Éric Hélary is a professional racing driver from Paris. His career has encompassed single seater formulae, endurance sports car racing, touring cars, he won the French Formula Three Championship in 1990 and is best known for his win at the 24 Hours of Le Mans in 1993. He was champion 2011 of Euro Racecar. Hélary's racing career began in a conventional way, with a period of karting between 1981 and 1984, he progressed to French Formula Ford in 1987 and won the title in the following year progressed to French Formula Three in 1989 and won that title in his second year. His single seater career ended in International Formula 3000. Hélary first participated in sports car racing in the Peugeot Spyder Cup one-make championship in 1992 and secured the drivers' title in 1993. In the same year, he made his 24 Hours of Le Mans début in the factory Peugeot 905 alongside Christophe Bouchut and Geoff Brabham, he had driven this car with Bouchut in 1992. After a period in touring cars, Hélary returned to endurance racing in the FIA GT Championship in 1996, driving a Chrysler Viper.
He did not compete again in sports cars until a one-off return to FIA GTs in 2001. His next participation in endurance racing was another single race, this time in the FIA Sportscar Championship in 2003, driving a Pescarolo Courage-Peugeot alongside Nicolas Minassian, he made another one-off appearance with Pescarolo in the 2004 Le Mans Endurance Series and returned to the series for a full season in 2006. He is employed by Peugeot as its official test driver for the Peugeot 908 HDi FAP. Hélary made his touring car début in the French Supertourisme championship in 1994, driving for Opel, he was classified fifth in the standings and improved to the championship runner-up position in 1995. He made a departure into ice racing during the winter of 1996 by entering the Trophée Andros with Opel, he adapted well and finished in fourth position over all finished second over all in the 1997 season. Hélary spent the remainder of 1997 working as a test driver for BMW's Super Tourenwagen Cup team in Germany and returned to Opel for two years of racing in the series in 1998 and 1999.
When the Deutsche Tourenwagen Masters was relaunched in 2000, Hélary and Opel remained together. He made one more appearance in the DTM in 2002 before returning to French Supertourisme for a third season, in which he finished fourth in the standings. A full season of sports car racing intervened before Hélary's next, so far last, touring car programme. 2005 brought a fourth season in French Supertourisme as well as competing in one round of the World Touring Car Championship in a Peugeot 407 for Peugeot Sport Denmark. † — Retired, but was classified as he completed 90% of the winner's race distance. Driver profile Speedsportmag.com Retrieved on September 11, 2007. Http://www.erichelary.com/site.html
Cosworth is a British automotive engineering company founded in London in 1958, specialising in high-performance internal combustion engines and electronics. Cosworth is based in Northampton, with American facilities in Indianapolis, Shelby Charter Township and Mooresville, North Carolina. Cosworth has collected 176 wins in Formula One as engine supplier, ranking second with most wins behind Ferrari; the company was founded as a British racing internal combustion engine maker in 1958 by Mike Costin and Keith Duckworth. Its company name:'Cosworth', was derived as a portmanteau of the surnames of its two founders. Both of the co-founders were former employees of Lotus Engineering Ltd. and Cosworth maintained a strong relationship with Colin Chapman. When the company was founded in 1958, Duckworth left Lotus, leaving Costin at the company; until 1962, Costin worked on Cosworth projects in his private time, while being active as a key Lotus engineer on the development of Lotus 15 through 26, as well as leading the Team Lotus contingent at foreign races, as evidenced by the 1962 Le Mans Lotus scandal.
Initial series production engines were sold to Lotus and many of the other racing engines up to Mk. XII were delivered to Team Lotus; the success of Formula Junior engines started bringing in non-Lotus revenues, the establishment of Formula B by the Sports Car Club of America allowed the financial foundation of Cosworth to be secured by the increased sales of Mk. XIII, a pure racing engine based on Lotus TwinCam, through its domination of the class; this newly found security enabled the company to distance itself from the Lotus Mk. VII and Elan optional road engine assembly business, allowed its resources to be concentrated on racing engine development; the first Cosworth-designed cylinder head was for SCA series. A real success was achieved with the next gear-driven double overhead camshaft four-valve FVA in 1966, when Cosworth, with a help from Chapman, convinced Ford to purchase the rights to the design, sign a development contract – including an eight-cylinder version; this resulted in the DFV, which dominated Formula One for many years.
