Automobili Turismo e Sport
ATS is an Italian automotive constructor. It once had a racing team that operated between 1963 and 1965, formed after the famous "Palace Revolution" at Ferrari; the company was formed by Carlo Chiti and Giotto Bizzarrini, among others – intending for it to be a direct competitor to Ferrari both on the race track and on the street. Chiti and Bizzarrini built, with sponsorship from the Scuderia Serenissima's Count Giovanni Volpi, a road-going sports car and a Formula One racing car, it was presented in April 1963 at the Geneva Motor Show. The sports car was the ATS 2500 GT, a small coupé developed by Chiti and Bizzarrini with a Franco Scaglione-designed bodywork built by Allemano; the engine was a mid-mounted 2.5 L V8 engineered by Chiti, capable of achieving 245 hp and accelerating to 257 km/h. Only 12 cars were built, few exist today. Apart from being the second mid-engine sports cars, the 2500 GT never gained fame or popularity, but its 90 degree DOHC V8 with a flatplane crankshaft was developed into Alfa Romeo Tipo 33 engine in 2 L, 2.5 L and 3 L formats by Carlo Chiti at Autodelta.
Construction of the Tipo 100 began in mid-1962 on a farm near Bologna, with the car being unveiled in that city in December 1962. The Tipo 100 had a pencil thin body, was powered by a V8 1,494cc engine, which featured fuel injection and double-overhead camshafts; the transmission was a 6-speed Colotti gearbox. Suspension consisted of rockers arms with inboard coils for the front, double wishbones with coils for the rear, while disc brakes were mounted inboard. Total weight was just over 1,000 pounds The cars were to be driven by Phil Hill and Giancarlo Baghetti, who had both left Ferrari after a disappointing 1962 season. Testing took place at Monza, but this was slow and tedious, as when something broke, the car had to be taken back to Bologna for repairs, taken back to Monza for further testing. One of the major problems was chassis flexing, fixed by the unusual method of reinforcing tubes being welded over the top of the engine; the car was entered for several non-Championship races early in the season, but was withdrawn, due to not being ready.
A similar situation occurred for the Monaco Grand Prix, before the cars made their first appearance, at the Belgian Grand Prix. Spectators and fellow competitors were shocked by the Tipo 100’s appearance. After looking so fantastic at the public unveiling back in Bologna, they now had rumpled body panels, pock marks and were poorly painted; the cars were oily and greasy, the body panels were ill-fitting. Due to the reinforcing tubes being over the top of the engine, they had to be sawed apart for an engine change, welded back into place. A new higher engine cover had been hurriedly fabricated to hide the tubes. Both cars retired; the team did not attend the French and German races. The Tipo 100 returned for the Italian Grand Prix, both cars started and finished, although a long way down the field – Hill 11th and Baghetti 15th; that was the only race where an ATS was classified as a finisher, with both cars retiring in the United States Grand Prix and Mexican Grand Prix, which marked the end of A.
T. S as a Formula 1 team; the ATS would be used in the Derrington-Francis project spearheaded by the Rob Walker Racing Team's former chief mechanic, Alf Francis. The car made one appearance at a Formula 1 race, the 1964 Italian Grand Prix, driven Mário de Araújo Cabral, where it retired after 25 laps; this car was subsequently restored in the late 1990s, has appeared in historic racing meetings since then. Count Volpi subsequently backed the Serenissima marque which used much technology similar to ATS. Bruce McLaren used a Serenissima engine for a few Grands Prix in 1966. After the demise of ATS, Bizzarrini moved to Lamborghini before building his own cars as Bizzarrini, while Chiti founded Autodelta together with fellow ex-Ferrari engineer Lodovico Chizzola, which would work with Alfa Romeo for the following decades. In 2012, 50 years Daniele Maritan bought the brand and began development on two cars: the ATS Wild Twelve, which used a 3.8-litre V12 engine combined with four electric motors, the modern iteration of the 2500 GT, which used a 2.5-litre Subaru-Cosworth turbocharged flat-4-cylinder engine with a power output of 500 PS.
