Leyton House Racing
Leyton House Racing was a Formula One constructor that raced in the 1990 and 1991 seasons. It was, in essence, a rebranding of the March team which had returned to F1 in 1987. Leyton House, a Japanese real estate company, had been the team's marquee sponsor since that year, went on to buy the team in 1989. Drivers Ivan Capelli and Maurício Gugelmin, with March since 1987 and 1988 continued with the team under its new guise. For the 1990 season, the team used the CG901 chassis, designed by Adrian Newey and powered by a Judd V8 engine. At first, the team struggled: the first six races of the year saw both Capelli and Gugelmin fail to qualify in Brazil and Mexico, while Gugelmin missed out in Monaco and Canada. Newey was fired as a result, but not before making changes to the car which would result in a remarkable turnaround at the French Grand Prix. There and Gugelmin qualified seventh and tenth before running first and second for much of the race due to the team's decision not to pit for tyres.
Gugelmin retired with an engine failure, but Capelli continued to lead from Alain Prost in the Ferrari until three laps from home, when a misfire forced him to let the Frenchman past. The improved showings continued over the next few races: Capelli ran third in Britain before his fuel pipe broke finished just outside the points in seventh in Germany. Gugelmin finished eighth in Hungary scored a point for sixth in Belgium, finishing just ahead of Capelli. Thereafter, the season petered out. Off the track, managing director Ian Phillips contracted meningitis and left his post after the Brazilian Grand Prix. Team manager Harry Mandel resigned, while Newey was replaced as technical director by Gustav Brunner. Several other engineers, brought over from March departed that year. Capelli's six points from France gave him equal 10th in the Drivers' Championship, while Gugelmin's point from Belgium placed him 18th; the team finished 7th in the Constructors' Championship, but were promoted to 6th when the Larrousse team were disqualified for declaring the Lola chassis they had used to be their own.
For 1991, Brunner and Chris Murphy designed the CG911 chassis, while the team switched from the Judd V8 engine to the new Ilmor V10. As in 1990, the team struggled early on in the season: Capelli retired from the first nine races despite running in the top six in San Marino and Canada. A steady drive in Hungary brought the team a point for sixth. Gugelmin, finished the last five races, recording two more seventh places in Portugal and Spain. In September 1991, team owner Akira Akagi was implicated in a financial scandal involving the Fuji Bank and was arrested. Akagi's associate Ken Marrable took over the running of the team. With two races remaining, Capelli stepped down to make way for Karl Wendlinger. At the time, Wendlinger was competing in the World Sportscar Championship for Sauber-Mercedes; the point from Hungary placed Capelli 20th in the Drivers' Championship, the team 12th in the Constructors' Championship. For 1992, Capelli would sign for Ferrari; the team was sold to a consortium including Marrable and others.
For the 1992 season it reverted to the March name in an effort to distance itself from the controversy surrounding Akagi and the Leyton House company. Wendlinger stayed on. However, money remained tight and Belmondo was replaced by Emanuele Naspetti, while Wendlinger made way for Jan Lammers, returning to F1 after a ten-year absence. Attempts to sell the team during the winter of 1992 failed and despite nominating Lammers and Jean-Marc Gounon to drive in 1993, there was not enough money and the team folded in early 1993. On August 8, 2018, founder Akira Akagi died. Leyton House Racing at the Grand Prix Encyclopedia Chequered Flag Motorsports's profile of Leyton House
Equipe Ligier is a motorsport team, best known for its Formula One team that operated from 1976 to 1996. The team was founded in 1968 by former French rugby union player Guy Ligier as a sports car manufacturer. After retiring from racing following the death of his friend Jo Schlesser, Guy Ligier decided to found his own team and had engineer Michel Tétu develop a sports car named JS1; the Cosworth-powered JS1 took wins at Albi and Monthlery in 1970, but retired at Le Mans and from the Tour Automobile de France. For 1971, Ligier had the JS1 developed into the JS2 and JS3; the JS2 was homologated for road use and used a Maserati V6 engine, while the JS3 was an open-top sports-prototype powered by a Cosworth DFV V8 engine. The JS3 failed to finish the minimum distance in Le Mans. Therefore, it was retired, Ligier installed the Cosworth DFV in the JS2 road car, finishing second overall at Le Mans in 1975. Guy Ligier switched his efforts into Formula One. Following the acquisition of the Matra F1 team's assets, Ligier entered Formula One in 1976 with a Matra V12-powered car, won the 1977 Swedish Grand Prix with Jacques Laffite.
