Brabham

Friday, 23 November 2012

Formula 1 1982 - Brabham Invent Refuelling

F1 1978 Brabham , Niki Lauda, Zolder, Belgium

Brabham Racing BT 92 tuned BMW M3 teaser - Full Throttle

NÉLSON PIQUET BRABHAM FORMULA 1 & TEST BMW M6 E24

Brabham BT15 F3 1000cc Hockenheim Historic 2009

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Australia
Australia ( /əˈstreɪljə/), officially the Commonwealth of Australia, is a country in the Southern Hemisphere comprising the mainland of the Australian continent as well as the island of Tasmania and numerous smaller islands in the Indian and Pacific Oceans. It is the world's sixth-largest country by total area. Neighbouring countries include Indonesia, East Timor and Papua New Guinea to the north; the Solomon Islands, Vanuatu and New Caledonia to the north-east; and New Zealand to the south-east.
For at least 40,000 years before European settlement in the late 18th century, Australia was inhabited by indigenous Australians, who belonged to one or more of roughly 250 language groups. After discovery by Dutch explorers in 1606, Australia's eastern half was claimed by Great Britain in 1770 and settled through penal transportation to the colony of New South Wales from 26 January 1788. The population grew steadily in subsequent decades; the continent was explored and an additional five self-governing Crown Colonies were established.

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Austria
Austria (ⁱ/ˈɒstriə/ or /ˈɔːstriə/; German: Österreich [ˈøːstɐˌʁaɪç] ( listen)), officially the Republic of Austria (German: Republik Österreich (help·info)), is a landlocked country of roughly 8.47 million people in Central Europe. It is bordered by the Czech Republic and Germany to the north, Hungary and Slovakia to the east, Slovenia and Italy to the south, and Switzerland and Liechtenstein to the west. The territory of Austria covers 83,855 square kilometres (32,377 sq mi) and has a temperate and alpine climate. Austria's terrain is highly mountainous due to the presence of the Alps; only 32% of the country is below 500 metres (1,640 ft), and its highest point is 3,798 metres (12,461 ft). The majority of the population speak local Austro-Bavarian dialects of German as their native language, and German in its standard form is the country's official language. Other local official languages are Burgenland Croatian, Hungarian and Slovene.
The origins of modern-day Austria date back to the time of the Habsburg dynasty when the vast majority of the country was a part of the Holy Roman Empire of the German Nation. During the 17th and 18th centuries, Austria became one of the great powers of Europe and, in response to the coronation of Napoleon I as the Emperor of the French, the Austrian Empire was officially proclaimed in 1804. In 1867, the Austrian Empire was reformed into Austria-Hungary.

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Brazil
Brazil ⁱ/brəˈzɪl/ (Portuguese: Brasil, IPA: [bɾaˈziw]), officially the Federative Republic of Brazil (Portuguese: República Federativa do Brasil, listen (help·info)), is the largest country in South America. It is the world's fifth largest country, both by geographical area and by population with over 192 million people. It is the only Portuguese-speaking country in the Americas and the largest lusophone country in the world.
Bounded by the Atlantic Ocean on the east, Brazil has a coastline of 7,491 km (4,655 mi). It is bordered on the north by Venezuela, Guyana, Suriname and the French overseas region of French Guiana; on the northwest by Colombia; on the west by Bolivia and Peru; on the southwest by Argentina and Paraguay and on the south by Uruguay. Numerous archipelagos form part of Brazilian territory, such as Fernando de Noronha, Rocas Atoll, Saint Peter and Paul Rocks, and Trindade and Martim Vaz. It borders all other South American countries except Ecuador and Chile.
Brazil was a colony of Portugal from the landing of Pedro Álvares Cabral in 1500 until 1815, when it was elevated to the rank of kingdom and the United Kingdom of Portugal, Brazil and the Algarves was formed. The colonial bond was in fact broken in 1808, when the capital of the Portuguese colonial empire was transferred from Lisbon to Rio de Janeiro, after Napoleon invaded Portugal.Independence was achieved in 1822 with the formation of the Empire of Brazil, a unitary state governed under a constitutional monarchy and a parliamentary system. The country became a presidential republic in 1889, when a military coup d'état proclaimed the Republic, although the bicameral legislature, now called Congress, dates back to the ratification of the first constitution in 1824. Its current Constitution, formulated in 1988, defines Brazil as a Federal Republic. The Federation is formed by the union of the Federal District, the 26 States, and the 5,564 Municipalities.

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Buenos Aires
Buenos Aires ( /ˈbweɪnəs ˈɛəriːz/ or /ˈaɪrɪs/,Spanish: [ˈbwenos ˈaiɾes]) is the capital and largest city of Argentina, and the second-largest metropolitan area in South America, after Greater Sao Paulo. It is located on the western shore of the estuary of the Río de la Plata, on the southeastern coast of the South American continent. Greater Buenos Aires conurbation, which also includes several Buenos Aires Province districts, constitutes the third-largest conurbation in Latin America, with a population of around thirteen million.
The city of Buenos Aires is not a part of Buenos Aires Province, nor is it the Province's capital, but an autonomous district. In 1880, after decades of political infighting, Buenos Aires was federalised and removed from Buenos Aires Province. The city limits were enlarged to include the towns of Belgrano and Flores (both are currently neighborhoods of the city). The 1994 constitutional amendment granted the city autonomy, hence its formal name: Ciudad Autónoma de Buenos Aires (Autonomous City of Buenos Aires). Its citizens first elected a Chief of Government (i.e. Mayor) in 1996; before, the Mayor was directly appointed by the President of the Republic.

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Bugatti
Coordinates: 48°31′32″N 07°30′01″E / 48.52556°N 7.50028°E / 48.52556; 7.50028
Automobiles E. Bugatti was a French car manufacturer founded in 1909 in Molsheim, Alsace, as a manufacturer of high-performance automobiles by Italian-born Ettore Bugatti.
Bugattis were well known for the beauty of their designs (Ettore Bugatti was from a family of artists and considered himself to be both an artist and constructor) and for the large number of races that they have won. The death of Ettore Bugatti in 1947 proved to be the end for the marque, and the death of his son Jean in 1939 ensured there wasn't a successor to lead the factory. No more than about 8000 cars were made. The company struggled financially, and released one last model in the 1950s, before eventually being purchased for its airplane parts business in the 1960s. Today the name is owned by Volkswagen Group, who have revived it as a builder of limited production exclusive sports cars.
Founder Ettore Bugatti was born in Milan, Italy, and the automobile company that bears his name was founded in 1909 in the town of Molsheim located in the Alsace. The company was known both for the level of detail of its engineering in its automobiles, and for the artistic way in which the designs were executed, given the artistic nature of Ettore's family (his father, Carlo Bugatti (1856–1940), was an important Art Nouveau furniture and jewelry designer). The company also enjoyed great success in early Grand Prix motor racing, winning the first ever Monaco Grand Prix. The company's success culminated with driver Jean-Pierre Wimille winning the 24 hours of Le Mans twice (in 1937 with Robert Benoist and 1939 with Pierre Veyron).

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Milton Keynes
Coordinates: 52°02′10″N 0°46′12″W / 52.036°N 0.770°W / 52.036; -0.770
Milton Keynes (ⁱ/ˌmɪltən ˈkiːnz/ mil-tən-KEENZ), sometimes abbreviated MK, is a large town in Buckinghamshire, about 45 miles (72 km) south-east of Leicester and 49 miles (79 km) north-west of London. It is the administrative centre of the Borough of Milton Keynes. It was formally designated as a new town on 23 January 1967, with the design brief to become a 'city' in scale.
At designation, its 89 km² (34 sq mi) area incorporated the existing towns of Bletchley, Wolverton and Stony Stratford along with another fifteen villages and farmland in between. It took its name from the existing village of Milton Keynes, a few miles east of the planned centre.
At the 2001 census the population of the Milton Keynes urban area, including the adjacent Newport Pagnell, was 184,506, and that of the wider borough, which has been a unitary authority independent of Buckinghamshire County Council since 1997, was 207,063 (compared with a population of around 53,000 for the same area in 1961). The Borough’s population in 2009 is estimated to be nearly 241,000, with almost all the increase arising in the urban area.

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New Zealand
New Zealand (Māori: Aotearoa) is an island country located in the southwestern Pacific Ocean. The country geographically comprises two main landmasses ‒ that of the North and South Islands ‒ as well as numerous smaller islands. New Zealand is situated some 1,500 kilometres (900 mi) east of Australia across the Tasman Sea and roughly 1,000 kilometres (600 mi) south of the Pacific island nations of New Caledonia, Fiji, and Tonga. Because of its remoteness, it was one of the last lands to be settled by humans.
During its long isolation, New Zealand developed a distinctive biodiversity of both animal and plant life. Most notable are the large number of unique bird species, many of which became extinct after the arrival of humans and introduced mammals. With a mild maritime climate, the land was mostly covered in forest. The country's varied topography and its sharp mountain peaks owe much to the tectonic uplift of land and volcanic eruptions caused by the Pacific and Indo-Australian Plates clashing beneath the earth's surface.

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Prost Grand Prix
Prost Grand Prix was a Formula One racing team managed by former world champion Alain Prost. The team participated in five seasons from 1997 to 2001.
Alain Prost completed the purchase of the Ligier team in early 1997, and immediately changed the name to Prost. An exclusive contract for Peugeot engines was announced for 1998, but the team continued with Ligier's planned Mugen-Honda engines for 1997. Podium finishes in Brazil (third) and Spain (second) for Olivier Panis promised much, but the Frenchman crashed heavily at high speed in Canada, breaking both his legs.
With its lead driver forced to miss much of the season, Prost struggled with novices Jarno Trulli and Shinji Nakano until Panis's return at the Luxembourg Grand Prix. There were glimpses, a commanding drive by Trulli in Austria where he led for much of the race before his engine expired, and a run by Trulli again to fourth at Germany showed potential, and a dogged points finish for Panis on his return in Luxembourg meant that Prost wasted no time in signing the pair up for a further season.

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Reims-Gueux
Coordinates: 49°15′15″N 3°55′51″E / 49.25417°N 3.93083°E / 49.25417; 3.93083
Reims-Gueux was a triangular motor racing road course near Reims, France, which hosted 14 French Grands Prix.
Reims-Gueux was first established in 1926 on the public roads between the small French villages of Thillois and Gueux. The circuit had two very long straights between the towns, and teams strove to maximize straight-line speed of their cars; many slipstream battles ensued. Race organizers actually felled trees and demolished old houses in order to make the circuit even quicker. In 1952, the circuit was significantly altered to bypass the village of Gueux, and many people now refer to the course as simply Reims.
Its first event was the Grand Prix de la Marne, staged by the Automobile Club of Champagne. International racing came soon thereafter, with the first official Formula One event occurring in 1950, the inaugural year of the Formula One world championship. The circuit was last used by Formula One in 1966, and it closed permanently in 1972 due to financial difficulties.

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Renault F1
Coordinates: 51°55′12″N 1°23′25″W / 51.92°N 1.39028°W / 51.92; -1.39028
Renault has been associated with Formula One as both constructors and engine suppliers for various periods since 1977. It was in 1977 that the company entered Formula One as a constructor, introducing the turbo engine to Formula One in their first car, the Renault RS01. Although the Renault team won races and competed for world titles, it withdrew at the end of 1985. Renault continued its involvement as a supplier of engines to other teams, which it had started doing in 1983, until 1986, and again from 1989 to 1997.
Renault returned to Formula One in 2000 when they acquired the Enstone-based Benetton Formula team (formerly Toleman Motorsport), a team which had won the drivers' championship in 1994 and both the drivers' and constructors' championships in 1995. For the first two seasons under Renault the team continued to be called "Benetton Formula" and used "Benetton" as their constructor name. In 2002 Renault rebranded the team as the "Renault F1 Team" and started to use "Renault" as its constructor name. Under this Renault guise, the Enstone team won the drivers' and constructors' championships in 2005 and 2006.

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Solituderennen
The Solituderennen (eng: Solitude race) motorsport events are held on the 11.4 km Solitudering race track near Stuttgart. The event and the track were named after the nearby Castle Solitude. Motorsports events were held there from 1903 to 1965.
Due to the narrow track, initially mainly motorcycle events were held there until 1956. The track and the pits were widened in early 1957 and sports car racing was staged by the automobile club ADAC.
Grand Prix motorcycle racing events were held at the track from 1952 to 1964, with the German motorcycle Grand Prix taking place there in even-numbered years: 1952, 1954, 1956, 1958, 1960, 1962 and 1964.
From 1961 to 1964, non-Championship Formula One Grand Prix races were also held, in addition to previous Formula 2 and Formula Junior events.
In 2003, a memorial event was held, with many former participants and vehicles.
1964: Ralph Bryans, Honda
1964: Jim Redman, Honda
1964: Scheidegger/Robinson, BMW
Coordinates: 48°46′05″N 9°04′06″E / 48.768°N 9.06835°E / 48.768; 9.06835

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São Paulo
São Paulo (/ˌsaʊ ˈpaʊloʊ/; Portuguese pronunciation: [sɐ̃w ˈpawlu] ( listen); Saint Paul;), popularly known as Sampa, is the largest city in Brazil, the largest city in the southern hemisphere and Americas, and the world's seventh largest city by population. The metropolis is anchor to the São Paulo metropolitan area, ranked as the second most populous metropolitan area in the Americas and among the five largest metropolitan areas on the planet. São Paulo is the capital of the state of São Paulo, which is the most populous Brazilian state, and exerts strong regional influence in commerce and finance as well as arts and entertainment. São Paulo maintains strong international influence and is considered an Alpha- World City. The name of the city honors Saint Paul.
The metropolis has significant cultural, economic and political influence both nationally and internationally. It houses several important monuments, parks and museums such as the Latin American Memorial, the Museum of the Portuguese Language, São Paulo Museum of Art and the Ibirapuera Park. The Paulista Avenue is the most important financial center of São Paulo. The city holds many high profile events, like the São Paulo Art Biennial, the Brazil Grand Prix Formula 1 Sao Paulo, Sao Paulo Fashion Week, ATP Brasil Open, and the São Paulo Indy 300.

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United Kingdom
The United Kingdom of Great Britain and Northern Ireland (commonly known as the United Kingdom, the UK, or Britain) is a sovereign state located off the north-western coast of continental Europe. The country includes the island of Great Britain, the north-eastern part of the island of Ireland and many smaller islands. Northern Ireland is the only part of the UK that shares a land border with another sovereign state—the Republic of Ireland. Apart from this land border the UK is surrounded by the Atlantic Ocean, the North Sea, the English Channel and the Irish Sea.
The United Kingdom is a unitary state governed under a constitutional monarchy and a parliamentary system, with its seat of government in the capital city of London. It is a country in its own right and consists of four countries: England, Northern Ireland, Scotland and Wales. There are three devolved administrations, each with varying powers, based in Belfast, Edinburgh and Cardiff, the capitals of Northern Ireland, Scotland, and Wales. Associated with the UK, but not constitutionally part of it, are three Crown Dependencies. The United Kingdom has fourteen overseas territories. These are remnants of the British Empire which, at its height in 1922, encompassed almost a quarter of the world's land surface and was the largest empire in history. British influence can still be observed in the language, culture and legal systems of many of its former territories.

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United States
The United States of America (commonly abbreviated to the United States, the U.S., the USA, America, and the States) is a federal constitutional republic comprising fifty states and a federal district. The country is situated mostly in central North America, where its forty-eight contiguous states and Washington, D.C., the capital district, lie between the Pacific and Atlantic Oceans, bordered by Canada to the north and Mexico to the south. The state of Alaska is in the northwest of the continent, with Canada to the east and Russia to the west, across the Bering Strait. The state of Hawaii is an archipelago in the mid-Pacific. The country also possesses several territories in the Pacific and Caribbean.
At 3.79 million square miles (9.83 million km²) and with over 312 million people, the United States is the third or fourth largest country by total area, and the third largest by both land area and population. It is one of the world's most ethnically diverse and multicultural nations, the product of large-scale immigration from many countries. The U.S. economy is the world's largest national economy, with an estimated 2011 GDP of $15.1 trillion (22% of nominal global GDP and over 19% of global GDP at purchasing-power parity). Per capita income is the world's sixth-highest.

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Österreichring
The Red Bull Ring is a motorsport circuit in Spielberg, Styria.
The race circuit was founded as Österreichring and hosted the Formula One Austrian Grand Prix for 18 consecutive years, from 1970 to 1987. It was later shortened, rebuilt and renamed the A1-Ring, it hosted the Austrian Grand Prix again from 1997 to 2003. When Formula One outgrew the circuit, a plan was drawn up to extend the layout. Parts of the circuit, including the pits and main grandstand, were demolished, but construction work was stopped and the circuit remained unusable for several years before it was purchased by Red Bull's Dietrich Mateschitz and rebuilt. Renamed the Red Bull Ring the track was reopened on 15 May 2011 and subsequently hosted a round of the 2011 DTM season and a round of the 2011 F2 championship.
The old Österreichring was more often referred to as being located at Zeltweg, which is bigger and better known. However, the circuit was never relocated, only modified.
In addition, the one-off 1964 Austrian Grand Prix was held at Zeltweg Airfield, so this name was already known.

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Alain Prost
Alain Marie Pascal Prost, OBE, Chevalier de la Légion d'honneur (born 24 February 1955 in Lorette, Loire) is a French racing driver. A four-time Formula One Drivers' Champion, Prost has won more titles than any driver except for Juan Manuel Fangio (five championships), and Michael Schumacher (seven championships). From 1987 until 2001 Prost held the record for most Grand Prix victories. Schumacher surpassed Prost's total of 51 victories at the 2001 Belgian Grand Prix. In 1999, Prost received the World Sports Awards of the Century in the motor sport category.
Prost discovered karting at the age of 14 during a family holiday. He progressed through motor sport's junior ranks, winning the French and European Formula Three championships, before joining the McLaren Formula One team in 1980 at the age of 25. He finished in the points on his Formula One début and took his first race victory at his home Grand Prix in France a year later, while he was driving for Renault's factory team.

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Andrea de Adamich
Andrea Lodovico de Adamich (born 3 October 1941) is a former racing driver from Italy. He participated in 34 World Championship Formula One Grands Prix, debuting on 1 January 1968. He scored a total of 6 championship points. He also participated in numerous non-Championship Formula One races.
De Adamich was born in Trieste, but the family originated from Fiume where his ancestor Andrea Lodovico de Adamich had been the wealthiest and most powerful merchant. Andrea de Adamich was an accomplished saloon and sport-car racer who performed solidly when asked to race in F1 where he was one of the few drivers to have worn spectacles to race.
He won the 1966 European Touring Car Championship at the start of a long relationship with Alfa Romeo and made his GP debut in the 1968 South African race when his Ferrari spun off on oil. Later in the season he won a South American F2 tournament with Ferrari but was not retained by the Italian giants and he returned to the Alfa Romeo fold as they entered F1 supplying engines to a third works McLaren. De Adamich only finished once in 1970 in the McLaren-Alfa and had no more luck the following year when the Alfa engine deal switched to March.

