International Formula 3000
The Formula 3000 International Championship was a motor racing series created by the Fédération Internationale de l'Automobile in 1985 to become the final preparatory step for drivers hoping to enter Formula One. Formula Two had become too expensive, was dominated by works-run cars with factory engines; the series began as an open specification tyres were standardized from 1986 onwards, followed by engines and chassis in 1996. The series ran annually until 2004, was replaced in 2005 by the GP2 Series; the series was staged as the Formula 3000 European Championship in 1985, as the Formula 3000 Intercontinental Championship in 1986 and 1987 and as the Formula 3000 International Championship from 1988 to 2004. Formula 3000 replaced Formula Two, was so named because the engines used were limited to 3000cc maximum capacity; the Cosworth DFV was a popular choice, having been made obsolete in Formula One by the adoption of 1.5 litre turbocharged engines.. The rules permitted any 90-degree V8 engine, fitted with a rev-limiter to keep power output under control.
As well as the Cosworth, a Honda engine based on an Indy V8 by John Judd appeared. In years, a Mugen-Honda V8 became the thing to have, eclipsing the DFV. Costs, not unlike the senior series, were getting out of control; the first chassis from March, AGS and Ralt were developments of their existing 1984 Formula Two designs, although Lola's entry was based on and looked much like an IndyCar. A few smaller teams tried obsolete three-litre Formula One cars, with little success—the Grand Prix and Indycar-derived entries were too unwieldy—their fuel tanks were about twice the size of those needed for F3000 races, the weight distribution was not ideal; the first few years of the championship saw March establishing a superiority over Ralt and Lola—there was little to choose between the chassis, but more Marches were sold and ended up in better hands. The form book was rewritten in 1988 with the entry of the ambitious Reynard marque with a brand new chassis; this would continue in F3000. The next couple of years saw Lola improve slightly—their car was arguably marginally superior to the Reynard in 1990—and March slip, but both were crushed by the Reynard teams and by the mid-90s, F3000 was a virtual Reynard monopoly, although Lola did return with a promising car and the Japanese Footwork and Dome chassis were seen in Europe.
Dallara tried the series before moving up to Formula One, AGS moved up from Formula Two but never recaptured their occasional success. At least one unraced F3000 chassis existed—the Wagner fitted with a straight-six short-stroke BMW; this was converted into a sports car, however. The series was not without controversy. Definitive rules for the 1985 season did not appear. In 1987 questions were asked about the ability of some of the drivers, given the high number of accidents in the formula. In 1989 the eligibility of the new Reynard chassis was challenged - it was raced with a different nose to the one, crash tested; this season saw problems with driver changes - the cost of F3000 was escalating to the point that teams were finding it difficult to run drivers for a whole season. A badly implemented "two driver changes per car per season" rule meant that some cars had to sit idle while drivers with budgets could not race them. In 1991 the performance of some Italian teams attracted attention - they had started using Agip's "jungle juice" Formula One fuel, worth an estimated 15 bhp—giving their drivers a significant advantage.
In the early years of the formula there was much concern about safety, with a high number of accidents resulting in injuries to drivers and one fatality in the International Championship - Marco Campos in the last round of the 1995 series. Formula 3000 races during the "open chassis" era tended to be of about 100–120 miles in distance, held at major circuits, either headlining meetings or paired with other international events; the "jewel in the crown" of the F3000 season was traditionally the Pau Grand Prix street race, rivalled for a few years by the Birmingham round. Most major circuits in France, Spain and the United Kingdom saw the series visit at least once. In 1996, new rules introduced a single engine and chassis, to go along with tyre standardization introduced in 1986; the following year the calendar was combined with that of Formula One, so the series became support races for the Grand Prix. Several Grand Prix teams established formal links with F3000 teams to develop young drivers.
