In motorsport the pole position is the position at the inside of the front row at the start of a racing event. This position is given to the vehicle and driver with the best qualifying time in the trials before the race; this number-one qualifying driver is referred to as the pole sitter. Grid position is determined by a qualifying session prior to the race, where race participants compete to ascend to the number 1 grid slot, the driver, pilot, or rider having recorded fastest qualification time awarded the advantage of the number 1 grid slot ahead of all other vehicles for the start of the race; the fastest qualifier was not the designated pole-sitter. Different sanctioning bodies in motor sport employ different qualifying formats in designating who starts from pole position. A starting grid is derived either by current rank in the championship, or based on finishing position of a previous race. In important events where multiple qualification attempts spanned several days, the qualification result was segmented or staggered, by which session a driver qualified, or by which particular day a driver set his qualification time, only drivers having qualified on the initial day eligible for pole position.
In a phenomenon known as race rigging, where race promoters or sanctioning bodies invert their starting grid for the purpose of entertainment value, the slowest qualifier would be designated as pole-sitter. In contrast to contemporary motorsport, where only a race participant is designated pole-sitter, prior to World War II, the pace car was designated as official pole-sitter for the Indianapolis 500; the term has its origins in horse racing, in which the fastest qualifying horse would be placed on the inside part of the course, next to the pole. In Grand Prix racing, grid positions, including pole, were determined by lottery among the drivers. Prior to the inception of the Formula One World Championship, the first instance of grid positions being determined by qualifying times was at the 1933 Monaco Grand Prix. Since the FIA have introduced many different qualifying systems to Formula One. From the long-standing system of one session on each of Friday and Saturday, to the current knockout-style qualifying leaving 10 out of 20 drivers to battle for pole, there have been many changes to qualifying systems.
Between 1996 and 2006, the FIA made 6 significant changes to the qualifying procedure, each with the intention of making the battle for pole more interesting to viewers at home. Traditionally, pole was always occupied by the fastest driver due to low-fuel qualifying; the race-fuel qualifying era between 2003 and 2009 changed this. Despite the changing formats, drivers attempting pole were required between 2003 and 2009 to do qualifying laps with the fuel they would use to start the race the next day. An underfuelled slower car and driver would therefore be able to take pole ahead of a better but heavier-fueled car. In this situation, pole was not always advantageous to have in the race as the under-fueled driver would have to pit for more fuel before their rivals. With the race refueling ban introduced, low-fuel qualifying returned and these strategy decisions are no longer in play; when Formula One enforced the 107% rule between 1996 and 2002, a driver's pole time might affect slower cars posting times for qualifying, as cars that could not get within 107% of the pole time were not allowed start the race unless the stewards decided otherwise.
Since the reintroduction of the rule in 2011, this only applies to the quickest first session time, not the pole time. From 2014 to 2017, the FIA awarded a trophy to the driver who won the most pole positions in a season without sponsorship. From 2018, the FIA Pole Trophy has been renamed the Pirelli Pole Position Award, with the polesitter at each race winning a Pirelli wind tunnel tyre with the name of the polesitter and their time; the driver with the most pole positions at the end of the season wins a full-size engraved Formula 1 tyre. indicates that the driver won the World Championship in the same season. IndyCar uses four formats for qualifying: one for most oval tracks, one for Iowa Speedway, one for the Indianapolis 500, another for road and street circuits. Oval qualifying is like the Indianapolis 500, with two laps, instead of four, averaged together with one attempt, although with just one session. At Iowa, each car takes one qualifying lap, the top six cars advance to the feature race for the pole position.
Positions from 7th onward are assigned to their races, based on time, with cars in the odd-numbered finishing order starting in one race, cars in the even-numbered finishing order starting in the second race. The finishing order for the odd-numbered race starts on the inside, starting in Row 6, even-numbered race on the outside based on finishing position, again from Row 6, except for the top two in each race, which start in the inside and outside of the race for the pole position; the result of the feature race determines positions 1–10. All three races are 50 laps. On road and street courses, cars are drawn randomly into two qualifying groups. After each group has one twenty-minute session, the top six cars from each group qualify for a second session; the cars that finished seventh or worse are lined up by their times, with the best of these times starting 13th. The twelve remaining cars run a 15-minute session, after which the top six cars move on to a final 10-minute session to determine positions one through six on the grid.
