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Talk:Spoon

Uninformative
When was the first known use of a spoon? What led to the development of spoons as far as we can tell? What were the early attempts at spoon-like utensils?--Che y Marijuana 11:10, Nov 30, 2004 (UTC)

... I'm sorry, -combat- ?? Forks, sure.. knives? obviously.. but combat spoons??

"Obviously, the most widely used and well known use is for assistance in eating." why is it obvious, "The most..." might be more true.

Spooning?
a form of romantic/sexuall cudleing Alf 14:52, 23 Jun 2005 (UTC)

Light Refraction in a spoon
Does any one here knows why on the front side of a spoon, any light refracted is upside down, and on the back, everything is rightside up?

 * There is no spoon. Seriously though, the spoon being rounded inwards causes the light to be reflected inward, thus inverting the reflection, the reason the back of the spoon doesn't do that is because it is bowed in the opposite direction and reflects outwards, which still distorts the light, but does not invert it.  --Killer Panda

title: Talk:Spoon


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Danny Sullivan

Daniel John Sullivan III (born March 9, 1950), better known as Danny Sullivan, is an American former racing driver. He earned 17 wins in the CART Indy Car World Series, including the 1985 Indianapolis 500. Sullivan won the 1988 CART Championship, and placed third in points in 1986. Sullivan also scored a victory in IROC. He competed in the 1983 Formula One season with Tyrrell, scoring 2 championship points.

Before racing
Sullivan was born in Louisville, Kentucky to a building contractor father. He attended the Kentucky Military Institute and then the Jim Russell Racing School. He had several odd jobs before his racing career, including lumberjack, and most famously, New York City cab driver.

Formula One
Sullivan was given a 21st birthday present of a course at the Jim Russell Racing Drivers School at the Snetterton circuit in England. He competed in Formula Ford, Formula Three and Formula Two before returning to race in the United States.

In 1980–81, he drove for Garvin Brown Racing in the SCCA Can-Am Series, scoring one victory in 1981 at the season-ending Caesars Palace Grand Prix.

In 1982, he made his début in the PPG Indycar series, and was recruited by the Tyrrell Formula One team for the season at the request of primary sponsor Benetton, who wanted an American driver. Sullivan competed in the fifteen races of the 1983 season, scoring two points with a fifth place at the Monaco Grand Prix and finishing seventeenth in the World Drivers' Championship. He also performed strongly in the non-championship Race of Champions held at the Brands Hatch circuit in April, seeing off an early race challenge from World Champion Alan Jones, before finishing second behind reigning World Champion Keke Rosberg, finishing only half-a-second behind the Williams after 40 laps of racing.

Nevertheless, he was somewhat overshadowed by his more experienced teammate, Michele Alboreto (who won the 1983 Detroit Grand Prix for the team, its last F1 victory), and was not retained at the end of the season.

CART career
For 1984, Sullivan returned to North America, where he competed in the CART PPG Indy Car series. He first landed at Shierson Racing, winning three races including the Pocono 500, and placing 4th in points. In 1985, he moved to Penske Racing, winning the 1985 Indianapolis 500. His victory at Indy, known in auto racing lore as the "spin and win" is one of the most legendary moments in Indy 500 history.

Sullivan would set the pace at Indy again in 1988, qualifying second and leading 91 of the first 101 laps. Sullivan was part of the all-Penske front row with teammates Rick Mears and Al Unser Sr. A wing adjuster broke on Sullivan's car just after the halfway mark, and his car hit the outside wall in turn one, ending his day. Nevertheless, he rebounded, posting finishes of 4th or better over the next six races, winning at Portland and the Michigan 500. The win at Michigan completed a career Indy car Triple Crown (Indianapolis, Michigan, Pocono). He finished the season with five top-5 finishes over the final five races, including two wins. At the second-to-last race of the season at Laguna Seca, Sullivan won the pole position, led the most laps, and won the race. With still one race remaining, Sullivan clinched the 1988 CART championship, holding an insurmountable 35-point lead. It was Sullivan's first championship title and Penske's first since 1985.

In 1989, Sullivan suffered a broken arm in a crash during practice for the Indy 500, and would miss two races. He rebounded to win the Pocono 500 in August - his second win in that event - and one other race to place a respectable 7th in points. Sullivan's last season with Penske Racing was 1990. He won two races in 1990, including the season finale at Laguna Seca. He won the pole and led wire-to-wire in his final start for Roger Penske.

In 1991, Sullivan switched to the Patrick Racing Alfa Romeo team. After going winless in 1991 in a very uncompetitive machine, he parted ways with Patrick. Sullivan won two more CART races between 1992 and 1993, driving for Galles-Kraco Racing. He scored the first win for the Galmer chassis at Long Beach. It came after he bumped teammate and race leader Al Unser Jr. on the backstretch with less than four laps to go. The incident sparked friction within the team. His later years were plagued with inconsistency, leading to a semi-retirement in 1994. His brief tenure at Galles was described as particularly toxic.

In 1986, Sullivan was a guest star on the television show Miami Vice ("Florence Italy") playing a race car driver accused of murdering a prostitute. The episode featured some short outdoor scenes in the pit lanes of the Miami Grand Prix. Sullivan had limited dialogue in the episode; his longest piece of dialogue was in a police station interrogation scene.

Also in 1991, the Leland Corporation released the arcade game Danny Sullivan's Indy Heat, featuring his likeness.

After Indy
In 1994, Sullivan took a sabbatical from Indy car racing. After being released from Galles Racing very late after the 1993 season, Sullivan was unable to find a new ride as most seats at that point had already been filled. He joined ABC/ESPN as a color commentator. He also attempted to run selected events in the NASCAR Winston Cup Series that season. However, he failed to qualify for several events; he qualified for only one race (the 1994 Brickyard 400), and finished 33rd for a very underfunded team. In 1994, he had some guest starts for Alfa Romeo in the DTM and together with Thierry Boutsen and Hans-Joachim Stuck he was third overall with the Dauer 962 LM at the 24 Hours of Le Mans.

He returned to CART racing for one final year in 1995. His season ended early after a serious crash at Michigan International Speedway. While recovering from a broken pelvis and other injuries, he announced his retirement from open-wheel competition. He returned to ABC-TV for 1996–1998.

Sullivan was a paid celebrity endorser for Danny Sullivan Lexus in Jacksonville, Florida. The Lexus Dealership was owned primarily by members of the Davis family, who were the founders of Winn Dixie supermarkets.

Sullivan was also instrumental in the Red Bull Driver Search program to find an American driver to compete in Formula One. The program successfully promoted American Scott Speed from California, who drove for the Scuderia Toro Rosso team in and.

He was the drivers' representative on the stewards' panel for the 2010 German Grand Prix, 2010 Singapore Grand Prix, 2012 Hungarian Grand Prix, 2013 Australian Grand Prix, 2014 Spanish Grand Prix, 2017 Azerbaijan Grand Prix, 2018 Bahrain Grand Prix, 2018 Chinese Grand Prix, and 2018 Monaco Grand Prix.

Sullivan and Michael Andretti were inducted into the Motorsports Walk of Fame on April 5, 2010, along the route of the Toyota Grand Prix of Long Beach, which both men have won.

Sullivan serves as a senior advisor at Tempus Jets and its parent company, Orion Air Group, LLC. He also has various business relationships with Lexus, ABC/ESPN, CBS, Red Bull, Acura, and Toyota.

Awards
Sullivan was inducted into the Motorsports Hall of Fame of America in 2012, and the Indianapolis Motor Speedway Hall of Fame in 2022.

Complete Formula One World Championship results
(key)

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

NASCAR
(key) ( Bold – Pole position awarded by qualifying time. Italics – Pole position earned by points standings or practice time. * – Most laps led. )

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title: Danny Sullivan


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Gianni Morbidelli

Gianni Morbidelli (born 13 January 1968 ) is an Italian racing driver. He participated in 70 Formula One Grands Prix, debuting on 11 March 1990. He achieved one podium, and scored a total of 8.5 championship points. He currently competes in the TCR International Series.

Early career
Morbidelli was born in Pesaro. His father, Giancarlo Morbidelli, was the founder of the Morbidelli motorcycle company which had some success in Grand Prix motorcycle racing. Morbidelli started karting in 1980. He won the EUR-AM championship in 1986, before moving to Italian Formula Three. He became Italian Formula 3 and Formula 3 European Cup champion in 1989, as well as winning two races in Italian Touring Cars. He then moved to the Scuderia Italia Formula One team, doing the first 2 races of the F1 season as stand-in for Emanuele Pirro, before concentrating on Formula 3000. He won 1 race and finished 5th in the 1990 championship, as well as undertaking test driver duties for Scuderia Ferrari for that year.

Formula One

Resuming his F1 career at the end of the season, Morbidelli competed in the final two races of the season with Minardi, where he remained until the end of. He briefly joined Ferrari for the 1991 Australian Grand Prix, drafted in after Alain Prost was fired by the team, where Morbidelli earned his first Formula One points, earning half a point for 6th after a rain-shortened race. A lack of sponsorship led to him leaving Minardi to rejoin Italian Touring Cars for 1993, where he drove an Alfa Romeo 155 to two wins for Alfa Corse, before being hired by Footwork Arrows for. He managed four-point-scoring positions in two years with the team, including his only podium place finish in the 1995 Australian Grand Prix, earning third place in a race of high attrition. Morbidelli became Footwork Arrows' most successful driver, with a total of eight points for the team.

Morbidelli also competed in the Italian Superturismo Championship for 1995, scoring two race wins, and, after spending a year out in 1996 testing for Jordan, gained another podium that year. Back in Formula One for, he raced in several mid-season events for Sauber as a replacement for Nicola Larini. He scored no points and was not classified in the championship for that year. His unsuccessful season, and two injuries by separate testing accidents, led to Morbidelli retiring from Formula One racing.

Post-Formula One

In 1998 he drove for Volvo in the British Touring Car Championship, but was not as competitive as his teammate Rickard Rydell, who won that year's title. His only competitive showing was in the summer meeting at Thruxton, where he charged from near the back of the back to finish fourth, passing many cars in the process. Morbidelli then spent several years in various European touring car series', with a high point in the 2001 European Touring Car Championship, where he raced the BMW 320i to fifth place in the championship, winning the last race at Estoril. Morbidelli raced in the Italian round of the 2004 season in a SEAT Toledo, but scored no points and did not contest in further meetings. Morbidelli drove a Lamborghini in several grand tourer races in 2005, and moved back to touring cars for 2006. Competing in the World Touring Car Championship for N-Technology, he managed two second places in an Alfa Romeo 156. Not as competitive as when he was driving the BMW, he moved back to GT racing for 2007, winning two races in the ADAC GT Masters series. He has had considerable success in the Italian Superstars Championship, where Morbidelli won the title with both Audi RS4 and BMW M3 three years in a row from 2007. The short-lived Speedcar Series gave him another championship title, where he won the 2008–09 championship. The season featured a close fight with defending champion Johnny Herbert, with Morbidelli finishing one place ahead in the final round to win the title.