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Andrea de Cesaris
Andrea de Cesaris (born May 31, 1959) is an Italian former race car driver. He started 208 races but never won; his is the longest career without a race victory. A string of accidents early in his career earned him the nickname 'Andrea de Crasheris',. Though the nickname stuck, he became a more reliable driver in his later career.
In 2005 and 2006 he competed in the Grand Prix Masters formula for retired F1 drivers.
De Cesaris was born in Rome on May 31, 1959. A multiple karting champion, he graduated to Formula 3 in Britain, winning numerous events before his tendency to make careless mistakes cost him dearly, and he finished 2nd in the championship to Chico Serra. A wheel banging incident with Nigel Mansell broke the Briton's neck, and did little to improve Andrea's wild reputation. From Formula 3, he graduated to Formula 2 with future McLaren boss Ron Dennis' Project 4 team.
In 1980, de Cesaris was then 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. At just 21 years old, 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 at the Ninety corner on the first lap at the start and crashed into some catch fencing at the Junction corner on lap two.

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Austria
Austria (ⁱ/ˈɒstriə/ or /ˈɔːstriə/; German: Österreich [ˈøːstɐˌʁaɪç] ( listen)), officially the Republic of Austria (German: Republik Österreich (help·info)), is a landlocked country of roughly 8.47 million people in Central Europe. It is bordered by the Czech Republic and Germany to the north, Hungary and Slovakia to the east, Slovenia and Italy to the south, and Switzerland and Liechtenstein to the west. The territory of Austria covers 83,855 square kilometres (32,377 sq mi) and has a temperate and alpine climate. Austria's terrain is highly mountainous due to the presence of the Alps; only 32% of the country is below 500 metres (1,640 ft), and its highest point is 3,798 metres (12,461 ft). The majority of the population speak local Austro-Bavarian dialects of German as their native language, and German in its standard form is the country's official language. Other local official languages are Burgenland Croatian, Hungarian and Slovene.
The origins of modern-day Austria date back to the time of the Habsburg dynasty when the vast majority of the country was a part of the Holy Roman Empire of the German Nation. During the 17th and 18th centuries, Austria became one of the great powers of Europe and, in response to the coronation of Napoleon I as the Emperor of the French, the Austrian Empire was officially proclaimed in 1804. In 1867, the Austrian Empire was reformed into Austria-Hungary.

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Bernie Ecclestone
Bernard Charles "Bernie" Ecclestone (born 28 October 1930) is an English business magnate, as president and CEO of Formula One Management and Formula One Administration and through his part-ownership of Alpha Prema, the parent company of the Formula One Group of companies. As such, he is generally considered the primary authority in Formula One racing. He is most commonly addressed in tabloid journalism as "F1 Supremo". His early involvement in the sport was as a competitor and then as a manager of drivers Stuart Lewis-Evans and Jochen Rindt. In 1972, he bought the Brabham team, which he ran for fifteen years. As a team owner he became a member of the Formula One Constructors Association. His control of the sport, which grew from his pioneering the sale of television rights in the late 1970s, is chiefly financial, but under the terms of the Concorde Agreement he and his companies also manage the administration, setup and logistics of each Formula One Grand Prix. Ecclestone himself entered two Grand Prix races during the 1958 season, failing to qualify for either of them.

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Bill Vukovich II
William John Vukovich, Jr. (born March 29, 1944, Riverside, California), better known as Bill Vukovich II is a former driver in the championship car division of USAC and CART series.
He was named the 1968 Indianapolis 500 Rookie of the Year, a result of his 7th place finish. Vukovich raced in the 1965-1982 seasons, with 158 combined career starts, including the Indianapolis 500 in 1968-1977, 1979-1980. He finished in the top ten 85 times, with one victory in 1973 at Brooklyn. He also had 23 National midget car victories in his career, and drove for part of his career in Christopher J.C. Agajanian's midget car.
Bill II is the son of 2-time Indy 500 Winner, Bill Vukovich and the father of Billy Vukovich III, both of whom were killed in racing accidents.

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Bruce McLaren
Bruce Leslie McLaren (30 August 1937 – 2 June 1970), born in Auckland, New Zealand, was a race-car designer, driver, engineer and inventor.
His name lives on in the McLaren team which has been one of the most successful in Formula One championship history, with McLaren cars and drivers winning a total of 20 world championships. McLaren cars totally dominated CanAm sports car racing with 56 wins, a considerable number of them with him behind the wheel, between 1967 and 1972 (and five constructors’ championships), and have won three Indianapolis 500 races, as well as the 24 Hours of Le Mans and 12 Hours of Sebring.
McLaren attended Meadowbank Primary School. As a nine year old, he contracted Perthes disease in his hip which left his left leg shorter than the right. He spent two years in traction, but later often had a slight limp.
His parents, Les and Ruth McLaren, owned a service station and workshop in Upland Road, Remuera, Auckland. Bruce spent all of his free hours hanging around the workshop.

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Carlos Reutemann
Carlos Alberto Reutemann (born April 12, 1942), nicknamed "Lole", is an Argentine former racing driver (who raced in Formula One from 1972 through 1982), and later a politician in his native province of Santa Fe, for the Justicialist Party and governor in Argentina.
As a racing driver, Reutemann was among Formula One's leading protagonists between 1972 and 1982. He scored 12 Grand Prix wins and six pole positions. In 1981 he finished second in the World Drivers' Championship by one point, having been overtaken in the last race of the season. He became the second Formula One driver after Leo Kinnunen to be at the podium of a World Rally Championship event, when he finished third in the 1980 and 1985 editions of Rally Argentina. He was also for three decades the only Formula One driver to score drivers' championship points in both F1 and WRC, until Kimi Räikkönen's eighth place at the 2010 Jordan Rally.
As a popular governor and a senator, he has been considered by some, on several occasions, to be a worthy candidate for President, but while he considered running for president in the 2011 Argentine general election he declined to do so.

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Charlie Whiting
Charlie Whiting (born 1952) is FIA Formula One Race Director, Safety Delegate, Permanent Starter and head of the F1 Technical Department, in which capacities he generally manages the logistics of each F1 Grand Prix, inspects cars in Parc fermé before a race, enforces FIA rules, and controls the lights which start each race.
His first job was assisting his brother Nick in preparing saloon and rally cars near the Brands Hatch racing circuit in England. In the mid seventies the brothers were running at Surtees in the 1976 British F5000 series for race driver Divina Galica. For the 1977 season Whiting joined Hesketh Racing at Easton Neston, near Silverstone. Following the demise of the team, he joined Bernie Ecclestone's Brabham team at Weybridge, where he would stay for the following decade, becoming chief mechanic for the World Drivers' Championship successes of Nelson Piquet in 1981 and 1983 and later rising to chief engineer, while Nick went on to open a Motor Racing spares shop near the Brands Hatch circuit. Nick was murdered in 1990.

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Corrado Fabi
Corrado Fabi (born 12 April 1961 in Milan) is a former racing driver from Italy. He participated in 18 Formula One Grands Prix, debuting on 13 March 1983, scoring no championship points. He was the 1982 European Formula Two Champion driving a March-BMW.
He is the younger brother of Teo Fabi, also a racing driver. In 1984 they shared a Brabham Formula One drive, with Corrado deputising for Teo when Teo's commitments to CART racing in the USA took precedence. After his opportunities in Formula One dried up, Corrado Fabi raced briefly in Champcars before effectively retiring to look after the family business interests.

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)
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(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

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Damon Hill
Damon Graham Devereux Hill OBE (born 17 September 1960) is a retired British racing driver from England. In 1996 Hill won the Formula One World Championship. As the son of the late Graham Hill, he is the only son of a world champion to win the title. His father died in an aeroplane crash when Hill was 15.
Hill was born in Hampstead, London on 17 September 1960 to Graham and Bette Hill. Graham Hill was a racing driver in the international Formula One series. He won the world drivers' championship in 1962 and 1968 and became a well known personality in the United Kingdom. Graham Hill's career provided a comfortable living. By 1975 the family lived in a "25-room country mansion" in Hertfordshire and Damon attended the independent Haberdashers' Aske's Boys' School. The death of his father in an aeroplane crash in 1975 left the 15-year-old Hill, his mother, and sisters Samantha and Brigitte in drastically reduced circumstances. Hill worked as a labourer and a motorcycle courier to support his further education.

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Dave Charlton
Dave Charlton (born in Brotton, Yorkshire, UK on 27 October 1936) is a former racing driver from South Africa. He participated in 13 World Championship Formula One Grands Prix, debuting on 1 January 1965. He scored no championship points. He competed in many non-World Championship Formula One races, winning the South African Formula One Championship six times in succession from 1970 to 1975.

(key) (Races in bold indicate pole position)

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David Brabham
David Brabham (born 5 September 1965) is an Australian racing driver and one of the most successful and experienced specialists in sports car racing. He has won three international Sports Car series and is one of four Australians to have won the Le Mans 24 Hour sports car race, winning the event in 2009. Brabham is the reigning American Le Mans Series champion and also won the title in 2009. He also competed in Formula One, racing for the Brabham and Simtek teams in 1990 and 1994 respectively. David is the youngest son of three-time Formula One world champion Sir Jack Brabham.
Brabham, who was born in Wimbledon, London, spent his childhood in Australia. Despite his father's motor racing fame he took little interest in motor racing until after he left school. As a child he played the more accessible sport of soccer up until the age of twelve and then took up Australian rules football when the family moved to Sydney. Growing up, Sir Jack did not force David into racing, and it was only after discovering go-karts at 17, that he became enthusiastic enough to purchase a second-hand go-kart with his next-door neighbour and begin racing.

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Denis Jenkinson
Denis Sargent Jenkinson (11 December 1920 - 29 November 1996), Jenks or DSJ as he was known in the pages of Motor Sport, was a journalist deeply involved in motorsports. As Continental Correspondent of the UK-based Motor Sport magazine, he covered Formula One and other races all over Europe.
Jenkinson became a motor sport enthusiast in the mid-1930s:
"In 1936 I saw a racing car "in the flesh" or should I say "in the metal," for the first time, that was an E.R.A. at the schoolboys' Exhibition. Later in the year, whilst staying at Brighton, I found that the Lewes Speed Trials were quite near, so off I went to find the venue. It was there that I first saw racing-cars in action, what a thrill!"
Jenkinson was studying engineering at the Regent Street Polytechnic when the Second World War broke out. As a conscientious objector, he served in a civilian capacity at the Royal Aircraft Establishment in Farnborough. This brought him into contact with Bill Boddy, editor of Motor Sport, and other enthusiasts. In 1943 Motor Sport reported: "D.S. Jenkinson has constructed himself a very nice motor-bicycle of Norton parts, with taper forks, much of the work being accomplished by torch-light in a small shed."

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Denny Hulme
Denis Clive "Denny" Hulme, OBE (18 June 1936 – 4 October 1992) was a New Zealand racing driver, and the 1967 Formula One World Champion for the Brabham team.
Hulme went on to race for McLaren in Formula One, the Canadian-1970 (driving the McLaren M8D "Batmobile"). He drove the McLaren M8F in 1971; teammate Peter Revson won the CanAm championship that year. Hulme and Revson drove the McLaren M20 in the 1972 CanAm races, but the M20 was overpowered by Roger Penske's Porsche American Challenge Cup series (for Group 7 sports cars), and at Indianapolis. He was CanAm champion in 1968 (driving the McLaren M8A) and 917]]s (driven by Mark Donohue and George Follmer). Hulme retired from Formula One at the end of the 1974 season but continued to race Australian Touring Cars. Hulme's death, caused by a heart attack whilst driving a BMW M3 during the Bathurst 1000, made him the first former Formula One champion to die of natural causes.
He was born and raised on a tobacco farm belonging to his parents in Motueka in the South Island of New Zealand. His father Clive Hulme was awarded a Victoria Cross while fighting in the Battle of Crete in 1941.

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Derek Warwick
Derek Stanley Arthur Warwick (born 27 August 1954) is a British former racing driver from England. He raced for many years in Formula One, but never won a Grand Prix. During the early 1980s he was thought more likely to achieve World Championship success than his contemporary Nigel Mansell, but a series of wrong career choices held him back. In 2005 and 2006 he raced in the inaugural season of the Grand Prix Masters formula for retired Formula One drivers. In 2010, Warwick served as the fourth steward for the Spanish and Hungarian Grands Prix. In 2011, Warwick served as the fourth steward for the 2011 Turkish Grand Prix. This role is given only to former racing drivers, who advise the stewards panel on incidents from a driver perspective. He is president of the British Racing Drivers Club, succeeding Damon Hill.
Warwick was born in Alresford, Hampshire, England. He began his career in British stock car racing under the Spedeworth organisation at tracks such as his local Aldershot Stadium. He won the Superstox English Championship in 1971 (at the age of 16) and the World Championship at Wimbledon Stadium in 1973. His younger brother Paul also raced with some success in Superstox before progressing to Formula 3000, in which he was racing when killed in an accident in 1991.

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Elio de Angelis
Elio de Angelis (26 March 1958 – 15 May 1986) was an Italian racing driver who participated in Formula One between 1979 and 1986, racing for the Shadow, Lotus and Brabham teams. He was killed during testing at the Paul Ricard circuit at Le Castellet in 1986. Elio de Angelis was a competitive and highly popular presence during the Formula One circus of the 1980s, and is sometimes referred to as Formula One's "last gentleman player".
De Angelis was born in Rome. His father Giulio was a notable inshore and offshore motorboat racer.^{[citation needed]}
After a brief spell with karts, he went on to win the Italian Formula Three Championship in 1977. In 1978 he raced in Formula 2 for Minardi and then for the ICI British F2 Team, he also competed in one round of the British Formula One championship and won the prestious Monaco F3 race.
His debut F1 season was in 1979 with Shadow. He finished 7th in his maiden Grand Prix in Argentina and closed 15th in the championship with 3 points. In 1980 he switched to Lotus and - at the age of 21 - nearly became the youngest Grand Prix winner of all time when he finished a tantalising second at the 1980 Brazilian Grand Prix at Interlagos. His first victory came in the 1982 Austrian Grand Prix at the Osterreichring, only 0.05 seconds ahead of Keke Rosberg. The win was the last hailed by Colin Chapman's famous act of throwing his cloth cap into the air. Chapman died in December that year and Peter Warr became the new Lotus team manager.

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Eric van de Poele
Eric van de Poele (born 30 September 1961 in Verviers) is a Belgian racing driver and former Formula One driver. He participated in 29 Grands Prix, debuting on 10 March 1991. He scored no championship points.
After a difficult 1984 season in French Formula 3, van de Poele then won the Belgian and Benelux Formula Ford titles, also racing in the Belgian Touring Car Championship. He subsequently raced in German Touring Cars Championships, winning the 1987 championship despite not winning a race all season. He also won the 1987 Spa 24 Hours, sharing a car with Didier Theys and Jean-Michel Martin. He also dabbled in British Formula 3. For 1989, he moved up to Formula 3000, placing fourth, and then finishing runner-up in 1990.
After this, he signed for the Modena Formula One team for 1991, driving their Lamborghini cars thanks to backing from long-time sponsors Lease Plan. He was unsuccessful in the first two races, failing to pre-qualify, but made it onto the grid for the 1991 San Marino Grand Prix. There he impressed in the rain, running 5th close to the end before the car ran out of oil, dropping him to 9th. The team, in financial difficulties, failed to build on this success, and van de Poele would not race again that year.

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François Hesnault
François Hesnault (born 30 December 1956 in Neuilly-sur-Seine, Hauts-de-Seine) is a former racing driver from France. He participated in 21 Formula One Grands Prix, debuting on 25 March 1984. He scored no championship points.
Hesnault enjoyed some success in the French Formula Three Championship, finishing third in the series in 1982 and second in 1983.
After a season with Ligier he was hired to be Nelson Piquet's team-mate at Brabham, but he was sacked after four uncompetitive races, only returning for a one-off race in a third Renault which carried a prototype onboard camera, making it the first use of this technology in a Grand Prix. This is also the last race in which three cars have been entered for the same team (current third drivers are not eligible to compete in the races). After this race, Hesnault retired from motor racing, having suffered a particularly heavy crash in testing shortly before parting company with Brabham.

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Giancarlo Baghetti
Giancarlo Baghetti (25 December 1934 in Milan, Italy – 27 November 1995 also in Milan) was a Formula One driver who raced for the Ferrari, ATS (Ita), BRM, Brabham and Lotus teams. He was the son of a wealthy Milan industrialist.
Baghetti is one of only three drivers to have won his first World Championship race, the other two being Nino Farina, who won the first World Championship race (the 1950 British Grand Prix) and Johnnie Parsons, who won the 1950 Indianapolis 500 (the Indianapolis 500 was part of the World Championship from 1950 to 1960).
He began racing in 1955 in production cars, moving up to Formula Junior in 1958. In 1961 he was selected by the Federazione Italiana Scuderie Automobilistiche (FISA), a coalition of independent Italian team owners who had agreed a loan deal with Ferrari for a 246 Dino Formula Two car to run in non-Championship Grand Prix, giving experience to promising Italian drivers. Despite not showing spectacular form in lower categories, Baghetti was chosen over Albino Buttichi and Lucien de Sanctis for the seat. The car was first entered for the Syracuse Grand Prix, the first major event run under the new 1.5 litre championship regulations, and against a strong field Baghetti qualified 2nd and won in the only Ferrari, with the British teams and Porsche 718 flat 4 unable to compete with the Dino's V6. He then used the same car to win at the Napoli Grand Prix a few weeks later.

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Giorgio Francia
Giorgio Francia (born November 8, 1947 in Bologna) is a former racing driver from Italy. He was the German Formula Three champion in 1974.
Francia unsuccessfully entered two Formula One Grands Prix. The first was in a works Brabham BT45B, in Martini Racing colours, at the 1977 Italian Grand Prix. He was withdrawn during practice. His second attempt was with Osella at the 1981 Spanish Grand Prix, where he was the slowest in practice and failed to qualify.
He raced in many categories and competed in sports car racing and touring cars until the late 1990s, driving a works Osella sports prototype in endurance racing in the late 1970s and early 1980s, and also taking part in the factory Alfa Romeo team in the CIVT (Italian Superturismo) and the DTM.

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Giovanna Amati
Giovanna Amati (born 20 July 1962 in Rome) is a former professional race car driver from Italy. She is best known as the last female driver to have entered the Formula One World Championship.
Born to wealthy parents, Amati had a colourful childhood, including being kidnapped for ransom, and buying a Honda motorcycle when she was 15, managing to hide it from her parents for two years. She began racing professionally in 1981, winning several times over the next four years in Formula Abarth before moving up to Italian Formula Three in 1985-86, again scoring a few wins. By 1987 she had moved up to Formula 3000, but by 1992 had recorded a best result of only 7th place in six seasons in both Europe and Japan.
Amati landed the second seat at the dying Brabham Formula One team for the 1992 Grand Prix season. Although she was an aggressive racer, with her previously mediocre results in a 1991 GJ Motorsports Reynard 91D Cosworth Formula 3000 car in which she posted 7 starts with 3 DNQs for GJ team owners and brothers Graham and Jim Warren, then Brabham using a barely changed version of their 1991 car and Amati's only previous Formula One experience being a test in a Benetton (courtesy of her then-partner Flavio Briatore), it was perhaps unsurprising that in three starts she failed to qualify. Following the Brazilian Grand Prix, she was dropped in favour of Damon Hill as her financial backing had not materialised.