The Iowa format was instituted in 2012 with major modifications (times set based on open qualifying session in second pract
Olivier Panis is a French professional racing driver. Panis drove in Formula One for ten seasons, scoring one win at the 1996 Monaco Grand Prix for the Ligier team; as of 2018, he is the last French driver to win a Formula One Grand Prix. He is the father of racing driver Aurélien Panis. Born in Oullins, Panis, like many Formula 1 racing drivers, raced karts early in his career. After graduating from karts, Olivier raced several years in a number of "junior" series before racing in French Formula 3, he won a championship in Formula Renault in 1989 and finished second in French Formula 3 in 1991. He found himself in Formula 3000, he won the series' championship there in 1993; the 27-year-old Panis earned an F1 drive in 1994 for the French-based Ligier team. He made his debut at Brazil, he earned a surprise second place that season at Hockenheim ahead of teammate Éric Bernard, finished 11th in the standings for the marque. He finished every race except France, he was however disqualified in Portugal for illegal skid block wear.
The following year in 1995, he earned another surprise second place at the Australian Grand Prix, in spite of being two laps behind the leader Damon Hill, he added a handful of fourths to his resume, giving him an 8th-place finish in the championship. Panis took. Starting 14th on a wet track, Panis passed other rivals on the narrow circuit, including Martin Brundle, Mika Häkkinen and Johnny Herbert, timed his change onto slick tyres perfectly, he overtook Eddie Irvine at the Lowes Hairpin and was running in third place before the Williams-Renault of Damon Hill and Benetton-Renault of Jean Alesi both hit terminal technical difficulties. One of only 3 cars to finish the race, Panis held off a late charge from Coulthard to win; the race finished on 75 of the 78 scheduled laps due to the two-hour time limit being reached. Panis' victory was the Ligier team's first victory in 15 years, it was the first French victory in a French car at Monaco in 66 years. However, it was the only highlight to his 1996 season, he otherwise failed to do any better than 5th place in Hungary.
Panis had the potential for a big season in 1997 while driving for Alain Prost, who had purchased Ligier. On Bridgestone tyres, he took the tyre company's first podium at Brazil, he was running second in Argentina before retirement. After 6 races, he stood third in the championship thanks to another podium finish with second place in Spain. A win could have been possible in that race had he not been held up lapping backmarkers for seven laps, losing him a total of 6 seconds to leader Jacques Villeneuve. At the 1997 Canadian Grand Prix, he broke both legs in a high-speed accident, causing him to miss the next seven races of the season, his place in the team was taken by Jarno Trulli, until he returned for the final three races of the season. He achieved sixth place at Luxembourg and appeared to show that he had recovered from his accident, as he drove as well as he had done before the crash. Despite missing half of the year, he still managed 9th in the championship with 16 points. 1998 would prove to be a difficult season for Panis.
He failed to score a single point for the Prost team due to a poor quality car. However, his full potential was restricted by the pins which remained in his legs, a legacy of the surgery following his crash in 1997; the highlight of the season was a ninth-place finish in Australia, although he ran at the 1998 Canadian Grand Prix until car failure intervened. An indicator of the team's problems in 1998 was the solitary point scored by Panis' team-mate Jarno Trulli at Spa-Francorchamps; the following year saw an improvement for the partnership. A stronger car, unusual circumstances, saw an irregular return to form for the Frenchman. After a troubled race he still claimed 6th in a feat he repeated at Hockenheim, he began to qualify much more with a third place in France, fifth at the Nurburgring, sixth at Suzuka, where he spent the first stages of the race in third. Despite the signs of a return to form in 1999, strategical errors and misfortune restricted his points tally. Irrespective of the improvements, Panis ended his relationship with the Prost team.