He is making his WTCC return in 2014, driving a Chevrolet Cruze for Münnich Motorsport. He made his debut in the FIA World Rallycross Championship with the same team at his home round in 2015.

Career summary
† Not eligible for points.

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

Complete British Touring Car Championship results
(key) (Races in bold indicate pole position – 1 point awarded all races) (Races in italics indicate fastest lap) ( * signifies that driver lead feature race for at least one lap – 1 point awarded)

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

Complete European Super Production 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) † Driver did not finish the race, but was classified as he completed over 90% of the race distance.

Complete Campionato Italiano Superstars 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)

Complete V8 Supercar results
† Not eligible for points.

Complete TCR International Series results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap) † Driver did not finish the race, but was classified as he completed over 75% of the race distance.

Complete World Touring Car Cup results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap) † Driver did not finish the race, but was classified as he completed over 90% of the race distance.

Complete TCR Europe Touring Car Series results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

title: Gianni Morbidelli


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Harald Ertl

Harald Ertl (31 August 1948 – 7 April 1982) was an Austrian racing driver and motorsport journalist. He was born in Zell am See and attended the same school as Grand Prix drivers Jochen Rindt, Helmut Marko and Niki Lauda.

Ertl sported an 'Imperial'-style moustache and full beard. He worked his way through the German Formula Vee and Super Vee, and then on to Formula Three, before a successful switch to Touring Cars. During this period, he gained sufficient sponsorship to enter Formula One, where he drove with various outfits between 1975 and 1980. Ertl was one of the four drivers who helped to get Niki Lauda out of his burning Ferrari in the 1976 German Grand Prix.

Ertl was killed in an aeroplane crash in 1982, when the small plane he was travelling in suffered from engine failure.

Early racing career
In 1969, he bought a Formula V car (Austro Vau), won six races, but also rolled it at the Nürburgring. He was second in the European Cup with a Kaimann chassis in 1970, and started also in a round of the Championnat de France with a March-Ford 703, at Aéroport Dijon-Longvic circuit. He continued with F3 the following season, undertaking a selection of races in England, best result being ninth at Brands Hatch.

In 1971, he also moved to the European Touring Car Championship, driving an Alfa Romeo, gaining a third place at Monza in the Monza 4 hours. For 1972, he switched to the BMW-Alpina team in the Deutsche Rennsport Meisterschaft. The best result of the season, with a fourth place in the first race, Internationale ADAC-Eifelrennen, held on the Nürburgring Nordschleife.

1973 saw Ertl continue to mix Formula Three and Touring Cars, with little success, until the September, when at the side of Derek Bell, they would win the RAC Tourist Trophy, with both drivers each winning their respective heat, to take an aggregate victory.

For 1974, his main target was the Deutsche Formel 3 Polifac Trophy. Once again, his best result came at the Nürburgring, where finished fourth. Meanwhile, he also raced in the Formal Super Vee Gold Pokal, taking 19th in the final standings. During this season, Ertl made his F2 debut, racing at both the European Championship for F2 Drivers events at Hockenheim.

In 1975 Ertl signed for Fred Opert Racing to continue racing in F2. By the third race for the team he was on the podium. A third place in the Internationales ADAC-Eifelrennen, held on the Nürburgring Nordschleife enabled him gather enough money together, including sponsorship from Warsteiner to start racing in F1.

F1 career
In 1975, sponsorship obtained from Warsteiner had allowed him to drive a Hesketh 308 in Formula One, prepared by Hesketh Racing in Warsteiner's golden livery. In his debut at the German Grand Prix, he finished 8th. He went on to retire in his home GP, then finished ninth at Monza.

Encouraged by these results, a full season with Hesketh was planned for 1976. In the South African Grand Prix he qualified in the last row and finished 15th. The next races saw him either not qualify at all, or at the back of the grid, with early retirements due to mechanical failures. Despite not being satisfied with the value the team gave him for the money, he almost scored a point when coming in seventh at the 1976 British Grand Prix, albeit three laps down.

Two weeks later at the 1976 German Grand Prix, Ertl was one of the four drivers who helped pull Niki Lauda from his burning Ferrari after Lauda's infamous crash during the second lap of the race. The rest of the season saw two more eighth places finishes as highlights, at home and at the wet Japanese Grand Prix.

Ertl continued with Hesketh for a third season, taking in some European races, finishing 9th at the 1977 Belgian Grand Prix. He left Hesketh after the 1977 French Grand Prix where he again failed to qualify for the race.

For a few races in 1978, Ertl entered with Ensign, but things were even worse there, with the cars failing to finish or even worst, when he did not survive prequalifying at Monza. At the same event, he got another chance with the spare car of German-language ATS team, as regular driver Jochen Mass injured himself in the pre-Monza test a few days prior. He still failed to make the cut.

Two years later, Ertl tried once again with ATS in the 1980 German Grand Prix with the same result. The last Formula One Grand Prix he took part in was the 1978 Austrian Grand Prix, in his home country.

While not racing F1, Ertl was still racing in F2 albeit with very little success. In these three seasons, he finished just once in the top six.

DRM years
Away from single-seaters, Ertl returned to Deutsche Rennsport Meisterschaft (DRM) in 1977, now that the series had switched to Group 5.

Based on experience with their BMW, Schnitzer Motorsport developed a Toyota Celica LB Turbo for Ertl in 1977. Schnitzer switched back to BMW for the 1978 season, retaining the services for Ertl. This move made him one of the main contenders for the title. With the Kremer Racing Porsche of Bob Wollek being bit off the pace, while the Ford entrant, Zakspeed’s Escort being outdated, and their Ford Capri Turbo was unreliable. Ertl would win five of the 11 races during the season, with a second place at the season finale, a Super Sprint event at the Nürburgring, he would win the championship.

Despite taking the title with Schnitzer, Ertl switched to Zakspeed for the next two seasons. 1979 started off promising with a win in the opening round at Zolder, then followed it up with a third in Hockenheim in the next race. Although he would win once more at Mainz-Finthen, the season turned miserable with six non-finishes or non-starts out of 11 races, in Zakspeed’s Ford Capri Turbo. Meanwhile, Zakspeed also developed a mid-engined Lotus Europa for the 1000km Nürburgring. That also did not finish the race. The following season was like the previous one, when Ertl continued to be unlucky: 8 poles, 4 wins and 6 retirements.

Death
Ertl did not race internationally at all in 1981, but planned a return for the 1982 Renault 5 Turbo Cup. However before these plans came through, he was killed in an aircraft accident at the age of 33. He was travelling in a Beechcraft Bonanza flown by his brother-in-law Jörg Becker-Hohensee from Mannheim to their holiday home in Sylt in Northern Germany for an Easter vacation. Less than a quarter of the way through the intended flight distance engine failure caused the plane to crash at Hohenahr near Giessen. Ertl's wife Vera and son Sebastian were injured but Becker-Hohensee, Ertl and his niece were killed.

Complete Formula One World Championship results
(key)
 * '' * Ertl had failed to pre-qualify for this race in his Ensign, then took part in qualifying sessions in the ATS, and again failed to qualify.

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

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

title: Harald Ertl


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Harry Schell

Harry Lawrence O'Reilly Schell (June 29, 1921 – May 13, 1960) was an American racing driver. He was the first American driver to start a Formula One Grand Prix.

Early life
Schell was born in Paris, France, the son of expatriate American and sometime auto racer Laury Schell; his mother was the wealthy American heiress Lucy O'Reilly Schell. O'Reilly was an auto racing enthusiast who had met Laury while visiting France; they soon became familiar names on the rallying scene together. She became heavily invested in the Delahaye concern, first campaigning sports cars for them and then championing the development of a Delahaye Grand Prix car, which she ran under the Ecurie Bleue banner. Frenchman René Dreyfus won the 1938 Pau Grand Prix for the team in a shock upset over Mercedes, but the Delahaye project failed to raise the necessary backing and was never developed to its full extent.

Shortly before the outbreak of the Second World War, Schell's parents were involved in a road accident in which Laury was killed and O'Reilly severely injured. When France was occupied by Germany, Schell and his mother returned to America, where she managed the operations of René Le Bègue and René Dreyfus during the 1940 Indianapolis 500. Having already volunteered in the Finnish Air Force during their Winter War with Russia in 1939, Harry then earned a commission in the United States Tank Corps when America entered the Second World War.

Racing career
After the war, Schell attempted to qualify for the 1946 Indianapolis 500, failing to make the event. He went on to race in Europe, driving Coopers in Formula 3, Formula 2 and even the Formula One World Drivers' Championship upon its inception in 1950. His first appearance was in a Cooper powered by a J.A.P. V-twin engine at Monte Carlo; it ended in an accident at the harbor chicane that involved the majority of the field.

Though Schell never won a championship Grand Prix and enjoyed life as a playboy and womanizer, he was highly respected in period; he twice stood on the podium with a best place of second in the 1958 Dutch Grand Prix, won the Caen Grand Prix of 1956, and balanced those with periodic sports car outings. He partnered with Stirling Moss in securing a second place at the 1957 12 Hours of Sebring, and took third place at the same event in 1959. His most notable spells in Formula One came for BRM, Vanwall, and the Maserati factory effort as a subordinate to the five-time champion Juan Manuel Fangio. He also drove for Scuderia Ferrari for two races at the 1955 Monaco Grand Prix and the 1955 Valentino Grand Prix.

Schell carved out a reputation as a safe and prudent competitor and could be counted on as a consistent points scorer, but he also proved his class when the opportunity presented itself. In the 1954 Spanish Grand Prix, he took the lead from the start in his private Maserati and drove off into the distance before spinning out of first place and then retiring with a transmission failure. At the 1956 French Grand Prix, he relieved an ill Mike Hawthorn after his own Vanwall had gone out with an early engine failure and drove back into second position. The Ferrari team, operating under the assumption that Schell was a lap adrift, had been caught out, and a dramatic fight for the lead ensued, but Schell's effort went for nought as he was forced to make a lengthy pit stop soon after. He had succeeded, however, in displaying the full potential of the Vanwall on the world stage for the first time. Driving a Ferrari 375 Indy for Luigi Chinetti's North American Racing Team at the 1958 Race of Two Worlds, Schell joined Phil Hill (Scuderia Ferrari 296 Dino) and Masten Gregory (Ecurie Ecosse Jaguar D-Type) on the Monza high banking as the only American drivers not entered in an American Championship Car.

By the start of 1960, and nearing 40, Schell's prospects appeared dim, and he campaigned a private Cooper run under his family's Ecurie Bleue banner. That changed, however, when he was contracted by the British Racing Partnership team before the start of the European Grand Prix season for a full program of events, to be teamed with Tony Brooks and the up-and-coming Chris Bristow in year-old Coopers. Schell died in practice for the non-championship International Trophy event at Silverstone in 1960, when he crashed his Cooper at Abbey Curve. Schell was driving at approximately 100 mph when his car slid into the mud on the side of the track and lost a wheel. The Cooper somersaulted and penetrated a safety barrier, causing a brick wall to collapse.