In 2017, ATS introduced the GT, which uses McLaren's 3.8-litre twin-turbocharged V8 engine, as seen on McLaren's new models. ATS has planned production of 12 cars. Stiel, Simon. "Rebels Without Speed: The ATS Fiasco". F1 Rejects. Archived from the original on 22 March 2013. Official site
Hans Heyer is a German racing driver who raced touring cars, being popular with the fans for his rather funny style. He is better known for actions and antics during his single attempt at Formula One, the 1977 German Grand Prix. Unusual for his Western German origin, Heyer's sign is his so-called Tirolerhut, a hat from Tyrol or Bavaria which would fit better to drivers from these Alpine regions, like Hans-Joachim Stuck or Niki Lauda. Heyer was born in Mönchengladbach, Nazi Germany to parents who ran a bitumen and a concerete mixing company. Heyer developed his passion for motor racing and engineering when he was at boarding school at Adenau, he went into an apprenticeship with Daimler-Benz as a mechanic, completed in 1962. Living close to the Netherlands and not yet allowed to race in Germany at the age of 16, he started his career there in 1959 with karts and won the 1962 Dutch Championship in the 100cc category which he followed up by winning the 125cc class in 1963. In an attempt to race in his native Germany, he encountered problems with his racing license but managed to compete in the Formula K class in 1965 finishing 3rd in the next two years and backed up with the German and European Formula K titles in 1968 to 1971 driving in a Taifun/BM.
Heyer raced in France by competing in the Brignoles 24 Hour Classic in 1969 to 1971 winning twice and finished 2nd in 1970. For many years, Heyer was associated with Zakspeed, racing their Group 2 Ford Escorts in the European Touring Car Championship and the Deutsche Rennsport Meisterschaft. Heyer attempted two European F2 races in 1976, he failed to qualify for the second Hockenheim race and made no further attempts in F2. In his single attempt at Formula One, he entered the 1977 German Grand Prix on 31 July 1977 with the second Penske car of the new German team ATS. With little experience in single seaters and a bad car, he did not qualify, he was the first reserve, meaning that he would get the chance to race if another driver dropped out. No one gave up their spot, but this did not stop him from racing, as he was well known with the marshals at Hockenheim, they looked the other way when he put his car at the end of the starting grid and joined the race anyway. His Formula One career didn't last long, for after 10 laps the car's gearbox broke down.
He never attempted another race in a single-seat car. Heyer is credited with a DNQ, DNF, DSQ for his brief moment in Formula One. In 1980 he won the DRM again, this time for Lancia in a Group 5 Lancia Monte Carlo Turbo, a car he helped develop, he crashed his 480 hp car badly at the Norisring in Nuremberg. Heyer switched to continuations cooling when control of the water supply failed when the brake light switch failed which had not worked resulting in the left front brake caliper failing which destroyed the tyre rod and a burst affected the front left tyre, he escaped unhurt, but returned to the wreck to recover his famous hat. In the following medical exam, the doctor was said to have been more nervous. Heyer won the 12 Hours of Sebring race in 1984 driving alongside Stefan Johansson and Mauricio de Narvaez in a Porsche 935. During the years that the Spa 24 Hours was run as part of the European Touring Car Championship and the inaugural World Touring Car Championship, Heyer won the race three times in succession.
