Benoît Tréluyer is a French professional racing driver. Beginning his motorsport career in motocross and karting, Alençon-born Tréluyer switched to single-seaters in Formula Renault Campus for 1995, he was a race winner in the French Formula Renault championship in 1996, finishing sixth overall in 1997 before moving up to domestic F3 for ‘98. He would go on to finish ninth overall in his rookie season and third the following year, claimed the European Formula Three Cup at the Pau Circuit in 1999. Tréluyer relocated to Asia to contest the Japanese F3 category in 2000, a title he would win in 2001 title with 15 wins and 13 pole positions from 19 races, he finished second in the blue riband Macau GP and third in the F3 World Cup in Korea. In 2002 he graduated from F3 to Formula Nippon, he finished second overall the following season and claiming the title in 2006 with 4 wins from 9 races. He would take two more runner-up finishes in the championship before calling time on his single-seater career to focus on sportscar competition.
Throughout his time in Nippon Tréluyer competed in Japan's GT category having debuted in the series during the 2001 season aboard a Dome Project Honda NSX. From next year, he drove for Nissan-backed teams for ten years, he would win the title in 2008 alongside co-driver Satoshi Motoyama and finished as runner-up in 2011, his final year in Japan before making the factory Audi squad his sole racing priority. Tréluyer made his Le Mans 24 Hours debut in 2002, claiming a GT class podium in the Chrysler Viper he shared with fellow countrymen Jonathan Cochet and Jean-Philippe Belloc, he would return to the race in 2004 to contest the premier LMP1 class with legendary French outfit Pescarolo Sport, taking a best finish of fourth overall. During the 2009 race Tréluyer was involved in a frightening accident that saw him transported to the infield care centre at the Circuit de la Sarthe, he was released without serious injury. In 2010 he joined the factory Audi squad alongside Marcel Fässler; the trio took second position in their maiden 24 Hours together before triumphing in the 2011 race, holding off the charging Peugeot cars as their fellow Audis both exited in terrifying accidents.
They would retain their crown in 2012 piloting the first hybrid-powered car to claim victory at La Sarthe. Tréluyer fell ill on the morning of the race, forcing him to swap shifts with Fässler, but recovered to play his part in the triumph. Further wins in Great Britain and Bahrain, as well as podiums in Brazil and China, saw the trio go on to claim the 2012 FIA World Endurance Championship drivers' title, becoming the first recipients of an sanctioned world sportscar title in two decades. Afterwards Tréluyer revealed that he was "very proud to finish ahead of Tom Kristensen and Allan McNish who are fantastic drivers." In March 2013 Tréluyer, along with Audi team-mates Fässler and Oliver Jarvis, took victory at the 12 Hours of Sebring. The Frenchman will defend his world title in the 2013 FIA World Endurance Championship alongside regular partners Lotterer and Fässler. 3-times winner of the Le Mans 24 Hours FIA World Endurance Champion Winner of 8 other FIA World Endurance races from 2012 to 2015.
12 Hours of Sebring winner Japanese Super GT Champion Formula Nippon Champion Japanese Formula Three Champion Pau Grand Prix winner Benoît Tréluyer official website Benoît Tréluyer career summary at DriverDB.com
1925 24 Hours of Le Mans
The 1925 24 Hours of Le Mans was the 3rd Grand Prix of Endurance, took place on 20 and 21 June 1925. It was the last of the three races spanning 1923 to 1925 to determine the winner of the Rudge-Whitworth Triennial Cup, as well the second race of the inaugural Biennial Cup; the Automobile Club de l'Ouest was pleased with. They adjusted the hood-test; the start was the logical point and to stop drivers from jumping the gun they would be lined up on the opposite side of the track. When the flag fell, they would run across, put the hood up and start the car and get away as quick as possible; this became the origin of the famous “Le Mans start”, an institution of the race until 1969, when safety concerns led to its end. The ACO offered a FF500 prize for the quickest to put up their hood, the French agent for Truffault-Hartford suspension parts offered a FF1000 prize to the car leading after the first lap; the hoods now had to stay up for at least the first twenty laps, they had to be examined by officials for robustness before being pulled down.