From this time on, Cosworth was supported by Ford for many years, many of the Cosworth designs were owned by Ford and named as Ford engines under similar contracts. Another success by the BD series in the 1970s put Cosworth on a growing track. Cosworth went through a number of ownership changes. After Duckworth decided he didn't want to be involved with the day-to-day business of running a growing company, he sold out the ownership to United Engineering Industries in 1980, retaining his life presidency and day-to-day technical involvement with Cosworth, becoming a UEI board director. In 1998, Vickers sold Cosworth and Pi Research to Ford. In September, 2004 Ford announced that it was selling Cosworth and Pi Research, along with Cosworth Racing Ltd, its Jaguar Formula One team. On 15 November 2004, the sale of Cosworth was completed, to Champ Car World Series owners Gerald Forsythe and Kevin Kalkhoven, the current Cosworth Group; the road car engine aspect of the business was split from the racing division, following the sale of the engineering division of Cosworth to Volkswagen / Audi Group in September 1998, renamed Cosworth Technology, before being subsequently acquired by Mahle GmbH in 2005.
Cosworth Technology was renamed as MAHLE Powertrain on 1 July 2005. Since 2006, Cosworth has diversified to provide engineering consultancy, high performance electronics, component manufacture services outside of its classic motorsport customer base. Current publicised projects range from an 80 cubic centimetres diesel engine for unmanned aerial vehicles, through to an engineering partnership on some of the world's most powerful aspirated road car engines, including upcoming Aston Martin Valkyrie 1000+bhp V12. Cosworth supplied its last premier class racing engines to one F1 team in 2013, the Marussia F1 Team; the following is the list of initial products, with cylinder heads modified, but not designed by Cosworth, on Ford Kent engine cylinder blocks. The exceptions were Mk. XVII and MAE, which had intake port sleeves for downdraft carburetors brazed into the stock cast iron cylinder head, in place of the normal side draft ports, thus could be considered Cosworth designs. In addition to the above, Cosworth designed and provided the assembly work for Lotus Elan Special Equipment optional road engines with special camshafts and high compression pistons.
The final model of the above initial series was the MAE in 1965, when new rules were introduced in Formula 3 allowing up to 1,000 cubic centimetres engines with 36mm intake restrictor plate. MAE used one barrel of a two barrel Weber IDA downdraft carburetor with the other barrel blanked off; the domination of this engine was absolute as long as these regulations lasted until 1968. As Cosworth had a serious difficulty
Gabriele Tarquini is an Italian racing driver. He participated in 78 Formula One Grands Prix, debuting on May 3, 1987, he scored 1 championship point, holds the record for the most failed attempts to qualify. He has subsequently raced in Touring Cars, winning the BTCC in 1994, the ETCC in 2003 the WTCC in 2009 and the WTCR in 2018. On 22 November 2009 he won the 2009 FIA World Touring Car Championship title at the age of 47 years and 266 days; this made him the oldest world champion in an FIA series, breaking Juan Manuel Fangio's record of being FIA Formula One World Drivers' Champion at the age of 46 years and 41 days in 1957. Tarquini backed up this record by winning the 2018 FIA World Touring Car Cup at the age of 56 years and 259 days. Tarquini began karting in 1976. By 1985 he was driving in Formula 3000, his best result was 2nd at Imola in 1987, by which time he had made his Grand Prix debut in a one-off drive for Osella at the 1987 San Marino Grand Prix. He joined Coloni's Grand Prix team for 1988, having driven for them in F3000 in 1986.
The season saw a prequalifying system being put in place as there were 31 entrants for a maximum 30 places in qualifying proper. As such, the slowest of the new entrants for the season would be eliminated from proceedings after the Friday morning session regardless of their overall position - Tarquini failed to prequalify several times despite being faster than some of the exempt entrants, he drew good notices for his performance overall, however - his 8th place at the Canadian Grand Prix would stand as the team's best result and his eight starts the most garnered by a Coloni driver. Tarquini signed to drive for the FIRST team and drove for them at the Formula One Indoor Trophy, but when their car failed crash tests he started 1989 without a ride. Following Philippe Streiff's career-ending pre-season testing crash, Tarquini joined Joachim Winkelhock in the AGS team from the second round of the series. There he finished a fine 8th on the road, being promoted to 6th after the exclusion of Thierry Boutsen and Alex Caffi.