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Graham Hill
Norman Graham Hill (15 February 1929 – 29 November 1975) was a British racing driver and team owner from England, who was twice Formula One World Champion. He is the only driver to win the Triple Crown of Motorsport — the 24 Hours of Le Mans, Indianapolis 500 and Formula One World Championship.
Graham Hill and his son Damon are the only father and son pair both to have won the Formula One World Championship. Graham's grandson Josh, Damon's son, is also a racing driver.
Graham Hill died when the aeroplane he was piloting crashed in foggy conditions near Arkley golf course in North London. Hill and five members of his racing team were returning from car testing at Circuit Paul Ricard in France and due to land at Elstree Airfield. All six were killed.
Hill, who was born in Hampstead, London, served in the Royal Navy as an Engine Room Artificer. After leaving the Navy he re-joined Smiths Instruments. Hill did not pass his driving test until he was 24 years old, and he himself described his first car as "A wreck. A budding racing driver should own such a car, as it teaches delicacy, poise and anticipation, mostly the latter I think!"^{[citation needed]} He had been interested in motorcycles but in 1954 he saw an advertisement for the Universal Motor Racing Club at Brands Hatch offering laps for 5 shillings. He made his debut in a Cooper 500 Formula 3 car and was committed to racing thereafter. Hill joined Team Lotus as a mechanic soon after but quickly talked his way into the cockpit. The Lotus presence in Formula One allowed him to make his debut at the 1958 Monaco Grand Prix, retiring with a halfshaft failure.

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Gregor Foitek
Gregor Foitek (born 27 March 1965 in Zurich) is a former racing driver from Switzerland. He won the 1986 Swiss Formula 3 Championship. Moving up to Formula 3000 he was widely blamed for causing a race stopping crash at Brands Hatch in 1988, the restart of which led to a second major crash on the first lap in which Johnny Herbert sustained major leg injuries. Foitek participated in 22 Formula One Grands Prix, debuting on 26 March 1989. He scored no championship points. He later made two CART starts for Foyt Enterprises in 1992 but was knocked out of both races by mechanical issues.
Today, he helps to run Foitek Automobile, a family run Ferrari and Maserati dealership.

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Gérard Crombac
Gérard "Jabby" Crombac (March 7, 1929 in Zurich – November 18, 2005 in Paris) was a Swiss auto-racing journalist.
In 1954 he purchased the Lotus Mk4 owned by Lotus founder Colin Chapman and began racing with this car. While this was the beginning of a long friendship with Chapman, Crombac realised he was not racing driver material, and stood down in 1958.
In 1959 he began managing the interests of Jo Schlesser in association with Jean Lucas, while working for Prisunic. With Lucas, he founded the magazine Sport-Auto magazine in 1962 and was chief editor until 1989.
Crombac shared an apartment in Paris with racer Jim Clark when Clark officially lived in Switzerland for tax reasons.
Crombac and his wife Catherine had a son who was named Colin James in honour of his close friends Colin Chapman and Jim Clark.
His biography of Chapman, "Colin Chapman:The Man and His Cars", was published in 1986.
He died in a hospice in Paris on November 18, 2005 after a long fight against cancer. His funeral was held on November 28, 2005 at the Crematorium in Père Lachaise Cemetery in Paris. In August 2007 his ashes were scattered in the Gulf of Saint-Tropez in accordance with his wishes.

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Hans-Joachim Stuck
Hans-Joachim Stuck (born 1 January 1951 in Garmisch-Partenkirchen), nicknamed "Strietzel", is a German racing driver who has competed in Formula One and many other categories. He is the son of the legendary Hans Stuck. As a young boy, his father taught him driving on the Nürburgring. In 1969 he started his first ever motor race at the Nordschleife. Speaking about that day he said, "Getting to the grid was extremely exciting. All of a sudden, my wishes to become a racer came true. I just wanted to start the race and give everybody hell!" Remarkably, the following year, at just 19 years of age, he won his first 24 hours race at the wheel of a BMW 2002TI. He won there again in 1998 and 2004, too, each time with a BMW touring car.
The always friendly and funny, tall and blond Bavarian, who is living in Austria, was immediately after his birth nicknamed Strietzel by his grandmother, as she claimed that the newborn baby looked like one of the famous Stollen cakes of her Saxony area. He is also nicknamed "Regenmeister" ("Rainmaster") for his ability to race on wet tracks.

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Héctor Rebaque
Héctor Alonso Rebaque (born 5 February 1956 in Mexico City) is a former racing driver from Mexico. He participated in 58 Formula One World Championship Grands Prix, debuting on 5 June 1977. He scored a total of 13 championship points. He also ran his own unsuccessful Formula One team, Rebaque, in 1978 and 1979; usually he raced Lotuses but for the last three races in 1979 he fielded his own car designed by Penske which he called the HR100.
In the middle of 1980, he substituted for Ricardo Zunino as team mate to Nelson Piquet at Brabham, where he stayed throughout the 1981 season achieving his best Formula One results, finishing 10th in the Championship.
He also drove in the 1982 CART IndyCar season for Forsythe Racing including the 1982 Indianapolis 500 where he finished 13th after a pit fire on lap 151. He won his final CART race, which was the first one held at Road America. However, he was injured a week later in a testing crash at the Milwaukee Mile and decided to return to road racing as he felt oval racing was too dangerous.

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Jack Brabham
Sir John Arthur "Jack" Brabham, AO, OBE (born 2 April 1926) is an Australian former racing driver who was Formula One champion in 1959, 1960 and 1966. He was a founder of the Brabham racing team and race car constructor that bore his name.
Brabham was a Royal Australian Air Force flight mechanic and ran a small engineering workshop before he started racing midget cars in 1948. His successes in midgets and Australian and New Zealand road racing events led to him going to the United Kingdom to further his racing career. There he became part of the Cooper Car Company's racing team, building as well as racing cars. He contributed to the design of the mid-engined cars that Cooper introduced to Formula One and the Indianapolis 500, and won the Formula One world championship in 1959 and 1960. In 1962 he established his own Brabham marque with fellow Australian Ron Tauranac, which became the largest manufacturer of customer racing cars in the world in the 1960s. In 1966 Brabham became the first - and still the only - man to win the Formula One world championship driving one of his own cars.

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Jackie Stewart
Sir John Young 'Jackie' Stewart, OBE (born 11 June 1939) is a Scottish former racing driver. Nicknamed the 'Flying Scot', he competed in Formula One between 1965 and 1973, winning three World Drivers' Championships. He also competed in Can-Am. He is well known in the United States as a color commentator (pundit) of racing television broadcasts, and as a spokesman for Ford, where his Scottish accent has made him a distinctive presence. Between 1997 and 1999, in partnership with his son, Paul, he was team principal of the Stewart Grand Prix Formula One racing team. In 2009 he was ranked fifth of the fifty greatest Formula One drivers of all time by journalist Kevin Eason who wrote: "He has not only emerged as a great driver, but one of the greatest figures of motor racing."
Stewart's family were Austin, later Jaguar, car dealers and had built up a successful business, Dumbuck Garage, in Milton, West Dunbartonshire, Scotland where Stewart was born and was educated at Dumbarton Academy. His father had been an amateurmotorcycle racer, and his brother Jimmy was a racing driver with a growing local reputation who drove for Ecurie Ecosse and competed in the 1953 British Grand Prix at Silverstone, until he went off at Copse Corner in the wet.

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Jacques Laffite
Jacques-Henri Laffite (born in Paris, 21 November 1943) is a French former racing driver who competed in Formula One from 1974 to 1986. He achieved six grand prix wins, all while driving for the Ligier team. He is now a TV commentator on French television TF1.
Laffite debuted in Formula One in 1974 for Frank Williams' Iso Marlboro team. The following year he raced for the same team, now named Williams, scoring a 2nd place in the German Grand Prix at the Nürburgring.
In 1976 Laffite moved to the French Ligier team, scoring 20 points and a pole position at the Italian Grand Prix. The next two seasons were transitional, although he managed to win his first Grand Prix at Anderstorp in the 1977 Swedish Grand Prix.
The 1979 season opened with Laffite winning the first two races. He fought for the World Championship title until the last races, but eventually placed only 4th, with 36 points. The following two seasons were similar, with two more 4th places in the Championship and a further 3 victories. In 1982, however, Laffite finished only 17th in the final classification, with only 5 points scored.

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James Hunt
James Simon Wallis Hunt (29 August 1947 – 15 June 1993) was a British racing driver from England who won the Formula One World Championship in 1976. Hunt's often action packed exploits on track earned him the nickname "Hunt the Shunt." After retiring from driving, Hunt became a media commentator and businessman. Never one to take himself too seriously, Hunt endeared himself to the British public with his charisma and charm and in the process brought a whole new fanbase to the sport of Formula One.
Beginning his racing career in touring car racing, Hunt progressed into Formula Three where he attracted the attention of the Hesketh Racing team and was soon taken under their wing. Hunt entered Formula One in 1973, driving a March 731 entered by the Hesketh Racing team. He went on to win for Hesketh, driving their own Hesketh 308 car, in both World Championship and non-Championship races, before joining the McLaren team at the end of 1975. In his first year with McLaren, Hunt won the World Drivers' Championship, and he remained with the team for a further two years, although with less success, before moving to the Wolf team in early 1979. However, following a string of races in which he failed to finish, Hunt retired from driving half way through the 1979 season.

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Jim McElreath
Jim McElreath (born February 18, 1928, Arlington, Texas), is a former driver in the USAC and CART Championship Car series.
He raced in the 1961-1983 seasons, with 178 combined career starts, including 15 in the Indianapolis 500 in 1962-1970, 1973–1974, and 1977-1980. He finished in the top ten 101 times, with five victories. In 1962, he was named Indianapolis 500 Rookie of the Year, a result of his 6th place finish.
McElreath was a 2002 inductee to the National Sprint Car Hall of Fame.
Jim's son, James Jr., was killed in a sprint car crash in 1977. Jim's daughter, Shirley, married Tony Bettenhausen, Jr., with whom she died when their private plane crashed in Kentucky in February, 2000.

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Jochen Rindt
Karl Jochen Rindt (April 18, 1942 Mainz, Germany - September 5, 1970 Monza, Italy) was a German racing driver who represented Austria during his career. He is the only driver to posthumously win the Formula One World Drivers' Championship (in 1970), after being killed in practice for the Italian Grand Prix. Away from Formula One, Rindt was highly successful in other single-seater formulae, as well as sports car racing. In 1965 he won the 24 Hours of Le Mans race, driving a Ferrari 250LM in partnership with Masten Gregory from the United States of America. He was a close friend to Jackie Stewart, and was a neighbour to the Scotsman in Switzerland.
Jochen Rindt was born in Mainz, Germany, but after his parents were killed in a bombing raid in Hamburg during the Second World War, he was raised by his grandparents in Graz, Austria, where he grew up and started motor racing. Although Rindt never became an Austrian citizen, he did drive his entire career under an Austrian racing licence.
Despite being very successful in Formula 2 (by winning for instance the 1964 London Trophy), Rindt kept on choosing the wrong F1 cars. Rindt made his Formula One debut for the Rob Walker Racing Team in the 1964 Austrian Grand Prix. It was to be his only Grand Prix of the year. From 1965 to 1967, Rindt raced for the Cooper Car Company, scoring 32 points in 29 races. In 1968, Rindt raced for Brabham, but his season wasn't what he had hoped for because of technical problems. He also raced in the Indianapolis 500 in both 1967 and 1968, but finished no better than 24th.

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John Barnard
John Barnard (b. 4 May 1946, Wembley, London) is a race car designer and is currently working alongside Terence Woodgate designing high specification carbon fibre furniture.
Widely regarded as one of the great technical innovators in Formula One, Barnard is credited with the introduction of many new designs, including the semi-automatic gearbox and the first carbon fibre composite chassis.
Barnard gained a diploma from Watford College of Technology in the 1960s and unlike many of his contemporaries he did not follow a lengthy academic career, instead choosing to join GEC.
In 1968 Barnard was recruited by Lola in Huntingdon as a junior designer and began working on many of the chassis manufacturer's projects, including Formula Vee racers and numerous sports cars. While at Lola, Barnard was introduced to Patrick Head, who would later go on to help found the Williams Formula One team. The two engineers became good friends and Head was best man at Barnard's wedding in the early 1970s.
In 1972 Barnard joined the McLaren Formula One team and remained for three years working alongside Gordon Coppuck on the design of the Championship-winning M23 chassis and other McLaren projects, including the team's Indycar.

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John Frankenheimer
John Michael Frankenheimer (February 19, 1930 – July 6, 2002) was an American film and television director known for social dramas and action/suspense films. Among his credits were Birdman of Alcatraz (1962), The Manchurian Candidate (1962), Seven Days in May (1964), The Train, (1964), Grand Prix (1966), Black Sunday (1977) and Ronin (1998).
He won four consecutive Emmy Awards in the 1990s for the television movies Against the Wall, The Burning Season, Andersonville, and George Wallace, which also received a Golden Globe award. He was considered one of the last remaining directors who insisted on having complete control over all elements of production, making his style unique in Hollywood.
His 30 feature films and over 50 plays for television were notable for their influence on contemporary thought. He became a pioneer of the "modern-day political thriller," having begun his career at the peak of the Cold War. Many of his films were noted for creating "psychological dilemmas" for his male protagonists along with having a strong "sense of environment," similar in style to films by director Sidney Lumet, for whom he had earlier worked as assistant director. He developed a "tremendous propensity for exploring political situations" which would ensnare his characters.

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John Judd
John Judd (born in Coventry in 1942) is a Formula One engineer from England. He is the boss of Engine Developments Ltd., manufacturers of Judd engines. He is also known for his partnership with triple F1 World Champion Sir Jack Brabham.
Judd began his career at a young age, shortly after he decided to leave school. He managed to get signed as an employee for the engine company Coventry, his first job. They gave him a scholarship to study at a local college. In the early 1960s he began working on the Coventry Climax Formula 1 engine, which was used at the time by Jack Brabham. After Brabham separated with Coventry to move to Repco, Judd was hired by Brabham to work with engine designer Phil Irving. He was to design and build the new 3-litre engines for Brabham, the result being two drivers championships and two constructors championships in 1966 and 1967.
Later, Brabham switched again to Ford DFV engines built by Cosworth, and once again, Judd was hired by Jack Brabham to do developmental work on the Cosworth DFV engines. The Brabham team later sold to Bernie Ecclestone, and Jack Brabham planned to create a new project in engine development. He and Judd founded Engine Developments Ltd. in 1971. In the years that followed Engine Developments prepared Cosworth engines for teams such as Williams, Arrows, Lotus, Ensign and Fittipaldi.

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José Carlos Pace
José Carlos Pace (October 6, 1944 in São Paulo – March 18, 1977 near São Paulo) was a racing driver from Brazil. He participated in 73 Formula One World Championship Grands Prix, debuting on March 4, 1972. He won one race, achieved six podiums, and scored a total of 58 championship points. He also secured one pole position.
Pace was a contemporary of the Fittipaldi brothers, Wilson and Emerson, and began racing in Brazil in the late 1960s. He travelled to Europe in 1970 and competed in British Formula Three, winning the Forward Trust championship in a Lotus car. In 1971 he moved up to Formula Two with Frank Williams, but did not score any points from six races. Nevertheless, he moved up to Formula One in 1972, competing with a Williams-entered March. He scored points on two occasions and finished eighteenth in the Drivers' Championship. His best result came at the non-championship Victory Race, in which he finished in second position. He also competed in some further F2 and Can-Am races.

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Larry Perkins
Larry Clifton Perkins (born 18 March 1950 in Cowangie, Victoria) is a former racing driver and V8 Supercar team owner from Australia.
The son of racing driver Eddie Perkins (winner of the 1955 RedeX Round Australia Trial), Larry developed a love for cars from a young age. After winning the Australian Formula 2 Championship in 1972, Perkins travelled to Europe where he won the 1975 European Formula Three Championship. He also raced in Formula One during the 1974, 1976 and 1977 seasons. After failing to secure a permanent drive in Formula One he returned to Australia, winning the Rothmans International Series in 1979 in a Elfin MR8 and the 1979 Australian Rallycross Championship in a Volkswagen Beetle. During 1982 and 1983 he worked with brother Garry on the construction of The Quiet Achiever solar car. He was one of the drivers of the car during the transcontinental solar crossing of Australia, the car using only a photovoltaic solar cell source. During these years he met with success in Australian Touring Cars and in 1988 he returned to Europe to race at the Le Mans 24 Hour with Tom Walkinshaw Racing, finishing 4th.

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Manfred Winkelhock
Manfred Winkelhock (6 October 1951 - 12 August 1985) was a German racing driver. Born in Waiblingen, he was the brother of Joachim Winkelhock and father of Markus Winkelhock, also both racing drivers.
Manfred Winkelhock became famous when he flipped his F2 March at the very steep rise-and-fall Flugplatz corner on the Nürburgring in 1980. Winkelhock's first attempt at qualifying for a Formula One Grand Prix race was in Italy in 1980 when he stood in for the injured Jochen Mass at Arrows. He was able to land a drive with ATS in 1982. As BMW became the team's engine supplier in 1983, he qualified well on several occasions in 1983 and 1984, but the car was rarely reliable, so there were few results and a lot of accidents. At the same time he was a regular sports car and touring car driver, winning the 1000km Monza with Marc Surer in 1985.
He was killed in the summer when he crashed heavily at turn 2 at Mosport Park of Bowmanville near Toronto, Ontario, Canada, during the Budweiser 1000 km World Endurance Championship event, driving a Porsche 962C for Kremer Racing with co-driver Marc Surer.