Prior to his death, Schell had been extremely vocal in the promotion of the roll-bar on European racing cars, a safety feature required in America. By the 1500cc formula of 1961, it had become standard in Formula One.

Post WWII Grandes Épreuves results
(key)

FIA World Drivers' Championship results
(key) * Shared drive/s.

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

title: Harry Schell


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Henri Pescarolo

Henri Jacques William Pescarolo (born 25 September 1942) is a former racing driver from France. He competed in the 24 Hours of Le Mans a record 33 times, winning on four occasions, and won a number of other major sports car events including the 24 Hours of Daytona. He also participated in 64 Formula One World Championship Grands Prix, achieving one podium and 12 championship points. Pescarolo also drove in the Dakar Rally in the 1990s, before retiring from racing at the age of 57. In 2000 he set up his eponymous racing team, Pescarolo Sport, which competed in Le Mans until 2013. He wore a distinctive green helmet, and wears a full-face beard that partially covers burns suffered in a crash.

Early career and Formula One
Born in Montfermeil near Paris, Pescarolo began his career in 1965 with a Lotus Seven. He was successful enough to be offered a third car in the Matra Formula 3 team for 1966, but the car was not ready until mid-season. However, in 1967 he won the European Championship with Matra and was promoted to Formula 2 for 1968. That season he was team-mate to Jean-Pierre Beltoise and achieved several second places and a win at Albi, which led to him being given a drive in Matra's Formula One team for the last three races of 1968.

His career suffered a setback, in 1969, when he crashed on the Mulsanne Straight at Le Mans whilst testing the Matra sports car. Pescarolo was badly burned and did not compete again until mid-season. He returned at the German GP where he drove a Formula 2 Matra into fifth place winning the small capacity class, in his only Grand Prix race that season.

For 1970 Pescarolo was signed full-time by Matra for their Formula One team and once again as team-mate to Beltoise, put in a solid season with a third place at the Monaco Grand Prix being the high point. He also won the Paris 1000 km and Buenos Aires 1000 km sports car races partnered with Beltoise. Pescarolo was not retained by Matra, and in 1971, 1972, and 1973 with Motul sponsorship, he drove for the fledgling Formula One team run by the young Frank Williams, but with little success. In 1974, Pescarolo drove for BRM, again with Motul backing, but the team's best days were gone and a ninth place in Argentina was his best result in a season with many retirements.

Pescarolo did not compete in Formula One in 1975 but returned to the championship in 1976 with a Surtees privately entered by BS Fabrications. Although neither car nor driver was considered to be competitive, failing to qualify for 2 of 9 Grands Prix entered, Pescarolo did begin to show speed in the final 5 races, even scoring a season's best finish of 9th at the 1976 Austrian Grand Prix.

Career after Formula One – sportscars
After Pescarolo's retirement from Formula One, he went on to start his own team, which competed until 2012 in the Le Mans Endurance Series and the 24 Hours of Le Mans, which he won as a driver four times (1972, 1973, 1974 and 1984). His team, Pescarolo Sport, was notably sponsored by Sony's PlayStation 2 and by Gran Turismo 4. During the five years that Pescarolo has campaigned Courage C60 prototypes, so many modifications have been made to the model that Courage allowed the team to name the car after themselves, such was the differences between their model and the standard C60. In 2005, it was developed further still to meet the "hybrid" regulations, before the change to LMP1/2 format.

In 1977, 1978 and 1979 Pescarolo drove in Australia's most famous motor race, the Bathurst 1000 for touring cars held at the Mount Panorama Circuit, driving on all three occasions with 1974 race winner John Goss. Unfortunately all races resulted in a DNF for the Goss built Ford XC Falcon GS500 Hardtops, completing only 113 laps (of 163) in 1977, 68 in 1978 and 118 in 1979. The 1977 race saw Pescarolo's Le Mans rival Jacky Ickx win the race in a semi-works Falcon driving with Allan Moffat.

Pescarolo holds the record for Le Mans starts with 33 and has won the race on four occasions as a driver. He has yet to win the race as a team owner, coming very close in 2005 with the Pescarolo C60H. His team did manage to win the LMES championship in the same year. His team was also second at Le Mans in 2006, followed by a third in 2007 behind a pair of diesel-powered prototypes.

Pescarolo drove the Dakar Rally in the 1990s, and is also a keen helicopter pilot.

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

Non-Championship Formula One results
(key)

Major race results

 * 24 hours of Daytona : 1st, 1991
 * 1000 km Buenos Aires : 1st, 1970
 * 6 Hours of Nürburgring : 1st, 1986
 * Brands Hatch 1000 km : 1st, 1971
 * 1000 km Zeltweg : 1st, 1972, 1974, 1975
 * Dijon 1000 km : 1st, 1972, 1978, 1979
 * 6 Hours of Imola : 1st, 1974
 * Spa 1000 km : 1st, 1975
 * Suzuka 10 Hours : 1st, 1981
 * 1000 km Monza : 1st, 1982
 * 6 Hours of Vallelunga : 1st, 1972, 1978
 * 6 Hours of Kyalami : 1st, 1974
 * 6 Hours of Watkins Glen : 1st, 1972, 1974, 1975
 * Interserie Siegerland : 1st, 1984
 * 1000 km of Paris : 1st, 1969, 1994

title: Henri Pescarolo


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Howden Ganley

James Howden Ganley (born 24 December 1941) is a former racing driver from New Zealand. From 1971 to 1974 he participated in 41 World Championship Formula One Grands Prix. He placed 4th twice and scored points 5 times for a total of 10 championship points (only the top 6 places scored points). He also participated in numerous non-Championship Formula One races.

Personal and early life
When he was thirteen years old, he attended the 1955 New Zealand Grand Prix at Ardmore which inspired him and provided him with an impetus to follow a career in racing. Immediately after leaving school, Ganley became a reporter for the Waikato Times and wrote a column for Sports Car Illustrated. He moved to the United Kingdom in 1961 and pursued a career as a mechanic.

Early career
Between 1960 and 1962, Ganley competed in many events throughout New Zealand driving a Lotus Eleven. Throughout this period, he was earning a living by working as a foreman for a concreting company.

In 1970, Ganley finished second to Peter Gethin in the European Formula 5000 championship. This caught the attention of the BRM Formula One team, who signed him to a contract for 1971.

Formula 5000
In 1970, Ganley finished the European Formula 5000 Championship in 2nd place with help from his friend and mechanic Barry Ultahan.

Formula One
In, Ganley started off the season promisingly with fifth place at the non-championship Race of Champions. At the end of 1971, having scored two points finishes during the year, Ganley was awarded the Wolfgang von Trips Memorial Trophy for the best performance by a newcomer to Grand Prix racing. In Ganley raced for the Marlboro BRM team and finished 13th in the Championship with 4 points. His highest finish for the season was 4th at the Nürburgring. For the season Ganley signed up to drive an Iso–Marlboro car for Frank Williams Racing. At the 1973 Canadian Grand Prix he was almost declared the winner because of a timing mix up with the pace car; when the results were corrected, Ganley was classified sixth.

A suspension failure in practice for the 1974 German Grand Prix while driving for the Maki team left Ganley with serious foot and ankle injuries that ended his Grand Prix career.

Ganley F1 Car
In 1975 a Ganley F1 project was initiated. The Ganley-Cosworth 001 car was hand-built by Howden Ganley on his premises at Windsor. It was almost readied, and Ganley had two DFV engines at hand, but it never ran in anger. Ganley eventually used the equipment to start Tiga Race Cars with fellow driver Tim Schenken the following year.

Sportscars
Ganley and François Cevert drove a Matra-Simca MS670 to second place in the 1972 24 Hours of Le Mans.

Tiga Race Cars
In 1976 Ganley and former Formula One driver Australian Tim Schenken founded Tiga Race Cars as a British-based race car constructor and race team. The team had plans to compete in Formula One in 1978, but the project did not proceed due to sponsorship withdrawal.

Complete Formula One World Championship results
(key) (Races in bold indicate pole position)

title: Howden Ganley


text:
Huub Rothengatter

Hubertus (Huub) Rothengatter (born 8 October 1954) is a former racing driver from the Netherlands. He participated in 30 Formula One (F1) Grands Prix, debuting on 17 June 1984. He scored no championship points. He drove for Spirit, Osella and Zakspeed, and his drives all either started or became available midseason. He tried to get Dutch sponsors in various ways, such as by putting a one-page advertisement in De Telegraaf newspaper. Reputedly, when Niki Lauda was asked about him, he referred to him as "rattengott" – literally "God of the rats".

Rothengatter, unlike many fringe drivers who waited for phone calls from F1 teams that never came, attracted personal sponsorship which allowed him to 'buy' his place in the low-budget teams, bringing in much needed money to them and allowing him to drive F1 when he otherwise would most likely have missed out.

Rothengatter later entered into sports management, as a manager for Dutch F1 driver Jos Verstappen.

He is co-founder of EVBox.

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

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

Complete Formula One results
(key)

title: Huub Rothengatter


text:
Jackie Oliver

Keith Jack Oliver (born 14 August 1942) is a British former Formula One driver and team-owner from England. He became known as the founder of the Arrows team as well as a racing driver, although during his driving career he won both the 24 Hours of Le Mans race and the Can-Am championship. Oliver was also the second person to complete the informal triple Crown of endurance racing.

Driving career

Oliver began a long career in motorsport in 1961, driving a Mini in British club saloon racing. In 1962 and 1963 he raced for Ecurie Freeze in a Marcos GT. In 1964 He raced in a Lotus Elan driving for D.R. Fabrications team and entered GT racing, scoring some excellent results, and then having a difficult time in Formula Three, where his natural speed was blighted by mechanical failures.

Nevertheless, for 1967 he was drafted into the Team Lotus Formula Two team, which also saw him making his Grand Prix debut in the F2 class at the German Grand Prix, where he came fifth overall and won the F2 class. In 1968, he was called up by Colin Chapman to take over the works Formula One seat for Team Lotus after the death of Jim Clark. His contract did not include an F2 drive. In discussions with Tony Rudlin, a failed racing driver, at that time responsible for running the Herts and Essex Aero Club for ex-world motor cycling champion, Roger Frogley, a deal was struck to run in the club's colours. Lotus supplied and ran the car, supplied the mechanics and generally acted as competition managers while Rudlin was team manager. The F2 team was reasonably successful although not running full Team Lotus spec. At the end of the year the team was invited to compete in the four races making up the Argentine Temporada. The Herts and Essex Team finished third overall in the series. The F1 season would turn out to be difficult, with Oliver struggling for finishes. He led the British Grand Prix until an engine failure, and would only finish twice, his best result being third place at the season-closing Mexican Grand Prix.