The series grew through the late nineties, reaching an entry of nearly 40 cars - although this in itself was problematic as it meant many drivers failed to qualify. In 2000, the series was restricted to 15 teams of two cars each. However, by 2002 expenses were once more high and the number of entries, sponsors d
West Germany the Federal Republic of Germany, referred to by historians as the Bonn Republic, was a country in Central Europe that existed from 1949 to 1990, when the western portion of Germany was part of the Western bloc during the Cold War. It was created during the Allied occupation of Germany in 1949 after World War II, established from eleven states formed in the three Allied zones of occupation held by the United States, the United Kingdom and France, its capital was the city of Bonn. At the onset of the Cold War, Europe was divided among the Eastern blocs. Germany was de facto divided into two countries and two special territories, the Saarland and divided Berlin; the Federal Republic of Germany claimed an exclusive mandate for all of Germany, considering itself to be the democratically reorganised continuation of the 1871–1945 German Empire. It took the line. Though the GDR did hold regular elections, these were not fair. From the West German perspective, the GDR was therefore illegitimate.
Three southwestern states of West Germany merged to form Baden-Württemberg in 1952, the Saarland joined the Federal Republic of Germany in 1957. In addition to the resulting ten states, West Berlin was considered an unofficial de facto 11th state. While not part of the Federal Republic of Germany, as Berlin was under the control of the Allied Control Council, West Berlin politically-aligned itself with West Germany and was represented in its federal institutions; the foundation for the influential position held by Germany today was laid during the Wirtschaftswunder of the 1950s when West Germany rose from the enormous destruction wrought by World War II to become the world's third-largest economy. The first chancellor Konrad Adenauer, who remained in office until 1963, had worked for a full alignment with NATO rather than neutrality, he not only secured a membership in NATO but was a proponent of agreements that developed into the present-day European Union. When the G6 was established in 1975, there was no question whether the Federal Republic of Germany would be a member as well.
Following the collapse of communism in Central and Eastern Europe in 1989, symbolised by the opening of the Berlin Wall, there was a rapid move towards German reunification. East Germany voted to dissolve itself and accede to the Federal Republic in 1990, its five post-war states were reconstituted along with the reunited Berlin, which ended its special status and formed an additional Land. They formally joined the Federal Republic on 3 October 1990, raising the number of states from 10 to 16, ending the division of Germany; the reunion did not result in a brand-new country. The expanded Federal Republic retained West Germany's political culture and continued its existing memberships in international organisations, as well as its Western foreign policy alignment and affiliation to Western alliances like UN, NATO, OECD and the European Union; the official name of West Germany, adopted in 1949 and unchanged since is Bundesrepublik Deutschland. In East Germany, the terms Westdeutschland or westdeutsche Bundesrepublik were preferred during the 1950s and 1960s.
This changed once under its 1968 constitution, when the idea of a single German nation was abandoned by East Germany, as a result West Germans and West Berliners were considered foreigners. In the early 1970s, starting in the East German Neues Deutschland, the initialism "BRD" for the "Federal Republic of Germany" began to prevail in East German usage. In 1973, official East German sources adopted it as a standard expression and other Eastern Bloc nations soon followed suit. In reaction to this move, in 1965 the West German Federal Minister of All-German Affairs Erich Mende issued the Directives for the appellation of Germany, recommending avoiding the initialism. On 31 May 1974, the heads of West German federal and state governments recommended always using the full name in official publications. From on West German sources avoided the abbreviated form, with the exception of left-leaning organizations which embraced it. In November 1979 the federal government informed the Bundestag that the West German public broadcasters ARD and ZDF had agreed to refuse to use the initialism.
The ISO 3166-1 alpha-2 country code of West Germany was "DE", which has remained the country code of Germany after reunification. ISO 3166-1 alpha-2 are the most used country codes, the "DE" code is notably used as country identifier extending the postal code and as the Internet's country code top-level domain.de. Accordingly the less used ISO 3166-1 alpha-3 country code of West Germany was "DEU", which has remained the country code of reunified Germany; the now deleted codes for East Germany, on the other hand, was "DD" in ISO 3166-1 alpha-2 and "DDR" in ISO 3166-1 alpha-3. The colloquial term "West Germany" or its equivalent was used in many languages. "Westdeutschland" was a widespread colloquial form used in German-speaking countries without political overtones. On 4–11 February 1945 leaders from the United States, the United Kingdom and the Soviet Union held the Yalta Conference where future arrangements as regards post-war Europe and strategy against Japan in the Pacific were negotiated.
