Gijs van Lennep
Gijsbert van Lennep is a Dutch esquire and former racing driver who competed in eight Formula One races. However his main achievements were in sports car racing, he is a member of the untitled Dutch nobility with Jonkheer. Van Lennep drove for the Porsche sportscar team beginning in 1967, he shared the number 22 Martini Racing Porsche 917K with Helmut Marko, winning the 24 Hours of Le Mans in 1971. They set a distance record, covering 5,335 km, which remained unbeaten until 2010. In 1971, the Stichting Autoraces Nederland hired a Surtees TS7 for him to make his F1 debut in his home GP where he finished a creditable eighth in a wet GP; the following year Van Lennep won the 1972 Rothmans European Formula 5000 Championship driving a Surtees TS11 and a McLaren M18. He drove twice for the Williams GP team, earning his first World Championship point with sixth place in the 1973 Dutch Grand Prix. With Ensign, he scored a second point in the 1975 German Grand Prix, making him the fifth most successful Dutch Formula One driver behind Max Verstappen, Jos Verstappen, Carel Godin de Beaufort and Christijan Albers.
In 1973, he won the last Targa Florio. He continued with sportscar racing, sharing a Porsche 936 Turbo with Jacky Ickx to win Le Mans 24 for a second time in 1976, before retiring from racing. Profile at www.grandprix.com
Fernando Alonso Díaz audio is a Spanish racing driver and former Formula One racing driver. He is a two-time Formula One World Champion and is regarded as one of the greatest Formula One drivers in the history of the sport, he has contested 17 seasons of Formula One. Outside Formula One, Alonso is leading the 2018–19 FIA World Endurance Championship with Toyota Gazoo Racing, he won the 2018 24 Hours of Le Mans on his first attempt and won the 2019 24 Hours of Daytona, after his debut in 2018. He contested the 2017 Indianapolis 500. Born in Oviedo, the capital of the autonomous region of Asturias, Alonso started in karting from the age of 3, he won three consecutive karting championships in Spain from 1994 to 1997, he became world karting champion in 1996. He made his Formula One debut in the 2001 season with Minardi, moved to the Renault team as a test driver the next year; as a main Renault driver from 2003, he was crowned Formula One World Drivers' Champion in both 2005 and 2006. At the age of 24 years and 58 days upon clinching the title, he was the youngest Formula One World Drivers' Champion, subsequently the youngest double Champion at the time.
He joined McLaren in 2007, before returning to Renault for two seasons in 2008 and 2009. Alonso raced for Scuderia Ferrari for five seasons between 2010 and 2014. During that time he finished second in the championship behind Sebastian Vettel three times, won 11 further Grands Prix. Two of those years, he narrowly lost the title at the final race, he returned to McLaren for four seasons between 2015 and 2018. Alonso has held various driving records in Formula One, he was the youngest driver to qualify on pole position and to win a Grand Prix at the 2003 Malaysian Grand Prix and the 2003 Hungarian Grand Prix respectively. He was the youngest World champion upon clinching the title at the age of 24 years and 58 days, subsequently the youngest double World Champion. From 2013 until 2015, he held the record for most career championship points; each of these records were surpassed by Sebastian Vettel. As of February 2019, Alonso is the only Spanish driver to have won a Formula One Grand Prix and is the driver with the sixth highest number of Grand Prix wins, with 32.
As a winner of the Monaco Grand Prix and the 24 Hours of Le Mans, Alonso is one of just thirteen drivers to have won two of the three races that make up the Triple Crown of Motorsport. Alonso is nicknamed a typical diminutive for Fernando in Asturias, his place of birth, he is a Goodwill Ambassador for UNICEF. Fernando Alonso was born in Asturias in northern Spain, his mother worked in a department store and his father was employed as a mechanic in an explosives factory near Oviedo. Alonso has Lorena. Alonso's father José Luis, an amateur kart racer, wanted to pass on his passion to his children, he built a kart meant for eight-year-old Lorena, but unlike her three-year-old brother, she showed no interest in the sport. Alonso attended the Holy Guardian Angel Primary School in Oviedo until he was 14 when he attended the Instituto Leopoldo Alas Clarín of San Lázaro, he dropped out in 2000. Since winning his first world championship in 2005, Alonso became an ambassador of Oxford Brookes University, to promote the new field of study of Motorsport of Business for Social Science financing 12 students from all parts of the world.