Panis was a consideration to drive for Williams, a team, in a state of flux at the time, but turned it down to test for McLaren. This helped showcase Panis to other top teams in F1, where he would match the testing times of regular drivers David Coulthard and double World Champion Mika Häkkinen. Due to this he landed a drive with BAR for 2001. BAR wasn't the top team he had hoped, he finished in 14th place during both of the years he was there, scoring a total of 8 points, his highest finish for BAR was in Brazil with fourth position. He had been fourth at his debut race for the team in Australia but was penalised for a yellow flag infringement which added twenty five seconds to his race time and put him seventh, enabled Kimi Räikkönen to score a debut point. Panis left for Toyota's racing team in 2003, he was signed to drive and provide the second-year team his knowledge, as well as help his new Brazilian teammate, Cristiano da Matta, learn the ropes of F1. Early results were an improvement, in part because he handled the new one-lap qualifying well, but the end result wasn't much different from previous seasons, as he was 15th with 6 points.
Panis remained with Toyota for his tenth season in Formula One. In early October 2004 he announced his intention to retire from racing following the 2004 Japanese Grand Prix. Before his retirement, he was the
2004 Formula One World Championship
The 2004 FIA Formula One World Championship was the 58th season of FIA Formula One motor racing. It featured the 55th FIA Formula One World Championship, contested over eighteen races which ran from 7 March to 24 October 2004; the championship was dominated by Michael Schumacher and Scuderia Ferrari Marlboro with the German driver winning the Drivers' Championship for the fifth consecutive year since 2000 and the Italian constructor winning the Constructors' Championship for the sixth straight season since 1999. Notable were the success of BAR and Renault, the poor performance of Williams and McLaren. Michael Schumacher won 12 of the first 13 races and scored 13 race victories, breaking his own record of 11 race wins in a season, set in 2002, he won a record seventh Drivers' Championship with his teammate Rubens Barrichello winning two of the last four races and finishing second in the title. Jenson Button, though failing to win a Grand Prix, secured ten podium finishes and one pole position to finish third in the Drivers' Championship.
Along with Japanese teammate Takuma Sato, Button delivered BAR an impressive second place in the Constructors' Championship behind Ferrari. Four of the ten teams, Renault and Toyota, were subsidiaries of major car companies and one, BAR, was a division of a tobacco company. Williams and McLaren, both owned teams, had engine supply agreements with major car companies, BMW and Mercedes-Benz and Honda produced engines for BAR; the other three teams, Jordan and Minardi, were privately owned but received little substantial sponsorship, tended to end up toward the back of the grid. Sauber received Ferrari engines badged under the Petronas name, received sponsorship from the Malaysian oil and gas company; this season saw the Minardi team score their first points since 2002, with Zsolt Baumgartner finishing 8th at the 2004 United States Grand Prix. The 2004 Canadian Grand Prix was a dramatic race. First, Timo Glock replaced Giorgio Pantano in this race, for financial reasons. Williams and Toyota were excluded from the race due to an irregularity in the brake ducts.
That meant the Jordan and McLaren teams were the main beneficiaries of the disqualifications, with Jordan's Nick Heidfeld and Timo Glock both scoring points, Glock in his debut Formula One race. Before the 2004 Chinese Grand Prix, Giorgio Pantano was dropped by the Jordan team and Timo Glock replaced him for the last 3 races. Ralf Schumacher had a difficult season, he suffered a massive accident during the 2004 United States Grand Prix and was out of action for 6 races. Marc Gené and Antônio Pizzonia replaced him during his absence. Jarno Trulli's relationship with the Renault team deteriorated after his first victory at the 2004 Monaco Grand Prix, he left the team after the 2004 Italian Grand Prix, Pantano's last race for the Jordan team. Former world champion Jacques Villeneuve replaced Jarno Trulli at Renault for the final 3 races. Trulli missed the 2004 Chinese Grand Prix, but he returned in the 2004 Japanese Grand Prix and the 2004 Brazilian Grand Prix with the Toyota team; that meant. Cristiano da Matta's string of disappointing results during the season led to his replacement by test driver Ricardo Zonta from Hungary onwards except the 2004 Japanese Grand Prix.