The conference agreed that post-war Germany would be divided into four occupation zones: a French Zone in the far west.
José Pedro Mourão Lamy Viçoso, OIH, known as Pedro Lamy is a Portuguese professional racing driver racing in endurance races teaming up with Mathias Lauda and gentleman driver Paul Dalla Lana. He was the first Portuguese driver to score a point in a Formula One World Championship event, in the 1995 Australian Grand Prix, for Minardi. Born in Aldeia Galega, Portugal, Lamy graduated from karting and won the Portuguese Formula Ford Championship in his debut year, in 1989, at the age of 17. Taking on Domingos Piedade as a manager, Lamy moved to Formula Opel Lotus and won the championship in his second attempt, in 1991. With Piedade's help, Lamy went to Germany to race in the local Formula Three series. Signing for Willi Weber's team, he defeated Marco Werner in the fight for the Championship, in 1992 winning the Marlboro Masters in Zandvoort and finishing second in the Macau Grand Prix. In 1993 he raced for Crypton Engineering in Formula 3000 and finished second in the series, one point behind champion Olivier Panis, although he scored a win at Pau, a narrow street course considered more difficult than Monaco.
In 1993, Lamy got the chance to race in the final four Formula One races of the season, replacing injured Alessandro Zanardi in the Lotus team. He was signed for the team to drive the full 1994 season. Lamy drove the first four races, before suffering a serious crash in private testing at Silverstone, breaking both legs and wrists and sitting in the sidelines for over a year. After intense physical therapy, Lamy signed a contract to race in the second half of the 1995 season for Minardi, replacing Pierluigi Martini, scoring the team's only point of the season in Adelaide, despite a spectacular spin and struggling to get going again halfway through the race. Lamy stayed with Minardi for 1996, but the team's lack of resources meant the car received little development, the Portuguese driver finished his F1 career, after 32 Grand Prix starts. Afterwards, Lamy moved to the FIA GT Championship, where he won the GT2 class in 1998 in an Oreca Chrysler Viper GTS-R, he raced in the Le Mans 24 Hours and the DTM for the works Mercedes team, but was unhappy with his treatment within the team.
Switching to the Zakspeed outfit, he won the 24 Hours Nürburgring twice in a row, taking the V8Star Series crown as well, in 2003. In 2004 he drove for BMW Motorsport in a few selected events including the 24 Hours Nürburgring that he won again, he won the GTS class in the Le Mans Endurance Series in a Larbre Compétition Ferrari 550 Maranello. For 2005, Lamy was an Aston Martin works driver for the Sebring 12 Hours and Le Mans racing for BMW at the 24 Hours Nürburgring where he won again, for the Larbre team in the FIA GT Championship. In 2005, Lamy was announced as the driver of A1 Team Portugal in the 2005 A1 Grand Prix. However, Lamy never went beyond testing, Álvaro Parente was appointed the main driver's seat. Instead, Lamy remained with the Aston Martin Racing squad, taking part in the American Le Mans Series and 24 Hours of Le Mans. In 2007, Lamy became a factory driver for the Peugeot 908 HDi FAP in the Le Mans Series, as well as driving the diesel-powered prototype in the 24 Hours of Le Mans.