This is considered to have been the first all-French victory in the Formula One World Championship as well as the first Formula One victory for a French team and a French engine. The deal with Matra ceased in 1979 and Ligier built a Cosworth-powered wing-car, the Ligier JS11; the JS11 began the season winning the first two races in the hands of Laffite. However, the JS11 faced serious competition when Williams and Ferrari introduced aerodynamically modified cars; the rest of the season was less successful for the French marque. The JS11 and its successors made Ligier one of the top teams through the early 1980s. Despite substantial sponsorship from Talbot and public French companies – SEITA, Gitanes and Française des Jeux – the competitiveness of the team began to decline around 1982. Around this time, they were testing a Matra V6 turbocharged engine. Thanks to the political support of Ligier long-time friend François Mitterrand, in the mid-1980s, the team benefitted from a free Renault turbo engine deal.
This, along with sponsorship from companies such as Loto and Elf Aquitaine, made the team more competitive, though not a frontrunner. When Renault left the sport in 1986, Ligier was left without a bona fide engine supplier. An abortive collaboration with Alfa Romeo was followed by customer engine deals with Megatron and Cosworth and works contracts with Lamborghini and Mugen-Honda. Between 1987 and 1991, the team struggled, failing to score points in 1988, 1990 and 1991, at the 1988 San Marino Grand Prix neither René Arnoux nor Stefan Johansson qualified for the race, the first time in team history that neither car made the grid. In 1990, when fellow team Larrousse were disqualified after claiming their chassis was built by themselves, while in fact it was built by Lola Cars, Ligier moved up into 10th place in the Constructors' Championship, which gave them subsidized travel benefits, despite not being classified due a to lack of points. In 1993 the team enjoyed an upswing when Guy Ligier sold the team to Cyril de Rouvre after a disappointing 1992 season when they once again failed to fulfil their potential despite being supplied with the same works Renault engines as the dominant Williams team.
The team was somewhat more competitive during this period, in part due to the talents of aerodynamicist Frank Dernie and engineer Loïc Bigois. They scored eight podium finishes over the next four years, contrasting with their failure to secure a single top three position between 1987 and 1992. In the last years Ligier lacked funds. In 1994, de Rouvre sold the team to Tom Walkinshaw. Other organisations bidded to purchase Ligier, including a consortium consisting of Hughes de Chaunac and Philippe Streiff, with the support of the Renault-powered Williams F1 team, who intended to turn Ligier into a'junior' team; the Mugen-Honda-powered JS43 turned out to be a well balanced car, if not on par with the Williams entries. It became a surprise winner as well, with the team taking the chequered flag with Olivier Panis at the Monaco Grand Prix, albeit in a race of heavy attrition, with only three cars finishing, it was the first "all-French" victory at Monaco since René Dreyfus in Bugatti in 1930. This ended a nearly fifteen-year-long winless-streak for the Ligier team, the longest of any uninterruptedly existing team between two wins.