Alonso lived in Oxford, England until he moved his residence to Switzerland in 2006. Alonso owned a house in Mont-sur-Rolle, near Lake Geneva from 2006 to 2010, in February 2010 he moved house to Lugano in order to be closer to his new Formula One employer Ferrari, it is common for Formula One stars to take up residence in Switzerland to reduce their tax bills. In the winter of 2010–11, Alonso moved back to Oviedo in order to be closer to friends and family, costing him an estimated £50 million in tax. Alonso married Raquel del Rosario, lead singer of Spanish pop band El Sueño de Morfeo, on 17 November 2006, they announced their intention to divorce in December 2011. In mid-2012, Alonso started dating Russian model Dasha Kapustina; the couple split in 2014. Since early 2015, Alonso had a relationship with Spanish journalist Lara Álvarez, they separated in 2016. Since 2017 Alonso is in a relationship with Italian model Linda Morselli. Alonso is a supporter of the football teams Real Real Oviedo. In addition to Spanish, he speaks English and French.
Alonso has a tattoo of a samurai on his back. He revealed that the tattoo showed strength in his muscles and force of will with inspiration from the Hagakure, the spiritual guide written by Yamamoto Tsunetomo in the 18th century, he lives in Dubai. Alonso confirmed his atheism in a 2005 interview. In 2017 he was asked. Alonso replied "I believe things happen. All the things that happen in a race or happen in a championship or in your life, there is maybe a reason behind, and that reason is because better times are coming, I prefer to think that way." As a child, Alonso participated in karting competitions around Spain, supported by his father, who doubled as his mechanic. His family lacked the financial resources needed to develop a career in motorsport, but his victories attracted sponsorship and the required funds. Alonso has attributed his ability to adapt his driving style to different conditions to his karting career: having started racing at the age of three, he tended to be "four or five years younger" than his competitors, had to cope with the challenges of racing at that age: "you can't reach the pedals, you can't reach
Philip Toll Hill Jr. was an American automobile racer and the only American-born driver to win the Formula One World Drivers' Championship. He scored three wins at each of the 24 Hours of Le Mans and 12 Hours of Sebring sports car races. Hill once said, "I'm in the wrong business. I don't want to beat anybody, I don't want to be the big hero. I'm a peace-loving man, basically." Born in Miami, Hill was raised in Santa Monica, where he lived until his death. He studied business administration at the University of Southern California from 1945 to 1947, where he was a member of the Kappa Sigma fraternity. Hill left early working as a mechanic on other drivers' cars. Hill began racing cars at an early age, going to England as a Jaguar trainee in 1949 and signing with Enzo Ferrari's team in 1956, he made his debut in the French Grand Prix at Reims France in 1958 driving a Maserati. That same year, paired with Belgian teammate Olivier Gendebien, Hill became the first American-born winner of the 24 Hours of Le Mans with Hill driving most of the night in horrific rainy conditions.
He and Gendebien would go on to win the famous endurance race again in 1961 and 1962. Hill began driving full-time for the Ferrari Formula One team in 1959, earning three podium finishes and fourth place in the Drivers' Championship. In 1960 he won the Italian Grand Prix at Monza, the first Grand Prix win for an American driver in nearly forty years, since Jimmy Murphy won the 1921 French Grand Prix; this turned out to be the last win for a front-engined car in Formula 1. The following season, Hill won the Belgian Grand Prix and with two races left trailed only his Ferrari teammate Wolfgang von Trips in the season standings. A crash during the Italian Grand Prix killed fourteen spectators. Hill won the race and clinched the championship but the triumph was bittersweet. Ferrari's decision not to travel to America for the season's final round deprived Hill of the opportunity to participate in his home race at Watkins Glen as the newly crowned World Champion; when he returned for the following season, his last with Ferrari, Hill said, "I no longer have as much need to race, to win.