Da Matta did not race for Toyota again and in 2005 he returned to Champ Car racing. This was Olivier Panis's last season as he decided to retire from the race seat after 2004 Japanese Grand Prix; however he stayed as the test driver. 2004 was the final season for Jaguar Racing and engine manufacturer Ford, as they both withdrew from Formula One at the end of the year. This season saw. From the 2004 season onward, all teams which had not finished in the top four in the previous year's Constructors' Championship were allowed to run a third car in the Friday practice session before each Grand Prix, for testing purposes. Other teams were permitted to have test drivers, although they were not allowed to compete in Friday practice. Sauber chose not to run its third driver in these sessions because of the added expense; the following teams and drivers competed in the 2004 FIA Formula One World Championship. † All engines were V10 configuration. The 2004 season featured several driver line-up changes prior to the season, more changes during the season proper.
Three teams started 2004 with new driver line-ups. At BAR, following Jacques Villeneuve's departure from the team before the 2003 Japanese Grand Prix, former test driver Takuma Sato was permanently given the second race seat alongside Jenson Button. At Minardi, Nicolas Kiesa was released. Zsolt Baumgartner was confirmed as the second full-time driver after the Hungarian government provided sponsorship. Baumgartner had performed replacement duties at Jordan in 2003 after Ralph Firman suffered injuries from a crash in Hungary. Completing the all-new line-up Bas Leinders and Tiago Monteiro were signed as test drivers for 2004. Leinders was signed from the ranks of the World Series by Nissan, while Monteiro was signed from the American Fittipaldi Champ Car team. Heinz-Harald Fr
Ricardo Luiz Zonta is a Brazilian professional racing driver. Born in Curitiba, Zonta began karting in 1987, winning his first race shortly thereafter; the following year, he was runner-up for the Curitiba Karting Championship, in 1991, he won the title. He continued karting until 1992, finishing fourth in the São Paulo Karting Championship before progressing to single-seaters for 1993, he finished 6th in the Brazilian Formula Chevrolet Championship, in 1994, came fifth in the Brazilian Formula Three Championship. A year Zonta won both the Brazilian and South American Formula Three Championships. Moving to Europe in 1996, Zonta competed in the International Formula 3000 Championship for Draco Racing, winning two races and finishing fourth overall. In the same year, he became the first Brazilian to compete in International Touring Cars, with Mercedes. In 1997, he won the Formula 3000 championship, he took home the "Golden Helmet" award for best international driver for his efforts. The Jordan Formula One team signed him as their official test driver following his championship, in 1998, he was signed by McLaren boss Ron Dennis.
Zonta tested with the McLaren Formula One team in 1998, concurrently won the FIA GT Championship and the "Golden Helmet" award in the "world prominence" category. In October 1998 after winning the FIA GT championship, Zonta signed up with the B. A. R. Formula One racing team as one of its race drivers for the 1999 season, after rejecting offers from Jordan and Sauber. In 1999, Zonta started as a Formula One racing driver alongside 1997 World Champion Jacques Villeneuve at new team B. A. R. Zonta injured his foot in an accident during practice for the Brazilian Grand Prix, was forced to miss three races, he had a large accident at Spa-Francorchamps, finished the season with no championship points. Zonta remained with B. A. R for the 2000 season, scoring his first world championship point with a sixth place in the opening race, he had another large accident when his front suspension broke during testing at Silverstone, but continued the season, scoring points in both the Italian and United States Grands Prix, to finish 14th in the championship.
Replaced by Olivier Panis for the 2001 season, Zonta became the third driver for the Jordan team, replacing the injured Heinz-Harald Frentzen for one race, again when Frentzen was sacked, but was overlooked to replace him for the remainder of the season. In 2002, he decided to focus on the Telefónica World Series. Zonta was hired as test driver for the Toyota F1 team in 2003, retaining the position in 2004. Toward the end of the season, the team sacked Cristiano da Matta from a race seat, Zonta drove in four Grands Prix. In Belgium a brilliant fourth place went beckoning when engine failure struck three laps from the finish. In Suzuka the team hired Jarno Trulli and Zonta had to sit the event out, however the team allowed him to compete in his home race, the Brazilian Grand Prix, which he finished in 13th, he continued as a test driver for Toyota alongside veteran French pilot Olivier Panis. At the US Grand Prix that year, he stood in for an injured Ralf Schumacher and took his place on the grid, only for Toyota, like the other six Michelin-shod teams, to withdraw from the race due to safety concerns.