In 1997 the team was sold to Alain Prost and became Prost Grand Prix in 1997. Prost GP, despite substantial financial backing by large private French companies, failed to make the team competitive and went bankrupt in 2002; the team traditionally used numbers 25 and 26. In 2004, Ligier returned to motorsport after acquiring Automobiles Martini. Tico Martini had designed a Formula 3 chassis, introduced at the 2004 Paris Motor Show as the Ligier JS47, but with the F3 market cornered by Dallara, the car only raced in the minor Recaro F3 Cup. In 2005 Ligier introduced a "gentlemen driver" sports car, the JS49, a sport prototype made for the 2000 cc CN class, which can be used in the V de V Challenge. Official website
Cosworth is a British automotive engineering company founded in London in 1958, specialising in high-performance internal combustion engines and electronics. Cosworth is based in Northampton, with American facilities in Indianapolis, Shelby Charter Township and Mooresville, North Carolina. Cosworth has collected 176 wins in Formula One as engine supplier, ranking second with most wins behind Ferrari; the company was founded as a British racing internal combustion engine maker in 1958 by Mike Costin and Keith Duckworth. Its company name:'Cosworth', was derived as a portmanteau of the surnames of its two founders. Both of the co-founders were former employees of Lotus Engineering Ltd. and Cosworth maintained a strong relationship with Colin Chapman. When the company was founded in 1958, Duckworth left Lotus, leaving Costin at the company; until 1962, Costin worked on Cosworth projects in his private time, while being active as a key Lotus engineer on the development of Lotus 15 through 26, as well as leading the Team Lotus contingent at foreign races, as evidenced by the 1962 Le Mans Lotus scandal.
Initial series production engines were sold to Lotus and many of the other racing engines up to Mk. XII were delivered to Team Lotus; the success of Formula Junior engines started bringing in non-Lotus revenues, the establishment of Formula B by the Sports Car Club of America allowed the financial foundation of Cosworth to be secured by the increased sales of Mk. XIII, a pure racing engine based on Lotus TwinCam, through its domination of the class; this newly found security enabled the company to distance itself from the Lotus Mk. VII and Elan optional road engine assembly business, allowed its resources to be concentrated on racing engine development; the first Cosworth-designed cylinder head was for SCA series. A real success was achieved with the next gear-driven double overhead camshaft four-valve FVA in 1966, when Cosworth, with a help from Chapman, convinced Ford to purchase the rights to the design, sign a development contract – including an eight-cylinder version; this resulted in the DFV, which dominated Formula One for many years.
From this time on, Cosworth was supported by Ford for many years, many of the Cosworth designs were owned by Ford and named as Ford engines under similar contracts. Another success by the BD series in the 1970s put Cosworth on a growing track. Cosworth went through a number of ownership changes. After Duckworth decided he didn't want to be involved with the day-to-day business of running a growing company, he sold out the ownership to United Engineering Industries in 1980, retaining his life presidency and day-to-day technical involvement with Cosworth, becoming a UEI board director. In 1998, Vickers sold Cosworth and Pi Research to Ford. In September, 2004 Ford announced that it was selling Cosworth and Pi Research, along with Cosworth Racing Ltd, its Jaguar Formula One team. On 15 November 2004, the sale of Cosworth was completed, to Champ Car World Series owners Gerald Forsythe and Kevin Kalkhoven, the current Cosworth Group; the road car engine aspect of the business was split from the racing division, following the sale of the engineering division of Cosworth to Volkswagen / Audi Group in September 1998, renamed Cosworth Technology, before being subsequently acquired by Mahle GmbH in 2005.
Cosworth Technology was renamed as MAHLE Powertrain on 1 July 2005. Since 2006, Cosworth has diversified to provide engineering consultancy, high performance electronics, component manufacture services outside of its classic motorsport customer base. Current publicised projects range from an 80 cubic centimetres diesel engine for unmanned aerial vehicles, through to an engineering partnership on some of the world's most powerful aspirated road car engines, including upcoming Aston Martin Valkyrie 1000+bhp V12. Cosworth supplied its last premier class racing engines to one F1 team in 2013, the Marussia F1 Team; the following is the list of initial products, with cylinder heads modified, but not designed by Cosworth, on Ford Kent engine cylinder blocks. The exceptions were Mk. XVII and MAE, which had intake port sleeves for downdraft carburetors brazed into the stock cast iron cylinder head, in place of the normal side draft ports, thus could be considered Cosworth designs. In addition to the above, Cosworth designed and provided the assembly work for Lotus Elan Special Equipment optional road engines with special camshafts and high compression pistons.