With Jochen Rindt signing for Lotus for 1969, Oliver switched to BRM. He was to suffer disappointing two years at the Bourne team, which would effectively kill off his Grand Prix career. In two years, he would muster just four finishes, with his only points scores being sixth place in the 1969 Mexican Grand Prix, and fifth in the 1970 Austrian Grand Prix. However, in 1970, he led much of the Race of Champions holding off Stewart and was a strong third for most of the Dutch and British GP. The poor result in the Austrian GP which Team boss, Louis Stanley thought he should have won, saw the best car go to Pedro Rodríguez from then on, but Oliver still led some laps at the slipstream Italian race. Stanley described Oliver, as 'good, but not nearly as good as he thought'. The majority of his other races saw the BRM break down. Most pundits and sponsor, Yardley, were surprised and disappointed after Oliver was sacked by BRM. Jackie Stewart, judged Oliver a very good GP and Can-Am driver.

His best results in these seasons would come from endurance racing, in John Wyer's Gulf Ford GT40, winning the 12 Hours of Sebring and 24 Hours of Le Mans events with Jacky Ickx in 1969, and the 24 Hours of Daytona and the 1000 km Monza in 1971 with Rodríguez.

In 1969, he debuted in CanAm, initially for Autocoast in the TI-22, and then for Don Nichols' Shadow team. 1971 saw him out of a full-time Formula One drive, though he had three drives in a third McLaren. 1972 saw him concentrate mainly on CanAm with Shadow, though he would take a one-off drive for BRM at the 1972 British Grand Prix, where he retired.

For 1973, Shadow entered F1, and Oliver was nominated as team leader. The Shadow DN1 proved a difficult chassis, and once again his season was blighted by mechanical errors. However, in the Canadian Grand Prix he ran well, and many believe he actually won the race, but the lap charts were thrown into confusion by a rain shower meaning multiple pit-stops, and a staggeringly inept deployment of a pace car by the organisers. As it was, Oliver was classified third, his only points finish of the year.

1974 saw Oliver concentrate on CanAm, taking the series title for Shadow. He was becoming more involved in the management side of Shadow, but would compete in Formula 5000 for the team for three seasons, and even briefly returned to F1, finishing fifth in the 1977 Race of Champions, and taking 9th in the Swedish Grand Prix.

He also competed in 8 NASCAR Cup Series races between 1971 and 1972, the majority of them for Donlavey Racing. He attempted the 1972 Daytona 500 but failed to qualify.

Arrows
At the end of 1977 he left Shadow along with financer Franco Ambrosio, designers Tony Southgate and Alan Rees, engineer Dave Wass and driver Riccardo Patrese to form the Arrows Grand Prix team.

Arrows would become famous for competing in a record 382 Grands Prix without achieving a single victory. However, the team would always have well-presented cars which would usually be competitive, if not front-runners, and would often give breaks to talented drivers - besides Patrese, Thierry Boutsen, Gerhard Berger, Marc Surer and Martin Donnelly would all drive for the team early in their respective racing careers.

Oliver sold much of his stake to the Japanese Footwork Corporation in 1990, remaining as director, but the team failed to move forward and the company pulled out at the end of 1993 due to financial trouble. Oliver had his team back, but money was tight, and in 1996 he again sold most of his shares to Tom Walkinshaw's TWR group. Oliver remained on the board until 1999, when he sold his remaining shares.

Complete British Saloon Car Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.) † Events with 2 races staged for the different classes.

^ Race with 2 heats - Aggregate result.

Complete Formula One World Championship results
(key) (Races in italics indicate fastest lap) * First in the Formula Two (F2) class, Oliver was ineligible to score points in the 1967 German Grand Prix because he was driving a F2 car.

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

Complete Canadian-American Challenge Cup results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

title: Jackie Oliver


text:
Basil Hall Chamberlain

Basil Hall Chamberlain (18 October 1850 – 15 February 1935) was a British academic and Japanologist. He was a professor of the Japanese language at Tokyo Imperial University and one of the foremost British Japanologists active in Japan during the late 19th century. (Others included Ernest Satow and W. G. Aston.) He also wrote some of the earliest translations of haiku into English. He is perhaps best remembered for his informal and popular one-volume encyclopedia Things Japanese, which first appeared in 1890 and which he revised several times thereafter. His interests were diverse, and his works include an anthology of poetry in French.

Early life
Chamberlain was born in Southsea (a part of Portsmouth) on the south coast of England, the son of an Admiral William Charles Chamberlain and his wife Eliza Hall, the daughter of the travel writer Basil Hall. His younger brother was Houston Stewart Chamberlain. He was brought up speaking French as well as English, even before moving to Versailles to live with his maternal grandmother in 1856 upon his mother's death. Once in France, he acquired German as well. Chamberlain had hoped to study at Oxford, but instead started work at Barings Bank in London. He was unsuited to the work and soon had a nervous breakdown. It was in the hope of a full recovery that he sailed out of Britain, with no clear destination in mind.

Japan
Chamberlain landed in Japan on 29 May 1873, employed by the Japanese government as an o-yatoi gaikokujin. He taught at the Imperial Japanese Naval Academy in Tokyo from 1874 to 1882. His most important position, however, was as professor of Japanese at Tokyo Imperial University beginning in 1886. It was here that he gained his reputation as a student of Japanese language and literature. (He was also a pioneering scholar of the Ainu and Ryukyuan languages.) His many works include the first translation of the Kojiki into English (1882), A Handbook of Colloquial Japanese (1888), Things Japanese (1890), and A Practical Guide to the Study of Japanese Writing (1905). A keen traveller despite chronic weak health, he cowrote (with W. B. Mason) the 1891 edition of A Handbook for Travellers in Japan, of which revised editions followed.

Chamberlain was a friend of the writer Lafcadio Hearn, once a colleague at the university, but the two became estranged over the years. Percival Lowell dedicated his travelogue Noto: An Unexplored Corner of Japan (1891) to Chamberlain.

Chamberlain sent many Japanese artefacts to the Pitt Rivers Museum at Oxford.

He left Japan in 1911 and moved to Geneva, where he lived until his death in 1935.

Selected works by Chamberlain

 * The Classical Poetry of the Japanese, 1880
 * "A Translation of the 'Ko-ji-ki', or Records of Ancient Matters" in Transactions of the Asiatic Society of Japan, Vol. 10, Supplement, 1882
 * Rechaptered with notes by Charles Francis Horne in Horne, ed., The Sacred Books and Early Literature of the East: With an Historical Survey and Descriptions, Vol. 1, 1917, pages 8–61.
 * Wikisource:
 * The Language, Mythology, and Geographical Nomenclature of Japan Viewed in the Light of Aino Studies, 1887
 * A Handbook of Colloquial Japanese, 1887
 * Aino Folk-Tales, 1888
 * Things Japanese, six editions 1890–1936
 * A paperback version of the fifth edition, from 1905, with the short bibliographies appended to many of its articles replaced by lists of other books put out by the new publisher, was issued by the Charles E. Tuttle Company as Japanese Things in 1971 and has since been reprinted several times.
 * A Handbook for Travellers in Japan, co-written with W. B. Mason, seven editions 1891–1913 (numbered as third to ninth editions, the first and second editions being of its predecessor, A Handbook for Travellers in Central and Northern Japan by Ernest Satow and A G S Hawes).
 * Essay in Aid of a Grammar and Dictionary of the Luchuan Language, 1895 (a pioneering study of the Ryukyuan languages)
 * "Bashō and the Japanese Poetical Epigram" in Transactions of the Asiatic Society of Japan, Vol. 2, no. 30, 1902 (some of Chamberlain's translations from this article are included in Faubion Bowers' The Classic Tradition of Haiku: An Anthology, Dover Publications, 1996 ISBN 0-486-29274-6.)
 * Japanese Poetry, 1910
 * The Invention of a New Religion, 1912 At Project Gutenberg (incorporated into Things Japanese in 1927)
 * Huit Siècles de poésie française, 1927
 * . . . encore est vive la Souris, 1933

title: Basil Hall Chamberlain


text:
Jan Lammers

Johannes Antonius "Jan" Lammers (born 2 June 1956) is a Dutch racecar driver, most notable for winning the 1988 24 Hours of Le Mans world endurance race, for Silk Cut Jaguar/TWR; after four seasons in Formula One racing, from 1979 through 1982, for the F1 teams of Shadow, ATS, Ensign and Theodore, respectively. After a world-record setting ten-year hiatus, Lammers made a brief Formula One comeback, for two races, with team March in 1992. Aside from racing in these two of the highest leagues of global auto-sports, Lammers has raced in an exceptionally wide number of racing series and competitions, domestic and abroad, over four decades.

Later in life, Lammers became a team owner as well, first setting up his own Formula Opel Lotus team, Vitaal Racing, winning the EFDA Opel Lotus Euroseries with Peter Kox in 1989, then creating the Racing for Holland outfit that raced in sportscars class in 2001-2007. Between 2005 and 2009, he was the seatholder of the Dutch A1 Grand Prix team. During his Racing for Holland days, Lammers combined racing and management duties to win the 2002 and 2003 FIA Sportscar Championship.

One of the most versatile drivers in modern motor racing history, Lammers started in touring cars, to become the youngest Dutch champion in history in 1973 while repeating the act in 1976. He also raced in the European Renault 5 Turbo Cup, taking the 1983 and 1984 European titles. As a single-seater driver, his steps towards Formula One include securing the title in the 1978 European Formula 3 Championship. He remains the only Dutch driver to have done so. At the zenith of his career in Group C sports-prototypes, Lammers lifted the crown in the 1992 Japanese Sportscar Championship.

Lammers has further raced in Formula Ford, Formula 2, IndyCar racing, International F3000, Japanese F3000, the British Touring Car Championship (BTCC), BPR Global GT, FIA GT, the European Le Mans Series, the IMSA SportsCar Championship, the American Le Mans Series, Grand-Am, and the Dakar Rally.

Guest appearances include the Grand Prix Masters for retired F1 drivers, the BMW M1 Procar Series, the Dutch Supercar Challenge, the Dubai 24 Hours and Gulf 12 Hours endurance races, the VW Scirocco R-Cup and the Dutch domestic Tulpenrallye.

In recent years, Lammers was an important figurehead / ambassador for reviving the Dutch Formula One GP on the coastal dunes situated Zandvoort circuit, achieved since 2021.

Touring cars
Born in Zandvoort, Lammers grew up washing cars at the nearby school for advanced and anti-skid driving skills training, run by Dutch touring-car legend Rob Slotemaker. Encouraged by Slotemaker, and while still under-age for a regular Dutch driving licence, the teenager nicknamed ‘Jantje’ (‘Little John’) was also hired to teach drivers on a private, closed track, how to safely recover a car from a skid situation. Having recognised Lammers' talent, Slotemaker set him up in a Simca Rallye 2 for the 7,500-9,000 guilder Group 1 production car class in the 1973 Dutch Touring Car Championship. At 16 years of age, Lammers won his first-ever car race and continued to take the season title in his rookie year, becoming the youngest Dutch national auto racing champion in history.

Two more years in the Simca followed in a revised 8,000-10,000 guilder class, Lammers taking four more wins in 1974 but narrowly missing out on a title repeat. Wins elude him in 1975 but his name has already been made. In 1976, he switched to an Opel Dealer Team Holland-run Opel Kadett GT/E to take his second Dutch title.