In addition to the 20-lap rule between fluid replenishment, no liquids could now be added after 3pm, in the final hour of the race. Another important change was that every car had to cross the finish line and take the chequered flag to be classified. Using the cars’ average race speeds, the officials would calculate each car's estimated position on the track at the 24-hour mark; the sliding scale of target distances were again adjusted, though not as as 1924. The distances included the following: This year there were a number of cash prizes awarded by the ACO and assorted sponsors for events ranging from leading at certain times to quietest and most comfortable cars. With the further success of the race, the ACO looked at getting more permanent facilities, they tried to purchase the properties around the pit area at Les Raineries however the prices demanded by the landowners were too high. Frustrated, the ACO instead resolved to relocate with more amenable neighbours by the hippodrome along Les Hunaudières, the main route from Le Mans to Tours.
A new temporary pits and grandstands were set up on the Mulsanne Straight. The national roads board assisted by widening and sealing the track around the new pits area to assist with the new start procedure; the international attention that had come with Bentley's win the previous year drew a much bigger list of entries. Of the 68 submitted, 55 arrived for scrutineering, but this included 15 cars from outside France. Sunbeam, AC and Austin joined Bentley from Great Britain, there were teams from Italy and the USA. There were six different tyre companies represented at the race. Only eight cars remained in contention for the Triennial Cup, seven for the first Biennial Cup. Note: The first number is the number of arrivals, the second the number who started. After their distance victory the previous year, Bentley returned with a full works car to support John Duff’s privateer entry and carrying the “favourites” tag. Duff had the same car as last year; the works car had an uprated 3.3-litre engine and was driven by Bentley salesman Bertie Kensington-Moir and Dudley Benjafield, a Harley St doctor and Bentley racer at Brooklands.
Chenard-Walcker were well-placed in both Rudge-Whitworth Cups and arrived with four cars split over two engine-sizes to hedge their bets. The plan was to chase the Cups with the smaller cars and go for the distance victory with the bigger ones. Once again, their lead drivers René Léonard and André Lagache were assigned their primary car – the latest version of the 22CV; this was lower and now had a 3.95-litre engine. The second car was driven by 1924 team hero André Pisart, Jacques ‘Elgy’ Ledure with Bignan; the smaller cars were inspired by the streamlined Bugatti Type 32 ‘tank’. Designer Henri Toutée's advanced Z1 was a racing version of the upcoming Y8 tourer, it had a new 1.1-litre engine produced 50 bhp and had new steering and 4-wheel braking, making it quick. They were assigned to Glaszmann/de Zúñiga. After coming close to victory the previous year, La Lorraine-Dietrich arrived with three of their B3-6 cars; the cars had been lightened, the troublesome steel “artillery” wheels were replaced by Rudge-Whitworth wire ones.
All three cars were now on Englebert tyres. Last year's driver pairings were shuffled a bit: Gérard de Courcelles and André Rossignol stayed together, but Brisson was with Stalter and Robert Bloch with the new Léon Saint-Paul. Sunbeam arrived with two cars. Founded in 1899, the company came to pre-war prominence with French designer Louis Coatalen. Making aero-engines for Bristol during the war, they had been forced to merge with Talbot-Darracq in 1920, becoming STD. With a strong racing pedigree, with Land Speed Records for Kenelm Lee Guinness and Malcolm Campbell, they became the only British carmaker to win a Grand Prix in the first half of the twentieth century when Sir Henry Segrave won the 1923 French Grand Prix. Coatalen developed the two cars for Le Mans from the current production 24/60 model; the 2.9-litre engine put out 90 bhp with a 4-speed gearbox. With 4-wheel braking, they ran with Rapson tyres like the Bentleys. Segrave was the most well-know British racing driver, was paired with George Duller, while the second car had works drivers Jean Chassagne and Autocar journalist Sammy Davis.
