If you want an immediate and visual sense of Formula 1 success over the last quarter century, then you won't find much better than this. Here's an impressive interactive graphic highlighting the ebb and flow, and particularly the rise of Mercedes in F1 from 1994-2019, with stats analysed and compiled by Hospitality Finder.
It starts with Benetton on top in its mid-1990s Michael Schumacher heyday; then Williams, McLaren and, especially, Ferrari striding forth. That's before Red Bull and then of course Mercedes start to step in. You'll also see the isolated victories of other teams sneaking in at the bottom...
The original interactive graphic can be found here.
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Showing posts with label Benetton. Show all posts
Showing posts with label Benetton. Show all posts
Thursday, 10 October 2019
Wednesday, 9 October 2019
1994 Japanese Grand Prix review for Motor Sport Magazine
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| Martin Lee from London, UK [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)] |
And the one I've gone for is a classic tale of proving your doubters wrong. Damon Hill entered the 1994 Japanese Grand Prix viewed roundly as an impostor in that season's championship fight up against the imperious Michael Schumacher.
But in the most trying circumstances Hill showed he was much more than that.
I tell the tale via this link: https://www.motorsportmagazine.com/opinion/f1/i-was-driving-different-level-damon-hill-s-1994-japanese-grand-prix
Schumacher's Ferrari Controversies, by Ibrar Malik
In 1996 Michael Schumacher moved to Ferrari and by 1997 key former Benetton personnel like Ross Brawn, Rory Byrne (the B194 designer) and Tad Czapski (the engine electronics guru) joined him. Ferrari then went from being an occasional race winner to serial championship contenders over a sustained period. Questions have since been asked, why did Schumacher and his former Benetton colleagues stick together? Was it because they had sidestepped the rules in 1994 and did it subsequently at Ferrari? Dark rumours began to circulate that they somehow knew how to create an undetectable traction control implying they also may have achieved this in 1994.
When Schumacher initially arrived at Ferrari in 1996 he did work with its existing technical team. His sublime performances within a poor F310 car suggested the German's skill didn't solely rely on his former Benetton colleagues. This is confirmed by his then Ferrari teammate Eddie Irvine, "We were really in the shit in 1996. I remember when the car came out I said, 'That looks worryingly different from everyone else's car.' It turned out everyone else was right and we were wrong."
Schumacher won three races in this car which impressed teammate Eddie Irvine who later admitted, "That was the year that Michael really earned his money."
When Schumacher initially arrived at Ferrari in 1996 he did work with its existing technical team. His sublime performances within a poor F310 car suggested the German's skill didn't solely rely on his former Benetton colleagues. This is confirmed by his then Ferrari teammate Eddie Irvine, "We were really in the shit in 1996. I remember when the car came out I said, 'That looks worryingly different from everyone else's car.' It turned out everyone else was right and we were wrong."
Wednesday, 3 July 2019
The F1 British Grand Prix: The most memorable moments from Silverstone
It's almost that time of the year again for the most exciting race in British motorsport, as Formula 1 turns its attentions to the United Kingdom and more specifically, Silverstone. The world-famous and historical track will once again play host to the British Grand Prix on July 14, whereby Lewis Hamilton will be looking for his sixth win on home soil.
The Stevenage-born driver is arguably one of the finest to represent Britain in F1, and he has often been the focal point of Silverstone's finest moments. 2019's race will be the 55th time that Silverstone has held the British Grand Prix so ahead of the spectacle, let's take a look at some of the most memorable moments from Silverstone.
Hamilton's first win at Silverstone – 2008
There's no better place to start than remembering Lewis Hamilton's first-ever win at Silverstone in 2008, which was the same year he won his first drivers' championship as well. The 23-year-old had endured a difficult qualifying which meant he started in fourth position, but the latter stages of the main race demonstrated what Hamilton was all about. He took a commanding lead early on but the maturity in his driving in such bad conditions was a joy to behold, and he duly crossed the line to a rip-roaring applause from the home faithful. Think he'll do it again this year? British Grand Prix Betting is available right now for the latest and best prices.
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| By Carlina Xavier from London, England - It's time for a comeback, CC BY-SA 2.0, https:// commons.wikimedia.org/w/index.php?curid=7196609 |
Hamilton's first win at Silverstone – 2008
There's no better place to start than remembering Lewis Hamilton's first-ever win at Silverstone in 2008, which was the same year he won his first drivers' championship as well. The 23-year-old had endured a difficult qualifying which meant he started in fourth position, but the latter stages of the main race demonstrated what Hamilton was all about. He took a commanding lead early on but the maturity in his driving in such bad conditions was a joy to behold, and he duly crossed the line to a rip-roaring applause from the home faithful. Think he'll do it again this year? British Grand Prix Betting is available right now for the latest and best prices.