Formula Ford
Dovetailing his 1976 touring-car campaign with a first season in Formula Ford, Lammers quickly realises his future is in single-seaters. Driving a Crosslé in the Benelux, German and European Championship, the touring-car boy wonder surprises everyone by grabbing pole position at his first race, winning at the Jyllandring and Mengen and shining in the soaking wet finale of the Formula Ford Festival at Brands Hatch.

Formula 3
Stepping up with Hawke to Formula 3 in 1977 proves to be a false dawn, as the Hawke proves no match for the Marches and the Ralts. For 1978, he switches to the Racing Team Holland outfit run by Alan Docking, with fellow future Formula 1 driver Huub Rothengatter and later Indy 500 winner Arie Luyendijk as his team mates. This is an inspired move as it leads to Lammers winning the 1978 European Formula 3 Championship after a close battle with Swede Anders Olofsson, while beating highly touted rivals such as Alain Prost, Nelson Piquet and Nigel Mansell. Lammers takes wins at Zandvoort, Magny-Cours, Karlskoga and in the famous Lotteria race at Monza to lift the crown. At the time, leading British magazine Autosport predicts: "He just has to be a World Champion of the eighties."

Formula 2
Having received an offer from the works March Formula 2 team, Lammers decides to jump the category to go straight into Formula One with Shadow in 1979. He will make his single Formula 2 appearance in 1980, driving a March-BMW in his home race at Zandvoort, where he retires from third place.

Formula One
Lammers spends four seasons in Formula One, racing largely uncompetitive machinery and failing to score a World Championship point in any of his 41 appearances. His talent is universally recognised, though, and the Dutchman only narrowly misses out on the chance to join Ferrari in 1982 as a replacement of Gilles Villeneuve who was killed at Zolder earlier in the year. The drive goes to Patrick Tambay instead. In 1979, Lammers and fellow rookie Elio de Angelis join Shadow, but the team led by American Don Nichols is in its death throes, and the pair fail to make an impact with a poor car, with de Angelis scoring the team's only points that year, being an excellent fourth place, at Watkins Glen. Lammers’ best result is a ninth place in the Canadian GP. Both are invited by Colin Chapman to test for Lotus, with De Angelis getting the job for 1980, as Lammers is unwilling to wait for Chapman’s decision. Instead, he decides to sign for the German-owned ATS team. The underfunded outfit hands Lammers the old D3 car while team leader Marc Surer debuts with the new D4, but when Surer breaks his legs in an accident, Lammers gets his hands on the new D4. He immediately qualifies fourth on the grid at Long Beach but the car breaks on the opening lap of the race. This would remain the highpoint of his F1 career. Other notable ATS performances include battling Jody Scheckter’s Ferrari at Zolder, and retiring from a points-scoring position at Jarama. When Surer makes a return to ATS, Lammers is forced to jump ship to Ensign. In contrasting fortunes, his former teammate De Angelis has a fine season at Lotus while Lammers fails to qualify the cumbersome Ensign on several occasions.

For 1981, Lammers is invited for a test to become Nelson Piquet’s teammate at Brabham, but team principal Bernie Ecclestone chooses to go with Mexican pay driver Hector Rebaque. Instead, Lammers rejoins ATS and shines in the controversial non-championship South African GP at Kyalami where he fights De Angelis for second place until he is hit by brake problems. When Swede Slim Borgudd arrives with healthy funding from pop band ABBA, Lammers has to move over. In 1982, Lammers switches to Theodore but the underfunded team fails to hand him the opportunity to shine. At Monaco, Lammers’ TY02 has to stay on nude rims for a day because the team doesn't get any tyres. Still seen as a natural talent, he is asked by Renault to replace the injured Prost at Detroit, only for the championship leader to recover in time. Lammers steps back into the Theodore but before the start of the first session he is approached by Ferrari to replace Gilles Villeneuve from Zandvoort on. In a twist of fate, the Theodore’s throttle sticks during the session and Lammers hits the wall to break his thumb. As a result, Patrick Tambay signs the Ferrari contract. At Zandvoort, instead of driving the Ferrari, Lammers takes part in his last Grand Prix before Tommy Byrne takes over the seat.

Late 1985, Lammers is given a test by Toleman at Estoril but with the team unable to get a tyre contract for 1986, plans for a Formula One return fall through. In 1989, another Formula One opportunity comes to nothing when Lammers is asked by Ken Tyrrell to replace Michele Alboreto, but the Dutchman decides to stick with TWR Jaguar, and Tyrrell signs up Jean Alesi instead.

Then in 1992, Lammers makes a surprise Formula One comeback when he steps in at March for the final two races of the season – a full ten years after his initial final Grand Prix, a record career gap in Formula One. Replacing Karl Wendlinger, Lammers laps sixth fastest in wet free practice at Suzuka, before retiring from the race with a broken gearbox. At Adelaide, he finishes 12th. Looking set to continue with March in 1993, his Formula One ambitions receive a blow when the team is denied an engine deal by Ilmor unless bills are paid. This leaves Lammers a spectator at Kyalami, after which the team folds.

Another Formula One option hits the rocks when Lammers is signed by the DAMS F3000 team for its debut season in 1996, having already tested their GD-01 car all through 1995. The project remains stillborn when DAMS fails to gather sufficient funding.

Sportscars
Fed up with driving inferior machines at the back of the Formula One grid, Lammers decides to switch to sportscar racing where he becomes a mainstay for the next three decades, both as a driver and a team owner. His time in Group C includes seasons with Richard Lloyd Racing’s private Porsche 956, the works Jaguar team and the works Toyota team, while in the days of LMP900 and LMP1, Lammers runs his own Racing for Holland team with the Japanese Dome S101 chassis. His final call at Le Mans comes in 2017 and 2018 when he races the Racing Team Nederland Dallara in LMP2, sharing with Rubens Barrichello and Jumbo Supermarkets CEO and team owner Frits van Eerd.

Prototypes
Having turned his back on Formula One, Lammers starts his World Sportscar Championship career in 1983 by joining top Porsche privateer Richard Lloyd Racing, taking several podium finishes with Thierry Boutsen, Keke Rosberg and Jonathan Palmer, while finishing sixth on his Le Mans debut. In 1984, he is paired with Palmer, and the Canon-liveried 956 takes victory over the works cars at Brands Hatch. The two add podiums at Monza, the Nürburgring, Sandown Park and Imola, and retire from Le Mans in a winning position. A mid-season switch sees Lammers snapped up by Tom Walkinshaw at TWR Jaguar, and on his debut for the team at a very hot Shah Alam in Malaysia he brings home the Jag in second place. Meanwhile, he makes his IMSA GTP debut racing a March-Buick at Miami with Roberto Guerrero. In the 1986 Daytona 24 Hours, driving the BF Goodrich Porsche 962, he is heading for victory when his brakes fail, leading to a sizeable crash that he is lucky to escape from. Later in the season, when his promising IndyCar adventure collapses with the disappointing Eagle, Walkinshaw is quick to lure Lammers back to TWR. The Dutchman is immediately competitive with second at Spa and third at Jerez, before racing for Nissan at Watkins Glen in IMSA GTP.

In 1987, Lammers joins TWR Jaguar – now sponsored by Silk Cut – as a proper works driver, and is teamed with Grand Prix veteran John Watson. They win at Jarama, Monza and Fuji and take podiums at Silverstone, Brands Hatch and Spa. At Le Mans, third driver Win Percy crashes their car out of the race. Team orders mean that they finish second in the championship.

1988 would become Lammers’ most successful season in Group C racing. Now paired with ex-Lotus Formula One driver Johnny Dumfries, the two finish second at Spa and third at Brno, before being joined by Andy Wallace at the Le Mans 24 Hours. Lammers drives for 13 hours to be the anchor in a popular win for TWR Jaguar, the first for the marque since 1957. For this, he is congratulated by Queen Elizabeth II and rewarded with the title of Honorary Member of the BRDC. In IMSA, Lammers is part of the crew that wins the Daytona 24 Hours, after he is moved over from his retired car to join Martin Brundle, Raul Boesel and John Nielsen in the lead Jaguar entry, winning the race. With regular teammate Davy Jones, Lammers wins at Del Mar and ends up on the podium at West Palm Beach, Lime Rock, Mid-Ohio and Sears Point. In 1989, the Jaguars were outclassed by the resurgent Mercedes effort, with Lammers only managing to score a second place at Jarama with Patrick Tambay. In the US, Lammers is more successful, winning in Portland and Del Mar, taking second in the Daytona 24 Hours, Lime Rock, Mid-Ohio and Road America and third at Sears Point and Topeka. The following year, Lammers wins the Daytona 24 Hours again, this time paired with Andy Wallace and Davy Jones, before taking third in the Sebring 12 Hours. In the WSC, however, Jaguar’s new turbo engine proves fast but unreliable, and together with Wallace, Lammers only picks up a pair of second places. Switching to the proven atmospheric V12 for Le Mans, Jaguar takes the double, but Lammers is in the second Jaguar across the line, having to recover from an earlier crash by teammate Franz Konrad.

Having opted for a switch to Toyota, Lammers decides to wait in the wings for the new programme to come alive in 1992. In the World Championship, mated with Geoff Lees, Lammers takes two podium finishes, second at Suzuka and third at Magny-Cours. In the Japanese Sports-Prototype Championship, however, two wins at Fuji and Mine add up to another title for the Dutchman. One more Toyota appearance follows in 1993, finishing sixth for the Japanese constructor in the Le Mans 24 Hours. In 1995, Lammers returns to IMSA to compete at Daytona and Sebring in the Auto Toy Store Spice-Chevrolet SE90. With Andy Wallace, he wins the Sebring 12 Hours on the road but a timekeeping error declares the Fermín Velez/Andy Evans/Eric van de Poele Ferrari 333SP as the winner, while as a guest driver, Lammers joins Derek Warwick and Mario Andretti in a Courage-Porsche C36 to finish sixth in the 1996 Le Mans 24 Hours.

In 1999 and 2000, Lammers returns to prototype racing, as Konrad Motorsport moves up to the LMP class with a Ford-engined Lola B98/10, followed by a B2K/10, while in the US he joins J&P Motorsports to race a Panoz LMP-1 Roadster-S. In the meantime, he progresses with setting up his own team for 2001. At Konrad, teaming up with countrymen Tom Coronel and Peter Kox serves as a prequel to that. Lammers embarks on a new era of sportscar success in 2001 when he rekindles his ties with Japanese manufacturer Dome to race their Judd-engined S101, entering it in the new FIA Sportscar Championship and the Le Mans 24 Hours with young Dutch-born but Belgian-licensed Val Hillebrand as his teammate. For Le Mans, the Dutchman offers small segments of bodywork to small, private sponsors, giving the car the look of a driving chequered flag. A contribution of 2200 euros is enough to become a Racing for Holland sponsor. Lammers and Hillebrand dominate the final round of the championship before going into the new season as clear favourites, while placing themselves amongst the Audis at Le Mans. With three wins and five podiums Lammers and Hillebrand indeed take the 2002 title in the leading SR1 class, before doubling up in 2003, again with three wins and five podiums. Meanwhile in 2002, Lammers races the Crawford SSC2K at Daytona and joins Champion for Sebring to take third in their Audi R8.