A British company, Talbot had been bought out by the British-owned, Paris-based Darracq company 1919, which merged with Sunbeam the next year. Its production was relocated to Paris and it was two of the 1.5-litre Type C, first made in 1923, that were sent
Alexander Wurz is an Austrian former professional racing driver, driver training expert and businessman. He competed in Formula One from 1997 until 2007, is a two-time winner of the Le Mans 24 Hours, he is under contract to race for the Toyota factory racing team in the WEC. He is linked to Formula 1 as consultant, expert for TV and media, Williams F1 Team's driver coach, member of FIA Institute safety group, FIA road safety ambassador, chairman to the GPDA, works as F1 driver steward. Wurz and his father Franz Wurz established Test & Training International, a leading driver training and road safety expert group. Born in Waidhofen an der Thaya, Wurz first tasted competition in the BMX World Championship, which he won in 1986 at the age of 12; this gave him an underlying physical fitness suitable for motor racing. In 2000, Wurz returned somewhat to his cycling roots, starting an MTB team with countryman Markus Rainer; the team, Rainer-Wurz.com, is sponsored by sponsors McLaren and Cannondale amongst others.
They are multiple World Cup winners. In the early 2000s, niche bicycle brand Katarga presented a limited edition high-end mountain bike called the Alexander Wurz EVO SL, whose frame prominently featured Wurz's autograph. Like most Formula One drivers, Wurz's motorsport career began with karting. In 1991, Wurz drove in Formula Ford. In 1993, he switched to the German Formula Three Championship. During his time in Formula 3, Wurz crashed out of the lead at a race at AVUS in 1995 after a collision with the safety car. From 1996, Wurz drove an Opel Calibra for the Joest Racing touring car team in the DTM. In 1996, together with Davy Jones and Manuel Reuter, won the Le Mans 24 Hours and in so doing became the youngest winner of the 24-hour race, he still holds the record to this day. Wurz's Formula One debut was on 15 June 1997 at Montreal for Benetton filling in for fellow Austrian Gerhard Berger, who couldn't race due to illness. Wurz impressed with a podium position in his third race before returning to being a test driver upon Berger's return to the cockpit at the German Grand Prix, which Berger won.
However, Wurz was rewarded with a full-time race seat for the 1998 season with Benetton and spent three more seasons at the team, partnered each year by Giancarlo Fisichella. A strong start to 1998 suggested a bright future, attracted the interest of Ferrari, but the three-season stint at Benetton turned out to be a disappointment. Toward the end of his Benetton time, Fisichella produced better results, although in 1998 Fisichella had one point less than Wurz, finishing 9th whereas Wurz finished 8th in that Season with 17 points and five 4th places. One notable race was the 1998 Monaco Grand Prix, where he was running 2nd ahead of Michael Schumacher for a brief period, his hopes of a podium finish were ruined when Schumacher tried to pass through at Loews hairpin, but collided together with him and like Schumacher's Ferrari, his suspension broke, causing him to spin off and crash at the Nouvelle Chicane exiting the tunnel. He retired and Schumacher finished 10th in the end after the German pitted for repairs.
The 1999 season was a disappointment for both drivers with the uncompetitive B199, but the 2000 season was disastrous for him, scoring points only at the Italian Grand Prix, while his teammate scored podium finishes three times. For 2001, Benetton's last season before its transformation into Renault, he was replaced with Jenson Button. In 2001 he took on the role of third driver for McLaren. In April 2005, with Juan Pablo Montoya injured, Wurz drove for McLaren in the 2005 San Marino Grand Prix, finishing fourth in the race, but taking third place after both BAR-Honda drivers were disqualified; this gave him a unique record, as no other driver has had such a long gap between podiums as Wurz, who went eight years without one. His drive at Imola was all the more notable because he was still not comfortable in the car, at times had to drive with one hand. Since his signing to McLaren as test driver, Wurz had been eager to return to racing. At various times during this time he was linked in rumours to a return to a full race seat.
