to split their winnings between each other, and together engaged in a fierce rivalry with fellow Ferrari driver Luigi Musso. However, despite a third-place finish at the German Grand Prix, Ferrari were disadvantaged for much of the season as the 801 model (an evolution of the 1954 Lancia D50) was overweight and underpowered. However, Collins did score some wins that season, taking victory in the non-championship Syracuse and Naples Grands Prix.

1958 saw the introduction of the new, improved Ferrari Dino 246 and results started to improve for Scuderia Ferrari. Although achieving few results in the first half of the season, Collins improved and won the non-championship BRDC International Trophy at Silverstone, then finished third at the Monaco Grand Prix. However, Enzo Ferrari felt Collins was distracted by his supposed playboy lifestyle. The Monaco yacht where he lived was considered a perpetual party by Ferrari, who thought Collins was distracted and no longer focused on driving and developing sports cars.

Collins was sacked by Ferrari after deliberately damaging the clutch in his car, which he shared with Mike Hawthorn during the 24 Hours of Le Mans rather than race in a rainstorm, and was found drinking in a pub in England before the end of the race. Ferrari relented and allowed Collins to drive an F2 car until the end of the season. At the French Grand Prix at Reims, Hawthorn refused to start unless Collins was allowed to start in a F1 car. He did, and finished fifth. Ferrari immediately sacked Collins again. Hawthorn responded by flying to Italy and storming the Ferrari headquarters in Modena. Having smashed down locked doors, Hawthorn told Enzo Ferrari he would not drive for him again unless Collins was given his Formula One seat again; Ferrari relented.

Following Musso's death at Reims, Ferrari was left without one of his top drivers, and so Collins's position was for now safe. At the British Grand Prix at Silverstone, Collins achieved perhaps his greatest drive. Under team orders and desiring to help his friend Hawthorn win the Championship, Collins led from the start, running flat out in an effort to beat the Vanwall of Moss. Although in an inferior car to the main contenders, by driving at the limit for 45 laps Collins gradually pulled away from Moss until his Vanwall expired and Collins won. The Ferrari team management decided not to slow Collins down and flag Hawthorn through to the win after Collins's great drive. Moss's future patron, Rob Walker, told Collins after the race that he found Collins's driving frightening and he should never drive like that again. It was his third and final career victory.

Death
During the 1958 German Grand Prix at the Nürburgring, whilst chasing Tony Brooks's Vanwall, Collins had a fatal crash. After pushing hard to keep pace, Collins went into the Pflanzgarten section of the circuit too quickly, which caused his Ferrari to run wide and encounter a ditch. Collins lost control of his car, as it flipped into the air and landed upside down. Collins was thrown from the car and struck a tree, sustaining critical head injuries. Despite treatment, Collins died later in the afternoon at a hospital in Bonn. His death was almost identical to the fate which his Ferrari teammate Luigi Musso suffered. Teammate Mike Hawthorn was so disturbed by Collins's death that he retired from racing immediately after winning the 1958 Drivers' Championship. Hawthorn himself died during the following year after an automobile accident on the A3 bypass near Guildford, Surrey, England. In Tony Brooks's autobiography, he recalled that he drove harder in that race, in the duel with Collins and Hawthorn, than at any other time in his life but, as in earlier duels with Fangio, the Ferrari pair were passing and repassing only on the safer North and South curves.

Rivalry with Luigi Musso
Many years after the death of Peter Collins, Fiamma Breschi, Luigi Musso's girlfriend at the time of his death, revealed in a television documentary entitled The Secret Life of Enzo Ferrari the rivalry between teammates Collins, Hawthorn and Musso. Breschi recalled that the antagonism between Musso and the two English drivers encouraged all three to take risks. She said: "The Englishmen (Hawthorn and Collins) had an agreement. Whichever of them won, they would share the winnings equally. It was the two of them against Luigi, who was not part of the agreement. Strength comes in numbers, and they were united against him. This antagonism was actually favourable rather than damaging to Ferrari. The faster the drivers went, the more likely it was that a Ferrari would win."

Personal life
Collins married Louise King in 1957, one week after they met in Miami, having proposed after two days. Louise was American, and her father was a US representative to the United Nations. She would be widowed in 1958 when Collins crashed at the Nürburgring. She was interviewed in the movie Ferrari: Race to Immortality.

Complete World Drivers' Championship results
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title: Peter Collins (racing driver)


text:
Category:Production and manufacturing

See either manufacturing or production for an overview of this topic, and also Enterprise resource planning for computer management of it.

title: Category:Production and manufacturing