He won in 1982 driving a BMW 528i with Armin Hahne and Eddy Joosen, 1983 in a BMW 635 CSi with Hahne and Thierry Tassin, in 1984 driving a TWR Jaguar XJS with Tom Walkinshaw and Win Percy. Heyer retired in 1989 after 999 races in 30 years. Between 1990 and 1991 Heyer worked at his family concrete works business but came out of retirement to test Mercedes-Benz's truck racing vehicles and competed in the Nurburgring Truck Grand Prix in 1992. Heyer returned to the same track in 1994 to compete in the Nurburgring 24 Hours alongside Heiner Weiss, Rainer Braun driving a BMW M3 and returned to compete in the same race in 1995 albeit in a BMW veterans'Dream Team'. Heyer competed in the Nurburgring 500 km race in 1997. In 2004, Volkswagen director Kris Nissen found out about the number and invited Hans Heyer to drive his 1000th race in the ADAC Volkswagen Polo Cup at the Norisring against youngsters, his son Kenneth Heyer is a racing driver involved in the Blancpain GT Series Endurance Cup driving a Mercedes-AMG GT3 for MANN-FILTER HTP Motorsport.
‡ did not finish. Hans Heyer Website Website with Results Profile on F1 Rejects
Eliseo Salazar Valenzuela is a Chilean racing driver. As of March 2019, he is the only Chilean to have participated in a Formula One World Championship Grand Prix, he made his Formula One debut on 15 March 1981, contested 37 races scoring a total of three championship points. After Formula One, Salazar has participated in numerous motorsport disciplines, including the Chilean national rally championship, Formula 3000, IndyCar, the World Sportscar Championship. After racing in the British F1 Championship in 1980 with a Williams FW07, winning in Silverstone, he moved to Formula One in 1981, with March, he switched midseason to Ensign, finished 6th in the Dutch Grand Prix. In 1982 he drove for ATS, finished 5th in the San Marino Grand Prix, a race where only 7 teams entered due to the FISA–FOCA war, his most noted career moment in Formula One came when he collided with the overtaking race leader Nelson Piquet in the 1982 German Grand Prix. After both drivers got out of their stricken cars, the angry Piquet started to punch and kick Salazar.
Salazar did not respond to the assault due to the friendship with the Brazilian driver, who helped him in his first European experiences as a driver. Months Piquet apologised to Salazar over the phone, after being told by a BMW mechanic that the engine in his car was about to expire anyway, that Salazar avoided BMW the embarrassment of an engine failure at their home race.. In 1983 he entered six races with RAM Racing, but the car was slow and he only managed to qualify twice, he retired in Long Beach with gearbox failure. After the Chilean economic crisis in the early years of the 80's, Salazar had to leave F1, competed with little success at the Formula 3000 championship and the South American Formula Three Championship in some races, he began to race rally in Chile, becoming the champion of the 1985 hill-climbing season in Chile in a Toyota Corolla XT. In late'80s, Salazar drove some races in the FIA World Sport Prototype Championship, his best result was 1st place at the C-1 class in the'88 Fuji 1000 km in Japan with a Spice SE88C Ford car of the BP Spice Engineering.
Thanks to his contacts with Tom Walkinshaw, he joined the Jaguar Silk-Cut factory team, to dispute the 24 Hours of Le Mans. In the 1989 race, the Chilean, with Alain and Michel Ferté, achieved the 8th place with the Jaguar XJR-9. For that particular fact, he was named the 1990 Sportsman of the Year by the British magazine Autosport. After years with no competition, working as a co-host in the TV show "Video Loco", Salazar received an opportunity to join the Ferrari-Momo factory team for the 1994 IMSA Sport Prototype championship in the WSC series, with the Italian Gianpiero Moretti, he raced at the Exxon World Sports Car Championship in 1994 and 1995 with several races won and podiums with the Ferrari 333 SP. Those results were good enough to pull him to the Indy Car World Series, he signed a contract with the Dick Simon Racing in 1995 to race in the CART Indy Car World Series, with a strong debut at the Indy 500. With a Lola-Cosworth, he started 33rd and finished 4th in the Cristal-Copec-Mobil 1 No.7.