He was one of the stars of the weekend in Monaco, threatening to qualify in the top 6 before ending up 13th on the grid. In the race he advanced to a strong 4th before being sidelined by an electrical problem. At the following Mexican Grand Prix he finished 6th, though the team's joy was tempered after Williams and Scuderia Italia appealed against their Imola disqualification and Tarquini lost his point. More bad luck followed at Phoenix where Tarquini was holding 6th despite technical problems before Boutsen passed him on the final lap. At the wet Canadian Grand Prix Tarquini again ran well until being shoved off the track by René Arnoux; the series moved to faster tracks where the AGS was less competitive and the results of others meant Tarquini's entry would have to prequalify for the second half of the season. The expanding entry list meant prequalifying was much different to 1988, consisting of an hour-long free-for-all session on Friday morning between the less successful cars. Featuring the Larrousse cars of Michele Alboreto and Philippe Alliot, Roberto Moreno's Coloni, the Osellas of Nicola Larini and Piercarlo Ghinzani and the Onyx cars of Stefan Johansson and Bertrand Gachot among others with only the four fastest going through both Tarquini and new teammate Yannick Dalmas struggled and Tarquini would not qualify again that year.
AGS attempted to move to larger premises for 1990 but a lack of resources and the late arrival of the JH25 left Tarquini and Dalmas again struggling to get past prequalifying, Tarquini only making it into four races, his early 1989 form long forgotten by most. The team were under more severe financial constraints for 1991, though they would at least avoid prequalifying. Tarquini made it through into three races, finishing a worthy 8th in the season opener at Phoenix but financial constraints meant after Monaco the AGS didn't make the grid again. Late in the season the cash-strapped team sold his contract to Gabriele Rumi's ambitious Fondmetal outfit in time for the Spanish Grand Prix, soon forming a good relationship with the team, he was signed for a full year in 1992, showing some good speed in the neat but underdeveloped Fondmetal GR02 chassis. However, his car only finished once and despite some fine qualifying efforts the team struggled to find funding, folding after the following Italian Grand Prix and leaving Tarquini out of a drive.
Despite being involved in his successful touring cars career and 33 years old, Tarquini was signed up by Tyrrell for the 1995 season as their test driver thanks to the presence of Fondmetal as a sponsor. He replaced Ukyo Katayama for the European round as the Japanese driver was injured from his start line accident in the previous race. Out of practice with single seaters he finished 14th, six laps down on winner Michael Schumacher, it was his final Grand Prix. Tarquini failed to pre-qualify on a record 25 occasions because he was a regular in the pre-qualifying era in cars which were so slow as to struggle to qualify. Despite this record many consider him to have been a talented driver stuck with uncompetitive machinery. With the crea
Fabrizio Giovanardi is an Italian racing driver. During his career he has won ten touring car titles, including European and British crowns making him the most successful touring car driver worldwide, he has spent the majority of his career racing for Alfa Vauxhall. After winning both the Italian and World Formula C karting titles for 125cc karts in 1986, Giovanardi stepped up to the Italian Formula Three Championship in 1987, driving a Reynard 873 powered by Alfa Romeo for PreMa Racing, where he scored a podium en route to thirteenth position in the championship, he stayed in the series in 1988, where he secured two wins at Vallelunga and Enna-Pergusa and finished third overall in the championship, a point behind runner-up Mauro Martini and two points behind season champion Emanuele Naspetti. He returned to the series in 1990. In 1989, Giovanardi switched to International Formula 3000 to compete with First Racing and won the race at Vallelunga; those were his only points however. He continued in the series in 1990 with First Racing, again ended up tenth in the championship with a best result of second place at Pau. 1991 was his final season, finished in a three-way tie for eleventh place.
Giovanardi dabbled into the Superturismo in the 1991 season, competing in a Peugeot 405. He took five Class S2 victories. In his first full season, he was champion in the S2 class taking eight race wins and being crowned champion, his first touring car title, he moved into the main class of the championship with Peugeot in 1993, finishing in the top three overall twice, winning five races before moving to Nordauto Engineering Alfa Romeo in 1995. In his début season with Alfa, Giovanardi again finished in third place, beating his team-mate Antonio Tamburini in a tie, he contested one round of the Deutsche Tourenwagen Meisterschaft at the Norisring, driving an Alfa Romeo 155 for the factory Alfa Corse team. In 1996 he continued to race in Superturismo and he participated to some rounds of CET always with Nordauto Engineering, he finished fifth in Italy, one place lower in Spain, taking five wins over the two series. In 1997 he continued in both championship Superturismo and CET driving for the last time Alfa Romeo 155 Ts.