Wednesday, 27 March 2019
New Motorsport Week article: The calm before the storm – when 1994 looked like F1’s salvation
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| Marlon Hammes, cropped/retouched by Morio [CC BY 2.0 (https://creative commons.org/licenses/by/2.0)] |
And yet. For all 1994's storm the year in fact started with an incongruous calm. Exactly 25 years ago today the season kicked off with the Brazilian Grand Prix. Believe it or not therein it looked, briefly, like the year would provide the scene of an F1's renaissance.
For Motorsport Week I outlined the tale. You can have a read here: https://www.motorsportweek.com/news/id/22107
Friday, 22 March 2019
Paul Tracy's Benetton Test, September 1994 - by Ibrar Malik
Many believe Schumacher ran illegal driver aids during 1994 because one of Benetton's former drivers, Jos Verstappen, once claimed so during an interview in 2011. This along with all the other arguments are analysed extensively in the book however, what is not commonly appreciated is five other drivers stepped inside the B194 that year also. Michael Schumacher, JJ Lehto, Johnny Herbert and Allan McNish all drove the 1994 Benetton and their views on it will become clear either in the book or in upcoming blogs. However it is often forgotten that rising IndyCar star, Paul Tracy, also tested the car. So what were his thoughts?
Paul Tracy in the Penske. Although the cars looked similar, IndyCar drivers have not always adapted to F1. Most notably Michael Andretti in 1993.
Bernie Ecclestone organised the Paul Tracy/Benetton test because IndyCar racing was growing in popularity at the time and becoming a serious rival for F1. Nigel Mansell, Mario Andretti and Emerson Fittipaldi all raced in the US series and even Ayrton Senna investigated a move Stateside at the end of 1992. It is believed that Ecclestone wanted to steal IndyCar stars (like Paul Tracy) to weaken the American series but also to widen grand prix racing's appeal. F1's commercial supremo had been instrumental in moving the 1991 and 1995 IndyCar champions (Michael Andretti and Jacques Villeneuve) across the pond during the mid-1990s.
Bernie Ecclestone organised the Paul Tracy/Benetton test because IndyCar racing was growing in popularity at the time and becoming a serious rival for F1. Nigel Mansell, Mario Andretti and Emerson Fittipaldi all raced in the US series and even Ayrton Senna investigated a move Stateside at the end of 1992. It is believed that Ecclestone wanted to steal IndyCar stars (like Paul Tracy) to weaken the American series but also to widen grand prix racing's appeal. F1's commercial supremo had been instrumental in moving the 1991 and 1995 IndyCar champions (Michael Andretti and Jacques Villeneuve) across the pond during the mid-1990s.
Sunday, 17 February 2019
How the Schumacher vs Hill Feud Developed, by Ibrar Malik
"I do not have as much respect for him as I do others. I would not have been in this position if Ayrton had been alive. He would have driven circles around me. That doesn't say much for Hill." (Michael Schumacher, Benetton Driver in 1994)
That scathing attack on his championship rival was just one of a number of comments made by Schumacher during the build-up to the 1994 European Grand Prix. His comments were more than a contrived attempted at psychological warfare to undermining title rival Damon Hill. Schumacher was lashing out after all the pain he'd endured during that summer. He was outraged to be only a point ahead of someone who hadn't beaten him in a straight fight all year. To him, the FIA was manipulating the championship and he was a mere pawn sacrificed in a bigger political game. Whether there was any truth in this is explored extensively in the book. Nevertheless, despite Schumacher being absolved of blame for the launch control and fuel filter allegations, the German's image would forever be tarnished.
That scathing attack on his championship rival was just one of a number of comments made by Schumacher during the build-up to the 1994 European Grand Prix. His comments were more than a contrived attempted at psychological warfare to undermining title rival Damon Hill. Schumacher was lashing out after all the pain he'd endured during that summer. He was outraged to be only a point ahead of someone who hadn't beaten him in a straight fight all year. To him, the FIA was manipulating the championship and he was a mere pawn sacrificed in a bigger political game. Whether there was any truth in this is explored extensively in the book. Nevertheless, despite Schumacher being absolved of blame for the launch control and fuel filter allegations, the German's image would forever be tarnished.
Despite the brilliant driving Schumacher had shown throughout 1994 few gave him credit for it, because of the Benetton rumours.
Thursday, 31 January 2019
The Flying Dutchman After 1994, by Ibrar Malik
Jos Verstappen, the father of current F1 star Max, arrived in the sport with a BANG. On his debut, the 1994 Brazilian Grand Prix, he arguably caused one of the most horrific looking multi-car pileups ever. This had followed massive hype surrounding the 22-year-old that he was F1's next big thing.
Verstappen failed to deliver on his initial promise, instead he crashed out of 50% of races during 1994. It earned him the nickname "Vercrashen".