When the IRL and CART split in 1996, Salazar chose to compete in the new series. He became a regular top driver at Indy 500 with four Top 10 results, his best result at Indianapolis was in 2000, when he started and finished on 3rd place, at the wheel of a G-Force-Oldsmobile Aurora for A. J. Foyt Enterprises. In 1997, Salazar earned his first and only victory in IRL racing, at the Las Vegas Motor Speedway, racing for Team Scandia; that year, he made his only start at a NASCAR sanctioned race, finishing 17th on the Watkins Glen International road course, in the Craftsman Truck Series. 2000 and 2001 were the best years in the IRL for Salazar, finishing 4th and 5th in those championships, with five top 5 results in 2000. In 2002, he suffered a serious accident testing at Indianapolis, was forced miss several races. After much consideration Salazar decided to focus on Sports Cars. Salazar joined the American Le Mans Series, where he raced in a Porsche 911 GT3 and a Ferrari 360. Salazar returned to Chile where, in 2004, he joined the official Hyundai rally team in the Rally Mobil, the national rally championship.
His car was an N3-class Hyundai Coupe GK 2.0L. In November 2005, Salazar competed in the inaugural race of the Grand Prix Masters, as a late replacement for Alan Jones. In 2006 he raced in both GPM races in England. In 2007, Salazar moved to the N4-class of the Rally Mobil, the Chilean Rally Championship, driving a Mitsubishi Lancer Evo IX, was 5th in his first year at the N4-Class with a car of the ING Team, his last international project is to race the Lisboa-Dakar rally, with the objective of being the first driver to have raced in the Monaco Grand Prix, the Le Mans 24 Hours, the 24 Hours of Daytona, the Indianapolis 500 and the Dakar Rally. In February he signed a pre-contract with Jean-Louis Schlesser to drive one of his buggies at the 2008 Dakar Rally, but he could not get a deal with a sponsor and that year's running of the Dakar Rally was cancelled anyway. In 2008, Sal
Austria the Republic of Austria, is a country in Central Europe comprising 9 federated states. Its capital, largest city and one of nine states is Vienna. Austria has an area of 83,879 km2, a population of nearly 9 million people and a nominal GDP of $477 billion, it is bordered by the Czech Republic and Germany to the north and Slovakia to the east and Italy to the south, Switzerland and Liechtenstein to the west. The terrain is mountainous, lying within the Alps; the majority of the population speaks local Bavarian dialects as their native language, German in its standard form is the country's official language. Other regional languages are Hungarian, Burgenland Croatian, Slovene. Austria played a central role in European History from the late 18th to the early 20th century, it emerged as a margraviate around 976 and developed into a duchy and archduchy. In the 16th century, Austria started serving as the heart of the Habsburg Monarchy and the junior branch of the House of Habsburg – one of the most influential royal houses in history.
As archduchy, it was a major component and administrative centre of the Holy Roman Empire. Following the Holy Roman Empire's dissolution, Austria founded its own empire in the 19th century, which became a great power and the leading force of the German Confederation. Subsequent to the Austro-Prussian War and the establishment of a union with Hungary, the Austro-Hungarian Empire was created. Austria was involved in both world wars. Austria is a parliamentary representative democracy with a President as head of state and a Chancellor as head of government. Major urban areas of Austria include Graz, Linz and Innsbruck. Austria is ranked as one of the richest countries in the world by per capita GDP terms; the country has developed a high standard of living and in 2018 was ranked 20th in the world for its Human Development Index. The republic declared its perpetual neutrality in foreign political affairs in 1955. Austria has been a member of the United Nations since 1955 and joined the European Union in 1995.