Lamy became LMP1 champion in the LMS in the first season. In 2010, driving for BMW Motorsport, he won the 24 Hours Nürburgring for the fifth time, to tie with Marcel Tiemann for the most wins at the race; as of present time he is still official driver for the Peugeot 908 HDi FAP in the Le Mans Series and the 24 Hours of Le Mans. In 2012, Lamy participated in the FIA World Endurance Championship, driving a Larbre Competition Corvette C6. R in GTE-Am. † Driver was classified as he completed over 90 % of the race distance. † Not eligible for points Notes^1 – Lamy competed for the Intercontinental Le Mans Cup, no points awarded for the Le Mans Series. † Rank indicates standings in Drivers' World Championship. * Season still in progress. * Season still in progress. Pedro Lamy official website
2010 FIA GT1 World Championship
The 2010 FIA GT1 World Championship was the inaugural FIA GT1 World Championship, a motor racing competition reserved for FIA GT1 cars. The championship was a replacement for the FIA GT Championship, held annually from 1997 to 2009, it was the first sports car racing series to be sanctioned by the Fédération Internationale de l'Automobile as a World Championship since the demise of the World Sportscar Championship at the end of the 1992 season. Developed by the Stéphane Ratel Organisation, the 2010 championship was decided over ten events in ten countries on three continents, it was contested by twelve teams, each being independent of the automobile manufacturer that they represented, although they were permitted limited support from that manufacturer. Aston Martin, Ford, Lamborghini and Nissan were each represented by two teams. Unlike the FIA GT Championship, where several tyre manufacturers competed, the FIA GT1 World Championship has a single provider, Michelin. Michael Bartels and Andrea Bertolini, who won the final FIA GT Championship for Drivers in 2009, won the first GT1 World Championship for Drivers with a race to spare.
Despite finishing twelfth in the Qualification Race in Argentina and Bertolini were assured of the title as the Young Driver AMR pairing of Tomáš Enge and Darren Turner could only finish tenth which failed to keep them within reach. A non-scoring weekend for Enge and Turner dropped them to fourth in the final championship standings, as Matech Competition's Thomas Mutsch and Hexis AMR's Frédéric Makowiecki moved into second and third places as Makowiecki won both races and Mutsch finished second in each race. With the assistance of Miguel Ramos, Enrique Bernoldi and Alexandre Negrão in the team's second car during the season, Vitaphone Racing claimed the Teams' Championship in the same race, as Young Driver AMR, Hexis AMR and Reiter all failed to score enough points to take the championship to a final race. Aston Martin was awarded the SRO Trophy for Manufacturers; the SRO announced a provisional 2010 calendar featuring twelve events, although host circuits were not named. A revised twelve event calendar was announced on 21 October 2009, removing the planned rounds for Argentina, Bulgaria, Italy and Russia.
Eastern Creek Raceway had been part of the unsuccessful bid for the Australian round, while the Russian round planned for 2010 was cancelled due to delays in the completion of the Eurasia Autodromo, while Romania's planned event was cancelled due to a change in the Bucharest government. A further calendar was released on 11 December 2009 with just ten rounds listed, removing the proposed Canadian and Chinese rounds but adding the Argentinian round at the Potrero de los Funes Circuit once more; the Yas Marina Circuit requested to the FIA that their event be pushed back two weeks to the weekend of 17 April in order to avoid a conflict with the FIA World Cup for Cross Country Rallies, to be held in the United Arab Emirates on 5 April. The British round was to incorporate the RAC Tourist Trophy while serving as the first motor racing event held on the newly built Arena layout for the Silverstone Circuit. Circuit de Spa-Francorchamps would continue to host a round, but the GT1 races would be held separately from the Spa 24 Hours during the same weekend.
In July 2010, following delays in completing alterations to the Durban street circuit due to construction for the 2010 FIFA World Cup, the South African round was postponed until 2011. A Spanish event at the brand new Circuito de Navarra was proposed as a replacement for Durban on the calendar, was confirmed at the FIA World Motor Sport Council meeting of 24 October. All events consisted of a one-hour Championship race. For European rounds, FIA GT1 would be joined at the circuit by the FIA GT3 European Championship; the SRO expected at least five manufacturers to participate in the inaugural 2010 season. A maximum of six manufacturers would be accepted, with each manufacturer limited to supplying two privateer teams of no more than two cars. To ensure close competition, each model of car would be tested by the FIA to determine any mandatory adjustments for performance balancing; the FIA employed Christophe Bouchut, Anthony Davidson, Heinz-Harald Frentzen for balance of performance test sessions held at Circuit Paul Ricard as well as just prior to the first race event at Yas Marina Circuit.