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Marc Surer
Marc Surer (born 18 September 1951 in Delémont) is a former racing driver from Switzerland. He participated in 88 Formula One World Championship Grands Prix, debuting on 9 September 1979. He scored a total of 17 championship points.
Surer enjoyed BMW backing for most of his career, placing second in the 1978 F2 championship and winning the 1979 series in a works March-BMW. Marc's early F1 years were somewhat troubled; he broke his legs testing an ATS at Kyalami in 1980, and again racing there in 1981 for Ensign. Surer re-established himself at Arrows, but his BMW connections saw him placed at Brabham for 1985, later moving back to Arrows when they acquired BMW power.
Surer also enjoyed rallying, but a serious accident at the 1986 ADAC Hessen-Rallye in his Ford RS200 severely injured him and killed his co-driver and friend Michel Wyder. BMW retained him as a driver coach and later director of motorsport activities, and he remains deeply involved with the sport both through a keen interest in historic F2. Since 1996 he works as a television commentator at all Formula 1 events for Sky Sport (Germany) which was former named as DF1 and Premiere alongside the lead commentator Jacques Schulz

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Mario Andretti
Mario Gabriele Andretti (born February 28, 1940) is a retired Italian American world champion racing driver, one of the most successful Americans in the history of the sport. He is one of only two drivers to win races in Formula One, IndyCar, World Sportscar Championship and NASCAR (the other being Dan Gurney). He also won races in midget cars, and sprint cars. During his career, Andretti won the 1978 Formula One World Championship, four IndyCar titles (three under USAC-sanctioning, one under CART), and IROC VI. To date, he remains the only driver ever to win the Indianapolis 500 (1969), Daytona 500 (1967) and the Formula One World Championship, and, along with Juan Pablo Montoya, the only driver to have won a race in the NASCAR Sprint Cup Series, Formula One, and an Indianapolis 500. No American has won a Formula One race since Andretti's victory at the 1978 Dutch Grand Prix. Andretti had 109 career wins on major circuits.
Andretti had a long career in racing. He was the only person to be named United States Driver of the Year in three decades (1967, 1978, and 1984). He was also one of only three drivers to win races on road courses, paved ovals, and dirt tracks in one season, a feat that he accomplished four times. With his final IndyCar win in April 1993, Andretti became the first driver to win IndyCar races in four different decades and the first to win automobile races of any kind in five.

wn.com/Mario_Andretti
Mark Blundell
Mark Blundell (born Barnet, London, 8 April 1966) is a Formula One, sports car, and CART racing driver. He was a Formula One presenter for the British broadcaster ITV until the end of the 2008 season when the TV broadcasting rights switched to the BBC.
He first dabbled in motor racing at the age of 14, racing motocross bikes across England. He was an immediate success, eventually becoming one of the top-ranked riders in Britain, winning a few championships. At the age of 17 he made the switch to four wheels in Britain's Formula Ford. Again, he was rewarded with instant success, and in his first season he placed second in both British Junior Formula Ford Championships (despite 25 wins and 24 poles). The following year, Mark won both the Esso British and Snetterton FF1600 crowns. The next year, he upgraded his ride to the more powerful FF2000 category, and promptly won the BBC Grandstand series. He even returned to FF1600 for the European Championship racing, taking pole, and finishing fourth overall. With 1986 came another championship in FF2000, this time the European title.

wn.com/Mark_Blundell
Martin Brundle
Martin John Brundle (born 1 June 1959 in King's Lynn, Norfolk) is a British racing driver from England, known as a Formula One driver and as an F1 commentator for ITV Sport from 1997 to 2008, the BBC from 2009 to 2011 and Sky Sports from 2012.
Brundle contested the British Formula Three Championship with Ayrton Senna in 1983, finishing a close second, and the two progressed to Formula One the next year. Brundle failed to score a victory at the top level of single seaters, but he has been very successful in other disciplines. He was the 1988 World Sportscar Champion, with a record points haul, and won the 1990 Le Mans 24 hour Race for Jaguar in an XJR-12.
Brundle had an unorthodox route to Formula One. He began his racing career at the age of 12, competing in grass track racing, in the Norfolk village of Pott Row. In 1975, he moved to Hot Rod racing and received 'Star grade' status. In 1979, he started single seaters with Formula Ford. During this time, he also raced Tom Walkinshaw's BMW race cars, achieving second against a field of international drivers at Snetterton. He won the BMW championship in 1980 and partnered Sir Stirling Moss in the BP/Audi team of 1981. In 1982, he moved up to Formula 3 achieving five poles and two wins in his debut season. He won the Grovewood Award as the most promising Commonwealth driver. The next year, he battled Ayrton Senna for the F3 championship, which Brundle eventually lost on the final laps of the last race. In 1984, he was promoted to Formula One.

wn.com/Martin_Brundle
Nelson Piquet
Nelson Piquet Souto Maior (Portuguese pronunciation: [ˈnɛwsõ piˈke], born August 17, 1952), known as Nelson Piquet, is a Brazilian former racing driver. He was Formula One world champion in 1981, 1983 and 1987. He is one of eight drivers to win three or more world championships, the others being Jack Brabham, Jackie Stewart, Niki Lauda, Ayrton Senna (3 each), Alain Prost (4), Juan Manuel Fangio (5), and Michael Schumacher (7). In 1983, he became the only driver to win the F1 championship in a BMW engined car.
Piquet was born in Rio de Janeiro, then the capital of Brazil, the son of Estácio Gonçalves Souto Maior, a Brazilian politician. His father moved his family to the new capital, Brasília, in 1960 and became Minister for Health in João Goulart's government (1961–64). Piquet started kart racing at the age of 14, but because his father did not approve of his racing career, he used his mother's maiden name Piquet (of French origin and pronounced as "Pee-Kè") misspelt as Piket to hide his identity.

wn.com/Nelson_Piquet
Niki Lauda
Andreas Nikolaus "Niki" Lauda (born February 22, 1949 in Vienna) is an Austrian former Formula One racing driver and three-time F1 World Champion. More recently an aviation entrepreneur, he has founded and run two airlines and was manager of the Jaguar Formula One racing team for two years.
Lauda was born in Vienna, Austria, to a wealthy family. His paternal grandfather was the Viennese-born businessman Hans Lauda.
Lauda became a racing driver despite his family's disapproval. After starting out with a Mini, Lauda moved on into Formula Vee, as was normal in Central Europe, but rapidly moved up to drive in private Porsche and Chevron sports cars. His career seemed to be going nowhere in particular until he took out a large bank loan, secured by a life insurance policy, to buy his way into the fledgling March team as a Formula 2 (F2) driver in 1971. He was quickly promoted to the F1 team and drove for March in both F1 and F2 in 1972. Although the F2 cars were good (and Lauda's test-driving skills impressed March principal Robin Herd), March's 1972 F1 season was catastrophic and Lauda, in despair and deep debt, briefly contemplated suicide but finally took out yet another bank loan to buy his way into the BRM team in 1973. Lauda was instantly quick but the team was in decline; his big break came when his BRM team-mate Clay Regazzoni rejoined Ferrari in 1974 and team owner Enzo Ferrari asked him what he thought of Lauda. Regazzoni spoke favourably of Lauda, so Ferrari promptly went and signed him, paying Niki enough to clear his debts.

wn.com/Niki_Lauda
Paul Greifzu
Paul Greifzu (7 April 1902 – 10 May 1952) was a German motorsport racer and constructor from Suhl. He was successful before and after World War II with motorcycles and sports cars.
After having won several races in 1951, Greifzu was killed in practice at Dessau for an event held on a stretch of Autobahn in East Germany.

wn.com/Paul_Greifzu
Peter Revson
Peter Jeffrey Revson (February 27, 1939 – March 22, 1974) was an American race car driver who had successes in Formula One and the Indianapolis 500.
Peter Revson was born in New York City, the son of Julie (née Phelps) and Martin Revson.
The nephew of Revlon Cosmetics industry magnate Charles Revson, he was an heir to his father Martin's fortune (reportedly worth over $1 billion). He was a young, handsome bachelor who was described as a "free spirit" that passed up an easy life for one of speed and danger. Off the track, he led his life at the same accelerated pace. Revson piloted a 32-foot (9.8 m) ChrisCraft and courted some of the most beautiful women in the world, including fashion model and 1973 Miss World, Marjorie Wallace. He had met Wallace at the Indianapolis 500; she was an Indianapolis native who was referred to as the "Hoosier Hotshot."
Revson began racing in 1960 while at the University of Hawaii. He previously attended both Columbia University and Cornell University. Revson finished second in a local club event, driving a Plus Four Morgan. He proceeded in his racing career, becoming experienced in Formula cars, Trans-Am sedans, Can-Am Group 7 racers, GT's, and Indianapolis racers.

wn.com/Peter_Revson
Phil Irving
Philip Edward Irving OBE, C.Eng., F.I.Mech.E., M.S.A.E., (1903–1992) was an Australian engineer and author, most famous for the Repco-Brabham Formula One and Vincent motorcycle engines. He also authored the books Tuning For Speed and Motorcycle Technicalities as well as writing a column in Motor Cycling magazine under the pseudonym 'Slide Rule' .
Irving's life was devoted to his passion for Motorcycles and Motor Racing. Australian business owner Ken James was quoted as saying "you can't stop Phil, he just needs to be around engines and make them sing." An Australian company KH Equipment Pty. Ltd, continues to build and improve on the Vincent line under the name 'Irving Vincent ' in Hallam, Victoria, Australia.
To honour Irving's 'great achievements,the Confederation of Australian Motor Sport named its highest engineering award the Phil Irving Award, one of the recipients is Ron Tauranac.
There is also a Phil Irving Trophy motorcycle race held at Phillip Island during its annual Island Classic race meeting.

wn.com/Phil_Irving
Piers Courage
Piers Raymond Courage (27 May 1942, Colchester, England – 21 June 1970, Zandvoort, Netherlands) was a racing driver from England. He participated in 29 World Championship Formula One Grands Prix, debuting on 2 January 1967. He achieved 2 podiums, and scored a total of 20 championship points.
Piers Courage was the eldest son and heir of the Courage brewing dynasty. Educated at Eton College, he began his racing career in his own Lotus 7, although these early efforts were mostly marked by long periods pointing in the wrong direction following spins.
Following a brief stint touring the European F3 racing circuit in 1964 with a Lotus 22, along with Jonathan Williams, good results persuaded him to pursue a full season in 1965. It was in this season, driving a 1.0L F3 Brabham for Charles Lucas, that he first formed an alliance with Frank Williams, at that time Lucas's other driver and sometime mechanic. A string of good results, including four high-profile wins, encouraged Colin Chapman to offer Courage a seat in a Lotus 41 for the 1966 F3 season. This car was inferior to the dominant Brabhams but Courage still managed to outperform them on occasion, earning him a step up to the F2 category for the 1966 German Grand Prix, where he crashed out.

wn.com/Piers_Courage
Ricardo Zunino
Ricardo Héctor Zunino (born 13 April 1949 in San Juan) is a former racing driver from Argentina who participated in Formula One from 1979 to 1981. He competed in 11 World Championship races and two non-Championship Formula One races, the 1980 Spanish Grand Prix and 1981 South African Grand Prix.
At the 1979 Canadian Grand Prix, he replaced Niki Lauda at Brabham after the Austrian abruptly quit the team and Formula One. Zunino, attending the race as a spectator on a weekend off from his regular British F1 Championship drive, was chosen to take over the seat, having recently tested for the team. After the 1980 French Grand Prix he was replaced by Hector Rebaque.

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wn.com/Ricardo_Zunino
Riccardo Patrese
Riccardo Gabriele Patrese (born 17 April 1954) is an Italian former racing driver, who raced in Formula One from 1977 to 1993.
He became the first Formula One driver to achieve 200 Grand Prix starts when he appeared at the 1990 British Grand Prix, and the first to achieve 250 starts at the 1993 German Grand Prix. Patrese entered 257 Formula One World Championship Grands Prix and started 256 races making him the third most experienced F1 driver in history, after Rubens Barrichello and Michael Schumacher. He was runner-up in the 1992 Formula One season and third in 1989 and 1991. He won six Formula One races, with a record gap of over six years between two of these – the 1983 South African Grand Prix and 1990 San Marino Grand Prix.
Patrese was born in Padua, Veneto. He made his debut in 1977 with the Shadow racing team at the Monaco Grand Prix when the team were forced to change drivers due to Renzo Zorzi having financial problems. Later that year team-leader Jackie Oliver left Shadow to form the Arrows team, taking Patrese with him. Shadow took Arrows to court, arguing that the design of the Arrows car was so similar to their own that Arrows had stolen it. The court agreed, forcing Arrows to redesign their car, which they did in just six weeks.

wn.com/Riccardo_Patrese
Richard Robarts
Richard Robarts (born 22 September 1944 in Bicknacre, Essex) is a British former racing driver from England. He participated in 4 Formula One World Championship Grands Prix, debuting on 13 January 1974. He scored no championship points.
After paying for an F1 drive with Brabham in 1974, Robarts lost it after three races to the better-funded Rikky von Opel. He later found a seat with Williams, but before Robarts could start a race, the team gave the opportunity to Tom Belsø instead. Robarts later raced in Formula 2 before moving on to other series.

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wn.com/Richard_Robarts
Rikky von Opel
Frederick "Rikky" von Opel (born October 14, 1947 in New York) is a former racing driver from Liechtenstein, the only driver from that nation to have competed in the Formula One World Championship. He won the Lombard North British Formula Three Championship in 1972. He participated in 14 Formula One World Championship Grands Prix for the Ensign and Brabham teams, debuting on July 1, 1973. He scored no championship points.
He is the son of Fritz von Opel and a great-grandson of Adam Opel, the founder of the German car-maker Opel, today a subsidiary of General Motors.

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wn.com/Rikky_von_Opel
Rolf Stommelen
Rolf Johann Stommelen (11 July 1943 - 24 April 1983) was a racing driver from Siegen, Germany. He participated in 63 Formula One World Championship Grands Prix, achieving one podium, and scored a total of 14 championship points. He also participated in several non-Championship Formula One races.
One of the best Sports Car Endurance race car drivers of the '60s and '70s, Stommelen won the 24 Hours of Daytona 4 times; in 1968, 1978, 1980 and 1982. He won the pole position for the 1969 24 Hours of Le Mans in a Porsche 917 a year after finishing third in a Porsche 908. In this year, he became the first man to reach speeds exceeding 350 km/h (217 mph) on the Mulsanne Straight in his Porsche 917 LH. In 1970, he made his Formula One debut with Brabham with sponsorship obtained from the German magazine "Auto Motor und Sport" and raced both sportscars (Toj and Porsche works teams) and Formula 1 throughout the 1970s.
Unfortunately, he would play a role in the end of the Spanish Grand Prix's tenure at Montjuich Park in Barcelona when he crashed there in the 1975 race after the rear wing of his Embassy-Hill- Lola broke, resulting in the deaths of four spectators.

wn.com/Rolf_Stommelen
Ron Dennis
Ronald "Ron" Dennis CBE (born 1 June 1947) is the executive chairman of McLaren Automotive and McLaren Group, and is also a significant shareholder in both companies. He was also the team principal of McLaren, the group's Formula One team, until 2009.
Since 1981, Dennis had been the team principal of the McLaren Formula One team, and was instrumental in transforming the outfit into a regular world championship contender. Constructors' and drivers' world championships were won with Niki Lauda, Alain Prost, Ayrton Senna, Mika Häkkinen and Lewis Hamilton. Dennis has a "tense" relationship with, and a reported dislike for, former FIA president Max Mosley.
In January 2007, Dennis sold half of his 30 percent shareholding in the McLaren Group to the Bahrain Mumtalakat Holding Company , leaving him with a 15 percent share. In 2009, Dennis, together with co-owners Mansour Ojjeh's TAG Group and the Bahraini Mumtalakat Holding Company, bought back Daimler AG's 40 per cent shareholding in a deal that will be concluded in 2011.

wn.com/Ron_Dennis
Ron Tauranac
Ronald Sidney "Ron" TauranacAO (b. 13 January 1925) is a retired Australian engineer and racing car designer, who with Formula One driver Jack Brabham founded the Brabham constructor and racing team in 1962. Following Brabham's retirement as a driver at the end of the 1970 season, Tauranac briefly owned and managed the Brabham team through 1971, but sold it the following year to Bernie Ecclestone. He remained in England to assist with a redesign of a Politoys Formula One chassis for Frank Williams in 1973 and helped Trojan develop a Formula One version of their Formula 5000 car.
After a brief retirement in Australia, Tauranac returned to England to establish the Ralt marque (a name he and his brother Austin had used for some 'specials' in Australia in the 1950s winning the NSW Hillclimb Championship in 1954 with the Ralt 500). The first "modern" Ralt was the Ralt RT1 chassis, to be raced in Formula Three, Formula Two and Formula Atlantic. The chassis proved very successful, winning the European Formula Three championship in 1975 in the hands of Australian driver Larry Perkins. The 1978 season also proved successful for the RT1 chassis, winning the European F3 championship for Jan Lammers.

wn.com/Ron_Tauranac
Roy Salvadori
Roy Francesco Salvadori (born 12 May 1922) is a former motor racing driver and manager from England. He participated in 50 Formula One World Championship Grands Prix, debuting on 12 July 1952, and achieved two podiums, scoring a total of 19 Championship points. He was born in Dovercourt, Essex.
During a varied career he also won the 24 Hours of Le Mans in 1959, driving for Aston Martin and teamed with Carroll Shelby. After retiring from driving he returned to running his car dealership, but was tempted back to Formula One to manage the Cooper racing team in 1966 and 1967.