2006 saw. Ricardo Zonta was confirmed as test driver for the Renault Formula One team for the 2007 season on 6 September 2006. In 2007, Zonta entered the Stock Car Brasil series in parallel with the work for the Renault team. In 2008, Zonta kicked off his sportscar career by contesting the 24 Hours of Le Mans with Peugeot Sport, driving the #9 car alongside Franck Montagny and Formula One tester Christian Klien, he is driving in the Grand Am Championship in America with Krohn Racing, while being the team owner and driver of Panasonic Racing in Stock Car Brasil. † Driver did not finish the Grand Prix, but was classified as they had completed over 90% of the race distance. † Driver was classified as he completed over 90 % of the race distance. Official website Ricardo Zonta career summary at DriverDB.com
Mika Juhani Salo is a Finnish former professional racing driver. He competed in Formula One between 1994 and 2002, his best ranking was 10th in the world championship in 1999, when he stood in for the injured Michael Schumacher at Ferrari for six races, scoring two podiums. He won the GT2 class in the 2008 and 2009 24 Hours of Le Mans. In 1989, Helsinki-born Salo competed in the British Formula 3 Championship, racing for Alan Docking Racing, he raced with the Reynard Alfa Romeo package, not the season's best. Staying with Alan Docking Racing for 1990 and moving to a more competitive Ralt chassis, he raced against countryman and fierce rival Mika Häkkinen in Formula Three, finishing second to him. In 1990, Salo was caught driving under the influence in London. In 1991 Salo headed to Japan to race in the Japanese Formula 3000 Championship, his initial aim did not garner enough funding to compete. A budget would have spanned from £200,000 to £500,000 to drive in Europe and Salo had only collected a fraction over £200,000, not enough to stay competitive.
While in Japan, Salo landed a competitive seat and got paid for driving for AD Racing's in their single car team. The Japanese Formula 3000 Championship in 1991 had increased stature thanks to the aggrieved Johnny Herbert raising the calibre of the championship, driving in Japan in the same time than Salo. After a few years racing in Japan he made his first Formula One start at the penultimate round of the 1994 season in Japan for the ailing Lotus team, he was kept on for the season's finale in Australia. Following the collapse of Lotus following the end of the season, Salo moved to Tyrrell for 1995, he was to spend three years with scoring points several times. In the 1997 Monaco Grand Prix he completed the whole race without refuelling, taking fifth place ahead of the faster Giancarlo Fisichella as a result. Despite a promising 1998 with Arrows, he had no full-time drive in 1999. Following an injury to BAR driver Ricardo Zonta, Salo took his place for three races whilst the Brazilian recovered.
However a greater opportunity arose when Michael Schumacher broke his leg in a crash during the 1999 British Grand Prix. Salo was selected as his substitute to partner Eddie Irvine at Ferrari. In his second race in Ferrari at the 1999 German Grand Prix Salo led for part of the race and would have scored a Grand Prix win but team orders demanded that he give the lead to Irvine, who at the time was fighting for the championship with Mika Häkkinen. Following the race, Irvine handed his victory trophy over to Salo as a gesture of gratitude, he finished third at Monza, ahead of Irvine. These podium finishes were critical in helping Ferrari win their first Constructors' title since 1983. Salo was back full-time in 2000 with Sauber, taking 11th in the championship, although he left the team at the end of the season to join the new Toyota team in preparation for its Formula One entry in 2002, cited a desire to score podiums rather than lower points-scoring positions, he scored two points for Toyota in their first season, becoming the first driver since JJ Lehto at the 1993 South African Grand Prix to score points on a team's debut by finishing sixth at the 2002 Australian Grand Prix.