As of June 2009, three manufacturers had announced their entries for the 2010 season. Nissan's performance division, developed their GT-R for GT1. Ford used 2009 as a development year for its Ford GT race car built by Matech Concepts. Lamborghini was the third announced manufacturer, fielding a car based on the Murciélago LP670-4 SV and built by Reiter Engineering who had built the previous GT1-spec Murciélago R-GT. Following the announcement of the initial three manufacturers, Aston Martin Racing and Prodrive submitted a proposal to the FIA World Motor Sport Council for modifications to the existing Aston Martin DBR9 to allow customers to enter the series; the FIA would be required to make technical waivers on the DBR9 in order for it to be allowed to compete. General Motors' Corvette brand asked for a technical waiver on a modification to their 2009 Corvette C6. Rs in order to compete in 2010. Maserati and Saleen sought those technical waivers for their 2009 cars, but required a further waiver due to the MC12 and S7 not meeting the minimum requirement of 300 production cars for the 2010 regulations.
In November 2009, the SRO confirmed their six manufacturers for the 2010 season, allowing Co
Team Lotus was the motorsport sister company of English sports car manufacturer Lotus Cars. The team ran cars in many motorsport series, including Formula One, Formula Two, Formula Ford, Formula Junior, IndyCar, sports car racing. More than ten years after its last race, Team Lotus remained one of the most successful racing teams of all time, winning seven Formula One Constructors' titles, six Drivers' Championships, the Indianapolis 500 in the United States between 1962 and 1978. Under the direction of founder and chief designer Colin Chapman, Lotus was responsible for many innovative and experimental developments in critical motorsport, in both technical and commercial arenas; the Lotus name returned to Formula One in 2010 as Tony Fernandes's Lotus Racing team. In 2011, Team Lotus's iconic black-and-gold livery returned to F1 as the livery of the Lotus Renault GP team, sponsored by Lotus Cars, in 2012 the team was re-branded as Lotus F1 Team. Colin Chapman established Lotus Engineering Ltd in 1952 at Hornsey, UK.
Lotus achieved rapid success with the the 1954 Mk 8 sports cars. Team Lotus was split off from Lotus Engineering in 1954. A new Formula Two regulation was announced for 1957, in Britain, several organizers ran races for the new regulations during the course of 1956. Most of the cars entered that year were sports cars, they included a large number of Lotus 11s, the definitive Coventry Climax-powered sports racer, led by the Team Lotus entries for Chapman, driven by Cliff Allison and Reg Bicknell; the following year, the Lotus 12 appeared. Driving one in 1958, Allison won the F2 class in the International Trophy at Silverstone, beating Stuart Lewis-Evans's Cooper; the remarkable Coventry Climax-powered Type 14, the Lotus Cars production version of, the original Lotus Elite, won six class victories, plus the "Index of Performance" several times at the 24 Hours of Le Mans race. As the Coventry Climax engines were enlarged in 1952 to 2.2-litres, Chapman decided to enter Grand Prix racing, running a pair of Lotus 12s at Monaco in 1958 for Graham Hill and Cliff Allison.
These were replaced that year by Lotus 16s. In 1959 – by which time the Coventry Climax engines had been stretched to 2.5-litres – Chapman continued with front-engined F1 cars, but achieved little, so in 1960 Chapman switched to the milestone mid-engined Lotus 18. By the company's success had caused it to expand to such an extent that it had to move to new premises at Cheshunt; the first Formula One victory for Team Lotus came when Innes Ireland won the 1961 United States Grand Prix. A year earlier, Stirling Moss had recorded the first victory for a Lotus car at Monaco in his Lotus 18 entered by the independent Rob Walker Racing Team. There were successes in Formula Junior; the road car business was doing well with the Lotus Seven and the Lotus Elite and this was followed by the Lotus Elan in 1962. More racing success followed with the 26R, the racing version of the Elan, in 1963 with the Lotus Cortina, which Jack Sears drove to the British Saloon Car Championship title, a feat repeated by Jim Clark in 1964 and Alan Mann in the 1965 European Touring car Championship.