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wn.com/Roy_Salvadori
Sergio Rinland
Sergio Rinland is an Argentine engineer best known for his work in Formula One. He is currently Owner and Managing Director of the Automotive Engineering and Management consulting company Astauto Ltd.
Born in Buenos Aires, Argentina on March 17, 1952, Rinland studied Mechanical Engineering at Argentina's Universidad Nacional del Sur, graduating in 1978. After two years working in Argentina's F2, he moved to England in 1980, where he soon found a job as a designer for PRS, a small Formula Ford constructor owned by Vic Holman, where he designed their Formula Ford 1600 and Formula Ford 2000 cars for the 1982 and 1983 seasons, with success in the UK, Europe and US. After a short spell working for Ron Tauranac at Ralt, Rinland was hired by the RAM F1 team in 1983 to work on the design team, first with Dave Kelly and in 1985 with Gustav Brunner where they produced the RAM 03. For 1986, he moved on to Williams and was part of the design team of the very successful FW11, led by Patrick Head.
In 1987, Rinland joined Brabham where he designed the Brabham BT56 together with David North and John Baldwin. At the end of 1987, Brabham temporarily withdrew from F1 allowing Rinland to moved to Dallara to design its first F1 car raced by BMS Scuderia Italia in 1988. Brabham returned in 1989 calling Rinland back as Chief Designer, a position he kept until the end of 1991. There, Rinland designed the Brabham BT58, Brabham BT59 and the ground-breakingBrabham BT60-Yamaha.

wn.com/Sergio_Rinland
Stefano Modena
Stefano Modena (born 12 May 1963 in Modena) is a former racing driver from Italy. He participated in 81 Formula One Grands Prix, debuting on November 15, 1987. He achieved 2 podiums, and scored a total of 17 championship points.
Modena first came to attention in 1986, ranking 4th in the Italian Formula Three series with the Milan-based Euroteam. The following season he moved up to Formula 3000, winning the championship for Onyx, and making his Formula 1 debut at the season-ending Australian Grand Prix for Brabham-BMW.
For 1988, Modena signed up for the uncompetitive EuroBrun team, having tested for Benetton before the season.
In 1990 he raced with the Brabham team.
He started the year well, coming 4th at the 1991 United States Grand Prix, running 3rd at the 1991 San Marino Grand Prix before his engine failed, holding a close 2nd behind Ayrton Senna at the 1991 Monaco Grand Prix until first Emanuele Pirro and Martini blocked him while become lapped and then another engine breakage, which took also a furious Riccardo Patrese in the Williams FW14-Renault out of the race and finishing 2nd at the 1991 Canadian Grand Prix, the penultimate podium for Tyrrell, because Mark Blundell finished third in the 1994 Spanish Grand Prix.

wn.com/Stefano_Modena
Teddy Pilette
Theodore "Teddy" Pilette (born 26 July 1942 in Brussels) is a former racing driver from Belgium. He participated in 4 Formula One World Championship Grands Prix, the first on 12 May 1974 with Bernie Ecclestone's Brabham team.
Son of André Pilette and great grandson of Théodore Pilette, he followed the family path. He started his career by winning many go-kart races before being sent to England to the talent-spotting Jim Russell Racing School. This experience created the opportunity for him to be part of the cast for John Frankenheimer's movie Grand Prix, and later on Le Mans with Steve McQueen.
On the circuit, Pilette raced for Carlo Abarth in 1963 and 1965, and in 1967 he started racing for the Belgian VDS team. He won the European Formula 5000 Championship in 1973 with a Chevron B24, and again in 1975 with a Lola T400. He also competed in the USA in Formula 5000. He also made 3 attempts at the Indy 500. He attempted to qualify for the 1977 Indianapolis 500 but failed to make the field. He drove in the CART Championship Car race at Watkins Glen International in 1981 but retired after 14 laps due to gearbox failure. It would be his only Champ Car start as he failed to qualify for the 1982 Indianapolis 500 and 1983 Indianapolis 500 and was entered in the Cleveland Grand Prix later that year but the car was driven by Herm Johnson.

wn.com/Teddy_Pilette
Teo Fabi
Teodorico Fabi (born March 9, 1955, Milan, Italy), better known as Teo Fabi, is an Italian former racing driver.
Fabi participated in 71 Formula One Grands Prix, debuting on January 23, 1982. He achieved 2 podiums, and scored a total of 23 championship points. He took 3 pole positions, and briefly led the 1986 Austrian Grand Prix before being forced to retire with technical problems. He was also runner-up in the 1983 IndyCar championship, winning four races in the second half of the season. During that year, he became the second driver to qualify for the pole position of the Indianapolis 500-Mile Race as a rookie, going on to lead the opening 23 laps before eventually retiring with a broken fuel valve O-ring on lap 44.
He is the elder brother of Corrado Fabi, also a racing driver; Corrado shared the 1984 Brabham drive with him: since Teo was already committed to a programme in CART racing, Corrado stood in for the races which clashed with his CART commitments.^{[citation needed]}
Fabi had a successful sports car racing career, culminating in winning the 1991 World Sportscar Championship for TWR Jaguar.^{[citation needed]}

wn.com/Teo_Fabi
Tim Schenken
Timothy "Tim" Theodore Schenken (born 26 September 1943) is a former racing driver from Sydney, Australia. He participated in 36 Formula One World Championship Grands Prix, debuting on 16 August 1970. He achieved 1 podium, and scored a total of 7 championship points. He did however have two non-championship race podiums - he finished third in the 1971 BRDC International Trophy and third in the 1972 International Gold Cup.
Schenken's lower formula results included winning the 1968 British Lombank F-3 Championship, winning the 1968 Grovewood Award, winning the 1968 British Formula Ford Championship, winning the 1968 ER Hall Formula 3 Trophy, winning the 1969 French Craven A Formula 3 Championship, winning the 1969 Greater London Formula 3 Trophy, finishing fourth in the 1971 European F-2 Championship and finishing third in the 1972 Brazilian F-2 International Tournament.
He had a great deal of success in Sports Cars racing for Ferrari. In 1972 he won the Buenos Aires 1000 km and Nurburgring 1000 km races, finished second in the Daytona 6hour, Sebring 12hour, Brands Hatch 1000 km and the Watkins Glen 6hour, and finished third at the Monza 1000 km and Zeltweg 1000 km races. 1973 saw him finish second at the Vallelunga 6hour and Monza 1000 km races. In 1975 and 1976 he finished second in the Nurburgring 1000 km and then in 1977 he won the Nurburgring 1000 km race for a second time. At Le Mans in 1976 he finished 2nd in the GT Class and was 16th overall. In 1975 he was Runner Up in the European GT Championship and finished third in the championship in 1976.

wn.com/Tim_Schenken

Fangio vs Brabham, 1978

Here is an extremely memorable piece of footage where 5-time world champion, Juan Manuel F...

published: 13 Oct 2006

author: edisjasarevic

Formula 1 1982 - Brabham Invent Refuelling

In 1982, the Brabham team, led by Bernie Ecclestone, worked out that the time gained by st...

published: 06 Jul 2007

author: prdarby

Brabham BT55

"Flat Fish" "Roller Skate" ''Low Line" Motor Racing Developments Ltd. Brabham BT55 BMW Tur...

published: 26 Dec 2009

author: maktub248

F1 Brabham BT 46 B "The Fan-Car" - 1978

Gordon Murray's genialer BT 46B "Staubsauger" mit dem Alfa Romeo flat 12 Triebwerk , welch...

published: 27 Jan 2007

author: MikeAndMechanics

F1 1978 Brabham , Niki Lauda, Zolder, Belgium

F1 1978 Brabham, Niki Lauda, Zolder, Belgium...

published: 11 Mar 2007

author: Nankerphelge686

Fangio and Brabham 1978

Fangio racing the W196 Mercedes Benz in 1978 with Jack Brabham. This race was one of the s...

published: 22 Apr 2006

author: F1RusH

Brabham BT20 F1 racing car, 1966

F1 exhibition at Design Museum, Helsinki...

published: 04 Feb 2007

author: samikullervo

rFactor2 Beta: Brabham BT20

Now easily my favourite ever sim car. 4 wheel drifts for fun! 1:18, loaded tyre locks brie...

published: 27 Jun 2012

author: BSNismo

Brabham Racing BT 92 tuned BMW M3 teaser - Full Throttle

The teaser video of the Brabham Racing BT 92 tuned BMW M3 for the forthcoming Full Throttl...

published: 02 May 2009

author: CarAdvice

NÉLSON PIQUET BRABHAM FORMULA 1 & TEST BMW M6 E24

...

published: 27 Oct 2011

author: PilotosDoBrasil

Brabham BT15 F3 1000cc Hockenheim Historic 2009

1965 Brabham BT15 Historic 1000cc Formula 3 car. First time ever on a race track since pur...

published: 29 Apr 2009

author: depigoid

Brabham Racing BT92: A €230000 BMW M3

The Brabham Racing BT92, a monster M3 conversion with 504bhp, on a nondescript road somewh...

published: 24 Feb 2009

author: WorldsWildestCars

Jack Brabham-Australia's First World Champion

A sports show type documentary on Jack Brabham and his first world championship win....

published: 20 Apr 2007

author: TAMBSports

Jack Brabham Mt Panorama Bathurst 1960

Old 8mm movie of Jack Brabham Mt Panorama Bathurst 1960...

published: 09 Dec 2006

author: dbedwell2

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photo: AP / Sebastian D'souza

FILE - In this Nov. 26, 2008 file photo, Mohammed Ajmal Kasab, the accused gunman walks at the Chatrapathi Sivaji Terminal railway station in Mumbai, India.

India hangs gunman from 2008 Mumbai attack

Herald Tribune

21 Nov 2012

MUMBAI, India - India executed the lone surviving gunman from the 2008 terror attack on Mumbai early Wednesday, India's home ministry said. Ajmal Kasab, a Pakistani citizen, was one of 10 gunmen who rampaged through the streets of India's financial capital in November 2008, killing 166 people. Kasab was hung at 7:30 a.m. Wednesday at a jail in...(size: 4.5Kb)

photo: AP / Emilio Morenatti

Chief Justice of Pakistan Iftikhar Mohammed Chaudhry arrives at the Supreme Court compound in Islamabad, Pakistan, on Tuesday, March 24, 2009.

Pakistan's powerful military under scrutiny

Al Jazeera

22 Nov 2012

A new battle is underway in Pakistan with its powerful military front-and-centre, but the fight is not against armed insurgents or ideological extremists - this opponent is a muscle-flexing Supreme Court. For the first time in decades, the military's iron grip over the South Asian country has been challenged, and it remains to be seen if it will...(size: 23.7Kb)

photo: AP

On March 10, 1973, more than one week after seizing Wounded Knee, S.D., and starting a standoff with federal authorities, members of the Oglala Sioux tribe march to the cemetery where their ancestors were buried following the 1890 massacre at the site.

Amerindians and Politics of Thanksgiving and Black Friday

WorldNews.com

23 Nov 2012

Article by WN.com Correspondent Dallas Darling. I was fortunate to have been raised near an American Indian archaeological spot located on the Great Plains. In elementary school, a fellow classmate would periodically bring and show grinding stones, arrow- and spearheads, stone farming implements, and pictures of what the excavated site may have...(size: 7.1Kb)

photo: AP / Melanie Gouby

People walk past as M23 rebel soldier's take positions near the Heal Africa hospital in the center of Goma, Congo, Tuesday, Nov. 20, 2012.

DR Congo soldiers surrender to M23

Al Jazeera

21 Nov 2012

Hundreds of government soldiers and police in the Democratic Republic of Congo have surrendered to rebels at a stadium in Goma, Al Jazeera's Nazanine Moshiri has reported from the scene. The M23 rebel group, believed to be backed by Rwanda seized the strategic, provincial capital of Goma in eastern Congo on Tuesday, home to more than 1 million...(size: 18.7Kb)

photo: UN / Logan Abassi

Hurricane Sandy passed to the west of Haiti on 25 October, 2012, causing heavy rains and strong winds, flooding homes and overflowing rivers. A woman walks through a flooded market in Port-au-Prince.

UN says carbon cuts too slow to curb dangerous warming

BBC News

21 Nov 2012

A report by the UN says global attempts to curb emissions of CO2 are falling well short of what is needed to stem dangerous climate change. The UN's Environment Programme says greenhouse gases are 14% above where they need to be in 2020 for temperature rises this century to remain below 2C. The authors say this target is still technically...(size: 3.5Kb)

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'Tis the season for inspiring hope

MSNBC

22 Nov 2012

Chattanooga, Tenn. — Uiolina Hill lived in pain for years. In 2006 she was diagnosed with pancreatitis, an inflammation of the pancreas that sometimes requires hospitalization during an attack. She did not have a doctor to help her manage the illness. When the pain was too intense, Hill, 53, would go to the emergency rooms in Chattanooga...(size: 7.3Kb)

Formula One statistics for Brazilian Grand Prix

The Guardian

21 Nov 2012

Nov 21 (Reuters) - Formula One statistics for Sunday's season-ending Brazilian Grand Prix at Interlagos (Sao Paulo). - Lap distance: 4.309km (total distance 71 laps, 305,909km)...(size: 10.8Kb)

Formula One - Brazilian Grand Prix Preview

The Miami Herald

20 Nov 2012

Date: Sunday, November 25th Start Time: 11 a.m. (ET) Site: Autodromo Jose Carlos Pace in Interlagos (1990) -- Sao Paulo, Brazil Track: 4.309 km (2.677 miles), 15-turn road course Laps: 71...(size: 19.5Kb)

Patrick Gallagher wins Mazda Shootout

The Examiner

20 Nov 2012

Related topics MAZDASPEED MotorsportsSCCABFGoodrich TiresDempsey Racing Advertisement Patrick Gallagher had an impressive racing resume last week. Now he can add 2012 Mazda Club Racer Shootout winner to his list of accomplishments. Gallagher will follow in the footsteps of Andrew Caddell, Brad Rampelberg, Justin Piscitell, Nick Evans, Scott...(size: 11.3Kb)

Formula 1's greatest drivers. Number one: Ayrton Senna

BBC News

20 Nov 2012

Â BBC Sport is profiling 20 of the greatest Formula 1 drivers of all time. The BBC F1 team were asked to provide their own personal top 20s, which were combined to produce a BBC list. Veteran commentator Murray Walker provides his own reflections in a video of their career highlights, and chief F1 writer Andrew Benson profiles the driver. This...(size: 21.8Kb)

Red Bull's Newey says 2012 constructors' win was 'most tiring'.

BBC News

19 Nov 2012

Red Bull design chief Adrian Newey said his team's constructors' title victory this season had been the "most tiring" of their three. Sebsatian Vettel's second place behind McLaren's Lewis Hamilton in Austin on Sunday tied up Red Bull's third consecutive constructors' crown. Red Bull Racing in numbers Seasons: 8 Race starts: 144 Wins: 34 Win ratio:...(size: 15.9Kb)

Stars and strife: Formula One in America

The Independent

16 Nov 2012

There is plenty at stake at this confluence of cattle and oil. Austin is the portal through which Formula One launches what is effectively a last crack at the sport's final frontier; America. The return to the Lone Star state evokes memories of Nigel Mansell collapsing in 100 degree heat following a mad attempt to heave his Lotus across the line...(size: 5.8Kb)

F1 Biography: Last time in Texas

Formula1 Blog

15 Nov 2012

I remember being very angry on the day that the Austin Grand Prix was announced. The news came as a shock to just about everyone, with more than a few stating rather vehemently that the race would never take place. We are now within days of the GP that many thought would never happen; the funding wouldn’t come through, the track couldn’t be built,...(size: 13.3Kb)

Formula One statistics for U.S. Grand Prix

The Guardian

14 Nov 2012

Nov 14 (Reuters) - Formula One statistics for Sunday's U.S. Grand Prix (round 19 of the 20 race season) in Austin, Texas. - Lap distance: 5.516km (56 laps, total distance 308.896km)...(size: 10.5Kb)

F1 doesn’t totally gloss over ‘infamous’ 2005 USGP

Formula1 Blog

14 Nov 2012

The official Formula 1 site has a rundown on the history of F1 in the United States, and it doesn’t totally ignore 2005. It comes close, though. The hook, if you’ve been living under a rock (also for you, Obama won the U.S. presidency again), is this weekend’s return to America of F1. Even as I type, Todd is rocking across Texas...(size: 11.1Kb)

Formula One - United States Grand Prix Preview

The Miami Herald

13 Nov 2012

Date: Sunday, November 18th Start Time: 2 p.m. (ET) Site: Circuit of the Americas (2012) -- Travis County, Texas (near Austin) Track: 5.470 km (3.4 miles), 20-turn road course Laps: 56...(size: 16.4Kb)

Formula 1's greatest drivers. Number two: Juan Manuel Fangio

BBC News

13 Nov 2012

BBC Sport is profiling 20 of the greatest Formula 1 drivers of all time. The BBC F1 team were asked to provide their own personal top 20s, which were combined to produce a BBC list. Veteran commentator Murray Walker provides his own reflections in a video of their career highlights, and chief F1 writer Andrew Benson profiles the driver. This week,...(size: 11.6Kb)

Formula for Success - Aerodynamics

BBC News

12 Nov 2012

Formula 1's sleek racing machines look so different to the cars we see every day on the road because their design is dictated by aerodynamics. This is the study of forces and their impact on how objects move through the air. Hundreds of engineers working in the blue ribbon of motorsport are slaves to its principles, and teams spend millions...(size: 9.4Kb)

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For people with the surname Brabham, see Brabham (surname). For the place in Australia called Brabham, see Brabham, Western Australia.

Brabham
Formula One World Championship career
File:Brabham91.png
Full name	Motor Racing Developments, Ltd.
Base	Milton Keynes, United Kingdom
Founder(s)	Jack Brabham Ron Tauranac
Noted staff	Bernie Ecclestone Gordon Murray Ron Dennis Charlie Whiting John Judd
Noted drivers	Jack Brabham Dan Gurney Graham Hill Denny Hulme Niki Lauda Nelson Piquet
Debut	1962 German Grand Prix
Races competed	402
Constructors' Championships	2 (1966, 1967)
Drivers' Championships	4 (1966, 1967, 1981, 1983)
Race victories	35
Podiums	120
Points	832
Pole positions	40
Fastest laps	42
Final race	1992 Hungarian Grand Prix

Formula One portal

Motor Racing Developments Ltd., commonly known as Brabham ( /ˈbræbəm/), was a British racing car manufacturer and Formula One racing team. Founded in 1960 by two Australians, driver Jack Brabham and designer Ron Tauranac, the team won four drivers' and two constructors' world championships in its 30-year Formula One history. Jack Brabham's 1966 drivers' championship remains the only such achievement using a car bearing the driver's own name.

In the 1960s, Brabham was the world's largest manufacturer of open wheel racing cars for sale to customer teams, and had built more than 500 cars by 1970. During this period, teams using Brabham cars won championships in Formula Two and Formula Three and competed in the Indianapolis 500. In the 1970s and 1980s, Brabham introduced innovations such as the "fan car"—which won its only race before being withdrawn—in-race refuelling, carbon brakes, and hydropneumatic suspension. The team won two more Formula One drivers' championships in the 1980s with Brazilian Nelson Piquet, and became the first to win a drivers' championship with a turbocharged car.

British businessman Bernie Ecclestone owned Brabham during most of the 1970s and 1980s, and later became responsible for administering the commercial aspects of Formula One. Ecclestone sold the team in 1988. Its last owner was the Middlebridge Group, a Japanese engineering firm. Midway through the 1992 season, the team collapsed financially as Middlebridge was unable to make repayments against loans provided by Landhurst Leasing. The case was investigated by the United Kingdom Serious Fraud Office. In 2009, an unsuccessful attempt was made by a German organisation to enter the 2010 Formula One season using the Brabham name.

Origins [link]

Jack Brabham was 40 when he won the F1 drivers' title in a Brabham car.

The Brabham team was founded by Jack Brabham and Ron Tauranac, who met in 1951 while both were successfully building and racing cars in their native Australia. Brabham was the more successful driver and went to the United Kingdom in 1955 to further his racing career. There he started driving for the Cooper Car Company works team and by 1958 had progressed with them to Formula One, the highest category of open wheel racing defined by the Fédération Internationale de l'Automobile (FIA), motor sport's world governing body.^[1] In 1959 and 1960, Brabham won the Formula One world drivers' championship in Cooper's revolutionary mid-engined cars.^[2]

Despite their innovation of putting the engine behind the driver, the Coopers and their Chief Designer Owen Maddock were generally resistant to developing their cars. Brabham pushed for further advances, and played a significant role in developing Cooper's highly successful 1960 T53 "lowline" car, with input from his friend Tauranac.^[3] Brabham was confident he could do better than Cooper, and in late 1959 he asked Tauranac to come to the UK and work with him, initially producing upgrade kits for Sunbeam Rapier and Triumph Herald road cars at his car dealership, Jack Brabham Motors, but with the long-term aim of designing racing cars.^[4] Brabham describes Tauranac as "absolutely the only bloke I'd have gone into partnership with".^[5]

To meet that aim, Brabham and Tauranac set up Motor Racing Developments Ltd. (MRD), deliberately avoiding the use of either man’s name. The new company would compete with Cooper in the market for customer racing cars; as Brabham was still employed by Cooper, Tauranac produced the first MRD car, for the entry level Formula Junior class, in secrecy. Unveiled in the summer of 1961, the "MRD" was soon renamed. Motoring journalist Jabby Crombac pointed out that "[the] way a Frenchman pronounces those initials—written phonetically, 'em air day'—sounded perilously like the French word... merde."^[6] The cars were subsequently known as Brabhams, with type numbers starting with BT for "Brabham Tauranac".^[7]

By the 1961 Formula One season, the Lotus and Ferrari teams had developed the mid-engined approach further than Cooper. Brabham had a poor season, scoring only four points, and—having run his own private Coopers in non-championship events during 1961—left the company in 1962 to drive for his own team: the Brabham Racing Organisation, using cars built by Motor Racing Developments.^[8]^[9]

Racing history—Formula One [link]

Jack Brabham and Ron Tauranac (1961–1970)[link]

File:Brabham racing organisation logo.png

The Brabham Racing Organisation entered the "works" cars until 1968

Motor Racing Developments initially concentrated on making money by building cars for sale to customers in lower formulae, so the new car for the Formula One team was not ready until partway through the 1962 Formula One season. The Brabham Racing Organisation (BRO) started the year fielding customer Lotus chassis, in which Brabham took two points finishes, before the turquoise-liveried Brabham BT3 car made its debut at the 1962 German Grand Prix. It retired with a throttle problem after 9 of the 15 laps, but went on to take a pair of fourth places at the end of the season.^[10]

The Brabham BT3, the first Brabham Formula One design.