Some believed the pressure of debuting for one of F1's top teams - Benetton - alongside the 1994 world champion got to him. Whereas others, including Jos himself, felt Benetton secretly gave Schumacher a car laden with hidden electronic aids which explained the Dutchman's lack of performance. The new book investigates this in detail however, what can be learned from Jos's career outside of Benetton?
Some believed the pressure of debuting for one of F1's top teams - Benetton - alongside the 1994 world champion got to him. Whereas others, including Jos himself, felt Benetton secretly gave Schumacher a car laden with hidden electronic aids which explained the Dutchman's lack of performance. The new book investigates this in detail however, what can be learned from Jos's career outside of Benetton?
Friday, 21 December 2018
Lehto at Benetton, by Ibrar Malik
1994 was supposed to be the year JJ Lehto became one of F1's top drivers, but the season ended his Grand Prix career. How did such a golden opportunity turn into a poisoned chalice?
Coming into that year Lehto was considered a rising star having tested for Ferrari and secured an incredible third at Imola 1991 driving for unfancied Scuderia Italia.
After beating former race winner Michele Alboreto to the second Benetton seat for 1994, Lehto would have been forgiven for thinking regular podium visits were just around the corner. This was the Finn's first top F1 drive after five years within F1 and the new Benetton proved extremely quick in Michael Schumacher's hands. But that was as good as things got for JJ because on the 21st January 1994 he was lucky to survive a massive neck-breaking accident while testing the B194 at Silverstone. This month, therefore, marks the 25th anniversary of that. Few realised Lehto's girlfriend had just become pregnant only days before that accident. So you can imagine thoughts of not wanting his unborn child to grow up without him might have been circulating within Lehto's head as he laid in the hospital recovering.
After beating former race winner Michele Alboreto to the second Benetton seat for 1994, Lehto would have been forgiven for thinking regular podium visits were just around the corner. This was the Finn's first top F1 drive after five years within F1 and the new Benetton proved extremely quick in Michael Schumacher's hands. But that was as good as things got for JJ because on the 21st January 1994 he was lucky to survive a massive neck-breaking accident while testing the B194 at Silverstone. This month, therefore, marks the 25th anniversary of that. Few realised Lehto's girlfriend had just become pregnant only days before that accident. So you can imagine thoughts of not wanting his unborn child to grow up without him might have been circulating within Lehto's head as he laid in the hospital recovering.
Saturday, 1 December 2018
Johnny Herbert at Benetton, by Ibrar Malik
The upcoming book details what can be learnt about the 1994 Benetton controversies whenever other drivers sat within the car, like Johnny Herbert. So what was the Grand Prix winner's view of driving it?
Johnny had been tipped for F1 stardom before sustaining serious leg injuries in a horrific multi-car pileup during an F3000 race in the summer of 1988. Despite not having fully recovered, the Englishman bravely returned to racing at the beginning of 1989 with the Benetton Formula 1 team and astonished onlookers by finishing a brilliant fourth on his debut.
Herbert arriving for his first Formula One test in 1989. Whenever he was buckled up within the car, painkilling injections were stabbed into his legs. Herbert's injuries still affect him today.
Determined as he was, Johnny's performances progressively got worse throughout 1989 as his leg injuries hindered him on circuits which required heavier braking. This led to a political battle over Herbert's future, between Peter Collins (Benetton's team manager) and Flavio Briatore (Benetton's newly appointed Commercial Director). Collins, having spent three years supporting Johnny through the junior categories was adamant the Englishman should remain, but Briatore insisted on replacing him with a fellow Italian. After failing to qualify for the Canadian Grand Prix Herbert was promptly replaced by Emanuele Pirro (an Italian) and Collins left the team a few weeks later.
Johnny had been tipped for F1 stardom before sustaining serious leg injuries in a horrific multi-car pileup during an F3000 race in the summer of 1988. Despite not having fully recovered, the Englishman bravely returned to racing at the beginning of 1989 with the Benetton Formula 1 team and astonished onlookers by finishing a brilliant fourth on his debut.
Determined as he was, Johnny's performances progressively got worse throughout 1989 as his leg injuries hindered him on circuits which required heavier braking. This led to a political battle over Herbert's future, between Peter Collins (Benetton's team manager) and Flavio Briatore (Benetton's newly appointed Commercial Director). Collins, having spent three years supporting Johnny through the junior categories was adamant the Englishman should remain, but Briatore insisted on replacing him with a fellow Italian. After failing to qualify for the Canadian Grand Prix Herbert was promptly replaced by Emanuele Pirro (an Italian) and Collins left the team a few weeks later.
Wednesday, 31 October 2018
The Day Schumacher Drove a Ligier, by Ibrar Malik
The upcoming book details what is learnt about the Benetton controversies when Michael Schumacher tested a Ligier for one day in December 1994. For instance was the German as impressive when not driving a Benetton?