It is a founding member of the OECD and Interpol. Austria signed the Schengen Agreement in 1995, adopted the euro currency in 1999; the German name for Austria, Österreich, derives from the Old High German Ostarrîchi, which meant "eastern realm" and which first appeared in the "Ostarrîchi document" of 996. This word is a translation of Medieval Latin Marchia orientalis into a local dialect. Another theory says that this name comes from the local name of the mountain whose original Slovenian name is "Ostravica" - because it is steep on both sides. Austria was a prefecture of Bavaria created in 976; the word "Austria" was first recorded in the 12th century. At the time, the Danube basin of Austria was the easternmost extent of Bavaria; the Central European land, now Austria was settled in pre-Roman times by various Celtic tribes. The Celtic kingdom of Noricum was claimed by the Roman Empire and made a province. Present-day Petronell-Carnuntum in eastern Austria was an important army camp turned capital city in what became known as the Upper Pannonia province.
Carnuntum was home for 50,000 people for nearly 400 years. After the fall of the Roman Empire, the area was invaded by Bavarians and Avars. Charlemagne, King of the Franks, conquered the area in AD 788, encouraged colonization, introduced Christianity; as part of Eastern Francia, the core areas that now encompass Austria were bequeathed to the house of Babenberg. The area was known as the marchia Orientalis and was given to Leopold of Babenberg in 976; the first record showing the name Austria is from 996, where it is written as Ostarrîchi, referring to the territory of the Babenberg March. In 1156, the Privilegium Minus elevated Austria to the status of a duchy. In 1192, the Babenbergs acquired the Duchy of Styria. With the death of Frederick II in 1246, the line of the Babenbergs was extinguished; as a result, Ottokar II of Bohemia assumed control of the duchies of Austria and Carinthia. His reign came to an end with his defeat at Dürnkrut at the hands of Rudolph I of Germany in 1278. Thereafter, until World War I, Austria's history was that of its ruling dynasty, the Habsburgs.
In the 14th and 15th centuries, the Habsburgs began to accumulate other provinces in the vicinity of the Duchy of Austria. In 1438, Duke Albert V of Austria was chosen as the successor to his father-in-law, Emperor Sigismund. Although Albert himself only reigned for a year, henceforth every emperor of the Holy Roman Empire was a Habsburg, with only one exception; the Habsburgs began to accumulate territory far from the hereditary lands. In 1477, Archduke Maximilian, only son of Emperor Frederick III, married the heiress Maria of Burgundy, thus acquiring most of the Netherlands for the family. In 1496, his son Philip the Fair married Joanna the Mad, the heiress of Castile and Aragon, thus acquiring Spain and its Italian and New World appendages for the Habsburgs. In 1526, following the Battle of Mohács, Bohemia and the part of Hungary not occupied by the Ottomans came under Austrian rule. Ottoman expansion into Hungary led to frequent conflicts between the two empires evident in the Long War of 1593 to 1606.
The Turks made incursions into Styria nearly 20 times, of which some are c
Michael Bleekemolen is a former racing driver who raced for the RAM and ATS teams in Formula One. He graduated from Formula Vee and tried his hand at Formula One in 1977, where he failed to qualify at his home grand prix, he returned the following year with ATS, for four races, but qualified only once, at Watkins Glen. After Formula One he returned to Formula 3 for another three years and won two rounds of the European Championship, finishing second in the series, to Alain Prost. From there he moved to one-make Renault racing, his sons Jeroen and Sebastiaan, are racers. ‡ Not eligible for points Profile at www.grandprix.com
Mercedes-AMG GmbH known as AMG, is the high-performance brand used by Mercedes-Benz. AMG independently hires engineers and contracts with manufacturers to customize Mercedes-Benz AMG vehicles. Mercedes-AMG is headquartered in Baden-Württemberg, Germany. AMG was an independent engineering firm specializing in performance improvements for Mercedes-Benz vehicles. Mercedes-AMG GmbH is now a wholly owned subsidiary of Daimler AG. AMG models have more aggressive looks, a higher level of performance, better handling, better stability and more extensive use of carbon fibre than their regular Mercedes-Benz counterparts. AMG models are the most expensive and highest-performing variant of each Mercedes-Benz class. AMG variants are badged with two numerals, as opposed to regular Mercedes-Benz vehicles, which have three The numbers do not always indicate engine size but are rather a tribute to earlier heritage cars such as the 300SEL 6.3 litre, for example previous model AMG V8s such as the C63 had 6.2L V8s.