He won all four races of CET before that serie was cancelled due to lack of cars and he finished second in Superturismo with five victories behind Naspetti. He got the better of Naspetti in 1998, dominating the Italian championship in the new Alfa Romeo 156 with nine victories and eighteen podium on twenty races. Giovanardi and team-mate Nicola Larini made a guest appearance in the STW at the Norisring, where they both finished outside the top ten placings in both races, he became again Italian champion in 1999, again beating his BMW rival Naspetti in a thrilling last race in Vallelunga. Giovanardi and Larini made a return to the STW at the series' Italian round at Misano, the Alfa drivers finished 1-2 in the sprint race before both retired in the feature race; the Superturismo was promoted to become the Euro STC in 2000, again Giovanardi won the title with Nordauto. Consistency was the key to become again champion in the new European Championship Euro STC in 2001, winning just three races and ten podium.
In 2002, the European Touring Car Championship returned as a complete entity using the Super 2000 regulations. The regulation change did not hinder Giovanardi as he won a touring car title for the fifth successive season, again at the wheel of an Alfa Romeo. However, he switched to a Ravaglia Motorsport-run BMW for the 2003 season, but struggled with the rear-wheel-drive car taking only three podiums en route to ninth in the championship. Unsurprisingly, Giovanardi returned to the wheel of an Alfa in 2004 as part of a four-car team by Autodelta, the new name for Nordauto. Giovanardi took a single victory at Valencia as he finished sixth in the championship, finishing behind team-mate Gabriele Tarquini, the first such occasion of Giovanardi being beaten by a team-mate. With the European series becoming the World Touring Car Championship in 2005 – the first such championship season since 1987 – Giovanardi was part of the Alfa factory outfit, alongside Tarquini, James Thompson and Augusto Farfus, with André Couto joining the quartet at his home round in Macau.
Giovanardi took a season-high four victories, as he finished as the highest-placed Alfa Romeo driver in the championship, finishing behind the BMWs of champion Andy Priaulx and Dirk Müller. His final appearance in the series to date came in 2006, when he replaced Pierre-Yves Corthals in Curitiba and joined Corthals in Macau for JAS Motorsport. In 2011, Giovanardi won the European Touring Car Cup at the Salzburgring in Austria, he clinched Hartmann Racing's third consecutive European Touring Car Cup, in a Honda Accord. With Alfa Romeo pulling out of the WTCC, Giovanardi began searching for a replacement ride for the 2006 season. In late 2005 Giovanardi tested a Vauxhall Astra Sport Hatch for the Triple Eight BTCC team at Pembrey in Wales; the team duly signed him, Tom Chilton up to drive for the team in 2006. Gavin Smith would join the team, making it a three-car Vauxhall effort, it was a testing year for the team and Giovanardi, as he came close to a first win at Donington Park before a final-corner collision with West Surrey Racing's Colin Turkington.
Giovanardi led into the chicane before an outbraking move by Turkington put him alongside
Fédération Internationale de l'Automobile
The Fédération Internationale de l'Automobile is an association established on 20 June 1904 to represent the interests of motoring organisations and motor car users. To the general public, the FIA is known as the governing body for many auto racing events; the FIA promotes road safety around the world. Headquartered at 8 Place de la Concorde, the FIA consists of 246 member organisations in 145 countries worldwide, its current president is Jean Todt. The FIA is known by its French name or initials in non-French-speaking countries, but is rendered as International Automobile Federation, its most prominent role is in the licensing and sanctioning of Formula One, World Endurance Championship, World Rally Championship and various forms of sports car and touring car racing. The FIA along with the Fédération Internationale de Motocyclisme certify land speed record attempts; the International Olympic Committee provisionally recognized the federation in 2011, granted full recognition in 2013. The Association Internationale des Automobile Clubs Reconnus was founded in Paris on 20 June 1904, as an association of national motor clubs.