His large size for a Formula One driver has been a factor that has not helped. In fact, because they were so sure he would be driving for Austrian-owned Red Bull Racing in 2005, the designers at McLaren neglected to allow for his size, meaning he could not physically fit in the car. In 2003 he was linked to a race seat at Jaguar, where the under-fire Antônio Pizzonia was struggling. However, McLaren were struggling with their abortive new car and blocked the move to retain Wurz as a development driver. Jaguar decided to give Pizzonia more time to prove himself, before drafting in Justin Wilson. Alexander Wurz signed a deal with WilliamsF1 to become the team's official test and reserve driver at the beginning of 2006, he drove the third car at all Grand Prix Fridays in 2006. It was announced on 3 August 2006 that Wurz would replace Mark Webber as a race driver at Williams for the 2007 season; this was Wurz's first full-time race drive since 2000, his teammate was Nico Rosberg. At the Monaco GP on 27 May 2007, Wurz scored his first points for the Williams F1 team, finishing in 7th place after qualifying 11th.
He came 3rd for the 3rd time in his F1 career at the Canadian Grand Prix on 10 June 2007, staying out of trouble from 19th on the grid in an action packed race. He damaged his rear wing early on in the race, but battled against it and finished on the podium, he nearly repeated this at the European
1923 24 Hours of Le Mans
The 1923 24 Hours of Le Mans the 24 Hours Grand Prix of Endurance, was the inaugural Grand Prix of Endurance, took place on 26 and 27 May 1923. A strong field of twenty manufacturers entered, all from France aside from a single Bentley from Great Britain and a pair of Excelsiors from Belgium. In a rain-soaked race it was the Chenard-Walcker team and the Bentley that set the pace, chased by the smaller 2-litre Bignan; the Bentley was delayed by stones smashing a headlight and puncturing the fuel tank, in the end the Chenard-Walckers of René Léonard / André Lagache and Christian Dauvergne / Raoul Bachmann who had a comfortable 1-2 victory. However, there was no official victory for them as this event was the first part of three consecutive annual races, for the Rudge-Whitworth Triennial Cup, where the ultimate winner would be the manufacturer whose best car exceeded their nominated target distance by the greatest margin. So it was the small 1.1-litre Salmson of Desvaux/Casse. It had completed 46 over its 52-lap target.
The race was an excellent exhibition of machine endurance and reliability. Thirty cars finished the event, a number not equalled at Le Mans again until 1993; the final regulations for the event were not completed by Charles Faroux and the Automobile Club de l'Ouest until February 1923. All cars had to be standard 4-seater production models, except those under 1100cc which could be 2-seaters where at least thirty cars had been built; the vehicle had to carry 60kg lead ballast for each passenger space aside from the driver. A maximum of two drivers were allowed, they alone could replenish the fluids, although there was no minimum distance between refills as in years; the fuel was to be supplied by the ACO. Engines had to turned off at pit-stops, only re-started with an onboard starter. All cars had to have standard touring equipment, such as wheel wings, running boards, headlights, a rear-view mirror and ‘warning devices’. None of the entered cars had window-wipers. There was an hors course rule such that every car had to meet a certain ratio of their minimum distance at the 6, 12, 18-hour marks or face disqualification.
The ratios were 85 % and 90 % respectively. The final minimum distances were on a sliding scale based on engine capacity that were kept deliberately lenient for the first race; the distances included the following: To encourage future entries and manufacturer commitment to the event, the sponsors, wheel supplier Rudge-Whitworth, put up a trophy for the manufacturer whose best-performed car had completed the furthest distance in 24 hours over three consecutive years. So, in effect, there was no prize for the individual race win. Curiously, the weekend chosen for the event was when the French moved to “summer time” so clocks were moved forward an hour at 11pm, therefore the race started at 4pm Saturday but finished at 5pm on Sunday. Automobile racing was well established in the Sarthe region, with races since 1906 with the first French Grand Prix; the post-war circuit was 17.26 km in length. From the outskirts of Le Mans city, it ran on the main road southwards to the village of Mulsanne and back.