Before we answer this let us remember the background surrounding this test. In early 1994 the Ligier team was in financial trouble following its team owner, Cyril de Rouvre, having been jailed on fraud charges. Benetton directors, Flavio Briatore and Tom Walkinshaw, bought the struggling French outfit in May 1994 following months of conveyancing. Within this transaction, they were partly acting for the Benetton family - their paymasters - who wanted Ligier's prized supply of Renault engines having failed to acquire them via more conventional means during 1993. This was because their rivals, Williams, had stopped Benetton advances towards the French engine supplier by giving Ligier assistance with gearboxes etc throughout 1993. Williams' strategy was to keep Ligier competitive enough to maintain Renault's interest in it rather than Benetton. Following the 1994 acquisition, Walkinshaw owned a minor stake in Ligier but dreamt of owning the whole team and bringing it Grand Prix success with Ross Brawn. While Briatore, another stakeholder, was simply happy to be a sleeping partner and saw the Liger purchase as just another of his investments.
Walkinshaw (left) and Briatore of Benetton. Neither were strangers to controversies, therefore many people consider Benetton guilty of the 1994 accusations simply because of their association.
Before we answer this let us remember the background surrounding this test. In early 1994 the Ligier team was in financial trouble following its team owner, Cyril de Rouvre, having been jailed on fraud charges. Benetton directors, Flavio Briatore and Tom Walkinshaw, bought the struggling French outfit in May 1994 following months of conveyancing. Within this transaction, they were partly acting for the Benetton family - their paymasters - who wanted Ligier's prized supply of Renault engines having failed to acquire them via more conventional means during 1993. This was because their rivals, Williams, had stopped Benetton advances towards the French engine supplier by giving Ligier assistance with gearboxes etc throughout 1993. Williams' strategy was to keep Ligier competitive enough to maintain Renault's interest in it rather than Benetton. Following the 1994 acquisition, Walkinshaw owned a minor stake in Ligier but dreamt of owning the whole team and bringing it Grand Prix success with Ross Brawn. While Briatore, another stakeholder, was simply happy to be a sleeping partner and saw the Liger purchase as just another of his investments.
Tuesday, 11 September 2018
Q&A with '1994 - the Untold Story' author Ibrar Malik
You will have noticed that in recent months Talking about F1 has featured regular guest blog posts kindly provided by Ibrar Malik, previewing his forthcoming book 1994 – The Untold Story of a Tragic and Controversial F1 Season.
Ibrar has also been kind enough to take part in a Q&A with me on his forthcoming book and about the 1994 F1 year more generally. It is all outlined below and I'm sure you'll agree that his answers are fascinating and whet the appetite for the book that is to come!
And you can find much more detail on his book on his website at: www.1994f1.com
What was it about the 1994 season that attracted you to examine it so closely?
So much happened that year and it's unlike any other F1 season. There were driver tragedies, infighting within a sport in crisis, and accusations of cheating. All wrapped up by one of the most controversial title deciders in F1 history. I think it's fair to say even today, most F1 fans are still dumbfounded by certain mysteries from that year. Like why Benetton received no serious punishments after the Hockenheim fire, despite pleading guilty to tampering with the refuelling equipment without written authorisation. Or did Michael Schumacher use the concealed launch control that WAS found within his Benetton?
I've found whenever these issues are discussed things usually turn into a heated debate, often filled with rumours rather than facts. Also some people tend to dismiss certain information based on whether they support Ayrton Senna or Schumacher. So, perhaps the best way to unravel the various accusations is by analysing them as the 1994 season unfolded, in the kind of detail only a book allows. It will give readers all the arguments and information to sort fact from fiction themselves and unlike an internet forum, there is no chance of them getting involved in an argument in the process.
Whatever your stance regarding the 1994 events, I think everyone can agree the politics at play that year were complicated. Hence why for the last few years, I've been determined to find out the dark secrets from that fateful season, which has ultimately led to this book.
Ibrar has also been kind enough to take part in a Q&A with me on his forthcoming book and about the 1994 F1 year more generally. It is all outlined below and I'm sure you'll agree that his answers are fascinating and whet the appetite for the book that is to come!
And you can find much more detail on his book on his website at: www.1994f1.com
What was it about the 1994 season that attracted you to examine it so closely?
So much happened that year and it's unlike any other F1 season. There were driver tragedies, infighting within a sport in crisis, and accusations of cheating. All wrapped up by one of the most controversial title deciders in F1 history. I think it's fair to say even today, most F1 fans are still dumbfounded by certain mysteries from that year. Like why Benetton received no serious punishments after the Hockenheim fire, despite pleading guilty to tampering with the refuelling equipment without written authorisation. Or did Michael Schumacher use the concealed launch control that WAS found within his Benetton?