AMG was founded as a racing engine forge in 1967 under the name AMG Motorenbau und Entwicklungsgesellschaft mbH, by former Mercedes-Benz engineers Hans Werner Aufrecht and Erhard Melcher in Burgstall an der Murr, near Stuttgart. The letters "AMG" stand for Aufrecht and Großaspach. In 1976 most of AMG moved to Affalterbach, with the racing-engine development remaining at the old location in Burgstall. At this time Erhard Melcher ceased to be a partner, but continued to be an employee at the Burgstall location. In 1993, with AMG having become a high-profile purveyor of modified Mercedes-Benz cars, Daimler-Benz AG and AMG signed a contract of cooperation, allowing AMG to leverage Daimler-Benz's extensive dealer network and leading to developed vehicles. On 1 January 1999 DaimlerChrysler, as it was called between 1998 and 2007, acquired 51 percent of AMG shares, AMG was renamed to Mercedes-AMG GmbH. Racing engine development was divested and continues to exist in Burgstall under the name HWA. On 1 January 2005 Aufrecht sold his remaining shares to DaimlerChrysler, since Mercedes-AMG GmbH has been a wholly owned subsidiary of Daimler AG.
AMG started off by testing racing engines. It expanded its business into building custom road cars based upon standard Mercedes cars. AMG produced a range of unofficial upgrade and accessories packages for the Mercedes-Benz R107 and C107, Mercedes-Benz W116, Mercedes-Benz W123, Mercedes-Benz W124, Mercedes-Benz W126, Mercedes-Benz R129, Mercedes-Benz W201 models. During the early 1980s and up until 1990, AMG offered a variety of engine performance packages, alloy wheels and styling products as an independent company from Daimler-Benz. In 1990, AMG signed a co-operation agreement with Daimler-Benz, AMG options and cars were offered in Mercedes-Benz showrooms. Typical AMG performance enhancements, which the buyer could custom order, included increased engine displacements, performance top ends with port and polished heads and intake, lightened valve train, more aggressive cams; the DOHC 32V engine had just been developed and was the pinnacle of AMG performance. A Getrag five-speed manual transmission could be ordered from AMG, Mercedes had not offered a manual transmission V8 since the early 1970s.
The performance wheels offered during the same period were 15-inch or 16-inch ATS AMG Five Spoke Road Wheels referred to as Pentas. Penta was a UK-based company that supplemented the high demand for the AMG wheel at the time with a replica and only a slight styling difference, but they were not made or endorsed by AMG; the genuine AMG wheels were coupled with an AMG performance suspension package that included uprated and lowered springs, re-valved shock absorbers. Another popular cosmetic upgrade were the AMG body kits; these ranged to an aggressive Wide Body kits for the W126 coupes. Other options included Recaro seats, smaller diameter steering wheels, instrument clusters, chrome delete option, shift knobs, hi-fi stereo systems, custom upholstery and enhanced interior wood packages; the release of the AMG Hammer sedan in 1986, based on the W124 E-Class, took AMG's performance modifications for a fast midsized sedan to a new level. AMG made the world's fastest passenger sedan at the time, nicknamed the Hammer, by squeezing Mercedes 5.6-litre V8 tuned by AMG to 360 hp into a midsized sedan.