The final model of the above initial series was the MAE in 1965, when new rules were introduced in Formula 3 allowing up to 1,000 cubic centimetres engines with 36mm intake restrictor plate. MAE used one barrel of a two barrel Weber IDA downdraft carburetor with the other barrel blanked off; the domination of this engine was absolute as long as these regulations lasted until 1968. As Cosworth had a serious difficulty
The Simtek S941 is a Formula One car, designed by Nick Wirth and Paul Crooks for the Simtek team, used during 1994 Formula One season. Although it was the first car to race under the Simtek name the company had designed an unbuilt car for BMW - the unbuilt design formed the basis of the Andrea Moda S921. Simtek produced a design for Jean Mosnier's abortive Bravo S931 project, to have launched in 1993. There is a strong family resemblance between the 1994 Simtek; the S941 was driven by David Brabham for the whole season. Roland Ratzenberger was scheduled to drive the second car for the first five races, as he only had funding for the first part of the season, but his death at Imola the day before 3 time World Champion Ayrton Senna meant other drivers had to step in. Andrea Montermini was involved in a serious accident at his first race with the team in the Spanish Grand Prix practice session; this left the team in serious financial difficulties. For the remaining part of the year, three other drivers were in the second seat, including Jean-Marc Gounon, Domenico Schiattarella and Japanese pay driver Taki Inoue.
Simtek's main sponsor was MTV. Other notable sponsors included Russell Athletic; the engine was a aspirated V8 Ford HBD 6. It was underpowered, but only suffered three failures all season, all in David Brabham's car; the team got the Simtek S941 home 12 times from 32 starts. They benefited from the slowness of the Simtek's back-of-the-grid rival Pacific PR01, which qualified; the Simtek S941 did not score any points in its debut season. "Car Model: Simtek S941". ChicaneF1.com. Retrieved 2007-10-22
Max Rufus Mosley is the former president of the Fédération Internationale de l'Automobile, a non-profit association that represents the interests of motoring organisations and car users worldwide. The FIA is the governing body for Formula One and other international motorsports. A barrister and former amateur racing driver, Mosley was a founder and co-owner of March Engineering, a racing car constructor and Formula One racing team, he dealt with legal and commercial matters for the company between 1969 and 1977 and became its representative at the Formula One Constructors' Association, the body that represents Formula One constructors. Together with Bernie Ecclestone he represented FOCA at the FIA and in its dealings with race organisers. In 1978, Mosley became the official legal adviser to FOCA. In this role he and Marco Piccinini negotiated the first version of the Concorde Agreement, which settled a long-standing dispute between FOCA and the Fédération Internationale du Sport Automobile, a commission of the FIA and the governing body of Formula One.
Mosley was elected president of FISA in 1991 and became president of the FIA, FISA's parent body, in 1993. Mosley identified his major achievement as FIA President as the promotion of the European New Car Assessment Programme, he has promoted increased safety and the use of green technologies in motor racing. In 2008, stories about his sex life appeared in the British press, along with unfounded allegations regarding Nazi connotations. Mosley sued the newspaper that published the allegations and maintained his position as FIA president, he was replaced by his preferred successor, Jean Todt. Mosley is the youngest son of Sir Oswald Mosley, former leader of the British Union of Fascists, Diana Mitford, he was educated in France and Britain before going on to attend university at Christ Church, where he graduated with a degree in physics. He changed to law and was called to the bar in 1964. In his teens and early twenties, Mosley was involved with his father's post-war political party, the Union Movement.
He has said that the association of his surname with fascism stopped him from developing his interest in politics further, although he worked for the Conservative Party in the early 1980s. Max Mosley was born on 3 April 1940 in the early years of the Second World War, his father was Sir Oswald Mosley, while his mother was Lady Diana Mosley, one of the Mitford sisters. In addition to his older full-brother Alexander, Mosley has five older half-siblings. On his father's side, they include the novelist Nicholas Mosley, 3rd Baron Ravensdale. On his mother's side they are merchant banker Jonathan Guinness, 3rd Baron Moyne, Irish preservationist Desmond Guinness, he is a third cousin of the grandson of the former British prime minister. His father had been a Labour minister, Member of Parliament for both the Conservative and Labour parties in the 1920s before leaving mainstream politics and becoming leader of the British Union of Fascists in the 1930s; the month after Max's birth, Sir Oswald, who had campaigned for a negotiated peace between the United Kingdom and Nazi Germany, was interned by the British Authorities under Defence Regulation 18B, along with other active fascists in Britain.