I've found whenever these issues are discussed things usually turn into a heated debate, often filled with rumours rather than facts. Also some people tend to dismiss certain information based on whether they support Ayrton Senna or Schumacher. So, perhaps the best way to unravel the various accusations is by analysing them as the 1994 season unfolded, in the kind of detail only a book allows. It will give readers all the arguments and information to sort fact from fiction themselves and unlike an internet forum, there is no chance of them getting involved in an argument in the process.
Whatever your stance regarding the 1994 events, I think everyone can agree the politics at play that year were complicated. Hence why for the last few years, I've been determined to find out the dark secrets from that fateful season, which has ultimately led to this book.
Schumacher's 1994 driver's championship would forever be perceived with suspicion.
Photo: Willem Toet
Saturday, 1 September 2018
Mansell’s 1994 Comeback, by Ibrar Malik
Nigel Mansell won the 1992 F1 world championship comfortably before announcing his shocking switch to American Indycar racing for the following year. He had become fed up with protracted contract renewal negotiations so departed his beloved Williams and F1 on sour terms. Given these circumstances, it makes Mansell's return to both for 1994 all the more remarkable.
Mansell (pictured in 1994) won the Indy Car title during his rookie year in 1993. It was an astonishing achievement.
The upcoming book provides more detail, but essentially Nigel's return to F1 in 1994 was a direct result of Senna's tragic accident. Because F1 was left without any world champions on the grid and Schumacher was dominating races, Bernie Ecclestone needed to bring some positive news to a sport in crisis. F1's commercial supremo, therefore, engineered Mansell's return believing it would give Schumacher a worthy rival whilst also increasing television ratings.
The upcoming book provides more detail, but essentially Nigel's return to F1 in 1994 was a direct result of Senna's tragic accident. Because F1 was left without any world champions on the grid and Schumacher was dominating races, Bernie Ecclestone needed to bring some positive news to a sport in crisis. F1's commercial supremo, therefore, engineered Mansell's return believing it would give Schumacher a worthy rival whilst also increasing television ratings.
Tuesday, 31 July 2018
Working Within Benetton During the 1990s, by Ibrar Malik
"Berger was the thickest driver I have worked with, Alesi was a close second," ...those are the forthright views of a former Benetton mechanic who is ready to let rip!
The ex-Benetton mechanic has kindly contributed towards the upcoming book, but cannot be named because he still works in F1. However his anonymity means he can be brutally honest.
Benetton started 1996 with high hopes having just been crowned drivers and constructors' champions. Despite losing Michael Schumacher, the Enstone team was gaining a hugely gifted racer in Jean Alesi. Its other incoming driver, Gerhard Berger, was F1's elder statesman having partnered the likes of Ayrton Senna at McLaren. If Benetton could harness Alesi's talent or Berger's experience surely more success lay on the horizon. However, things didn't quite pan out like that...
Benetton started 1996 with high hopes having just been crowned drivers and constructors' champions. Despite losing Michael Schumacher, the Enstone team was gaining a hugely gifted racer in Jean Alesi. Its other incoming driver, Gerhard Berger, was F1's elder statesman having partnered the likes of Ayrton Senna at McLaren. If Benetton could harness Alesi's talent or Berger's experience surely more success lay on the horizon. However, things didn't quite pan out like that...
Saturday, 30 June 2018
Funny Stories from an F1 Mechanic, by Ibrar Malik
Paul West worked for Williams throughout the 1990s and is a massive contributor towards the upcoming book. This blog is therefore dedicated to him.
A very drunk Paul West giving it the thumbs up after Damon Hill's 1996 Championship victory.
Paul has many enjoyable stories from his time within F1 including how he inadvertently contributed towards the rules. "The cars were kept for an hour after the race (for scrutineering purposes), it was allowed for two guys per car to clean them but nothing else, this happened until the 1997 Japanese Grand Prix. At this race some of the guys at Benetton suspected that Ferrari had a movable front wing so they got me, like an idiot, to put some pressure with my foot to see if it moved. There were some Ferrari mechanics watching and they reported to Nigel Stepney what I'd done, he came down and spoke to Dickie Stanford our team manager who asked me if I'd done it I said yes and I think because I was honest Stepney didn't have anything done to me but from then on no personnel were allowed in parc ferme."
Paul has many enjoyable stories from his time within F1 including how he inadvertently contributed towards the rules. "The cars were kept for an hour after the race (for scrutineering purposes), it was allowed for two guys per car to clean them but nothing else, this happened until the 1997 Japanese Grand Prix. At this race some of the guys at Benetton suspected that Ferrari had a movable front wing so they got me, like an idiot, to put some pressure with my foot to see if it moved. There were some Ferrari mechanics watching and they reported to Nigel Stepney what I'd done, he came down and spoke to Dickie Stanford our team manager who asked me if I'd done it I said yes and I think because I was honest Stepney didn't have anything done to me but from then on no personnel were allowed in parc ferme."