The association was designed to represent the interests of motor car users, as well as to oversee the burgeoning international motor sport scene. In 1922, the AIACR delegated the organisation of automobile racing to the Commission Sportive Internationale, which would set the regulations for international Grand Prix motor racing; the European Drivers' Championship was introduced in 1931, a title awarded to the driver with the best results in the selected Grands Prix. Upon the resumption of motor racing after the Second World War, the AIACR was renamed the Fédération Internationale de l'Automobile; the FIA established a number of new racing categories, among them Formulas One and Two, created the first World Championship, the Formula One World Drivers' Championship, in 1950. The CSI determined the regulations for holding Grands Prix and selected the races that formed part of the World Championships – a World Sportscar Championship was established in 1953 – but the organisers of the individual races were responsible for accepting entries, paying prize money, the general running of each event.
In Formula One, this led to tension between the teams, which formed themselves into the Formula One Constructors Association founded in 1974, event organisers and the CSI. The FIA and CSI were amateur organisations, FOCA under the control of Bernie Ecclestone began to take charge of various aspects of organising the events, as well as setting terms with race organisers for the arrival of teams and the amount of prize money; this led to the FIA President Prince Metternich attempting to reassert its authority by appointing Jean-Marie Balestre as the head of the CSI, who promptly reformed the committee into the autonomous Fédération Internationale du Sport Automobile. Under Balestre's leadership FISA and the manufacturer-backed teams became involved in a dispute with FOCA; the conflict saw several races being cancelled or boycotted, large-scale disagreement over the technical regulations and their enforcement. The dispute and the Concorde Agreement, written to end it, would have significant ramifications for the FIA.
The agreement led to FOCA acquiring commercial rights over Formula One, while FISA and the FIA would have control over sport's regulations. FOCA chief Bernie Ecclestone became an FIA Vice-President with control over promoting the FIA's World Championships, while FOCA legal advisor and former March Engineering manager Max Mosley would end up becoming FISA President in 1991. Mosley succeeded Balestre as President of the FIA in 1993 and restructured the organisation, dissolving FISA and placing motor racing under the direct management of the FIA. Following the 1994 San Marino Grand Prix, which saw the deaths of Ayrton Senna and Roland Ratzenberger, the FIA formed an Expert Advisory Safety Committee to research and improve safety in motor racing. Chaired by Formula One medical chief Professor Sid Watkins, the committee worked with the Motor Industry Research Association to strengthen the crash resistance of cars and the restraint systems and to improve the drivers personal safety; the recommendations of the committee led to more stringent crash tests for racing vehicles, new safety standards for helmets and race suits, the eventual introduction of the HANS device as compulsory in all international racing series.
The committee worked on improving circuit safety. This led to a number of changes at motor racing circuits around the world, the improvement of crash barriers and trackside medical procedures; the FIA was a founder member of the European New Car Assessment Programme, a car safety programme that crash-tests new models and publishes safety reports on vehicles. Mosley was the first chairman of the organisation; the FIA helped establish the Latin NCAP and Global NCAP. The Competition Directorate of the European Commission and the FIA were involved in a dispute over the commercial administration of motorsport during the 1990s; the Competition Commissioner, Karel Van Miert had received a number of complaints from television companies and motorsport promoters in 1997 that the FIA had been abusing its position as motorsport's governing body. Van Miert's initial inquiry had not concluded by 1999, which resulted in the FIA suing the European Commission, alleging that the delay was causing damaging uncertainty, receiving an apology from the Commission over the leaking of documents relating to the case.
Mario Monti took over as Commissioner in 1999, the European
1990 Formula One World Championship
The 1990 FIA Formula One World Championship was the 44th season of FIA Formula One motor racing. It featured the 1990 Formula One World Championship for Drivers and the 1990 Formula One World Championship for Constructors, which were contested concurrently over a sixteen-race series that commenced on 11 March and ended on 4 November. Ayrton Senna won the Drivers' Championship for the second time, McLaren-Honda won their third consecutive Constructors' Championship; the championship featured a dramatic battle between Senna and former teammate Alain Prost, who had made the switch to Ferrari. Prost mounted Ferrari's first title challenge for several years, led the championship after three consecutive mid-season wins. Senna fought back and went into the penultimate round at the Suzuka circuit in Japan with a nine-point lead over Prost. There, Senna took pole position only for Prost to beat him off the line; this was the second year in succession. Senna admitted the following year that the collision was deliberate, as he was furious that Prost had been able to start on the clean side of the grid and had decided that he was not going to allow the Frenchman to'make the corner' should he lose the start.