When the FIA Sportscar Championship collapses after 2003, the Dome continues at Le Mans, where Lammers takes seventh in 2004 along with Elton Julian and countryman John Bosch, the trio copying the result in 2005. In the meantime, the Dutchman guests at Doran-Lista to take fourth in the 2004 Daytona 24 Hours and with Dyson Racing at Sebring and the Petit Le Mans, finishing third in the latter. In the 2005 Daytona 24 Hours, Lammers steps into the Howard-Boss Motorsports Crawford DP03 to claim another US podium with third. Rejoining them for 2006, their second cooperation gains no results.

With the start of the Le Mans Series in 2005, Racing for Holland signs up for assorted rounds in 2005, 2006 and 2007, but by now the Dome is outclassed by the more recent LMP1 designs. After he shuts down the team while continuing to pay off its debts well into the next decade, Lammers returns as a gun for hire in 2008. In an LMP2 season dominated by Jos Verstappen and the Van Merksteijn Porsche RS Spyder, Lammers teams up with the Swiss Horag-Lista team’s RS Spyder to finish the year fourth in class, along with teammate Didier Theys. At Le Mans in 2008, he joins Greg Pickett and Klaus Graf in the Charouz Racing System Lola-Judd B07/17, but the car fails to finish. Having gone into semi-retirement from 2010, Lammers hooks up with Hope Racing to race the experimental SwissHyTech Hybrid-engined ORECA 01, and does one 2016 Le Mans Cup round in the Racing Team Holland Ligier-Nissan JSP3, but waits until 2017 for his final foray in top-level prototype racing, signing up for a three-year spell with Racing Team Nederland, the team funded by Dutch supermarket mogul Frits van Eerd. Racing their Dallara-Gibson P217 in the LMP2 class of the European Le Mans Series, Lammers and Van Eerd claim a seventh and eighth as their best results in a full 2017 ELMS season. In 2018 and 2019, Lammers acts as third driver to Van Eerd and Giedo van der Garde at Le Mans before closing the curtain on his active career.

GTs
On the back of the failed DAMS Formula One project, Lammers joins the Lotus Racing outfit for BPR Global GT in 1996. The GTI team is headed by countryman Toine Hezemans along with Ian Foley and George Howard-Chappell and runs a pair of Lotus Esprit V8s in the GT1 category. Teamed with Alex Portman, Perry McCarthy, Chris Goodwin, Andy Wallace, Fabien Giroix and Mike Hezemans, he claims pole at the Nürburgring and takes second at Silverstone, but apart from that the car proves very unreliable. In 1997, its Lotus Elise GT1 successor is outclassed by McLaren-BMW and Mercedes in the inaugural FIA GT Championship. After the Lotus takeover by Proton, the GT1 programme is quickly canned. In 1998, Lammers races the Bitter GT1 for Team Hezemans before switching to GT2 with Roock Racing and Konrad Motorsport, while helping to develop Nissan’s new R390 GT1 car. At Le Mans, he joins Erik Comas and Andrea Montermini to finish sixth, as the Nissans get beaten by Porsche’s 911 GT1. Late in the season, Lammers returns to Konrad to share a 911 GT2 with Franz Konrad in the Petit Le Mans, followed by a win at Laguna Seca.

Following a five-year GT break, the Dutchman teams up with Prodrive to drive their Ferrari 550 Maranello in the 2003 Petit Le Mans, finishing fourth in the GTS class, and then in 2008, having closed down his own team, Lammers makes a few guest appearances in GT racing, driving the Spa 24 Hours in the Lamborghini Murciélago R-GT for the IPB-Spartak team. Meanwhile, he does a full season of ADAC GT sharing Reiter Engineering’s Lamborghini Gallardo GT3 with countryman Marius Ritskes, with three second places as his best results. Continuing in 2009 under the Racing Team Holland banner (not to be confused with Racing for Holland), the duo fails to score any more points. A one-off at Spa in the team’s GT4 Ford Mustang FR500C fails to materialise.

Another single GT4 appearance takes place in 2016 with a Ginetta G55 GT4 drive in the Paul Ricard 24 Hours for Team Africa Le Mans. His final two GT races come at his farewell weekend at Le Mans in 2019, sharing a Bentley Continental GT3 with Greg Mills for the same Team Africa Le Mans.

IndyCar
In 1985, Lammers grabs the opportunity to make his IndyCar debut, taking a drive with the small AMI Racing team. His strong performance in their March-Cosworth 85C allows him to be snapped up by the Forsythe-Green team, racing their Lola-Cosworth T800 and T900 in the final three races of the season, The Dutchman immediately scores points for them with fifth at Laguna Seca. At Miami, Lammers challenges Danny Sullivan for victory before making a mistake towards the end. This leads to Dan Gurney’s All-American Racers signing Lammers as their lead driver for the 1986 season, but that year’s Eagle GC86 proves uncompetitive and Gurney withdraws the team ahead of the Indianapolis 500. Taking over the Machinists Union GC86 for three races later in the season leads to an eighth at Laguna Seca and ninth at Miami.

F3000
1986 is a season that proves Lammers’ ultimate versatility, as he races in IndyCars, the WSC and Formula 3 while also taking up on an offer from Eddie Jordan Racing to replace Russell Spence in the team’s March-Cosworth 86B. His single appearance at the Le Mans-Bugatti circuit results in an 11th-place finish.

In 1991, while waiting for Toyota’s new sportscar programme to come on song, Lammers is in Japan to help Dome with the development of the Mugen-engined F102, their new F3000 car. Rewarded with a one-off race outing at Suzuka, he takes third in his single appearance in the All-Nippon F3000 Championship.

More F3000 follows in 1993 after his Formula One deal with March fails to materialise. Accepting an offer to join the Italian Il Barone Rampante team to follow in the footsteps of Rubens Barrichello, Lammers takes fourth at Enna as his best result before the team is forced to close shop before the end of the season.

Two years later, Lammers is back in F3000 as he joins the Vortex team owned by Dutch transport magnate Henny Vollenberg. He wins the F3000 South African GP at Kyalami, beating Kenny Bräck and teammate Tarso Marques, and does three more European rounds before quitting the team when key staff decide to leave.

Macau GP
Making a surprise return to Formula 3, Lammers joins the Macau GP grid in 1985, racing a Ralt-Volkswagen RT30 for Intersport Racing. He embarrasses many of the regulars by qualifying and finishing third. In 1986, he repeats the trick with Murray Taylor Racing’s similar Ralt, again finishing third. Returning to Intersport in 1987, Lammers goes one better to take second place in their Ralt-Toyota RT31, storming up from 11th on the grid, while his final Macau appearance comes in 1988, again with Intersport. This time, he hauls his Ralt-Toyota RT32 up to sixth from 17th on the grid.

BTCC
After his less successful 1993 season, Lammers makes a surprise move to join the touring car trail during the BTCC’s burgeoning Super Touring era. Teaming with his old friends from TWR, he becomes teammate to Rickard Rydell in a pair of Volvo 850 SE cars. With its estate shape, the 850 SE is a crowd puller but it lacks ultimate pace and Lammers finishes no higher than fifth.

BMW Procar
In 1980, during his time at ATS and Ensign, Lammers takes part in the second season of the BMW M1 Procar Series that is run on Grand Prix weekends, with several Grand Prix drivers such as Jones, Lauda, Pironi and Piquet being part of the show. Lammers wins the opening race at Donington Park, finishes second at Avus and the Norisring, starts from pole position at Monaco and is the title favourite until Hans-Joachim Stuck drives him off the track at Imola.

Renault 5 Turbo Cup
In his final Formula One season, Lammers becomes a regular in the European Renault 5 Turbo Cup, representing Renault Netherlands and taking home one win. He continues in the series in 1983 to take four wins and the championship, and repeats the trick in even more dominant fashion in 1984, lifting eight victories on his way to the title.

Grand Prix Masters
In 2005 and 2006, the Grand Prix Masters are set up as a one-make motor racing series featuring retired Formula One drivers. Lammers takes part in the sole event of 2005, finishing ninth at Kyalami, and also races in both 2006 events, taking seventh at Losail and retiring from the race at Silverstone.

VW Scirocco R-Cup
Having already retired as a full-time professional driver, Lammers guests in four races across three seasons (2010, 2011 and 2013) of the VW Scirocco R-Cup, with ninth in the 2013 Hockenheim round as his best result.

Rallies
As further proof of his versatility, Lammers adds the Dutch Tulpenrallye to his portfolio in 1979, driving for the Opel Dealer Team. Over two decades later, he is invited to join Frits van Eerd’s new Dakar Rally enterprise in 2010. In the first of five Dakar outings in the Ginaf X2222 4x4 truck, Lammers fails to finish, before returning in the Ginaf works team in 2011, finishing 19th, and three more years with his own Ginaf-supported team, with 25th place in 2013 as his best result. In 2012, Lammers revives the chequered Racing for Holland livery for a sponsorship concept similar to the one he explored in the previous decade.

Team principal
Next to his career as a professional racing driver, Lammers has acted as the team principal of his own team on three very different occasions.

Vitaal Racing
Between 1989 and 1991, Lammers runs his Opel Dealerteam Holland-supported Vitaal Racing outfit in Formula Opel Lotus. In his first year, he joins forces with Marlboro Challenge winner Peter Kox, and together they win the EFDA Opel Lotus Euroseries as well as the Benelux series. In 1990, Lammers takes on another Marlboro Challenge winner, as Marcel Albers is promoted from Formula Ford, resulting in sixth in the final European standings.

Racing for Holland
Setting up Racing for Holland at the start of the 21st century proves to be the birth of Lammers’ final period of sportscar success at the highest level. With their Dome-Judd S101, Racing for Holland takes two consecutive titles in the FIA Sportscar Championship in 2002 and 2003 and continues with the Dome until 2007. Lammers later revives the Racing for Holland moniker – and a similar sponsorship scheme – for three of his Dakar outings in the following decade.

A1GP
Not known as Racing for Holland as such, the team is the seatholder for the Netherlands in the A1 Grand Prix series that runs between 2005 and 2009. Lammers starts off with Jos Verstappen as his driver, who takes victory at Durban in the opening 2005-’06 season, while Jeroen Bleekemolen acts as the team’s reserve driver. Bleekemolen steps up into the leading role for in 2006-’07, winning the Beijing street race, as Renger van der Zande takes his place as a backup driver, himself taking part in three races. Bleekemolen continues in 2007-’08, now supported by Arie Luyendyk Jr. Ditching its cheap Avon-shod Lola-Zytek chassis for pukka Michelin-tyred Ferrari cars, the A1GP organisation hurry into bankruptcy in a final 2008-‘09 season in which Robert Doornbos and Jeroen Bleekemolen take turns at the wheel, each winning a sprint race on their way to fourth for the Netherlands in the final standings.