I don't have as much hunger anymore. I am no longer willing to risk killing myself." After leaving Ferrari at the end of 1962, he and fellow driver Giancarlo Baghetti started for the new team ATS created by ex-Ferrari engineers in the great walkout of 1961. In 1964 Hill continued in Formula One, driving for the Cooper Formula One Team before retiring from single-seaters at the end of the season and limiting his future driving to sports car racing with Ford Motor Company and the Chaparral Cars of Jim Hall. During the 1966 Formula One season, Hill participated in race weekends behind the wheel of a Ford GT40 prototype, accompanied by a remote-control Panasonic camera in order to produce images for the movie Grand Prix. In that same season, he entered his last Formula One race, the Italian Grand Prix at Monza, racing for Dan Gurney's All American Racers, but he failed to qualify. Hill retired from racing altogether in 1967. Hill has the distinction of having won the first and last races of his driving career, the final victory driving for Chaparral in the BOAC 500 at Brands Hatch in England in 1967.
Hill drove an experimental MG, EX-181, at Bonneville Salt Flats. The "Roaring Raindrop" had a 91-cubic-inch supercharged MGA twin cam engine, using 86% methanol with nitrobenzene and sulphuric ether, for an output of 290 HP. In 1959 Hill attained 257 mph in this car, breaking the previous record of Stirling Moss in the same car, 246 mph. Following his retirement, Hill built up an award-winning classic car restoration business in the 1970s called Hill & Vaughn with business partner Ken Vaughn, until they sold the partnership to Jordanian Raja Gargour and Vaughn went on to run a separate business on his own in 1984. Hill remained with Gargour at Hill & Vaughn until the sale of the business again in 1995. Hill worked as a television commentator for ABC's Wide World of Sports. Hill had a distinguished association with Road & Track magazine, he wrote several articles for them, including road tests and retrospective articles on historic cars and races. He shared his "grand old man" status at R&T with 1960s racing rival Paul Frère, who died in 2008.
Hill, in his last years, devoted his time to his vintage car collection and judged at the Pebble Beach Concours d'Elegance more than any other individual. Hill was married to Alma, had three children: Derek and Jennifer. Derek raced in International Formula 3000 in 2001, 2002 and 2003, but was forced to retire when Phil became ill with Parkinson's disease. After traveling to the Monterey Historic Automobile Races in August 2008, Hill was taken to Community Hospital of the Monterey Peninsula, where he died after a short illness from complications of Parkinson's disease in Monterey, California, on August 28. In 1991, he was inducted into the International Motorsports Hall of Fame, he was inducted in the Motorsports Hall of Fame of America as the sole sports cars driver in the inaugural 1989 class. Primary career victories: 24 Hours of Le Mans: 1958, 1961, 1962 12 Hours of Sebring: 1958, 1959, 1961 1000 km Buenos Aires: 1958, 1960 1000 km Nürburgring: 1962, 1966 F1 Italian Grand Prix: 1960, 1961 F1 Belgian Grand Prix: 1961 BOAC 500 (Bra
Derek Bell (racing driver)
Derek Reginald Bell is a British racing driver, successful in sportscar racing, winning the Le Mans 24 hours five times, the Daytona 24 three times and the World Sportscar Championship twice. He raced in Formula One for the Ferrari, Wheatcroft, McLaren and Tecno teams, he has been described by fellow racer Hans-Joachim Stuck as one of the most liked drivers of his generation. Bell grew up on a farm and helped to run the Church Farm caravan site, complete with its own pub, near Pagham Harbour before being encouraged by his stepfather Bernard Hender to take up racing with a Lotus Seven in 1964, he won his first race in the Lotus at Goodwood in March of that year. He graduated to Formula Three in the following year racing a Lotus 31 and in 1966 switched to a Lotus 41 scoring his first victory, again at Goodwood. In 1967 he enjoyed seven wins, he entered Formula Two in a privateer Brabham BT23C fielded by his stepfather's Church Farm Racing team and after several promising performances, which caught Enzo Ferrari's eye, made his Formula One Grand Prix debut for Ferrari at Monza in 1968.