Friday, 1 June 2018
The Most Successful and Worst Car of 1994, What Do They Have in Common?, by Ibrar Malik
Answer - they shared the same ancestor. The Pacific PR01 car failed to finish a race in 1994 whereas the Benetton B194 won eight Grands Prix, yet amazingly the two cars originated from the same 1991 design. It's just the Pacific was a less refined version of the Benetton.
In 1991 a high-quality design team headed by Rory Byrne and Pat Symonds secretly worked on a Reynard F1 car. However, the project was eventually shelved and the team moved back to Benetton for 1992. "I was a director of the Reynard F1 effort so knew a lot about it," explains Willem Toet, Benetton's Head of Aerodynamics in 1994 and one of the key contributors towards the upcoming book. "Pat Symonds, Rory Byrne and Adrian Reynard were the other directors. Afterwards we all went back to Benetton because Rory did a deal for the whole group. I don't think there is a person on the planet who knows the story better than I do." Their 1991 Reynard design morphed into the race winning 1992 Benetton and the B194 car, which Michael Schumacher used to win the 1994 drivers' championship, was an advanced evolution of it.
Some extremely rare photos of the 1991 Reynard F1 project conducting wind tunnel testing with Willem Toet.
In 1991 a high-quality design team headed by Rory Byrne and Pat Symonds secretly worked on a Reynard F1 car. However, the project was eventually shelved and the team moved back to Benetton for 1992. "I was a director of the Reynard F1 effort so knew a lot about it," explains Willem Toet, Benetton's Head of Aerodynamics in 1994 and one of the key contributors towards the upcoming book. "Pat Symonds, Rory Byrne and Adrian Reynard were the other directors. Afterwards we all went back to Benetton because Rory did a deal for the whole group. I don't think there is a person on the planet who knows the story better than I do." Their 1991 Reynard design morphed into the race winning 1992 Benetton and the B194 car, which Michael Schumacher used to win the 1994 drivers' championship, was an advanced evolution of it.
Tuesday, 1 May 2018
Ayrton Senna - His Final Hours, by Ibrar Malik
Here is the latest guest blog posts by Ibrar Malik, about his forthcoming book 1994 – The Untold Story of a Tragic and Controversial F1 Season. This book will aim to offer much additional insight into this turbulent season and much else besides. You can find much more detail on this on his website at: www.1994f1.com.
Twenty-four years ago today Formula One lost one of its greatest ever drivers. Ayrton Senna's passing was felt across the globe, especially Brazil, which declared three days of official mourning. He had been the world's most famous racing driver and his death was broadcast live on television in front of millions. The grief felt was on par with the deaths of Princess Diana or JFK, and he is still sorely missed among F1 fans even 24 years on. The loss of Roland Ratzenberger a day earlier had been profoundly shocking, however, Senna's passing was another order of magnitude. It turned a shocking situation into the biggest crisis F1 had faced in recent times.
Ayrton Senna was a unique champion and is still adored by F1 fans today.
Senna was a complex, charismatic yet contradictory character who evoked strong emotions within others - qualities which were evident during the final hours of his tragically short life. The death of Roland Ratzenberger during qualifying for the 1994 San Marino GP, the first death at a race meeting in 12 years, deeply affected Senna. Indeed, the Brazilian commandeered an official FIA car to visit the accident himself as he wanted to understand what lessons could be learnt for the safety of others. It was something the triple world champion would be chastised for before the race.
Twenty-four years ago today Formula One lost one of its greatest ever drivers. Ayrton Senna's passing was felt across the globe, especially Brazil, which declared three days of official mourning. He had been the world's most famous racing driver and his death was broadcast live on television in front of millions. The grief felt was on par with the deaths of Princess Diana or JFK, and he is still sorely missed among F1 fans even 24 years on. The loss of Roland Ratzenberger a day earlier had been profoundly shocking, however, Senna's passing was another order of magnitude. It turned a shocking situation into the biggest crisis F1 had faced in recent times.
Ayrton Senna was a unique champion and is still adored by F1 fans today.
Senna was a complex, charismatic yet contradictory character who evoked strong emotions within others - qualities which were evident during the final hours of his tragically short life. The death of Roland Ratzenberger during qualifying for the 1994 San Marino GP, the first death at a race meeting in 12 years, deeply affected Senna. Indeed, the Brazilian commandeered an official FIA car to visit the accident himself as he wanted to understand what lessons could be learnt for the safety of others. It was something the triple world champion would be chastised for before the race.
Monday, 25 January 2016
Looking back: the Austrian Grand Prix of 1986
Now 30 years on we presumably can expect a few retro features. There is a consensus that the 1986 F1 season is an all-time classic, and it brings many familiar things to mind to even the fan who was not around at the time to witness it.