Dutch GP
After his decision to go into full retirement after the 2019 season, Lammers quickly assumes another duty, as he steps in to become sporting director of the organisation founded to revive the Dutch GP at Zandvoort. Starting in 2020, Lammers is more than just an ambassador for the event, and after a Covid-induced postponement in 2020, the Dutch dream is finally realised in 2021, when the first Dutch GP since 1985 is staged.

Personal life
Lammers has two children from his marriage with Fardous Hashem.

Currently, Lammers is in a relationship since 2001 with Mariska Hoyinck. Together they have a son, René.

Lammers’ youngest son René Lammers is currently competing in karts. The 15-year-old is a frontrunner in the FIA European Karting Championship, having won both the WSK Super Masters Series and WSK Champions Cup in 2021 as well as the WSK Euro Series in 2020 in the 60 Mini category. Young Lammers is also a two-time winner of the Trofeo Andrea Margutti and also competed in the shootout for a place in the Ferrari Driver Academy.

Complete Formula One World Championship results
(key)

Complete World Sportscar Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)
 * Footnotes:

24 Hours of Daytona
(key)

PPG Indycar Series
(key)

Complete European Formula Two Championship results
(key)

Complete International Formula 3000 results
(key)

Complete Japanese Formula 3000 Championship results
(key)

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

Complete FIA GT Championship results
(key)

Complete European Le Mans Series results
(key)

Complete Grand Prix Masters results
(key) Races in bold indicate pole position, races in italics indicate fastest lap.

Complete FIA World Endurance Championship results
(key)

Books

 * Klis, Hans van der (2007, 3rd ed.), Dwars door de Tarzanbocht: de dertien Nederlandse Formule 1-coureurs. Amsterdam, pp. 98–115, ISBN 9789046700495.
 * Koense, Mark (2020). Jan Lammers, De biografie van een leven met 300 km/h. Amgini Autosport Store, 2020, no ISBN.

title: Jan Lammers


text:
Jean Behra

Jean Marie Behra (16 February 1921 – 1 August 1959) was a Formula One driver who raced for the Gordini, Maserati, BRM, Ferrari and Porsche teams.

Appearance and personality
Behra was small in stature, stocky, and weighed 178 pounds. Behra had big shoulders and was scarred from 12 crashes. In 1955 he had an ear torn off from a collision. He sometimes drove magnificently, while at other times he drove with a lack of enthusiasm. Behra was known for being hard-charging and temperamental, which led to confrontations with Ferrari team managers after being accused of overstressing engines at the 24 Hours of Le Mans and the Reims Grand Prix race in 1959. He was dismissed from the Ferrari team after assaulting a team manager, shortly before his death.

Career synopsis
He raced motorcycles for Moto Guzzi prior to changing to sports cars and Grand Prix racing. In January 1950 he drove (with Julio Quinlin) a Simca 8 coupé to third place in the Monte Carlo Rally. Behra began driving cars competitively in 1952. Joakim Bonnier claimed that he learned the majority of his racing skill from Behra. Although he never achieved victory in a World Championship Formula One race, he managed an unquenchable thirst for motorsport, being considered a formidable competitor to the day he died. He hit the headlines when he won the non-title 1952 Reims Grand Prix. Between then and 1959 he scored many victories, but none in Formula One championship races.

Gordini
Behra was in a Gordini in the Panamericana road race in the Mexican state of Oaxaca in November 1952. He won the first stage of the five-day race from Mexico's southern border to the United States border at Ciudad Juárez near El Paso. He started 19th and finished with a time of 3 hours, 41 minutes, and 44 seconds. On the second day of competition Behra crashed his car on a curve approximately fifty miles from Puebla. In April 1954 Behra passed the leader in the last ten minutes on his way to victory in the Grand Prix of Pau, France. He finished 200 yd ahead of Maurice Trintignant after having to make many pit stops due to mechanical trouble. Behra drove a six-cylinder Gordini.

Maserati
Behra finished first at the Grand Prix de Pau for a second consecutive year, this time at the wheel of a Maserati. Alberto Ascari led until the 19th lap but dropped back after brake failure. A crowd of 50,000 watched as only eleven of sixteen starters finished the race. Behra and Luigi Musso were teammates in the 1,008 kilometer Supercortemaggiore Grand Prix at Monza, Italy. The two Italians shared a 3000cc Maserati that won and established course and lap records for 6.3 kilometer track.

Behra had surgery on his leg in June 1956, forcing him to miss a 1,000 kilometer Monza Grand Prix. He earned the pole position for the Rouen GP, a non-championship race for 3000cc sports cars, in July 1956. His Maserati was clocked at an average speed of nearly 155.46 kilometers per hour. Behra drove a Maserati to capture the Grand Prix of Rome, a 2000cc sports car event, in October 1956. His winning distance was 166.030 kilometers. He covered one lap in 2 minutes, 16.9 seconds, to average 174.003 kilometers an hour. This established a record for the Castelfusano track.

Behra had his best season in the Formula One World Championship in 1956, finishing 4th overall in the championship, with 5 podiums out of 7 starts.

In April 1957 Behra turned in the quickest time for the Pau Grand Prix. He circuited the 2.77 meter course in 1 minute 35.7 seconds, which was a half second slower than his lap record time. The race covered a distance of 304.6 kilometers or about 190 mi. Behra won the race which was run through the streets of Pau, with an average speed of 62.7 mi/h. Behra was injured while testing a car for the Mille Miglia in May 1957. He recovered and entered a Maserati in the 24 hours of Le Mans on 22 June. Behra was triumphant in a Maserati at Kristianstad, Sweden in August 1957. He drove in a Swedish 6-hour Grand Prix at the Rabelov, 6,537 meter, asphalt track. He followed this with a win in the Grand Prix of Modena, Italy in September.

Porsche
Behra drove a Porsche to victory in the 6th Rouen Grand Prix. He bested the British drivers, Graham Hill and Alan Stacey. Behra took 4th place at Oporto in the 1958 Portuguese Grand Prix, driving for BRM. He drove a Porsche to achieve first place in the Grand Prix of Berlin, Germany held in September. He navigated the twenty circuits of the 5.19 mi track with a time of 128.2 mi/h. in 48 minutes, 14.8 seconds. Altogether he scored wins in 8 straight European races in 1958. In each sports car event he piloted a Porsche Spyder. In Formula One he drove exclusively for BRM that year. Behra finished 4th at Riverside International Raceway in a small Porsche RSK, in October 1958. He made a quick exit and took an airplane to Europe, where he left for the Grand Prix of Morocco at Casablanca. He was in such a hurry that he left Riverside, California in an ambulance to make his flight.

Final season and death
In 1959 he moved to Ferrari where he partnered with Tony Brooks. Behra won a 200 mi international race of Formula One cars at Aintree, in April 1959. He averaged 88.7 miles per hour in an event in which Brooks took second place, 10 seconds behind.

While still contracted to the team, he began development of a Formula Two car based on a Porsche 718 RSK. The team, known as Behra-Porsche, entered the 1959 Monaco Grand Prix with Maria Teresa de Filippis at the wheel but did not qualify. Despite the lack of initial success, Behra regarded the project as "tremendous fun" and was rewarded when Hans Herrmann drove the car to second in the prestigious Reims F2 race supporting that year's French Grand Prix. In so doing, Behra had beaten Scuderia Ferrari's own F2 entries, enraging Enzo Ferrari and doing little to ease tensions in an already strained relationship with the team. Things came to a head later that weekend, after he retired from the Grand Prix with a piston failure. Behra was involved in a strong discussion in a restaurant in which he punched team manager Romolo Tavoni and another patron, and was instantly dismissed from the team.

Less than a month later he crashed his Porsche RSK in rainy weather in the sports car race that preceded the German Grand Prix at AVUS, in Berlin, Germany. He was thrown from his car and fatally injured when he hit a flagpole, causing a skull fracture.

The sports car race featured entries of small, under 1,500 c.c. engine capacity. After three laps Behra was third behind Wolfgang von Trips and Bonnier, who eventually finished one and two. The AVUS was unique among race tracks. It used a strip of the Autobahn 2.5 mi in length. The north and south bound lanes were fifty feet apart. At one end was a hairpin turn which drivers negotiated at around 30 mi/h. At the other end was a 30 ft high, steeply banked loop. Behra lost control in the pouring rain, while going 110 mi/h. The Porsche began to fishtail with the tail of the car going higher and higher up the slick, steep bank. Then the Porsche spun and went over the top of the banking, with its nose pointing toward the sky. It landed heavily on its side on top of the banking. It remained there wrecked, while the race continued on underneath. Behra was thrown out and for a fleeting moment he could be seen against the background of the sky, with his arms outstretched as though attempting to fly. He impacted one of eight flagpoles arranged at the summit of the embankment which bore the flags of the competing nations. The flagpole toppled over when Behra collided with it, about halfway to its top.

Behra came down into trees and rolled almost into a street where drivers and cars often waited in a paddock to practice. A doctor arrived from a Red Cross ambulance close by. He examined Behra briefly and shook his head. A hospital bulletin stated that Behra broke most of his ribs in addition to the skull fracture which killed him. Currently AVUS is a vital part of the German public highway system as Autobahn A 115.

Mourning
Behra was buried in Nice, France on 7 August, six days after his fatal crash. He had three funeral services: one in Berlin, another in Paris, and a final one in Nice. At the Nice service, 3,000 mourners lined the streets from wall to wall.

Behra left a nineteen-year-old son, Jean Paul. Behra's demise left only Maurice Trintignant among living French drivers of fame. Trintignant comforted Behra's family and called on the young men of France to defend the colours of their country in international motor racing. Conspicuously absent among those present in the racing community was Enzo Ferrari. He dropped Behra as a factory driver ten days before his death when he learned that Behra was going to race a Porsche at Avus in breach of their agreement and sent no remembrance to the funeral masses.