From the 1963 season, Brabham was partnered by American driver Dan Gurney, the pair now running in Australia's racing colours of green and gold.^[11] Jack Brabham took the team's first win at the non-championship Solitude Grand Prix in 1963.^[12] Gurney took the marque's first two wins in the world championship, at the 1964 French and Mexican Grands Prix. Brabham works and customer cars took another three non-championship wins during the 1964 season.^[13] The 1965 season was less successful, with no championship wins. Brabham finished third or fourth in the constructors' championship for three years running, but poor reliability marred promising performances on several occasions. Motor sport authors Mike Lawrence and David Hodges have said that a lack of resources may have cost the team results, a view echoed by Ron Tauranac.^[14]

The FIA doubled the Formula One engine capacity limit to 3 litres for the 1966 season and suitable engines were scarce. Brabham used engines from Australian engineering firm Repco, which had never produced a Formula One engine before, based on aluminium V8 engine blocks from the defunct American Oldsmobile F85 road car project, and other off the shelf parts.^[15] Consulting and design engineer Phil Irving (of Vincent Motorcycle fame) was the project engineer responsible for producing the initial version of the engine. Few expected the Brabham-Repcos to be competitive,^[16] but the light and reliable cars ran at the front from the start of the season. At the French Grand Prix at Reims-Gueux, Jack Brabham became the first man to win a Formula One world championship race in a car bearing his own name. Only his former team mate, Bruce McLaren, has since matched the achievement. It was the first in a run of four straight wins for the Australian veteran. Jack Brabham won his third title in 1966, becoming the only driver to win the Formula One World Championship in a car carrying his own name (cf Surtees, Hill and Fittipaldi Automotive). In 1967, the title went to Brabham's team mate, New Zealander Denny Hulme. Hulme had better reliability through the year, possibly due to Jack Brabham's desire to try new parts first.^[17] The Brabham team took the constructors' world championship in both years.^[18]

For 1968 Austrian Jochen Rindt replaced Hulme, who had left to join McLaren. Repco produced a more powerful version of their V8 to maintain competitiveness against Ford's new Cosworth DFV, but it proved very unreliable. Slow communications between the UK and Australia had always made identifying and correcting problems very difficult. The car was fast—Rindt set pole position twice during the season—but Brabham and Rindt finished only three races between them, and ended the year with only ten points.^[19]

Brabham BT33. Technically conservative, Brabham did not produce a monocoque car until 1970.

Although Brabham bought Cosworth DFV engines for the 1969 season, Rindt left to join Lotus. His replacement, Jacky Ickx, had a strong second half to the season, winning in Germany and Canada, after Jack Brabham was sidelined by a testing accident.^[20] Ickx finished second in the drivers' championship, with 37 points to Jackie Stewart's 63. Brabham himself took a couple of pole positions and two top three finishes, but did not finish half the races. The team were second in the constructors' championship, aided by second places at Monaco and Watkins Glen scored by Piers Courage, driving a Brabham for the Frank Williams Racing Cars privateer squad.^[21]

Jack Brabham intended to retire at the end of the 1969 season and sold his share in the team to Tauranac. However, Rindt's late decision to remain with Lotus meant that Brabham drove for another year.^[22] He took his last win in the opening race of the 1970 season and was competitive throughout the year, although mechanical failures blunted his challenge.^[23] Aided by number two driver Rolf Stommelen, the team came fourth in the constructors' championship.

Ron Tauranac (1971)[link]

Brabham BT34. Graham Hill took his final Formula One win in the unique "lobster claw".

Tauranac signed double world champion Graham Hill and young Australian Tim Schenken to drive for the 1971 season. Tauranac designed the unusual ‘lobster claw’ BT34, featuring twin radiators mounted ahead of the front wheels, a single example of which was built for Hill. Although Hill, no longer a front-runner since his 1969 accident, took his final Formula One win in the non-championship BRDC International Trophy at Silverstone,^[24] the team scored only seven championship points.

Tauranac, an engineer at heart, started to feel his Formula One budget of around £100,000 was a gamble he could not afford to take on his own and began to look around for an experienced business partner.^[25] He sold the company for £100,000 at the end of 1971 to British businessman Bernie Ecclestone, Jochen Rindt's former manager and erstwhile owner of the Connaught team. Tauranac stayed on to design the cars and run the factory.^[26]

Bernie Ecclestone (1972–1987)[link]

The Brabham BT44 on display in 2003. The car was used in the 1974 and 1975 seasons.

Tauranac left Brabham early in the 1972 season after Ecclestone changed the way the company was organised without consulting him. Ecclestone has since said "In retrospect, the relationship was never going to work", noting that "[Tauranac and I] both take the view: 'Please be reasonable, do it my way'".^[27] The highlights of an aimless year, during which the team ran three different models, were pole position for Argentinian driver Carlos Reutemann at his home race at Buenos Aires and a victory in the non-championship Interlagos Grand Prix. For the 1973 season, Ecclestone promoted the young South African engineer Gordon Murray to chief designer and moved Herbie Blash from the Formula Two programme to become the Formula One team manager. Both would remain with the team for the next 15 years. For 1973, Murray produced the triangular cross-section BT42, with which Reutemann scored two podium finishes and finished seventh in the drivers' championship.

In the 1974 season, Reutemann took the first three victories of his Formula One career, and Brabham's first since 1970. The team finished a close fifth in the constructors' championship, fielding the much more competitive BT44s. After a strong finish to the 1974 season, many observers felt the team were favourites to win the 1975 title. The year started well, with a first win for Brazilian driver Carlos Pace at the Interlagos circuit in his native São Paulo. However, as the season progressed, tyre wear frequently slowed the cars in races.^[28] Pace took another two podiums and finished sixth in the championship; while Carlos Reutemann had five podium finishes, including a dominant win in the 1975 German Grand Prix, and finished third in the drivers' championship. The team likewise ranked third in the constructors' table at the end of the year.

While rival teams Lotus and McLaren relied on the Cosworth DFV engine from the late 1960s to the early 1980s, Ecclestone sought a competitive advantage by investigating other options. Despite the success of Murray’s Cosworth-powered cars, Ecclestone signed a deal with Italian motor manufacturer Alfa Romeo to use their large and powerful flat-12 engine from the 1976 season. The engines were free, but they rendered the new BT45s, now in red Martini Racing livery, unreliable and overweight.^[29] The 1976 and 1977 seasons saw Brabham fall toward the back of the field again. Reutemann negotiated a release from his contract before the end of the 1976 season and signed with Ferrari. Ulsterman John Watson replaced him at Brabham for 1977. The team lost Carlos Pace early in the 1977 season when he died in a light aircraft accident.^[30]

For the 1978 season, Murray’s BT46 featured several new technologies to overcome the weight and packaging difficulties caused by the Alfa engines. Ecclestone signed then two-time Formula One world champion Niki Lauda from Ferrari through a deal with Italian dairy products company Parmalat which met the cost of Lauda ending his Ferrari contract and made up his salary to the £200,000 Ferrari was offering. 1978 was the year of the dominant Lotus 79 "wing car", which used aerodynamic ground effect to stick to the track when cornering, but Lauda won two races in the BT46, one with the controversial "B" or "fan car" version.^[31]

The partnership with Alfa Romeo ended during the 1979 season, the team's first with young Brazilian driver Nelson Piquet. Murray designed the full-ground effect BT48 around a rapidly developed new Alfa Romeo V12 engine and incorporated an effective "carbon-carbon braking" system—a technology Brabham pioneered in 1976. However, unexpected movement of the car's aerodynamic centre of pressure made its handling unpredictable and the new engine was unreliable. The team dropped to eighth in the constructors' table by the end of the season.^[32] Alfa Romeo started testing their own Formula One car during the season, prompting Ecclestone to revert to Cosworth DFV engines, a move Murray described as being "like having a holiday".^[33] The new, lighter, Cosworth-powered BT49 was introduced before the end of the year at the Canadian Grand Prix; where after practice Lauda announced his immediate retirement from driving, later saying that he "was no longer getting any pleasure from driving round and round in circles".^[34]

The Brabham BT49 competed over four seasons, winning one championship.

The team used the BT49 over four seasons. In the 1980 season Piquet scored three wins and the team took 3rd in the constructors' championship with Piquet second in the Drivers Championship. This season saw the introduction of the blue and white livery that the cars would wear through several changes of sponsor, until the team's demise in 1992. With a better understanding of ground effect, the team further developed the BT49C for the 1981 season, incorporating a hydropneumatic suspension system to avoid ride height limitations intended to reduce downforce. Piquet, who had developed a close working relationship with Murray,^[35] took the drivers' title with three wins, albeit amid accusations of cheating. The team finished second in the constructors championship, behind the Williams team.

Renault had introduced turbocharged engines to Formula One in 1977. Brabham had tested a BMW 4-cylinder M12 turbocharged engine in the summer of 1981. For the 1982 season the team designed a new car, the BT50, around the BMW engine which, like the Repco engine 16 years previously, was based on a road car engine block, the BMW M10. Brabham continued to run the Cosworth-powered BT49D in the early part of the season while reliability and driveability issues with the BMW units were resolved. The relationship came close to ending, with the German manufacturer insisting that Brabham use their engine. The turbo car took its first win at the Canadian Grand Prix. In the constructors championship, the team finished fifth, the drivers Riccardo Patrese, who scored the last win of the Brabham-Ford combination in the Monaco Grand Prix, 10th and World Champion Piquet a mere 11th in the drivers championship. In the 1983 season, Piquet took the championship lead from Renault's Alain Prost at the last race of the year, the South African Grand Prix to become the first driver to win the Formula One drivers' world championship with a turbo-powered car. The team did not win the constructor's championship in either 1981 or 1983, despite Piquet's success. Riccardo Patrese was the only driver other than Piquet to win a race for Brabham in this period—the drivers in the second car contributed only a fraction of the team's points in each of these championship seasons. Patrese finished 9th in the drivers championship with 13 points, dropping the team behind Ferrari and Renault to third in the constructors championship.

Nelson Piquet and his BT54 were hampered by Pirelli tyres in 1985.

Piquet took the team’s last wins: two in 1984 with winning the 7th and 8th race of that season, the Canadian Grand Prix and the Detroit Grand Prix and one in 1985 with winning the French Grand Prix before reluctantly leaving for the Williams team at the end of the season. After seven years and two world championships, he felt he was worth more than Ecclestone's salary offer for 1986. Piquet finished 5th in 1984 and a mere 8th in 1985 in the respective drivers championships.^[35] The 1986 season was a disaster. Murray's radical long and low BT55, with its BMW M12 engine tilted over to improve its aerodynamics and lower its centre of gravity, scored only two points. Driver Elio de Angelis became the Formula One team's only fatality when he died in a testing accident at the Paul Ricard circuit. Derek Warwick, who replaced de Angelis, was close to scoring two points for fifth in the British Grand Prix, but a problem on the last lap dropped him out of the points. In August, BMW after considering running their own in-house team, announced their departure from Formula One at the end of the season. Murray, who had largely taken over the running of the team as Ecclestone became more involved with his role at the Formula One Constructors Association, felt that "the way the team had operated for 15 years broke down". He left Brabham in November to join McLaren.^[36]

Ecclestone held BMW to their contract for the 1987 season, but the German company would only supply the laydown engine. The upright units, around which Brabham had designed their new car, were sold for use by the Arrows team. Senior figures at Brabham, including Murray, have admitted that by this stage Ecclestone had lost interest in running the team. 1987 was only slightly more successful than the previous year—Patrese and de Cesaris scoring 10 points between them, including two third places at the Belgian Grand Prix and the Mexican Grand Prix. Unable to locate a suitable engine supplier, the team missed the FIA deadline for entry into the 1988 world championship and Ecclestone finally announced the team's withdrawal from Formula One at the Brazilian Grand Prix in April 1988. He sold MRD to Alfa Romeo for an unknown price.^[36]

Joachim Luhti (1989)[link]

The Brabham team missed the 1988 season during the change of ownership. Alfa Romeo soon sold it on, this time to Swiss financier Joachim Luhti, who brought it back into Formula One for the 1989 season. The new BT58, powered by an engine from Judd (originally another of Jack Brabham's companies), was produced for the 1989 season.^[37] Italian driver Stefano Modena drove alongside the more experienced Martin Brundle. The team finished in eighth place, and Modena took the team's last podium: a third place at the Monaco Grand Prix. The team also failed to make the grid sometimes: Brundle failed to prequalify at the Canadian Grand Prix and the French Grand Prix. The team finished 9th in the constructors' championship at the end of the season.

Middlebridge Racing (1989–1992)[link]

After Luhti's arrest on tax fraud charges in mid-1989,^[38] several parties disputed the ownership of the team. Middlebridge Group Limited, a Japanese engineering firm owned by billionaire Koji Nakauchi, was already involved with established Formula 3000 team Middlebridge Racing and gained control of Brabham for the 1990 season. Blash returned to run the team. Middlebridge paid for its purchase using £1 million loaned to them by finance company Landhurst Leasing,^[39] but the team remained underfunded and would only score a few more points finishes in its last three seasons. Jack Brabham's youngest son, David, raced for the Formula One team for a short time in 1990, a disastrous year, with Modena's fifth place in the season opening United States Grand Prix being the only top six finish. The team finished ninth in the Constructors' Championship. Brundle and fellow Briton Mark Blundell, scored only three points during the 1991 season. Due to poor results in the first half of 1991, they had to prequalify in the second half of the season, Blundell failed to do so in Japan, as did Brundle in Australia. The team finished 10th in the Constructors Championship, behind another struggling British team, Lotus. In 1992, Damon Hill, the son of another former Brabham driver and World Champion, debuted in the team after Giovanna Amati, the last woman to attempt to race in Formula One, was dropped when her sponsorship failed to materialise.

Argentine Sergio Rinland designed the team's final cars around Judd engines, except for 1991 when Yamaha powered the cars. In the 1992 season the cars (which were updated versions of the 1991 car) rarely qualified for races. Hill gave the team its final finish, at the Hungarian Grand Prix, where he crossed the finish line 11th and last, four laps behind the winner. After the end of that race the team ran out of funds and collapsed. Middlebridge Group Limited had been unable to continue making repayments against the £6 million ultimately provided by Landhurst Leasing, which went into administration. The Serious Fraud Office investigated the case. Landhurst's managing directors were found guilty of corruption and imprisoned, having accepted bribes for further loans to Middlebridge.^[39] It was one of four teams to leave Formula One that year. (cf March Engineering, Fondmetal and Andrea Moda Formula). Although there was talk of reviving the team for the following year, its assets passed to Landhurst Leasing and were auctioned by the company's receivers in 1993.^[40] Among these was the team's old factory in Chessington, which was acquired by Yamaha Motor Sports and used to house Activa Technology Limited, a company manufacturing composite components for race and road cars run by Herbie Blash. The factory was bought by the Carlin DPR GP2 motor racing team in 2006.^[41]

Potential F1 revival (2010)[link]

On 4 June 2009, Franz Hilmer confirmed that he had used the name to lodge an entry for the 2010 Formula One season as a cost capped team under the new budget cap regulations.^[42] The Brabham family was not involved and announced that it was seeking legal advice over the use of the name.^[43] The team's entry was not accepted.

Motor Racing Developments [link]

Several F1 teams used Brabhams (Piers Courage, FWRC, 1969)

File:Repco brabham logo.png

The Repco Brabham logo from the 1960s, illustrating the joint branding of the period.

Brabham cars were also widely used by other teams, and not just in Formula One. Jack Brabham and Ron Tauranac called the company they set up in 1961 to design and build formula racing cars to customer teams Motor Racing Developments (MRD), and this company had a large portfolio of other activities. Initially, Brabham and Tauranac each held 50 percent of the shares.^[8] Tauranac was responsible for design and running the business, while Brabham was the test driver and arranged corporate deals like the Repco engine supply and the use of the MIRA wind tunnel. He also contributed ideas to the design process and often machined parts and helped build the cars.^[44]

From 1963 to 1965, MRD was not directly involved in Formula One, and often ran works cars in other formulae. A separate company, Jack Brabham's Brabham Racing Organisation, ran the Formula One works entry.^[45] Like other customers, BRO bought its cars from MRD, initially at £3,000 per car,^[46] although it did not pay for development parts. Tauranac was unhappy with his distance from the Formula One operation and before the 1966 season suggested that he was no longer interested in producing cars for Formula One under this arrangement. Brabham investigated other chassis suppliers for BRO, however the two reached an agreement and from 1966 MRD was much more closely involved in this category.^[47] After Jack Brabham sold his shares in MRD to Ron Tauranac at the end of 1969, the works Formula One team was MRD.

Despite only building its first car in 1961, by the mid-1960s MRD had overtaken established constructors like Cooper to become the largest manufacturer of single-seat racing cars in the world,^[48] and by 1970 had built over 500 cars.^[49] Of the other Formula One teams which used Brabhams, Frank Williams Racing Cars and the Rob Walker Racing Team were the most successful. The 1965 British Grand Prix saw seven Brabhams compete, only two of them from the works team, and there were usually four or five at championship Grands Prix throughout that season. The firm built scores of cars for the lower formulae each year, peaking with 89 cars in 1966.^[49] Brabham had the reputation of providing customers with cars of a standard equal to those used by the works team, which worked "out of the box". The company provided a high degree of support to its customers—including Jack Brabham helping customers set up their cars. During this period the cars were usually known as "Repco Brabhams", not because of the Repco engines used in Formula One between 1966 and 1968, but because of a smaller-scale sponsorship deal through which the Australian company had been providing parts to Jack Brabham since his Cooper days.^[50]

The BT40 was the last Formula Two model from Brabham

At the end of 1971 Bernie Ecclestone bought MRD. He retained the Brabham brand, as did subsequent owners. Although the production of customer cars continued briefly under Bernie Ecclestone’s ownership, he believed the company needed to focus on Formula One to succeed. The last production customer Brabhams were the Formula Two BT40 and the Formula Three BT41 of 1973,^[51] although Ecclestone sold ex-works Formula One BT44Bs to RAM Racing as late as 1976.^[52]

In 1988 Ecclestone sold Motor Racing Developments to Alfa Romeo. The Formula One team did not compete that year, but Alfa Romeo put the company to use designing and building a prototype "Procar"—a racing car with the silhouette of a large saloon (the Alfa Romeo 164) covering a composite racing car chassis and mid mounted race engine. This was intended for a racing series for major manufacturers to support Formula One Grands Prix, and was designated the Brabham BT57.^[53]

Racing history—other categories [link]

Brabham's last USAC race-winning car—the Brabham BT25 IndyCar of 1968.