Max's mother was imprisoned a month later. Max and his brother Alexander were not included in their parents' internment and, as a result, were separated from them for the first few years of their lives. In December 1940, then-Prime Minister Winston Churchill asked Home Secretary Herbert Morrison to ensure Lady Mosley was able to see Max regularly. Sir Oswald and Lady Mosley were released from detention at HMP Holloway on 16 November 1943, provoking widespread public protests, their children were refused entry to several schools, due to a combination of their wildness and their parents' reputation, were tutored at home instead. The family moved to a succession of country houses in England. Mosley's older half-brother Nicholas described the family, including Sir Oswald’s children from his first marriage, spending the summer of 1945 getting the harvest in and shooting at Crowood Farm, near Ramsbury, Wiltshire. In 1950, the Mosleys bought houses in Ireland, in Orsay, near Paris, they spent the year moving around Europe, spending the spring in France and the autumn and winter in Ireland, where Mosley was keen on riding and hunting.
His aunt Nancy Mitford, in letters to Evelyn Waugh, recalled Sir Oswald and his family cruising the Mediterranean Sea on the family yacht. On one such trip they were entertained by Sir Oswald's friend, General Franco. At the age of 13, Mosley was sent to Stein an der Traun in Germany for two years, where he learned to speak fluent German. On his return to England he spent a year at Millfield, an independent boarding school in Somerset after which he continued his education in London for two years, he attended Christ Church at Oxford University, graduating with a degree in Physics in 1961. During his time there he was secretary of the Oxford Union where his father spoke on two occasions, once with Jeremy Thorpe on the other side. In 1960, Mosley introduced his father to Robert Skidelsky, one of Mosley's contemporaries at the university a biographer of his father. Rejecting an early ambition to work as a physicist after "establishing that there was no money in it", Mosley studied Law at Gray's Inn in London and qualified as a barrister in 1964.
After a pupillage with Maurice Drake, he specialised in trademark law. From 1961 to 1964, Mosley was a member of the Territorial Army, Parachute Regiment
Roland Ratzenberger was an Austrian racing driver who raced in sports prototype, British Formula 3000, Japanese Formula 3000 and Formula One. He died in a crash during qualifying for the 1994 San Marino Grand Prix, the same event at which three-time World Champion Ayrton Senna died the following day; the crash occurred after part of the front wing got lodged under his car causing him to lose steering, he was pronounced dead at hospital, as a direct result of his death it was agreed that the Grand Prix Drivers' Association should be reformed and that the HANS device became compulsory. Ratzenberger was born in Austria, he began racing in German Formula Ford in 1983, in 1985 won both the Austrian and Central European Formula Ford championships. In 1985, he entered the Formula Ford Festival at Brands Hatch in England, he returned in 1986, won it before graduating to British Formula 3 the following season. While in the UK, he gained fame for the similarity of his name to that of TV puppet Roland Rat, with whom he appeared in an edition of TV-am and whose branding appeared on his car.
Two years in British F3 yielded two 12th places in the championship with West Surrey Racing and Madgwick Motorsport. He raced in other formulae than single seaters, once finishing second in the 1987 World Touring Car Championship driving a Team Schnitzer BMW M3. In 1988 he entered the final few rounds of the British Touring Car Championship in a class B BMW M3 for the Demon Tweeks team. In 1989 he entered the British Formula 3000 series; the same year he raced in the Le Mans 24 Hours for the first time. The Brun Motorsport, Porsche 962 he shared with Maurizio Sandro Sala and Walter Lechner retired in the third hour, he raced in the next four Le Mans, with Brun again in 1991 and with the SARD team in 1990, 1992 and 1993. His highest finish came in 1993, when he, Mauro Martini and Naoki Nagasaka finished fifth in a Toyota 93 C-V. In the 1990s, Ratzenberger switched to Japanese racing, he won one race each in 1990 and 1991 in the Japanese Sports Prototype Championship with the same SARD team he drove for at Le Mans.