Complete Formula One World Championship results
(key) (Race in italics indicates fastest lap (shared))

 *  * Indicates shared drive with Harry Schell
 *  † Indicates shared drive with Cesare Perdisa
 *  ‡ Indicates shared drive with Roberto Mieres

Non-Championship Formula One results
(key)

 *  * Indicates shared drive with André Simon
 *  † Indicates shared drive with Jacques Pollet

title: Jean Behra


text:
Talk:Nuclear fission product

My dim recollection is that there's quite a bit more Iodine & Caesium than the others, but I'll try and check. Linuxlad 11:16, 30 Nov 2004 (UTC)

Someone has done a lot of work on this, which is good; but they haven't paragraphed or sign-posted it up well enough IMHO. The result is, I suggest, a very slabby article that few wanting to quickly learn about the subject are going to find approachable. Linuxlad 11:09, 5 November 2005 (UTC)
 * So, go to work DV8 2XL 15:38, 5 November 2005 (UTC)
 * I always give the relevant author first refusal :-) Linuxlad

Dear Linuxlad,

I see your point that the article has lots of info but is not subdivided, if I subdivide it a little will that make it OK ? Cadmium 13:40, 19 November 2005 (UTC)

About biological half life, I think that a recent edit has made the page misleading. I think that it is important to know the difference between biological and physical halflife. I will write a new page on biological half life to make this clear.Cadmium 17:33, 20 November 2005 (UTC)

I've tried to help clarify and straighten things out, but it seems I spent most of my time in the 'countermeasures' section which I'm not even sure belongs in this article (not going to take any action in that regard, though). I'll try to get back here when I have more time; in case I can't, I'll justify the cleanup tag since its poster did not. If these things were addressed (easier said than done; probably best to rewrite, especially considering the, er, less than enthusiastic use of citations regarding hard data and asserted standard practices), even if a shorter article with less information were the result, the article would be substantially improved. BryanHolland 07:42, 6 July 2006 (UTC)
 * information is duplicated within the article
 * Chernobyl, pharmacokinetics, and fission in general are addressed elsewhere in Wikipedia
 * While to some degree the broad scope of the article might be helpful, the general disorganization leads to a situation where:
 * the answer to the immediate question (What are the products of nuclear fission?) is obscured by topics not strictly relevant.

Rewrite
Alright... I've undertaken a rewrite at Fission product/Rewrite. If anyone is inclined to contribute, feel free, but it doesn't seem that there's a lot of activity here. BryanHolland 19:45, 6 July 2006 (UTC)

XD That's the funniest thing I'v ever seen on Wp:
 * http://en.wikipedia.org/w/index.php?title=Fission_product&oldid=115851024
 * http://en.wikipedia.org/w/index.php?title=Fission_product&direction=next&oldid=115851024
 * -lysdexia 14:42, 12 April 2007 (UTC)

Sum of fission product atomic masses
I'm not a physics student but I'm pretty sure this statement is wrong: "The sum of the atomic weight of the two atoms produced by the fission of one atom is always less than the atomic weight of the original atom. This is because some of the mass is lost as free neutrons and large amounts of energy." —Preceding unsigned comment added by 122.107.181.199 (talk) 05:30, 28 December 2007 (UTC)
 * The statement seems OK, although I have not specifically checked any data. Whether or not unbound neutrons are produced, a small amount of atomic mass is converted into a [relatively] large amount of energy in this nuclear reaction.  In nuclear reactions, there can be mass/energy interconversion.  Why do you think it's wrong?  H Padleckas (talk) 18:53, 29 December 2007 (UTC)
 * I concur - the statement is correct. But it is oddly positioned here without context.  PJG 04:42, 10 January 2008 (UTC)

The statement is correct because of this reaction: 235U + 1N => 236U =>  144Ba   +  89K   +  3 1N

All 3 add up to 236 but counting just the atoms final product adds up to only 233.Jkbell (talk) 04:34, 28 May 2017 (UTC) JKBell http://hyperphysics.phy-astr.gsu.edu/hbase/NucEne/U235chn.html

Update
The previous definition was essentially circular - "A fission product is a product of fission." It was also so short it was easy to miss. So I've provided a more descriptive definition.

I also updated the next section (and retitled it) to focus on the physics. I want to improve this further with more discussion on formation, including a specific example and introduction to the concept of Yield, but need to do a little leg work. Stuff that was not direcly relevant to fission product physics or is covered later (examples of fission products are nicely given in tables) has been deleted. PJG 04:42, 10 January 2008 (UTC)

 * Looks like a good start. I have also felt much of the article could use rewriting but the amount has been daunting. --JWB (talk) 00:31, 11 January 2008 (UTC)

I'm considering if the "Chemical nature of fission products" section should be deleted. FP chemistry is simply that of the element, and should be discussed under that element, or perhaps under the particular isotope if there is some important radioisotope chemistry (eg. Iodine would be discussed in 'Iodine' or possibly 'Iodine-131'). Putting chemistry in this article would duplicate information properly in other articles. Plus presently we really don't have any info on chemistry - the chart of electronegativity may be correct but is only a very small part of chemistry, and is sitting here without any discussion or context. Comments? PJG 22:59, 27 January 2008 (UTC) —Preceding unsigned comment added by Giersp (talk • contribs)

I have now cleaned up the discussion on Yield. (Para on FP decay from nuclear weapons moved to later.) Two issues:  First, I haven't figured out how to arrange the flow of text around the two Table templates, so it currently does not look nice. Second, the yield figure is at least unusual and I'd like to verify. Yield curves are smooth when expressed by mass number (as in the reference link). If they become very discontinuous after 1 year and expressed by element as per this figure, then that linkage should be explained.PJG 01:50, 28 January 2008 (UTC) —Preceding unsigned comment added by Giersp (talk • contribs)

 * I've checked against some burnup results I have and get a quite similar yield graph when organized by element, so have verified this figure. It would be great to have the classical two-hump figure by mass number available as well, if someone is feeling ambitious!  (I'm not sure why the SineBot keeps signing for me...) PJG 03:10, 29 January 2008 (UTC)  —Preceding unsigned comment added by Giersp (talk • contribs)

 * I have some yield data for U-235, Pu-239, and U-233 with thermal neutrons in a spreadsheet, and produced a couple of graphs using Excel's charting but am not totally satisfied with the formatting. I'm also considering using the data in an SVG graph which might offer more flexibility in format if one is willing to hand-edit SVG code, as well as being the officially preferred Wikipedia format these days. I've also wondered whether a log scale graph would better show the data for the low-yield fission products. --JWB (talk) 05:30, 29 January 2008 (UTC)

 * Sounds good - nice also to be able to illustrate eg U/Pu difference. However, I am unfamiliar with SVG format so can't help there. WRT log-scale, ref 2 in the article is to a web page with a log-scale graph.  I think this looks good and is also how it is presented in my textbooks.99.230.71.169 (talk) 20:56, 29 January 2008 (UTC)

Claim that FPs less active than "original ore" in several hundred years
I've seen different figures claimed: 200, 300, 400 years.

I'm pretty sure the claim is based not on U-235 (as in the edit I just reverted for discussion) but on all the U-238 in the uranium, including depleted uranium removed during enrichment in the LWR case, and all its decay products.

I'm not a proponent of the claim or of describing FP radioactivity in that particular simplified way, and have tried to phrase the article so that it is not endorsing the claim, but this statement is so commonly seen that it needs to be mentioned and discussed. Ideally there is a more detailed analysis of it in a reputable source somewhere that we can reference.

In my opinion the most misleading thing about the claim is that it doesn't tell the reader that LLFPs exist at all, and I've tried to remedy this by including information on LLFPs in this and other articles, so that readers are aware and can research more if they wish. On the other hand, the most significant truth contained in the claim is that there is a gap in FP halflives between 100 and 200,000 years, and I've tried to also state this specifically in this and other articles. --JWB (talk) 18:35, 7 September 2009 (UTC)

Chemical hazards?
A layman's question: given that fission produces such a colorful mixture of chemical elements and that the core is also pretty hot - isn't there a chemical hazard as well? Can't the stuff form corrosive compounds that eat away the housing, the control rods, and pretty much everything else in sight? Also, some of the stuff produced (such as Xenon) is gaseous - where does that gas go? Can't it burst stuff? Please add some info on this if you have it. -- 92.229.158.233 (talk) 07:09, 26 April 2010 (UTC)

iodine
The long essay on perchlorate vs. potassium iodide is beyond the scope of this article. I vote for abridgement. It's a laborious read.

173.25.54.191 (talk) 14:04, 20 May 2013 (UTC)

Questionable Half-Lives Versus Beta Decay Rates for Strontium Isotopes
I found questionable agreement between the half-lives and the beta decay rate comparisons in the second through fourth sentences of the fourth paragraph. On July 30, 2015 it states: ''For instance, strontium-90, strontium-89 and strontium-94 are all fission products, they are produced in similar quantities, and each nucleus decays by shooting off one beta particle (electron). But Sr-90 has a 30-year half-life, Sr-89 a 50.5-day half-life, and Sr-94 a 75-second half-life. When freshly created, Sr-89 will spray beta particles 10,600 times faster than Sr-90, and Sr-94 will do so 915 million times faster.''

The ratio of 30 years to 50.5 days is 30 x 365 / 50.5 = ~217, not 10,600. Also, the ratio of 30 years to 75 seconds is 30 x 365 x 24 x 60 x 60 / 75 = ~12,600,000, not 915 million. Did I miss something?BillinSanDiego (talk) 20:31, 30 July 2015 (UTC)

independent vs. cumulative
Should we discuss somewhere, here, fission product yield, or both, the difference from independent and cumulative yield? IAEA seems to have some good discussion about it, which is where most of the tables now in fission product yield come from. Gah4 (talk) 10:09, 16 August 2019 (UTC)

Article contradicts itself about gamma radiation
The second sentence in the article says that fission produces gamma rays directly; but the 8th sentence says it doesn't. This needs to be resolved.

2nd sentence:
 * "Typically, a large nucleus like that of uranium fissions by splitting into two smaller nuclei, along with a few neutrons, the release of heat energy (kinetic energy of the nuclei), and gamma rays. "

8th sentence:
 * " fission events normally result in beta and gamma radiation, even though this radiation is not produced directly by the fission event itself. "

Communpedia Tribal (talk) 16:48, 22 March 2021 (UTC)

Indeed, you're right. I changed it to

This releases additional energy in the form of beta particles, antineutrinos, and gamma rays. Thus, fission events normally result in beta and additional gamma radiation that begins immediately after, even though this radiation is not produced directly by the fission event itself.

OsamaBinLogin (talk) 23:23, 1 November 2023 (UTC)

Misleading graph about Chernobyl fission products
In the section Decay, the second graph (often stretching into the next section), the graph makes it look like some of these isotopes grow in their radiation, which is impossible. Esp Cs-137. But, the y-axis is labeled '% Contribution'. So, total radiation from Cs-137 does NOT increase, it just takes over and becomes the major part of the dwindling radiation, because the others have fallen off more quickly. Total radiation falls quickly from left to right.

A more informative and less deceptive graph would just show absolute radioactivity, not proportion. And, one could see that overall radioactivity falls over time. Even better, one of these area plots, that stacks the different sources of radiation, so the overall is visible as the top line.
 * Radiation can increase with time, if decay products have a short half-life. The first experiment that Marie Curie did was to compare the radioactivity of uranium with uranium ore. The ore was higher, which to her meant that there must be other elements. If you take a block of pure uranium and then wait, (alpha) decay products more radioactive will be produced, and so radiation increases. Gah4 (talk) 08:07, 20 February 2024 (UTC)
 * Radiation can increase with time, if decay products have a short half-life. The first experiment that Marie Curie did was to compare the radioactivity of uranium with uranium ore. The ore was higher, which to her meant that there must be other elements. If you take a block of pure uranium and then wait, (alpha) decay products more radioactive will be produced, and so radiation increases. Gah4 (talk) 08:07, 20 February 2024 (UTC)

title: Talk:Nuclear fission product