He contested the 1969 Tasman Series in a 2.4 Dino Ferrari and was second at Lakeside to Amon and Rindt at Warwick Farm. In 1969 he raced the four-wheel-drive McLaren M9A in its only race at the British Grand Prix at Silverstone. Bell took part in the filming of Le Mans starring Steve McQueen, he and his family lived with the McQueen family during the filming, the two becoming friends. Bell had a lucky escape during the making of the film; the Ferrari 512 he was driving caught fire whilst getting into position for a take. He suffered minor burns. Although the car was badly damaged, it was rebuilt and is still racing at historic meets. Bell finished second in the 1970 European Formula Two Championship, driving a Brabham BT30 for Wheatcroft Racing. In 1972 he got a drive in the Tecno Formula One team, along with Nanni Galli, he raced a number of times for the Surtees team, including a 6th place at the 1970 United States Grand Prix racing a Surtees TS7, to be his highest finish in the Formula One World Championship.
He finished 11th in the 1974 German Grand Prix. Enjoying single seaters more than sports cars he accepted drives in F5000/Libre British Shellsport series and F5000 in 1976-7 the Penske PC7 March and odd F5000 drives in the US and Australia, it was to be in sports car racing, which he came to via a drive in Jacques Swaters entered Ferrari 512M in the 1970 Spa 1000 km, leading to a Ferrari works drive at the 1970 Le Mans 24 hours, where he built a strong reputation as a world class and world championship winning racer. Bell is best known for winning the Le Mans 24 hours race five times, in 1975, 1981, 1982, 1986 and 1987, making him the most successful British driver in the race to date, he was teamed with the Belgian Jacky Ickx in 1975, racing the Gulf Mirage GR8, again in 1981, racing a Porsche 936, in 1982 racing a Rothmans Porsche 956. The Bell/Ickx partnership is considered as one of the most famous pairings in motorsport history. Bell went on to win the 1986 and 1987 Le Mans teamed with Hans-Joachim Stuck and Al Holbert racing a Rothmans Porsche 962.
His first Le Mans was in 1970 in a works entered Ferrari 512, with co-driver Ronnie Peterson, his last in 1996 racing a McLaren F1 GTR. Bell achieved his highest speed at Le Mans at the 1971 Le Mans 24 hours April test day, reaching a calculated top speed of 246 mph on the Mulsanne Straight in the JW Gulf Porsche 917LH. Bell won the World Sportscar Championship title twice in 1985 and 1986 and the 24 Hours of Daytona three times in 1986, 1987 and 1989, he won the 1973 Silverstone RAC Tourist Trophy racing a BMW 3.0CSL with Harald Ertl. In 1984 he won the Nürburgring 1000km with Stefan Bellof, racing a Porsche 956, with a notable 4th place in the 1974 Nürburgring 1000km racing a Gulf GR7 with James Hunt on the longer 22.8 km circuit. His first victory in the Spa 1000km came in 1974 racing a Mirage M6 with Mike Hailwood, going onto win the 1975 and 1984 editions, with Henri Pescarolo, in 1975, in that season's dominant Alfa Romeo Tipo 33TT12 on the old 14 km track and with Stefan Bellof, in the dominant Porsche 956 of 1984, on the shorter circuit used by Formula One.
He is one of two drivers to win the Spa 1000km on both the original and current circuits, the other being Jacky Ickx. Bell was hired as chairman for the Spectre R42 super car project between 1996 and its demise in 1997. In 2001 he was hired to consult for the Bentley Speed 8 programme, helping Bentley to win Le Mans two years later, he now splits his time between the United States and his home near Chichester, UK, with his wife Misti. He is an after dinner speaker and motorsport commentator, races in historic events, is a global ambassador for Bentley. Bell is an operating partner of Bentley Naples in Naples, Florida, USA, his eldest son, Justin Bell is a racer. The two raced together in the 1991 24 Hours of Daytona, the 1992 24 Hours of Le Mans. Bell was to race in the 2008 24 Hours of Daytona with Justin, however the car dropped out of the race early and Derek did not get to run in the race. Aside from winning at Le Mans five times, he claims his proudest moment was coming third with his son Justin racing the Harrods sponsored McLaren F1 GTR in the 1995 Le Mans on Fathers Day.