The start/finish line was two-thirds of the back on the return leg on land rented for the event. The depôts consisted of wooden counters with canvas-roofed areas behind for each car. A race-control tower and two 44m wooden grandstands were built opposite the pits. A footbridge sponsored by Meyrel was built just after the start-line; the track was narrow in places, including the country roads from Mulsanne to Arnage and from the start-line to Pontlieue hairpin For the spectators’ comfort and entertainment through the event, cafés and a dancefloor with jazz-band were set up behind the stands. There as an area for people to use radios to pick up classical music broadcast from the Eiffel Tower in Paris. Generators provided power for the public address system and lighting around the spectator area, a long scoreboard was manually maintained giving the cars’ positions and laps completed and target distance. Although most of the track was fenced from the spectators, the roads were not tar-sealed. Roading engineers were employed before the race to apply a temporary mixture of gravel and tar to the road surface.
Acetylene floodlights from the army were set up at the tight corners of Pontlieue and Arnage. For this first endurance trial there were 37 entries, all submitted by the manufacturers rather than individual drivers. Only the 2-car Avions Voisin team were late scratchings. With the cars all painted in their national racing colours, there was a predominance of French blue cars except for a single green Bentley from Great Britain and two Belgian Excelsiors in yellow; the cars were assigned their numbers in the order of their engine size. Many of the car models were co-identified with the French CV-system of automotive horsepower tax; the biggest-engined cars in the field were the 5.3-litre Excelsiors, luxury car-makers from Belgium founded in 1903. Success in racing and sales to the Belgian royal family established the company; the 1922 Adex C had a straight-six engine putting out 130 bhp and could reach 145 kp/h, however its hefty weight impeded its acceleration rate. It had the first anti-roll bar suspension running on Belgian Englebert tyres.
Works drivers, Belgians Nicolas Caerels and André Dills, were pre-war veteran riding mechanics from Grand Prix and Indianapolis. La Lorraine-Dietrich had been founded as a locomotive manufacturer in 1884 in Alsace-Lorraine, moving to automobiles in 1896 entering the early inter-city road-races. At
Rinaldo "Dindo" Capello is an Italian professional racing driver. He is a three-time winner of the 24 Hours of Le Mans, with Bentley in 2003 and Audi in 2004 and 2008. Capello is a two-time American Le Mans Series champion, a five-time 12 Hours of Sebring winner, the record holder for most wins at Petit Le Mans, having won five times. Capello has raced in the Intercontinental Le Mans Cup, the FIA World Endurance Championship, DTM and the Italian GT Championship. Born in Asti, Capello started his racing career in 1976, driving go-karts, but did not move into single-seaters until 1983, starting in Formula Fiat Abarth. 1990 saw Capello's first major championship victory, winning the Italian Superturismo Championship in a Volkswagen Golf. He won the championship again in 1996, but in an Audi A4 this time.1997 saw Capello's first major endurance victory, at Vallelunga, in the Vallelunga 6 Hours, driving a Volkswagen Golf again. Capello was selected for the 2000 Le Mans race by the Audi Sport Joest team, driving the Audi R8 - the team finished in third place.
Capello was one of Audi's six drivers for its first race under Team Joest, the 1999 12 Hours of Sebring. Alongside compatriot Michele Alboreto and Stefan Johansson, they took the first podium for Audi in endurance racing, finishing 3rd in the Audi R8R. Returning to the track in 2000, Capello took 2nd overall, beaten only by the sister Audi R8. Capello would go on to win the race the following two years, in 2001 and 2002. Capello would return a further seven times, both with Bentley and Audi, taking four overall podiums and three wins, in 2006, 2009 and 2012. Capello sits second all-time in overall wins at Sebring, with five outright victories. Alongside Tom Kristensen, he is the only Audi driver to have won the race in all four generations of Audi sports prototypes; the R8, R10, R15 and R18. Due to a shift in focus for Team Joest, Capello drove for Team Bentley in 2003. Alongside long-time teammate Kristensen and Englishman Guy Smith, they won the 24 Hours of Le Mans, giving Bentley a first victory at the French circuit in 73 years.