He retired from Formula One at the end of 2002, after getting fired from Toyota. During his Formula One career, he achieved two podiums, scored a total of 33 championship points, his first post-Formula One race came at the 2003 12 Hours of Sebring, driving the UK-entered Audi R8, the same car he was due to race at the 24 Hours of Le Mans if it had not run out of fuel after the first hour. He raced in four CART races for PK Racing during the same year, his best finish being third in Miami in his second series start; because of his strong links with Ferrari he was picked up to be part of the development program of the Maserati MC12 GT racer. He made his FIA GT debut in 2004, narrowly losing the 24 Hours of Spa-Francorchamps in a Ferrari 575. After that he entered the last four races of the season in the Maserati, winning two races and finishing second once.2005 was a year somewhat lost in the doldrums with only two participations with the Maserati MC12 in the ALMS GTS-class, a competition where the car turned out to be not half as competitive as in the FIA GT series.
For 2006, Salo returned to racing full-time, signing with AF Corse in the FIA GT to drive the Ferrari F430 and on in the year with Risi Competizione in the ALMS. He was victorious in class in the 24 Hours of Spa and finished third in the FIA GT2 Drivers' Championship with 61 points, while his efforts in the ALMS contributed to Risi's Teams' Championship cup. In the following year he continued with Risi Competizione in the ALMS and took the GT2 class honours in the 12 Hours of Sebring and the championship along with teammate Jaime Melo, they won a total of eight races out of twelve in the class. In addition, he won the RAC Tourist Trophy with Thomas Biagi when substituting for Michael Bartels, driving a Maserati MC12 once more. Salo and Melo with Risi Competizione earned the first team At-Large honours on the 2007 All-American Racing Team, as voted for by the American Auto Racing Writers and Broadcasters. Salo raced again in the ALMS for Risi Competizione in 2008. Although he was not successful in defending his previous year's titles, he won the GT2 class in the 24 Hours of Le Mans, coming in 18th overall.
In 2009, he joined the Risi Ferrari team at the blue-riband races only, the 12 Hours of Sebring, the 24 Hours of Le Mans and the Petit Le Mans event, winning all three of them. H
Jacques Joseph Charles Villeneuve is a Canadian professional auto racing driver and amateur musician. He is the son of Formula One driver Gilles Villeneuve, is the namesake of his uncle, a racer. Villeneuve won the 1995 CART Championship, the 1995 Indianapolis 500 and the 1997 Formula One World Championship, making him only the third driver after Mario Andretti and Emerson Fittipaldi to achieve such a feat; as of 2018, no other Canadian has won the Formula One Drivers' title. Following two successful years in CART, Villeneuve moved into Formula One with the front-running Williams team, alongside Damon Hill. In his debut season, Villeneuve challenged teammate Hill for the title, winning four races and taking the fight to the final round in Japan, where Villeneuve retired and Hill won the race, the title. Villeneuve, did win the following year's title, this time challenging Michael Schumacher and once again taking it to the final round in Jerez, where Schumacher retired after the two collided.
1997 would be the last year in which Villeneuve would win a championship level race and finish the season in the top three. For 1998, Villeneuve's Williams team had to fare with less competitive Mecachrome engines, Villeneuve moved to the newly formed British American Racing team in 1999, he stayed there for the next four seasons but, following poor results he was replaced by former British Formula Three Champion Takuma Sato. Villeneuve drove for Renault at the end of 2004, Sauber in the 2005 season and eleven races of the 2006 season before suffering an injury in Germany. Villeneuve was replaced by Robert Kubica and soon BMW and Villeneuve parted company. Outside Formula One, Villeneuve has taken on several new careers: in sportscar racing, racing for Peugeot in the 2007 and 2008 24 Hours of Le Mans, jumping to NASCAR in August 2007 and racing as an invited driver in the Argentinian Top Race V6 series and the Australian-based International V8 Supercars Championship; as a musician, he has released an album titled Private Paradise.