Bell is a patron for the charities Hope for Tomorrow Mission Motorsport and the Henry Surtees Foundation. He is an Ambassador for the Fly Navy Heritage Trust. Bell is the president of the oldest pram race in the world; the Pagham Pram Race started in 1946 and is run annually at
Christopher Arthur Amon, was a New Zealand motor racing driver. He was active in Formula One racing in the 1960s and 1970s and is regarded as one of the best F1 drivers never to win a championship Grand Prix, his reputation for bad luck was such that fellow driver Mario Andretti once joked that "if he became an undertaker, people would stop dying". Former Ferrari Technical Director Mauro Forghieri stated that Amon was "by far the best test driver I have worked with, he had all the qualities to be a World Champion but bad luck just wouldn't let him be". Apart from driving, Chris Amon ran his own Formula One team for a short period in 1974. Away from Formula One, Amon had some success in sports car racing, teaming with co-driver Bruce McLaren to win the 24 Hours of Le Mans race in 1966. Amon was born in Bulls, attended Wanganui Collegiate School, he was the only child of wealthy sheep-owners Betty Amon. He learned to drive at the age of six, taught by a farm worker on the family farm. On leaving school, he persuaded his father to buy him an Austin A40 Special, which he entered in some minor local races and hillclimbs along with practice on the family farm.
He progressed to a 1.5-litre Cooper and an old 2.5-litre Maserati 250F, but only began to draw attention when he drove the Cooper-Climax T51 which Bruce McLaren had used to win his maiden Grand Prix. In 1962 Amon entered the Cooper for the New Zealand winter series, but was hampered by mechanical problems. However, Scuderia Veloce entered him in a similar car, and, in the rain at Lakeside, he performed well. One of the spectators there was the English racing driver Reg Parnell who persuaded Amon to come to England and race for his team. In a test at Goodwood Amon continued to impress and was on the pace in the Goodwood International Trophy and Aintree 200 pre-season races. For the 1963 Formula One season the Parnell team were using the year old Lola Mk4A, powered by 1962 specification Climax V8 engines. Amon was teamed with the experienced Maurice Trintignant for the first race of the season at Monaco and his Grand Prix career started with what was to become typical bad luck: Trintignant's Climax developed a misfire, so he took over Amon's car.
At the 1963 Belgian Grand Prix, Amon was partnered by Lucien Bianchi and started ahead of him from 15th position. After nine laps, however, an oil fire ended his race, he continued to experience mechanical problems at the Dutch and German Grands Prix. Amon qualified in the midfield and outpaced his teammates, who included his good friend Mike Hailwood, his best results of the year were seventh at the French and British Grands Prix. During this time, Amon's social life was attracting as much attention as his driving, he was a member of the Ditton Road Flyers, the social set named after the road in London where Amon shared an apartment with American Peter Revson and Tony Maggs. Parnell was nonetheless impressed with Amon's results in what was regarded as less-than-competitive machinery and promoted him to team leader. Parnell died from peritonitis in January 1964 and his son Tim took over the team. In a series of four pre-season races in Britain and Italy, Amon recorded three fifth places at Snetterton and Syracuse.