In 1963, Clark drove the Lotus 25 to a remarkable seven wins in a season and won the World Championship. The 1964 title was still for the taking by the time of the last race in Mexico but problems with Clark's Lotus and Hill's BRM gave it to Surtees in his Ferrari. However, in 1965, Clark dominated again, six wins in his Lotus 33 gave him the championship. While innovative, Chapman came under criticism for the structural fragility of his designs; the number of top drivers injured or killed in Lotus machinery was considerable – notably Stirling Moss, Alan Stacey, Mike Taylor, Jim Clark, Mike Spence, Bobby Marshman, Graham Hill, Jochen Rindt and Ronnie Peterson. In Dave Friedman's book "Indianapolis Memories 1961–1969", Dan Gurney is quoted as saying, "Did I think the Lotus way of doing things was good? No. We had several structural failures in those cars, but at the time, I felt it was the price you paid for getting something better." When the Formula One engine size increased to three litres in 1966, Lotus was caught unprepared because of the surprising failure of the Coventry Climax 1.5-Litre FWMW Flat-16 project, which prevented Climax from developing a 3-Litre successor.
They started the season fielding the hastily prepared and uncompetitive two-litre Coventry-Climax FWMV V8 engine, only switching to the BRM H16 in time for the Italian Grand Prix, with the new engine proving to be overweight and unreliable. A switch to the new Ford Cosworth DFV, designed by former Lotus employee Keith Duckworth, in 1967 returned the team to winning form. Although they failed to win the title in 1967, by the end of the season, the Lotus 49 and the DFV engine were mature enough to make the Lotus team dominant again. However, for 1968 Lotus had lost its exclusive right to use the DFV; the season-opening 1968 South African Grand Prix confirmed Lotus's superiority, with Jim Clark and Graham Hill finishing 1–2. It would be Clark's last win. On 7 April 1968, one of the most successful and popular drivers of all time, was killed driving a Lotus 48 at Hockenheim in a non-championship Formula Two event; the season saw the introduction of wings as seen on various cars, including the Chaparral sports car.
Colin Chapman introduced a spoiler on Hill's Lotus 49B at Monaco. Graham Hill won the F1 World Championship in 1968 driving the Lotus 49. Around the same time, Chapman moved Lotus to new premises at Hethel in Norfolk. A new factory was built on the site, the former RAF Hethel bomber base, the old runways were converted into a testing facility; the offices and design studios wer
Deutsche Tourenwagen Meisterschaft
The Deutsche Tourenwagen Meisterschaft was a touring car racing series held from 1984 to 1996. Based in Germany, it held additional rounds elsewhere in Europe and worldwide; the original DTM had resumed racing with production based cars, as the former Deutsche Rennsport Meisterschaft had switched to Group 5 in 1977 and to expensive Group C sportscars in 1982, leading to its decline. Since 2000, a new DTM has been run as the Deutsche Tourenwagen Masters, again organised by ITR; the original DTM was started in 1984 as Deutschen Produktionswagen Meisterschaft, with cars entered by privateer teams and under FIA Group A rules, but was extensively modified throughout the years, allowing more modifications. In the late 1980s, works teams joined the DTM, it became one of the most popular motorsport championships in Europe. Turbochargers were banned at the start of 1988 season due to cost reasons. In 1993, the Group A rules were abandoned in favor of a more liberalised 2.5 L engine category called FIA Class 1 Touring Cars, with extensive use of ABS, four-wheel drive, electronic driver aids and carbon fibre chassis, the former three were technologies that were banned from F1.