He returned to touring car racing in the Japanese Touring Car Championship, finishing seventh in 1990 and 1991 in a BMW M3. This paved the way for a return to Formula 3000 in the Japanese championship, with the Stellar team in the 1992 season, his year began poorly but, when the team upgraded their two-year-old Lola for a new model, Ratzenberger won once to finish seventh overall. He remained in the series in the 1993 season. In 1994, he achieved his ambition of becoming a Formula One driver, signing a five-race deal with the new Simtek team run by Nick Wirth, his campaign got off to a poor start at the Brazilian Grand Prix in Interlagos, where he failed to qualify. But he got onto the grid for the next round at the TI Circuit in Aida, Japan, as his experience of the track from his touring car days meant he was the only driver in the race who had driven at the venue before, he finished 11th. Ratzenberger was killed during qualifying for the San Marino Grand Prix at the Imola circuit on Saturday 30 April 1994.
He went off-track on the previous lap, damaging his front wing, but rather than come into the pits, he continued, since he was competing for the final grid spot. The high speed on the straight, therefore the high downforce generated broke the wing off, sending it under the car, his car struck the outside wall at 314.9 km/h. Ratzenberger was pronounced dead on arrival at Maggiore Hospital in Bologna, having been airlifted there from the Imola circuit's medical centre, where he had been transferred to from the crash site by ambulance; the cause of death was a basilar skull fracture. Ratzenberger was the first racing driver to lose his life at a grand prix weekend since the 1982 season, when Riccardo Paletti was killed at the Canadian Grand Prix at the Circuit Gilles Villeneuve. Ratzenberger was the first driver to die as a result of a crash in an F1 car since Elio de Angelis during testing in 1986. Bernie Ecclestone persuaded the Simtek team to take part in the race the following day to overcome the shock.
Out of respect, Ratzenberger's spot on the starting grid was left empty. Ratzenberger's teammate, David Brabham, retired after 27 laps, his death had one lasting legacy. On 1 May 1994, during the customary drivers' briefing, the remaining drivers agreed to the reformation of the Grand Prix Drivers' Association, with Senna, Gerhard Berger and Michael Schumacher as its first directors; the association subsequently pressed for improvements to car and circuit safety in the wake of Imola and other serious crashes during the 1994 season. Three time world champion Ayrton Senna learned from friend and neurosurgeon Sid Watkins that Ratzenberger had died; when the two left the medical centre together, Watkins told the inconsolable world champion that he did not have to race again and suggested to Senna that he withdraw from the following days race and go fishing with him. Senna responded by telling Watkins he could not stop racing and went back to the garage, where he decided to withdraw for the remainder of that day's qualifying session.
At the race the following day on lap 7, the second lap at racing speed, Senna's car left the racing line at the 190 mph Tamburello corner, running in a straight line off the track he struck an unprotected concrete barrier and was killed. When track officials examined the wreckage of Senna's racing car, they found a furled Austrian flag. Senna had planned to raise it after the race, in honour
Andrea de Cesaris
Andrea de Cesaris was an Italian racing driver. He started 208 Formula One Grands Prix but never won; as a result, he holds the record for the most races started without a race victory. A string of accidents early in his career earned him a reputation for being a wild driver. In 2005 and 2006 he competed in the Grand Prix Masters formula for retired F1 drivers. De Cesaris died on 5 October 2014 after losing control of his motorcycle on Rome's Grande Raccordo Anulare motorway. A multiple karting champion, he graduated to Formula 3 in Britain, winning numerous events and finishing 2nd in the 1979 British Formula 3 International Series, as runner up to Chico Serra. From Formula 3, he graduated to Formula 2 with future McLaren boss Ron Dennis' Project 4 team. Related article: Alfa Romeo in Formula OneIn 1980, de Cesaris was picked up by Alfa Romeo for the final events of the 1980 World Championship, replacing Vittorio Brambilla who had, in turn, replaced Patrick Depailler when he was killed testing at Hockenheim.