The Brabham BT18-Honda completely dominated Formula Two in 1966

Top drivers used Brabham F3 cars in their early careers. (James Hunt, 1969)

Indycar [link]

Brabham cars competed at the Indianapolis 500 from the mid 1960s to the early 1970s. After an abortive project in 1962,^[54] MRD was commissioned in 1964 to build an Indycar chassis powered by an American Offenhauser engine. The resultant BT12 chassis was raced by Jack Brabham as the "Zink-Urschel Trackburner" at the 1964 event and retired with a fuel tank problem. The car was entered again in 1966, taking a third place for Jim McElreath. From 1968 to 1970, Brabham returned to Indianapolis, at first with a 4.2 litre version of the Repco V8 the team used in Formula One—with which Peter Revson finished fifth in 1969—before reverting to the Offenhauser engine for 1970.^[55] The Brabham-Offenhauser combination was entered again in 1971 by J.C. Agajanian, finishing fifth in the hands of Bill Vukovich II.^[56] Although a Brabham car never won at Indianapolis, McElreath won four United States Automobile Club (USAC) races over 1965 and 1966 in the BT12. The "Dean Van Lines Special" in which Mario Andretti won the 1965 USAC national championship was a direct copy of this car, made with permission from Brabham by Andretti's crew chief Clint Brawner.^[57] Revson took Brabham's final USAC race win in a BT25 in 1969, using the Repco engine.^[58]

Formula Two [link]

In the 1960s and early 1970s, drivers who had reached Formula One often continued to compete in Formula Two. In 1966 MRD produced the BT18 for the lower category, with a Honda engine acting as a stressed component. The car was extremely successful, winning 11 consecutive Formula Two races in the hands of the Formula One pairing of Brabham and Hulme. Cars were entered by MRD and not by the Brabham Racing Organisation, avoiding a direct conflict with Repco, their Formula One engine supplier.^[59]

Formula Three [link]

The first Formula Three Brabham, the BT9, won only four major races in 1964. The BT15 which followed in 1965 was a highly successful design. 58 cars were sold, which won 42 major races. Further developments of the same concept, including wings by the end of the decade, were highly competitive up until 1971. The BT38C of 1972 was Brabham's first production monocoque and the first not designed by Tauranac. Although 40 were ordered, it was less successful than its predecessors. The angular BT41 was the final Formula Three Brabham.^[60]

Sports cars [link]

Tauranac did not enjoy designing sports cars and could only spare a small amount of his time from MRD's very successful single-seater business. Only 14 sports car models were built between 1961 and 1972, out of a total production of almost 600 chassis.^[61] The BT8A was the only one built in any numbers, and was quite successful in national level racing in the UK in 1964 and 1965.^[62] The design was "stretched" in 1966 to become the one-off BT17, originally fitted with the 4.3 litre version of the Repco engine for Can-Am racing. It was quickly abandoned by MRD after engine reliability problems became evident.^[63]

Technical innovation [link]

The Brabham BT45 driven by José Carlos Pace.

The 1978 BT46B "Fan car" won its only race before being banned.

Brabham was considered a technically conservative team in the 1960s, chiefly because it persevered with traditional "spaceframe" cars long after Lotus introduced lighter, stiffer "monocoque" chassis to Formula One in 1962. Chief designer Tauranac reasoned that monocoques of the time were not usefully stiffer than well designed spaceframe chassis, and were harder to repair and less suitable for MRD’s customers.^[64] His "old fashioned" cars won the Brabham team the 1966 and 1967 championships, and were competitive in Formula One until rule changes forced a move to monocoques in 1970.^[65]

Despite the perceived conservatism, in 1963 Brabham was the first Formula One team to use a wind tunnel to hone their designs to reduce drag and stop the cars lifting off the ground at speed.^[66] The practice only became the norm in the early 1980s, and is possibly the most important factor in the design of modern cars. Towards the end of the 1960s, teams began to exploit aerodynamic downforce to push the cars' tyres down harder on the track and enable them to maintain faster speeds through high-speed corners. At the 1968 Belgian Grand Prix, Brabham were the first, alongside Ferrari, to introduce full width rear wings to this effect.^[67]

The team's most fertile period of technical innovation came in the 1970s and 1980s when Gordon Murray became technical director. During 1976, the team introduced "carbon-carbon brakes" to Formula One, which promised reduced "unsprung weight" and better stopping performance due to carbon's greater coefficient of friction. The initial versions used carbon-carbon composite brake pads and a steel disc faced with carbon "pucks". The technology was not reliable at first; in 1976, Carlos Pace crashed at 180 mph (290 km/h) at the Österreichring circuit after heat build-up in the brakes boiled the brake fluid, leaving him with no way of stopping the car.^[68] By 1979, Brabham had developed an effective carbon-carbon braking system, combining structural carbon discs with carbon brake pads.^[69] By the late 1980s, carbon brakes were used by all competitors in almost all top level motor sports.

Although Brabham experimented with airdams and underbody skirts in the mid 1970s, the team, like the rest of the field, did not immediately understand Lotus' development of a ground effect car in 1977. The Brabham BT46B "Fan car" of 1978, generated enormous downforce with a fan, which sucked air from beneath the car, although its claimed use was for engine cooling. The car only raced once in the Formula One World Championship—Niki Lauda winning the 1978 Swedish Grand Prix—before a loophole in the regulations was closed by the FIA.^[70]

Although in 1979 Murray was the first to use lightweight "carbon fibre composite" panels to stiffen Brabham's aluminium alloy monocoques, he echoed his predecessor Tauranac in being the last to switch to the new fully composite monocoques. Murray was reluctant to build the entire chassis from composite materials until he understood their behaviour in a crash, an understanding achieved in part through an instrumented crash test of a BT49 chassis.^[69] The team did not follow McLaren's 1981 MP4/1 with their own fully composite chassis until the "lowline" BT55 in 1986,^[71] the last team to do so. This technology is now used in all top level single seater racing cars.

For the 1981 season the FIA introduced a 6 cm (2.4 in) minimum ride height for the cars, intended to slow them in corners by limiting the downforce created by aerodynamic ground effect. Gordon Murray devised a "hydropneumatic suspension" system for the BT49C, which allowed the car to settle to a much lower ride height at speed. Brabham were accused of cheating by other teams, although Murray believes that the system met the letter of the regulations. No action was taken against the team and others soon produced systems with similar effects.^[72]

At the 1982 British Grand Prix, Brabham reintroduced the idea of re-fuelling and changing the car's tyres during the race, unseen since the 1957 Formula One season, to allow their drivers to sprint away at the start of races on a light fuel load and soft tyres. After studying techniques used at the Indianapolis 500 and in NASCAR racing in the United States, the team were able to refuel and re-tyre the car in 14 seconds in tests ahead of the race. In 1982 Murray felt the tactic did little more than "get our sponsors noticed at races we had no chance of winning", but in 1983 the team made good use of the tactic.^[73] Refuelling was banned for 1984, and did not reappear until the 1994 season (until it was banned again in 2010 as a part of cost cutting measures), but tyre changes have remained part of Formula One.^[74]

Controversy [link]

The fan car and hydropneumatic suspension exploited loopholes in the sporting regulations. In the early 1980s, Brabham was accused of going further and breaking the regulations. During 1981, Piquet's first championship year, rumours circulated of illegal underweight Brabham chassis. Driver Jacques Laffite was among those to claim that the cars were fitted with heavily ballasted bodywork before being weighed at scrutineering. The accusation was denied by Brabham's management. No formal protest was made against the team and no action was taken against them by the sporting authorities.^[75]

From 1978, Ecclestone was president of the Formula One Constructors Association (FOCA), a body formed by the teams to represent their interests. This left his team open to accusations of having advance warning of rule changes. Ecclestone denies that the team benefited from this and Murray has noted that, contrary to this view, at the end of 1982 the team had to abandon their new BT51 car, built on the basis that ground effect would be permitted in 1983. Brabham had to design and build a replacement, the BT52, in only three months.^[76] At the end of the 1983 season, Renault and Ferrari, both beaten to the drivers' championship by Piquet, protested that the Research Octane Number (RON) of the team's fuel was above the legal limit of 102. The FIA declared that a figure of up to 102.9 was permitted under the rules, and that Brabham had not exceeded this limit.^[77]

Championship results [link]

Main article: Brabham Grand Prix results

Results achieved by the "works" Brabham team. Bold results indicate a championship win.

Season	Entrant	Car	Tyres	Engine	Drivers	Constructors Championship
1962	Brabham Racing Organisation	Lotus 21 Brabham BT3	D	Coventry-Climax	Jack Brabham	7th (9 points)
1963	Brabham Racing Organisation	Brabham BT3 Brabham BT7 Lotus 25	D	Coventry-Climax	Jack Brabham Dan Gurney	3rd (28 points)
1964	Brabham Racing Organisation	Brabham BT7 Brabham BT11	D	Coventry-Climax	Jack Brabham Dan Gurney	4th (33 points)
1965	Brabham Racing Organisation	Brabham BT7 Brabham BT11	D G	Coventry-Climax	Jack Brabham Dan Gurney Denny Hulme Giancarlo Baghetti	3rd (27 pts)
1966	Brabham Racing Organisation	Brabham BT19 Brabham BT20 Brabham BT22	G	Repco	Jack Brabham Denny Hulme	Champion (42 pts)
1967	Brabham Racing Organisation	Brabham BT19 Brabham BT20 Brabham BT24	G	Repco	Jack Brabham Denny Hulme	Champion (37 pts)
1968	Brabham Racing Organisation	Brabham BT24 Brabham BT26	G	Repco	Jack Brabham Jochen Rindt Dan Gurney	8th (10 pts)
1969	Motor Racing Developments	Brabham BT26/A	G	Cosworth DFV	Jack Brabham Jacky Ickx	2nd (51 pts)
1970	Motor Racing Developments	Brabham BT33	G	Cosworth DFV	Jack Brabham Rolf Stommelen	4th (35 pts)
1971	Motor Racing Developments	Brabham BT33 Brabham BT34	G	Cosworth DFV	Graham Hill Tim Schenken Dave Charlton	9th (5 pts)
1972	Motor Racing Developments	Brabham BT33 Brabham BT34 Brabham BT37	G	Cosworth DFV	Graham Hill Carlos Reutemann Wilson Fittipaldi	9th (7 pts)
1973	Motor Racing Developments Ceramica Pagnossin Team MRD	Brabham BT37 Brabham BT42	G	Cosworth DFV	Carlos Reutemann Wilson Fittipaldi Andrea de Adamich Rolf Stommelen John Watson	4th (49 pts)
1974	Motor Racing Developments	Brabham BT42 Brabham BT44	G	Cosworth DFV	Carlos Reutemann Carlos Pace Rikky von Opel Richard Robarts Teddy Pilette	5th (35 pts)
1975	Martini Racing	Brabham BT44B	G	Cosworth DFV	Carlos Reutemann Carlos Pace	2nd (54 pts)
1976	Martini Racing	Brabham BT45	G	Alfa Romeo	Carlos Reutemann Carlos Pace Rolf Stommelen Larry Perkins	9th (9 pts)
1977	Martini Racing	Brabham BT45/B	G	Alfa Romeo	Carlos Pace John Watson Hans-Joachim Stuck Giorgio Francia	5th (27 pts)
1978	Parmalat Racing Team	Brabham BT45C Brabham BT46/B/C	G	Alfa Romeo	Niki Lauda John Watson Nelson Piquet	3rd (53 pts)
1979	Parmalat Racing Team	Brabham BT46 Brabham BT48 Brabham BT49	G	Alfa Romeo Cosworth DFV	Niki Lauda Nelson Piquet Ricardo Zunino	8th (6 pts)
1980	Parmalat Racing Team	Brabham BT49/B	M	Cosworth DFV	Nelson Piquet Ricardo Zunino Héctor Rebaque	3rd (55 pts)
1981	Parmalat Racing Team	Brabham BT49/B/C	M G	Cosworth DFV	Nelson Piquet Héctor Rebaque Ricardo Zunino	2nd (61 pts)
1982	Parmalat Racing Team	Brabham BT49D Brabham BT50	G	Cosworth DFV BMW M12/13	Nelson Piquet Riccardo Patrese	5th (41 pts)
1983	Fila Sport	Brabham BT52/B	M	BMW M12/13	Nelson Piquet Riccardo Patrese	3rd (72 pts)
1984	MRD International	Brabham BT53	M	BMW M12/13	Nelson Piquet Teo Fabi Corrado Fabi Manfred Winkelhock	4th (38 pts)
1985	Motor Racing Developments Ltd	Brabham BT54	P	BMW M12/13	Nelson Piquet Marc Surer François Hesnault	5th (26 pts)
1986	Motor Racing Developments Ltd	Brabham BT54 Brabham BT55	P	BMW M12/13/1	Elio de Angelis Riccardo Patrese Derek Warwick	9th (2 pts)
1987	Motor Racing Developments Ltd	Brabham BT56	G	BMW M12/13/1	Riccardo Patrese Andrea de Cesaris Stefano Modena	8th(10 pts)
1989	Motor Racing Developments	Brabham BT58	P	Judd	Martin Brundle Stefano Modena	9th (8 pts)
1990	Motor Racing Developments	Brabham BT58 Brabham BT59	P	Judd	Stefano Modena David Brabham Gregor Foitek	10th (2 pts)
1991	Motor Racing Developments Ltd	Brabham BT59Y Brabham BT60Y	P	Yamaha	Martin Brundle Mark Blundell	9th (3 pts)
1992	Motor Racing Developments Ltd	Brabham BT60B	G	Judd	Eric van de Poele Giovanna Amati Damon Hill	NC (0 pts)

Notes [link]

^ "FIA" has been used throughout this article to refer to the motor sports governing body. Until 1978 motor sport was governed directly by the Commission Sportive Internationale (CSI) and from 1978 by the Fédération Internationale du Sport Automobile (FISA), both subsidiary bodies of the FIA. In 1992 the FIA subsumed FISA and its governing role.
^ Henry (1985) pp. 17–19
^ Lawrence (1999) pp. 18, 22. Brabham had consulted Tauranac by letter on technical matters since arriving in the UK. He used a gear cluster designed by Tauranac for several years and Tauranac also advised on the suspension geometry of the Cooper T53 "lowline" car.
^ Lawrence (1999) p. 22–4. Jack had already tried to buy Cooper in association with fellow-driver Roy Salvadori
^ Brabham, Nye (2004) p. 140
^ Scarlett (May 2006) p. 43. Although compare pronunciation with the related verb emmerder. This is the story as recalled by both Ron Tauranac and Brabham mechanic Michael Scarlett. The British journalist Alan Brinton has also been credited with pointing out this unfortunate fact to Brabham. See Drackett (1985) p. 21.
^ Drackett (1985) p. 21. The first prototype FJunior car therefore became the BT1 and its production version the BT2.
^ ^a ^b Lawrence (1999) p. 31
^ Brabham, Nye (2004) pp. 14, 145–9. Brabham's and Tauranac's (Lawrence 1999 p. 32) accounts differ on whether the BRO was formed for the purpose of F1, or was already in existence.
^ Henry (1985) pp. 21–22. Brabham bought a new spaceframe Lotus 24, but had to use a 1961-vintage Lotus 21 in the early races after a workshop fire. Team Lotus reserved the monocoque Lotus 25 for their own use that season.
^ Brabham, Nye (2004) p. 147
^ Henry (1985) p. 28
^ Henry (1985) pp. 35–41
^ Tauranac says (Lawrence (1999) p. 48) that he feels a third mechanic would have reduced the reliability problems. Lawrence himself notes (Lawrence (1999) p. 71) that "If only Jack had been prepared to spend a little more money, the results could have been so much better." Hodges (1990) p. 32 notes "Economy was a watchword. (...) It was this attitude, perhaps, which cost [Brabham] some races."
^ Lawrence (1999) pp. 51–52
^ Unique p. 43. The team was the only one not contracted by John Frankenheimer for the shooting of the film Grand Prix at world championship races that year.
^ Lawrence (1999) p. 92. Hulme, Tauranac and Frank Hallam, Repco-Brabham's chief engineer, all shared this view.
^ Fearnley (May 2006) pp. 34–40
^ Fearnley (May 2006) p. 41
^ Henry p. 85
^ Henry (1985) pp. 79–80
^ Lawrence (1999) p. 109 & Brabham, Nye (2004) pp. 230–231. He was therefore technically a team employee in his final season.
^ Henry (1985) p. 93
^ Henry (1985) pp. 114–17
^ Lawrence (1999) p. 113
^ Lawrence (1999) p. 116
^ Lawrence. pp. 116–118
^ Gill (ed.) (1976) p. 103
^ Henry (1985) pp. 159–161
^ Henry (1985) pp. 164, 167
^ Details of BT46 and 1978 season: Henry (1985) p. 171, pp. 179–189
- Lauda's move and salary: Lovell (2004) p. 98
^ Henry (1985) p. 191
^ Henry (1985) pp. 213, 215
^ Henry (1985) p. 216
^ ^a ^b Roebuck (1986) p. 114
^ ^a ^b Lovell (2004) pp. 161–164
^ Brabham, Nye (2004) p. 254. Engine Developments, the company which builds Judd engines, was a company Jack Brabham set up in partnership with John Judd after his retirement from driving in 1970. Judd had previously worked for Brabham on the Repco project.
^ Slevin, Gary (2008) The Decline of Brabham. Formula One Rejects. Retrieved 10 June 2009
^ ^a ^b John Willcock (18 October 1997). "Formula One obsession led to pounds 50m Landhurst fraud". The Independent (London). http://www.independent.co.uk/news/business/formula-one-obsession-led-to-pounds-50m-landhurst-fraud-1236602.html. Retrieved 26 April 2011.
^ Baker (10 October 1993)
^ Glenn Freeman (27 November 2006). "Carlin to enter GP2 in 2007". Autosport.com. http://www.autosport.com/news/report.php/id/55796. Retrieved 8 December 2006.
^ Jonathan Noble (4 June 2009). "Brabham name owner submits F1 entry". Autosport.com. http://www.autosport.com/news/report.php/id/75798. Retrieved 26 April 2011.
^ Edd Straw (4 June 2009). "Brabham family seeking legal advice". Autosport.com. http://www.autosport.com/news/report.php/id/75806. Retrieved 26 April 2011.
^ Tauranac referred to this as Brabham's trade; they had first met at the small machine shop Brabham ran in Sydney in the early 1950s.
^ To confuse the relationship between the two companies further, MRD was renamed Brabham Racing Developments between 1962 and 1964. Henry (1985) p. 24
^ Fearnley (May 2006) p. 39
^ Lawrence (1999) pp. 74–75
^ Unique p. 111
^ ^a ^b Lawrence (1999) p. 207
^ Henry (1985) p. 53
^ Hodges (1990) p. 39
^ Henry (1985) p. 156. Henry claims Ecclestone did this to ensure the team would focus on its troublesome new Alfa Romeo powered BT45s.
^ "People: Allen McDonald". grandprix.com. http://www.grandprix.com/gpe/cref-mcdall.html. Retrieved 26 April 2011.
^ Lawrence (1999) p. 30
^ Brabham, Nye (2004) p. 240
^ Lawrence (1999) p. 114
^ Lawrence (1999) p. 57. Brawner repaired BT12 after a crash in 1964. As part of the deal he was allowed to make a copy of the then still unusual mid-engined design.
^ Lawrence (1999) p. 99
^ Unique p. 117
^ Hodges (1998) pp. 34–39
^ Lawrence (1999) pp. 205–207
^ Lawrence (1999) p. 55
^ Lawrence (1999) pp. 84–85
^ Lawrence (1999) pp. 44–45
^ Nye (1986) p. 60. Brabham’s BT26As and Matra’s experimental four wheel drive MS84 of 1969 were the last cars with spaceframe chassis cars in F1. For 1970 the FIA mandated the use of "bag tanks" for fuel, which were to be carried inside box structures. This effectively forced the team to design a monocoque structure. From 1968 Brabham's Indycars were monocoques for the same reason.
^ Henry (1985) p. 39. The initial tests were carried out at the Motor Industry Research Association wind tunnel under the auspices of Malcolm Sayer, who had been responsible for the aerodynamics of the Jaguar D-type Le Mans winning car.
^ Lawrence (1999) p. 100
^ Henry (1985) p. 163
^ ^a ^b Howard (June 2006) p. 52. Interview with Gordon Murray and John Barnard on the early uses of Carbon Fibre in Formula One for brakes and chassis structure.
^ Henry (1985) p. 186–187. It is often claimed that the car was never banned, but rather withdrawn by Ecclestone. Ecclestone did agree to withdraw it after three races, but the FIA changed the regulations to render "fan cars" in general, not the BT46B in particular, illegal before it could race again.
^ Hodges (1998) p. 43
^ Henry (1985) pp. 223–225
^ Hamilton (ed.) (1983) pp. 63–72 Pitstops: A split-second spectacle feature by Denis Jenkinson.
^ Hamilton, Maurice (3 May 2009). "Ayrton Senna would applaud formula one's 2010 rebirth". The Guardian (London: Guardian News and Media Ltd). http://www.guardian.co.uk/sport/blog/2009/may/03/formula-one-2010-refuelling-ayrton-senna. Retrieved 1 May 2011.
^ Henry (1985) p. 225
^ Henry (1985) p. 255
^ Drackett (1985) p. 133. Although "protested", as used by Drackett, implies a formal protest, he does not specify this, and Henry (1985) p. 267 says "no action was ever taken".