Opel, Mercedes-Benz and Alfa Romeo all fielded works teams after BMW had abandoned earlier. The DTM expanded its horizons for the 1995 season and the teams contested the inaugural FIA International Touring Car Series as well as the traditional DTM; the former was contested over ten races, all held outside of Germany and the latter over fourteen races within Germany. Plans were made to combine the two into one new series, the International Touring Car Championship, for 1996; the ITR governing body sought approval and support from the FIA to begin the new series. In exchange for FIA support, the ITR let the organisation take control over many aspects of the way the ITC was run: crucially, the financial side of the championship was revolutionised. A large proportion of the revenue generated by the championship went to the FIA, with the result that less went to the teams who subsequently complained of little return on their large investment in the high-tech series; the FIA increased the price for television rights with the result that television coverage of the series disappeared from all European countries except Italy and Finland, prices for tickets to races were doubled, access to the circuit paddock to meet the drivers was drastically reduced.
The choices of circuits on which to hold rounds of the championship were unsuccessful – the rounds at Magny-Cours and Interlagos suffered poor attendance. Questions were raised by the manufacturers as to why they were racing in countries in which their cars were not sold. Opel and Alfa Romeo both left the championship after the 1996 season; the DTM returned in the year 2000 with different rules and with semi-International Championship status. The DTM initials now stand for Deutsche Tourenwagen Masters. In 1995 there were two different series with teams competing. DTM consisted of ITC five non-German events. Deutsche Tourenwagen Masters V8Star Series DTM official website Audi Sport AMG-Mercedes Opel Motorsport Schnitzer Motorsport
Andrea Bertolini is an Italian professional racing driver driving for AF Corse in the FIA World Endurance Championship. He is the official test driver of the Maserati factory. Bertolini began racing at a young age, working as the youngest test driver for Ferrari at 19, followed by work in the experimental and development department, he participated in the development of the Maserati MC12, in which he has enjoyed racing success winning for three times the FIA GT Championship in GT1 class, claiming the first edition of the FIA GT1 World Championship. He won the WEC championship in GT category in 2015 and in the same year he won the 24H of Le Mans in the same class. Andrea Bertolini began racing karts at age 11, he came second in the Italian Championship, won championships at a national level, went on to win the CIAK Cup and place second in the Italian 125 Championship in 2000. In 2001 he drove a Porsche 996 GT3-R for Art Engineering in the GT3 division of the FIA GT. In 2002 he moved to JMB Racing driving a Ferrari 360 Modena and continued through 2003 finishing 4th.
In 2004 he moved to the Giesse Squadra Corse team. Once again, he placed 2nd overall, was awarded the "Driver Performance of the Year". Part way through 2004, he was offered a position on the Maserati AF Corse team driving their new, GT1 class Maserati MC12, a car he had been involved in developing, he accepted, winning two races that year at Oschersleben and Zhuhai, China with his team mate, former Formula One driver, Mika Salo. In 2005 he returned to JMB Racing, again driving an MC12, he finished. Andrea Bertolini raced his MC12 in the American Le Mans Series in 2005 but without much success, he made no podium crashed out in the race at Mazda Raceway Laguna Seca. For 2006 in the FIA GT, Bertolini moved to Vitaphone Racing Team where he again raced the MC12, with teammate Michael Bartels. Bartels and Bertolini finished first in the overall driver standings, their team to a 1st-place finish in the team standings. Bertolini and Bartels won the championship again driving the same Vitaphone Maserati in 2008, 2009 and 2010.
In 2011 he won the International Superstars Series driving a Maserati Quattroporte for Swiss Team. Bertolini became the first person to drive Ferrari's new F1 Simulator at an opening ceremony held at the Italian teams' Maranello base. For 2012, Bertolini will compete in the FIA World Endurance Championship, driving an AF Corse Ferrari 458 Italia GT2 with Olivier Beretta. Ferrari 360 Modena FIA GT Maserati MC12 Porsche 996 ‡ As Bertolini was a guest driver, he was ineligible for championship points. † Bertolini did not complete sufficient laps in order to score full points. * Season still in progress. Http://www.andreabertolini.it/