The following teams and drivers competed in the 1990 FIA Formula One World Championship. McLaren retained 1988 champion Ayrton Senna, now partnered by Gerhard Berger. Ferrari signed reigning World Champion Alain Prost, Senna's great rival and former teammate, to partner Nigel Mansell; the other main team, retained their 1989 pairing of Thierry Boutsen and Riccardo Patrese. Benetton retained Alessandro Nannini, now in his third year with the team, signed triple world champion Nelson Piquet, who had had two disappointing years at Lotus in 1988 and 1989. Piquet's contract turned out to be incentive-based: he would be paid US$100,000 for every point scored, though he was paid a season retainer. With experienced Japanese driver Satoru Nakajima having left Lotus for Tyrrell, the Hethel-based team signed Derek Warwick and young Northern Irish driver Martin Donnelly; the cars would be powered by the Lamborghini V12 engine, as would the Lola cars used by the French Larrousse team. Tyrrell retained Jean Alesi for his first full season of Formula One, whilst Nakajima replaced the retired Jonathan Palmer.
Brabham kept Italian Stefano Modena, but Martin Brundle left F1 to return to the World Sportscar Championship with TWR, his place taken first by Swiss driver Gregor Foitek and by David Brabham, the youngest son of team founder and triple world champion Sir Jack Brabham. Foitek moved to the Onyx team, now part-owned by his father Karl Foitek. Arrows boss Jackie Oliver had sold the majority of the team to the Japanese Footwork company, while Italians Michele Alboreto and Alex Caffi replaced Warwick and Eddie Cheever, who returned home to America to embark on a successful career in IndyCar racing. During the off-season, German teams Zakspeed and Rial pulled out of Formula One. Zakspeed had withdrawn after five unsuccessful seasons and returned to sports car racing, while Rial had folded after just two seasons. New Italian team Life appeared on the grid, their car powered by their own unconventional W12 engine design. David Brabham's older brother Gary piloted the car in the first two rounds before pulling out and being replaced by Bruno Giacomelli, returning to F1 for the first time since the end of 1983.
In all, there were 19 teams and 35 cars at the start of 1990, meaning that nine cars from six teams would be required to pre-qualify during the first half of the season. The teams were Larrousse, AGS, EuroBrun, Osella and Life; the first race of the year was held on an angular street circuit in Phoenix, Arizona, USA. Unexpected rain in qualifying led to a grid with Gerhard Berger on pole position with Pierluigi Martini second in the Minardi, Andrea de Cesaris third in the Dallara, Jean Alesi fourth in the Tyrrell, Ayrton Senna down in fifth and Nelson Piquet sixth. Alesi took the lead at the start ahead of Berger, de Cesaris, Senna and Piquet. Alesi pulled away and Berger was dropping back. Senna passed de Berger hit a wall on lap 9, forcing him to pit, he retired with clutch problems. Alesi was 8.2 seconds ahead but Senna started to reel him in. Senna attacked on lap 34 but Alesi defended and kept the lead. Senna did the job properly one lap and pulled away to win. Behind, Thierry Boutsen passed Piquet to take third with Stefano Modena's Brabham and Satoru Nakajima's Tyrrell getting the final points.
The Brazilian Grand Prix had returned to the Interlagos Autodrome in São Paulo for the first time since 1980, having been at the Jacarepagua Riocentro Autodrome in Rio de Janeiro for 9 previous seasons consecutively, 1978. The circuit had been shortened from 4.9 mi to 2.6 mi. During qualifying and Berger were 1–2 with Boutsen and Patrese 3–4 and the Ferraris of Nigel Mansell and Alain Prost behind them. At the start, Senna led Berger, Prost and Mansell. Boutsen could not keep up with Senna. At the stops, Boutsen ran into a tyre and had to change his nose cone, dropping back to 11th and some good work from the Ferrari crew got Prost ahead of Berger and Mansell ahead of Patrese. Senna was ahead of Prost, Mansell, Patrese an
Giuseppe "Beppe" Gabbiani is an Italian racing driver. He participated in 17 World Championship Formula One Grands Prix, debuting on 1 October 1978, scored no championship points, he participated in one non-Championship Formula One race. In Formula 2, he won the 1983 Eifelrennen. In sports car racing, he finished third in the 2003 1000km Spa. Profile at grandprix.com Official website