This includes not least its extraordinary finale, encapsulated by the oft-repeated footage of Nigel Mansell's exploding Goodyear - the vast shower of sparks and all - on Adelaide's Brabham Straight which helped Alain Prost to a long shot drivers' championship. A title that, still three decades on, is arguably the last claimed not in the best car. Whatever, it was an achievement about as extraordinary for The Professor as the finale that delivered it.
It's also viewed more broadly as a golden age: rip-snorting turbos and a stellar cast of drivers to tame them. Mansell and Prost we've mentioned, but you can add to it Nelson Piquet and a young Ayrton Senna. It also was a season with a strict in-race fuel limit and many resultant economy runs - some comical last gasps of races too as various cars ran dry - but best not spoil the moment.
One could argue also that competitiveness or variation at the front beyond these names weren't the season's strongest boasts either. That year many spoke of a 'Gang of Five' with Prost's McLaren team mate Keke Rosberg variously added to the quartet mentioned, though perhaps 'Gang of Four' would have been more fitting as Rosberg was the least regular presence among them at the sharp end by a way. Almost never would anyone else beyond this five get a look-in. Yet in among the 1986 rounds was an extraordinary outlying weekend on this front. That in Austria.
Even compared with the later round in Mexico where alone that year one of the usual suspects didn't win, even compared with that finale in Adelaide, this was the weekend of the season that really turned the order onto its head. Though you wouldn't necessarily know it from the result, which in its victor at least looked slightly ordinary. Perhaps that's therefore led to it being forgotten. And a winner whom you'd have got long odds on at the weekend's outset was denied, cruelly, as well as by an unlikely (perhaps absurd) source. Someone would have to remember to purchase a new car battery
This includes not least its extraordinary finale, encapsulated by the oft-repeated footage of Nigel Mansell's exploding Goodyear - the vast shower of sparks and all - on Adelaide's Brabham Straight which helped Alain Prost to a long shot drivers' championship. A title that, still three decades on, is arguably the last claimed not in the best car. Whatever, it was an achievement about as extraordinary for The Professor as the finale that delivered it.
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| The McLaren team, seen here at Brands Hatch, was one of the major players in 1986 "McLaren pit 1986 Britain" by Phil - mclaren in brands hatch pits. Licensed under CC BY 2.0 via Wikimedia Commons - https://commons. wikimedia.org/wiki/File:McLaren_pit_1986_ Britain.jpg#/media/File:McLaren_pit_1986_Britain.jpg |
One could argue also that competitiveness or variation at the front beyond these names weren't the season's strongest boasts either. That year many spoke of a 'Gang of Five' with Prost's McLaren team mate Keke Rosberg variously added to the quartet mentioned, though perhaps 'Gang of Four' would have been more fitting as Rosberg was the least regular presence among them at the sharp end by a way. Almost never would anyone else beyond this five get a look-in. Yet in among the 1986 rounds was an extraordinary outlying weekend on this front. That in Austria.
Even compared with the later round in Mexico where alone that year one of the usual suspects didn't win, even compared with that finale in Adelaide, this was the weekend of the season that really turned the order onto its head. Though you wouldn't necessarily know it from the result, which in its victor at least looked slightly ordinary. Perhaps that's therefore led to it being forgotten. And a winner whom you'd have got long odds on at the weekend's outset was denied, cruelly, as well as by an unlikely (perhaps absurd) source. Someone would have to remember to purchase a new car battery
Friday, 3 October 2014
Twenty years on - Damon's greatest day
Damon Hill. Just where does he fit?
By this I mean in the sport's historical pecking order. We know he's a world champion - indeed were it not for what was most likely a professional foul he'd have two - but such is F1's odd way that only is helpful to a certain point. Indeed it for a few becomes almost an implement with which to beat him; I've heard even the dubious title of 'The worst ever F1 champion' attributed to him on occasion.
But generally I've often felt that he is sold a little short. True, he wasn't an artist; more an artisan. One who achieved success more via perspiration than inspiration. And part of the conundrum expressed may be explained by that the sport's historiography for some reason isn't one that readily rewards that sort (similar could be said about Damon's father Graham).
Perhaps too his personal story didn't help: one who pretty much directly got into the best F1 car there is, and at an advanced age and without much glowing from the junior formulae on his CV all may have led some to conclude that success rather landed on his lap. Perhaps also in an absurd way Damon's understated and dignified persona, that couldn't have been further from the precious and haughty archetype superstar of the modern age, didn't help either.
Yet whatever you think of Damon his statistical achievements - a world championship and 22 race wins - are not the sort of thing you just fall backwards into. And while it nevertheless would be stretching things to call him a great he was one capable on occasion of producing truly exceptional performances. He genuinely can point to a few races which, without hyperbole, deserve ranking among the best of anyone from the sport's pantheon.