Villeneuve was inducted into Canada's Walk of Fame in 1998. Villeneuve was born in Saint-Jean-sur-Richelieu, Quebec, to aspiring Formula One driver Gilles Villeneuve and his wife Joann and raised in Monaco, he has a half sister Jessica. His uncle, Jacques Sr. was a racing driver and in 1985 at Road America became the first Canadian to win a CART race. When Villeneuve was eleven years old, his father was killed during the qualifying session for the 1982 Belgian Grand Prix at Zolder following a collision with Jochen Mass. Villeneuve was engaged to Australian singer Dannii Minogue in the late 1990s and was once engaged to American ballerina Ellen Green, he married his Parisienne girlfriend Johanna Martinez on May 29, 2006, at a civil ceremony in Switzerland. After the ceremony, it was announced. Johanna gave birth to a son, Jules, on November 14, 2006, their second son Joakim was born on December 23, 2007. The couple divorced in July 2009. In June 2012, Villeneuve married Camila Lopes, with whom he has had two more sons and Henri.
Villeneuve was among the first group inducted into Canada's Walk of Fame. He was inducted into Canada's Sports Hall of Fame in 2010, he was named Canada's Athlete of the Year, receiving the Lou Marsh Trophy in 1995 and 1997. In 1998, he was made an Officer of the National Order of Quebec. From 1996 to 2002 he lived in Monaco, from 2002 to 2007 he lived in Switzerland. In 2007 he moved to Quebec, buying a $3 million house in Westmount, with his mother acting as real estate agent. Villeneuve owned a nightclub and restaurant in Montreal called Newtown, but he sold it in 2009. In 2012 he moved to Andorra, stating that he was leaving Quebec because of the province's language laws, business climate and the general "morose ambiance." Villeneuve and family are living in Villars-sur-Ollon, Switzerland. In 1984, two years after his father's death, Villeneuve asked his mother if he could follow his father's footsteps and go motor racing, his mother, promised she would allow him to drive a kart if he got good marks in one of his weakest subjects, mathematics.
Villeneuve applied himself at school and soon got the marks he required for his mother to fulfill her promise. A year Joann allowed him to drive a 100 cc kart at a kart track in Imola; the owners of the track and Massimo Buratti, were impressed by him and after proving himself in a 100 cc machine, he moved up to the 135 cc version before, on the same day, being allowed onto the Grand Prix circuit with a Formula Four car. Soon, Villeneuve's uncle, Jacques Sr. enrolled him at the Jim Russell Racing Driver School in Mont Tremblant, Quebec. Villeneuve's course lasted three days and in that time he demonstrated a great amount of concentration for a boy of his age. At the end of his course, the young Canadian received his diploma and chief instructor Gilbert Pednault declared Villeneuve as the best student he'd seen. During the summer of 1987, Villeneuve attended a racing school set up by former instructor Richard Spenard. In return for helping in the garage, Villeneuve received guidance in terms of race craft as he attempted to hone his skills.
At the age of seventeen, Villeneuve was too young to obtain a racing license in both his native Canada and Italy and so, with help from the Canadian Automotive Federation, got a license from Andorra. In 1988, the seventeen-year-old entered the Alfa Cup and, against former Formula One drivers Johnny Cecotto and Mauro Baldi, finished the two legged race in tenth position. Two weeks at Monza, Villeneuve was up against the likes of Riccardo Patrese and Nicola Larini. Villeneuve competed in the Italian Formula T
2004 German Grand Prix
The 2004 German Grand Prix was a Formula One motor race held at Hockenheim on 25 July 2004. It was the twelfth race of the 2004 FIA Formula One World Championship; the 66-lap race was won by local driver Michael Schumacher. Schumacher took his eleventh victory of the season, equalling his record from 2002, after starting from pole position. Englishman Jenson Button finished second in a BAR-Honda despite a ten-place grid penalty for an engine change in practice, with Spaniard Fernando Alonso third in a Renault; this was the final Grand Prix for Brazilian driver Cristiano da Matta. The first start was aborted; this led to a second formation lap, the shortening of the race by one lap. Kimi Räikkönen's rear wing failed during the race. Marc Gené was replaced at Williams by Antônio Pizzonia, returning to Formula One after being sacked by Jaguar following the 2003 British Grand Prix. Pizzonia scored his first points by finishing seventh. Note: Only the top five positions are included for both sets of standings