He failed to qualify for the first F1 race of the season, the Monaco GP, but at the next race, the Dutch GP, he scored his first World Championship points. The rest of his season, was blighted by mechanical problems. Parnell was only if it ran Richard Attwood as its regular driver. Reluctantly, Parnell agreed and Attwood took Amon's place. Spotting an opportunity, Bruce McLaren signed Amon for his new McLaren team, but when no second McLaren F1 car materialised, Amon could only drive in sports car races. At the French GP Amon rejoined Parnell to stand in for an injured Attwood. Amon competed in a Formula Two race in Stuttgart and won, he returned to Germany for the German GP as second Parnell driver, but mechanical failure again forced an early retirement. His last drive before Attwood's return, a non-championship race in Enna, Sicily ended in retirement. During 1966 Amon continued to race for McLaren in Can-Am, he was intended to drive the second McLaren M2B but difficulties with engine supply meant that the team never made the intended expansion to two cars.
However, an opportunity arose to drive for the Cooper F1 team after Richie Ginther left them for Honda. Amon drove for Cooper at the French GP and was scheduled to drive for them for the rest of the season, until the more successful John Surtees left Scuderia Ferrari to join Cooper and Amon found himself dropped. Amon made one other F1 appearance during the year, driving a Brabham BT11 powered by an old 2-litre BRM engine at the Italian GP under the banner of "Chris Amon Racing", he failed to qualify. Amon did however, score his biggest success to date when he partnered Bruce McLaren in a 7-litre Ford GT40 Mark II at the 1966 Le Mans 24-hour race, spearheading a formation finish, he subsequently received an invitation to meet Enzo Ferrari at the Ferrari home in Maranello, where he signed to race for Ferrari in 1967 alongside Lorenzo Bandini, Mike Parkes and Ludovico Scarfiotti. Amon's first year with Ferrari did not begin auspiciously. En route to Brands Hatch for the pre-seaso
Michele Alboreto was an Italian racing driver. He was runner up to Alain Prost in the 1985 Formula One World Championship, as well as winning the 1997 24 Hours of Le Mans and 2001 12 Hours of Sebring sports car races. Alboreto competed in Formula One from 1981 until 1994, racing for a number of teams, including five seasons for Ferrari; the Italian's career in motorsport began in 1976, racing a car he and a number of his friends had built in the Formula Monza series. The car, achieved little success and two years Alboreto moved up to Formula Three. Wins in the Italian Formula Three championship and a European Formula Three Championship crown in 1980 paved the way for the Italian's entrance into Formula One with the Tyrrell team. Two wins, the first in the final round of the 1982 season in Las Vegas, the second a year in Detroit, earned him a place with the Ferrari team. Alboreto took three wins for the Italian team and challenged Alain Prost for the 1985 Championship losing out by 20 points; the following three seasons were less successful, at the end of the 1988 campaign, the Italian left Ferrari and re-signed with his former employers Tyrrell, where he stayed until joining Larrousse midway through 1989.
Further seasons with Footwork, Scuderia Italia and Minardi followed during the tail end of his F1 career. In 1995, Alboreto moved on to sportscars and a year the American IndyCar series, he took his final major victories, the 1997 Le Mans 24 Hours and 2001 Sebring 12 Hours, with German manufacturers Porsche and Audi respectively. In 2001, a month after his Sebring victory, he was killed testing an Audi R8 at the Lausitzring in Germany. Michele Alboreto started his career in 1976 racing in Formula Monza with a car he and his friends built, known as the "CMR"; the car itself proved to be uncompetitive and in 1978 Alboreto, now in a more competitive March, moved over to Formula Italia where he began to take race wins. Two years Alboreto moved up to Formula Three, racing in a Euroracing-entered March-Toyota in both the European and Italian series. In his début Formula Three season, Alboreto finished 6th and 2nd in the two championships, scoring three wins in the Italian series. 1980 would prove to be the Italian's final, most successful, year in Formula Three where he took the European crown and finished third in the Italian championship, taking five wins between the two series.