By this I mean in the sport's historical pecking order. We know he's a world champion - indeed were it not for what was most likely a professional foul he'd have two - but such is F1's odd way that only is helpful to a certain point. Indeed it for a few becomes almost an implement with which to beat him; I've heard even the dubious title of 'The worst ever F1 champion' attributed to him on occasion.
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| Damon Hill "Damon Hill juillet 1995" by Alonso at French Wikipedia - Transferred from fr.wikipedia to Commons.Self-photographed. Licensed under Public domain via Wikimedia Commons - http://commons.wikimedia.org/ wiki/File:Damon_Hill_juillet_1995.jpg# mediaviewer/File:Damon_Hill_juillet_1995.jpg |
Perhaps too his personal story didn't help: one who pretty much directly got into the best F1 car there is, and at an advanced age and without much glowing from the junior formulae on his CV all may have led some to conclude that success rather landed on his lap. Perhaps also in an absurd way Damon's understated and dignified persona, that couldn't have been further from the precious and haughty archetype superstar of the modern age, didn't help either.
Yet whatever you think of Damon his statistical achievements - a world championship and 22 race wins - are not the sort of thing you just fall backwards into. And while it nevertheless would be stretching things to call him a great he was one capable on occasion of producing truly exceptional performances. He genuinely can point to a few races which, without hyperbole, deserve ranking among the best of anyone from the sport's pantheon.
Friday, 21 February 2014
Looking back: 20 years ago - the calm before the storm
1994. In F1 terms it even twenty years on is a campaign considered barely to have a redeeming feature; a rancid low point. It is viewed as a season of rancour, bitterness, tragedy.
It was a year of persistent and acidic controversy, both technical and sporting; race bans were frequent and the success of the champion Benetton team - the target of much of the contention - even today from many perspectives still festers rather like an uncleansed old wound. It was a year of sickening violence. Most traumatically two drivers, Ayrton Senna and Roland Ratzenberger, did not survive the campaign, others had their careers at the top in effect ended by injury, and there were plenty of near misses besides in which widespread injury and death was avoided only by chance. It was also a season lacking in competitiveness, featuring several soporific races in which the cars at the back, indeed in the midfield, barely belonged in the same formula as the cars at the front. And, almost appropriately in the perverse sense, in the final round the destination of the drivers' title was resolved in the most unsatisfactory manner, with Michael Schumacher's stricken Benetton via whatever explanation coming into contact with the Williams of title rival Damon Hill, thus ending both of their races and settling the championship in the German's favour. In many ways, in comparison with the 1994 season start by the climax of the harrowing campaign the sport appeared rather more than a year older.
But less well-remembered is that, fleetingly, the season promised rather different. Roughly twenty years ago at that very campaign start, the opening round in Interlagos in Brazil, it appeared that just maybe 1994 was instead to be the scene of the sport's renaissance, however laughable that concept seems to hindsight.
It appeared so unexpectedly too, as in advance not many looked forward to the season with a great deal of relish. For one thing the world championship looked bought and paid for before anyone had turned a wheel. The Williams cars had been insultingly dominant for the previous two years and now for 1994 it had triangulated much of the opposition that remained by seizing as its own its main, perhaps its only, irritant in this time. Ayrton Senna despite battling against much superior Williams machinery throughout 1992 and 1993 had won eight races (one in four) in that time somehow, and a few of these drives were of sufficient quality so to go into folklore. Now for 1994 Williams had Senna signed up all for itself and the logic seemed irrefutable: best driver, best car, best engine should equal sweeping all before them. Most foresaw a year of demonstration runs.
It was a year of persistent and acidic controversy, both technical and sporting; race bans were frequent and the success of the champion Benetton team - the target of much of the contention - even today from many perspectives still festers rather like an uncleansed old wound. It was a year of sickening violence. Most traumatically two drivers, Ayrton Senna and Roland Ratzenberger, did not survive the campaign, others had their careers at the top in effect ended by injury, and there were plenty of near misses besides in which widespread injury and death was avoided only by chance. It was also a season lacking in competitiveness, featuring several soporific races in which the cars at the back, indeed in the midfield, barely belonged in the same formula as the cars at the front. And, almost appropriately in the perverse sense, in the final round the destination of the drivers' title was resolved in the most unsatisfactory manner, with Michael Schumacher's stricken Benetton via whatever explanation coming into contact with the Williams of title rival Damon Hill, thus ending both of their races and settling the championship in the German's favour. In many ways, in comparison with the 1994 season start by the climax of the harrowing campaign the sport appeared rather more than a year older.
But less well-remembered is that, fleetingly, the season promised rather different. Roughly twenty years ago at that very campaign start, the opening round in Interlagos in Brazil, it appeared that just maybe 1994 was instead to be the scene of the sport's renaissance, however laughable that concept seems to hindsight.
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| Ayrton Senna was expected to dominate the year Credit: Instituto Ayrton Senna / CC |
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