It was aggressive for the era, with 32-valve cylinder heads and twin camshafts, said to be faster than the Lamborghini Countach from 60 to 120 mph. Models were more powerful and introduced the 17-inch AMG Aero 1 Hammer wheels. 1986 was the year Mercedes introduced the 560 M117 engine. This provided yet another opportunity for customers to order the largest AMG displacement available at the time, the 6L 100 mm bore SOHC or DOHC engines available for both the W126 coupe and sedans. Through the early 2000s, AMG focused principally on supercharged V8 and V6 engines, but the company abandoned this technology in 2006 with the introduction of the aspirat
Joaquín Ramírez Fernández is an author and retired employee of several sports car racing teams. From 1984 to 2001 Ramírez was coordinator of the McLaren Formula One team, including during the infamous Prost / Senna rivalry of the late-1980s; the third of eight children, Ramírez was born in Mexico City and studied mechanical engineering at the National Autonomous University of Mexico. Contrary to his father's desires he dropped out in 1960 to follow his friend Ricardo Rodríguez to Europe. Ramírez worked as apprentice mechanic for Scuderia Ferrari for two years; when Rodríguez died in a racing crash in the Mexican GP in 1962, Ramírez first took a job at Maserati and at Lamborghini as a mechanic of their new line of high-performance road cars. In 1964 he moved to England where he worked for Ford on the GT40, before joining Dan Gurney’s All American Racers team in 1966. During the 1960s and'70s Ramírez worked for several teams, including Dan Gurney's Eagle, where founder Ken Tyrrell advised him to keep a diary of his time in the sport, for Wilson and Emerson Fittipaldi in their Fittipaldi Copersucar F1 team.
In December 1983 Ramírez joined the front-running McLaren Formula One operation as Team Coordinator, becoming close friends with many top drivers including Alain Prost, Ayrton Senna, David Coulthard and Mika Häkkinen. In 2001, after more than 40 years, Ramírez retired from the Great Circus and was advised by McLaren team manager Ron Dennis not to write his life story as no one would be interested. Ramírez was left in little doubt that Dennis's true aim was to stop any undesirable details of the team's inner workings from becoming public; as a parting gift from F1 David Coulthard and Mika Häkkinen gave him a Harley-Davidson Road King. Statistics479 Grands Prix in which he participated. 116 triumphs on F1 Grands Prix. 10 F1 Drivers' World Championships: 1973, 1984, 1985, 1986, 1988, 1989, 1990, 1991, 1998 and 1999. 5 F1 World Champions: Jackie Stewart, Niki Lauda, Alain Prost, Ayrton Senna and Mika Häkkinen. 7 Constructors' F1 World Championships: 1984, 1985, 1988, 1989, 1990, 1991 and 1998. 8 F1 teams: Ferrari, AAR Eagle, Fittipaldi-Copersucar, Shadow, ATS, Theodore and McLaren.
1 World Sportscar Championship: 1971. 1 World Sportscar Championship Drivers': Pedro Rodríguez. 4 teams and prototype sports car: Ferrari, Ford and JW-Porsche. In 2005 Ramírez published his life story: Jo Ramirez: Memoirs of a racing man. Ramírez has written the foreword of some books like: Los Hermanos Rodríguez 2006, The Brothers Rodríguez, 2009 and La Carrera Panamericana: "The World's Greatest Road Race!", 2008. During F1 seasons Ramírez has a column in the Mexican newspaper Reforma. Ramírez was a great support and inspiration to Mexicans talents like Adrián Fernández, Salvador Durán, Checo Pérez and Esteban Gutiérrez, he is a member of the Scuderia Rodríguez, Mexico's racing Legion of Honor, was named to its Hall of Fame of Mexican Motorsport. Ramírez is fluent in Spanish, English and Portuguese. After his retirement from F1, Ramírez has participated in the Carrera Panamericana, including the fourth place in the A+ Historic category in 2010 in a Volvo. In the 2012 edition Ramírez and his co-driver Alberto "Beto" Cruz got the podium with a third place in the category of A+ Historic 2,000 cc. Ramírez drove his Volvo P-1800 of Escuderia Telmex and concludes on the 50th overall with a time of 5h.55m.3.1s.
Ricardo Rodríguez Pedro Rodríguez Team McLaren Ron Dennis Jo Ramirez at GrandPrix.com