An appearance in the British Championship was made that year. Alboreto's European title earned him a move into Formula Two, a feeder series for Formula One, with the Minardi team, he scored Minardi's only F2 victory, at Misano, during the 1981 season where he finished eighth in the championship. Despite his career in open wheel racing, Alboreto was chosen by Lancia to be part of their official squad in the World Championship for Makes, running in rounds which did not conflict with his other races, he shared the Group 5 category Lancia Beta Montecarlo with Walter Röhrl or Eddie Cheever on four occasions during the 1980 season, scoring three second-place finishes and a fourth. Alboreto again ran a partial schedule in 1981 though he was running Formula Two and Formula One; this season included his first participation in the 24 Hours of Le Mans. He earned an eighth-place finish overall, second in class, was the highest finishing Lancia, he followed this with his first win in the championship, at the Six Hours of Watkins Glen with co-driver Riccardo Patrese.
Alboreto finished the year 52nd in the highest ranked Lancia driver. When Lancia chose to move to a new class of competition with the Lancia LC1 as the championship concentrated on endurance races in 1982, further success came for Alboreto. A small schedule for the championship, as well as an emphasis on European circuits allowed him to compete in every race that year. Although the LC1 suffered from mechanical problems on its debut and teammate Patrese were able to rebound to earn a victory at the 1000 km of Silverstone. Teo Fabi joined the duo for the 1000 km of the Nürburgring, he was not able to repeat his previous success at Le Mans when the LC1's engine failed, was unable to complete an event at Spa when the car broke in the closing laps. A third victory was earned by Alboreto and new teammate Piercarlo Ghinzani at their home circuit, Mugello; the final two races of the World Championship season had Alboreto's car eliminated from contention due to accidents. At the end of the season, he had secured fifth in the Drivers' Championship.
Lancia changed classes and cars once again in 1983 World Sportscar Championship season, but Alboreto remained as one of the team's primary drivers. He brought the new Lancia LC2 to a ninth-place finish in its debut at the 1000 km of Monza, but the new car struggled to finish the next few races of the season, his entries would not finish another race until round five. While Lancia chose to skip rounds of the championship, he would not return to the team in order to concentrate on his commitments to Formula One, his troubles with the LC2 and early departure from the team earned him only two points in the championship. At the age of 24, Alboreto made his Formula One debut at the 1981 San Marino Grand Prix for the Cosworth-powered Tyrrell Racing team, replacing Ricardo Zunino after the Argentine failed to impress team boss Ken Tyrrell. For the Italian, a collision with fellow countryman Beppe Gabbiani put him out of the race after completing 31 of the 60 laps. Alboreto failed to score a single point during his debut year, his highest position being ninth at the Dutch Grand Prix.
In comparison to the previous season, Alboreto had a more successful 1982 c
Gérard Larrousse is a former sports car racing and Formula One driver from France. After the end of his career as racing car driver, he continued to be involved in Formula One as a team manager for Renault, he founded and ran his own Formula One team, from 1987 to 1994. Born in Lyon, Larousse began his motorsport career in rallying before focusing on circuit racing, he won the French Rally Championship with an Alpine A110. His biggest successes in international rallies came in a Porsche 911, he won the Tour de Corse in 1969, placed second at the Monte Carlo Rally in 1969, 1970 and 1972. On gravel, he achieved a sixth place at the 1970 RAC Rally. In a team with Vic Elford in 1971, Larrousse won the 12 Hours of Sebring with a Porsche 917K and the 1000km Nürburgring in a Porsche 908/03, he would follow this with victory at the 24 Hours of Le Mans in 1973 and 1974 alongside Henri Pescarolo for Matra-Simca. He participated in two Grands Prix, debuting on 12 May 1974, but failed to any score championship points.
He drove Brabham BT42s for Scuderia Finotto. Following his sports car career, he moved into racing management, running the Elf Switzerland operation in the European Formula Two Championship. From there, Larrousse went on to run the original factory Renault Formula One team during its final days as a full-fledged factory team in 1984 and 1985. Larrousse shared ownership of an eponymous Formula One team with various partners, from 1987 to 1994, his team achieved limited success in F1, with a best finish of 6th in the Constructor's Championship in 1990. However the team struggled in following seasons and by 1994, Larrousse was forced to run several pay-drivers to help make ends meet. Although plans were in place to participate in the 1995 season, a lack of funds meant that the team was forced to withdraw from Formula One. Gerard Larrousse official website