With the end of the Bentley project, Capello returned to Audi and more to Team Goh for the 2004 24 Hours of Le Mans. Alongside Japanese driver Seiji Ara and Tom Kristensen, Capello would once again stand atop the podium as the trio beat the fellow R8's of UK Team Veloqx and Champion Racing, marking the third time in five years that Audi had finished 1-2-3 at Le Mans. Capello would not return to Le Mans until 2006, where he finished 3rd overall in the new R10 TDI. In 2007, the trio led the race for an extended period, but an issue with the steering wheel in the 17th hour of the race saw Capello lose control on the run down to Indianapolis, he hit the barriers, ending their race. 2008 saw Audi return to the French classic as underdogs, due to increased competition from natives Peugeot. Heading into the race, the fastest Audi in qualifying was over five seconds slower than the pole-setting Peugeot; the first half of the race was dominated by the Peugeot trio, with the'Lion' lapping over three seconds faster than the Audi's.
However, a drastic change in weather conditions and the onset of rain in the second half of the race swung the momentum in favour of Audi, a clever pit stop/tire strategy for Audi meant the no.2 R10 would go on to take a famous victory for the German manufacturer, a third and final win for Capello. The 2008 race is documented in the film Truth in 24. Capello won the 12 Hours of Sebring in 2002 and 2012, he holds the record of most Petit Le Mans victories, with five in total, having won in 2000, 2002, 2006, 2007 and 2008, all of these victories coming for the Audi Sport North America and Team Joest squads. Capello was vice-champion of the 2000 American Le Mans Series. In both 2006 and 2007 Capello finished as champion alongside Britain's Allan McNish in the Audi Sport North America run R10. Capello retired from prototype racing in 2012, while leading the FIA World Endurance Championship after hinting that he may not return to Le Mans in 2013. Audi's statement confirmed. 1 - A non-championship one-off race was held in 2004 at the streets of China.
Dindo's official website Interview with Dindo Capello Interview: Dindo Capello
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
Klaus Ludwig is a German racing driver. He known as König Ludwig for his success in touring cars and in sports car racing. In the 1970s, Ludwig drove for Ford in the Deutsche Rennsport Meisterschaft, winning in 1979 with a Kremer Racing-Porsche 935. With this car, based on the 15-year-old Porsche 911 road car design, he won the 24 Hours of Le Mans overall in the wet, an unprecedented win against the faster pure sports car racing prototypes. In 1984 and 1985, he won the 24 Hours of Le Mans for Joest Racing in their #7 Porsche 956. Considering Le Mans and sportcars too dangerous after the deaths of Manfred Winkelhock and Stefan Bellof, he was recruited for the 1987 World Touring Car Championship for Ford only to finish runner-up by a single point to BMW driver Roberto Ravaglia after a post-season disqualification, he moved to the Deutsche Tourenwagen Meisterschaft, became champion in 1988 in a Ford Sierra RS500. Ludwig represented IMSA in the 1986 International Race of Champions, finishing 8th.
He repeated the success at Mercedes-Benz in 1992 and 1994, before moving back to sports cars racing for them in 1997 to become the 1998 FIA GT Champion. He retired, he soon returned in June 1999, to win the 24 Hours Nürburgring on the Nordschleife for the third time driving a Zakspeed Viper. When the DTM resumed as Deutsche Tourenwagen Masters in 2000, he returned to the series, winning at the age of 50 years at the Sachsenring circuit, only to retire once again. Ludwig returned as a "hobby pilot" to the Nürburgring Nordschleife when given the opportunity to drive a high power vehicle; the years 2004 and 2005 saw him enter the 24 Hours Nürburgring with Uwe Alzen on the Jürgen Alzen Porsche 996 GT2 Bi-Turbo. With a aspirated Porsche 997 GT3 of the Alzen brothers and Christian Abt managed to beat the old distance record in the 2006 edition of the 24h, yet finished only second, 1 lap behind the winners. Ludwig has worked as a TV commentator on DTM races. Winner 24 Hours of Le Mans: 1979, 1984, 1985 Deutsche Rennsport Meisterschaft champion 1979, 1981 Deutsche Tourenwagen Meisterschaft champion 1988, 1992, 1994 FIA GT World Champion 1998 * Overall positions shown.
WTCC points paying positions may be different † — Retired, but was classified as he completed 90% of the winner's race distance