His first race in Canada ended after eight laps because of engine failure. In his second race, at Watkins Glen in the United States, he went off and crashed into the catch fencing at the Junction corner after two laps. Related article: McLarenIn 1981 thanks to his personal Marlboro sponsorship which happened to be McLaren's main sponsor, de Cesaris landed a seat at McLaren which had merged with the Project Four Formula 2 team run by Ron Dennis after the 1980 season. During the season, de Cesaris crashed nineteen times either in practice or in the race due to driver error; the team was so worried that he would crash the car that they withdrew his car from the Dutch Grand Prix in Zandvoort after he qualified 13th. The Italian managed to finish only 6 of the 14 races. Due to the frequent crashes, he earned the nickname "Andrea de Crasheris". In July 1981 de Cesaris and Henri Pescarolo finished second to the team of Riccardo Patrese and Michele Alboreto in a 6-hour endurance race at Watkins Glen, New York.
Both teams drove Lancia cars with de Pescarolo finishing two laps behind. Related article: Alfa Romeo in Formula OneAfter switching back to Alfa Romeo in 1982, de Cesaris became the youngest man to take pole position at the Long Beach Grand Prix. De Cesaris was only the second Alfa Romeo driver to capture a pole since 1952. In the 1982 season, de Cesaris earned a podium finish at a point in Canada. At the 1982 Monaco Grand Prix, Didier Pironi retired on the final lap due to electrical trouble with his Ferrari. De Cesaris ran out of fuel at the same time, allowing Riccardo Patrese to win his first Formula 1 race. In 1983, with his Alfa Romeo now using a turbo engine, he took two second places, one at the 1983 German Grand Prix at Hockenheim and the other one in the season-closing 1983 South African Grand Prix at Kyalami, 9.319 seconds behind Riccardo Patrese. De Cesaris came close to winning at Spa-Francorchamps, after comfortably leading from the Renault of Alain Prost for much of the race before a botched pit stop delayed him and a blown engine put him out of the race.
De Cesaris moved to Ligier in 1984, despite the car's promising Renault turbo engine, he scored only three points during the season. At the end of 1984, de Cesaris and Ligier teammate François Hesnault travelled to Australia to drive in the 1984 Australian Grand Prix, the last domestic Australian Grand Prix before the race became part of the Formula One World Championship in 1985. Driving a Ford BDA powered Ralt RT4, de Cesaris qualified in 5th place. After entering the pits at the end of the warm up lap, he exited the pits moments before the green flag and was a lap behind when the race started, he proceeded to put in what many consider as the drive of the day to finish 3rd behind Roberto Moreno and Keke Rosberg. In 1985 a number of strong performances, including a fourth place at Monaco, showed early promise but the season turned into a dismal one after de Cesaris destroyed his Ligier JS25 in a quadruple-rollover at the Austrian Grand Prix, was fired by team boss Guy Ligier as a result. Guy Ligier stated that "I can no longer afford to employ this man", despite Marlboro paying the bulk of de Cesaris' salary.
He was kept in the team until the next race at Zandvoort, after which he was replaced by Philippe Streiff. Related article: MinardiIn 1986 de Cesaris moved to Minardi, he was outpaced by his teammate, fellow Italian and F1 rookie Alessandro Nannini during the season. For the first time in his career, de Cesaris went the entire season without scoring a point. Related article: BrabhamIn 1987, de Cesaris switched to Brabham-BMW. With the Bernie Ecclestone-owned team he was able to achieve better results though he failed to match his teammate Riccardo Patrese. At the 1987 Belgian Grand Prix at Spa, Belgium, de Cesaris placed third behind Alain Prost and Stefan Johansson, his first points in nearly two years and his first podium finish since the final round of the 1983 season in South Africa, he would not finish another race that season. Related article: RialFor 1988, Brabham pulled out of Formula One and de Cesaris switched to the new Rial team, run by German Günter Schmid, the former boss of the ATS outfit.
With a Cosworth engine in the car, de Cesaris managed to qualify for all sixteen races of the season and take fourth place in the Detroit Grand Prix. He twice ran out of fuel in the last laps while running in the points, in Canada and Australia. Related articles: Dallara, BMS Scuderia Italia For 1989, de Cesaris moved to the Marlboro-sponsored Scuderia Italia squad. Early results were again promising. By now one of the more experienced dr