References [link]

Wikimedia Commons has media related to: Brabham Racing Organisation

Books

Bamsey, Ian; Benzing, Enrico; Staniforth, Allan; Lawrence, Mike (1988). The 1000 BHP Grand Prix cars. G T Foulis & Co Ltd. ISBN 0-85429-617-4.
Brabham, Jack; Nye, Doug (2004), The Jack Brabham Story, Motorbooks International, ISBN 0-7603-1590-6 .
Collings, Timothy (2004). The Piranha Club. Virgin Books. ISBN 0-7535-0965-2.
Drackett, Phil (1985). Brabham—Story of a racing team. Arthur Baker Ltd. ISBN 0-213-16915-0.
Gill, Barrie (ed.) (1976). The World Championship 1975 – John Player Motorsport yearbook 1976. Queen Anne Press Ltd.. ISBN 0-362-00254-1.
Hamilton, Maurice (ed.) (1983). Autocourse 1983–1984. Hazleton Publishing. ISBN 0-905138-25-2.
Henry, Alan (1985). Brabham, the Grand Prix Cars. Osprey. ISBN 0-905138-36-8.
Hodges, David (1998). A-Z of Formula Racing Cars 1945–1990. Bay View books. ISBN 1-901432-17-3.
Lawrence, Mike (1999). Brabham+Ralt+Honda: The Ron Tauranac story. Motor Racing Publications. ISBN 1-899870-35-0.
Lovell, Terry (2004). Bernie's Game. Metro Books. ISBN 1-84358-086-1.
Nye, Doug (1986). Autocourse history of the Grand Prix car 1966–85. Hazleton publishing. ISBN 0-905138-37-6.
Roebuck, Nigel (1986). Grand Prix Greats. Patrick Stephens Ltd. ISBN 0-85059-792-7.
Tremayne, David; Hughes, Mark (1998, 2001). The Concise Encyclopedia of Formula One. Parragon. ISBN 0-7525-6735-7.
Unique, (Various). Brabham – the man and the machines. Unique Motor Books. ISBN 1-84155-619-X.

Newspapers and Magazines

Baker, Andrew (10 October 1993). "Sport Almanack: Racing cars for sale: one careful owner". The Independent (UK).
Fearnley, Paul (May 2006). "The powerhouse that Jack built". Motorsport. p. 41.
Howard, Keith (June 2006). "Carbon fibre". Motorsport. p. 52.
Murray, Alasdair (11 November 1987). "Tycoon's drive and a formula worth millions". The Times (UK): p. 4.
Scarlett, Michael (May 2006). "Team Building". Motorsport. p. 43.

Websites

GrandPrix.com. "Brabham (Motor Racing Developments Ltd.)". www.grandprix.com. Archived from the original on 7 March 2006. http://web.archive.org/web/20060307165926/http://www.grandprix.com/gpe/con-brabh.html. Retrieved 7 December 2006.
Wright, Rosalind. "Serious Fraud Office Annual Report 1997–98". www.sfo.gov.uk. Archived from the original on 12 August 2004. http://replay.web.archive.org/20040812185226/http://www.sfo.gov.uk/publications/annual_1998.asp. Retrieved 7 December 2006. Also available in hardcopy. Published by HMSO July 1998. ISBN 0-10-551856-5

All race and championship results are taken from the Official Formula 1 Website. 1962 Season review. www.formula1.com. Retrieved 27 April 2006

External links [link]

www.forix.com Biography of Jack Brabham, with significant content on the early years of the Brabham team.
www.nvo.com Picture gallery of historic Brabhams.
www.motorracing-archive.com Summary history of Brabham 1961–1972, including significant race results and production numbers for all models. (Archived here).
www.oldracingcars.com Complete race history of all Brabham F1 models from 1966 to 1982 and links to Brabham research projects on other models.
www.f3history.co.uk History of Formula Three, including Brabham (under 'Manufacturers'). (Archived here)
www.autocoursegpa.com Complete world championship Brabham team statistics

Sporting positions
Preceded by Lotus	Formula One Constructors' Champion 1966–1967	Succeeded by Lotus

Motor Racing Developments

Founders: Jack Brabham | Ron Tauranac

Personnel: Bernie Ecclestone | Gordon Murray

World Champions: Jack Brabham | Denny Hulme | Nelson Piquet

Cars

Formula One: BT3 | BT7 | BT11 | BT19 | BT20 | BT23 | BT24 | BT26 | BT33 | BT34 | BT37 | BT39 | BT42 | BT44/B | BT45 | BT46/B/C | BT48 | BT49/C/D | BT50 | BT51 | BT52 | BT53 | BT54 | BT55 | BT56 | BT58 | BT59/Y | BT60Y/B
Indianapolis 500/USAC: BT12 | BT25 | BT32

Formula Two: BT10 | BT16 | BT18 | BT23 | BT23C | BT30 | BT36 | BT38 | BT40
Formula Atlantic: BT23F/G | BT29 | BT35A/B | BT38B | BT40

Formula Three: BT9 | BT15 | BT16A | BT18A | BT21 | BT21B | BT21X | BT28 | BT35C | BT38C | BT41

Formula Junior: BT1 | BT2 | BT6

Other single seaters: BT4 | BT7A | BT11A | BT14 | BT18B | BT21A | BT21C | BT22 | BT23A | BT23B | BT23D | BT23E | BT30X | BT31 | BT35X | BT36X | BT43

Sportscars: BT5 | BT8A | BT17

Formula One constructors

Current constructors (2012)

Red Bull McLaren Ferrari Mercedes Lotus Force India Sauber Toro Rosso Williams Caterham HRT Marussia

Former constructors

AFM AGS Alfa Romeo Alta Amon Andrea Moda Apollon Arrows Arzani-Volpini Aston-Butterworth Aston Martin ATS (Italy) ATS (Germany) BAR Behra-Porsche Bellasi Benetton BMW Boro Brabham Brawn BRM BRP Bugatti Cisitalia Coloni Connaught Connew Cooper Cosworth Dallara De Tomaso Delahaye Derrington-Francis Eagle Eifelland Emeryson EMW ENB Ensign ERA EuroBrun Ferguson FIRST Fittipaldi Fondmetal Footwork Forti Frazer Nash Fry Gilby Gordini Greifzu Haas/Lola Hesketh Hill HWM Honda Jaguar JBW Jordan Kauhsen Klenk Kojima Kurtis Kraft Lancia Larrousse LDS LEC Leyton House Life Ligier Lola Lotus (1954-1994) Lotus (2010-2011) Lyncar Maki March Martini Maserati Matra MBM McGuire Merzario Midland Milano Minardi Modena Onyx OSCA Osella Pacific Parnelli Penske Porsche Prost RAM RE Rebaque Renault Reynard Rial Scarab Scirocco Shadow Shannon Simtek Spirit Spyker Stebro Stewart Super Aguri Surtees Talbot Talbot-Lago Tec-Mec Tecno Theodore Token Toleman Toyota Trojan Tyrrell Vanwall Veritas Virgin Williams (FWRC) Wolf Zakspeed

Although World Championship races held in 1952 and 1953 were run to Formula Two regulations, constructors who only participated during this period are included herein to maintain Championship continuity. Constructors whose only participation in the World Championship was in the Indianapolis 500 races between 1950 and 1960 are not listed.

Formula One World Constructors' Champions

1950 not awarded
1951 not awarded
1952 not awarded
1953 not awarded
1954 not awarded
1955 not awarded
1956 not awarded
1957 not awarded
1958 Vanwall
1959 Cooper

1960 Cooper
1961 Ferrari
1962 BRM
1963 Lotus
1964 Ferrari
1965 Lotus
1966 Brabham
1967 Brabham
1968 Lotus
1969 Matra

1970 Lotus
1971 Tyrrell
1972 Lotus
1973 Lotus
1974 McLaren
1975 Ferrari
1976 Ferrari
1977 Ferrari
1978 Lotus
1979 Ferrari

1980 Williams
1981 Williams
1982 Ferrari
1983 Ferrari
1984 McLaren
1985 McLaren
1986 Williams
1987 Williams
1988 McLaren
1989 McLaren

1990 McLaren
1991 McLaren
1992 Williams
1993 Williams
1994 Williams
1995 Benetton
1996 Williams
1997 Williams
1998 McLaren
1999 Ferrari

2000 Ferrari
2001 Ferrari
2002 Ferrari
2003 Ferrari
2004 Ferrari
2005 Renault
2006 Renault
2007 Ferrari
2008 Ferrari
2009 Brawn

2010 Red Bull
2011 Red Bull

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This page contains text from Wikipedia, the Free Encyclopedia - http://en.wikipedia.org/wiki/Brabham

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Niki Lauda
Formula One World Championship career
Lauda at the Nürburgring in 1973
Born	(1949-02-22) 22 February 1949 (age 63)
Nationality	Austrian
Active years	1971 - 1979, 1982 - 1985
Teams	March, BRM, Ferrari, Brabham, McLaren
Races	177 (171 starts)
Championships	3 (1975, 1977, 1984)
Wins	25
Podiums	54
Career points	420.5
Pole positions	24
Fastest laps	24
First race	1971 Austrian Grand Prix
First win	1974 Spanish Grand Prix
Last win	1985 Dutch Grand Prix
Last race	1985 Australian Grand Prix

Andreas Nikolaus "Niki" Lauda (born February 22, 1949 in Vienna) is an Austrian former Formula One racing driver and three-time F1 World Champion. More recently an aviation entrepreneur, he has founded and run two airlines and was manager of the Jaguar Formula One racing team for two years.

1 Early years in racing
2 Ferrari 1974-1977
3 Brabham, retirement, McLaren comeback and second retirement 1978-1985
4 Helmet
5 Life after F1 1986-
6 Personal life
7 Complete Formula One results
8 References

Early years in racing [link]

Lauda was born in Vienna, Austria, to a wealthy family. His paternal grandfather was the Viennese-born businessman Hans Lauda.^[1]^[2]

Lauda became a racing driver despite his family's disapproval. After starting out with a Mini, Lauda moved on into Formula Vee, as was normal in Central Europe, but rapidly moved up to drive in private Porsche and Chevron sports cars. His career seemed to be going nowhere in particular until he took out a large bank loan, secured by a life insurance policy, to buy his way into the fledgling March team as a Formula 2 (F2) driver in 1971. He was quickly promoted to the F1 team and drove for March in both F1 and F2 in 1972. Although the F2 cars were good (and Lauda's test-driving skills impressed March principal Robin Herd), March's 1972 F1 season was catastrophic and Lauda, in despair and deep debt, briefly contemplated suicide but finally took out yet another bank loan to buy his way into the BRM team in 1973. Lauda was instantly quick but the team was in decline; his big break came when his BRM team-mate Clay Regazzoni rejoined Ferrari in 1974 and team owner Enzo Ferrari asked him what he thought of Lauda. Regazzoni spoke favourably of Lauda, so Ferrari promptly went and signed him, paying Niki enough to clear his debts.

Ferrari 1974-1977 [link]

After an unsuccessful start to the 1970s culminating in a disastrous start to the 1973 season, Ferrari regrouped completely under Luca di Montezemolo and were resurgent in 1974. The team's faith in the little-known Lauda was quickly rewarded by a second-place finish in his début race for the team, the season-opening Argentine Grand Prix. His first Grand Prix (GP) victory – and the first for Ferrari since 1972 – followed only three races later in Spain. Although Lauda became the season's pacesetter, achieving six consecutive pole positions, a mixture of inexperience and mechanical unreliability meant Lauda won only one more race that year, the Dutch GP. He finished fourth in the Drivers' Championship and demonstrated immense commitment to testing and improving the car.

The 1975 F1 season started slowly for Lauda, but after nothing better than a fifth-place finish in the first four races he then won four out of the next five races in the new Ferrari 312T. His first World Championship was confirmed with a fifth win at the last race of the year, the United States GP. He also became the first and only driver to lap the Nürburgring Nordschleife in under 7 minutes, which was considered a huge feat as the Nordschleife section of the Nürburgring was 2 miles longer than it is today.

Unlike 1975, Lauda dominated the start of the 1976 F1 season, winning four of the first six races and finishing second in the other two. By the time of his fifth win of the year at the British GP, he had more than double the points of his closest challengers Jody Scheckter and James Hunt, and a second consecutive World Championship appeared a formality. It would be a feat not achieved since Jack Brabham's victories in 1959 and 1960. He also looked set to win the most races in a season, a record held by the late Jim Clark since 1963.

Niki Lauda practicing at the Nürburgring during the 1976 German Grand Prix

A week before the 1976 German Grand Prix at the Nürburgring, (even though he was the fastest driver on that circuit at the time) Lauda tried to boycott the race, largely due to the 23 kilometer circuit's safety arrangements. Most of the other drivers voted against it and the race went ahead. On the second lap at the very fast left kink before Bergwerk, Lauda's Ferrari swerved off the track, due to a suspected rear suspension failure, hit an embankment and rolled back into the path of Brett Lunger's Surtees-Ford car. Lauda's Ferrari burst into flames, but, unlike Lunger, he was trapped in the wreckage. Drivers Arturo Merzario, Lunger, Guy Edwards and Harald Ertl arrived at the scene a few moments later, but before they were able to pull Lauda from his car, he suffered severe burns to his head and inhaled hot toxic gases that damaged his lungs and blood. Although Lauda was conscious and able to stand immediately after the accident, he later lapsed into a coma.^[3]

Lauda suffered extensive scarring from the burns. He only had enough reconstructive surgery to get his eyelids to work properly, but never felt a need to do any more. His right ear is mostly gone. Since the accident he has always worn a cap to cover the scars on his head. He has arranged for sponsors to use the cap for advertising.

With Lauda out of the contest, Ferrari boycotted the Austrian GP in protest at what they saw as preferential treatment shown towards McLaren driver James Hunt at the Spanish and British GPs. Carlos Reutemann was even taken on as a potential replacement.

Lauda returned to race only six weeks (two races) later, finishing fourth in the Italian GP. In Lauda's absence, Hunt had reduced his lead in the World Championship standings. Following wins in the Canadian and United States GPs, Hunt stood only three points behind Lauda before the final race of the season, the Japanese GP.

Lauda qualified third, one place behind Hunt, but on race day there was torrential rain and Lauda retired after 2 laps, stating that he felt it was unsafe to continue under these conditions. Hunt led much of the race before a late puncture dropped him down the order. He recovered to 3rd, thus winning the title by a single point. In spite of this, Lauda's move is seen as one of the bravest examples in motor racing.

Lauda's previously good relationship with Ferrari was severely affected by his decision to withdraw from the race, and he endured a difficult 1977 season, despite easily winning the championship through consistency rather than outright pace. Having announced his decision to quit Ferrari at season's end, Lauda left early due to the team's decision to run the then unknown Gilles Villeneuve in a third car at the Canadian Grand Prix.

Brabham, retirement, McLaren comeback and second retirement 1978-1985 [link]

Five years after his first retirement, Lauda won his third title driving a McLaren MP4/2.

Having joined Brabham in 1978 for a $1 million salary, Lauda endured two unsuccessful seasons, notable mainly for his one race in the Brabham BT46B, a radical design known as the Fan Car: it won its first race, but Brabham did not use the car in F1 again, not wanting the car to be banned outright. At the 1979 Canadian Grand Prix, Lauda informed Brabham owner Bernie Ecclestone that he wished to retire immediately, as he had no more desire to "drive around in circles". Lauda, who had founded a charter airline, returned to Austria to run the company full-time.

Needing money to shore up his new business, in 1982 Lauda returned to racing, feeling that he still had a career in Formula One. After a successful test with McLaren, the only problem was in convincing then team sponsor Marlboro that he was still capable of winning. Lauda proved he was still quite capable when, in his third race back, he won the Long Beach Grand Prix. Lauda won a third world championship in 1984 by half a point over teammate Alain Prost, due to only half points being awarded for the shortened 1984 Monaco Grand Prix. His Austrian Grand Prix victory that year is the most recent and so far only time an Austrian has won his home Grand Prix.

1985 was a poor season for Lauda, with eleven retirements from the fourteen races he started, he did not start the Belgian Grand Prix at Spa-Francorchamps after crashing and breaking his wrist during practice, he also later missed the European Grand Prix at Brands Hatch; John Watson replaced him for that race. He did manage 4th at the San Marino Grand Prix, 5th at the German Grand Prix, and a single race win at the Dutch Grand Prix. This proved to be his last Grand Prix victory and also the last Formula One Grand Prix held in the Netherlands. He retired for good at the end of that season.

Helmet [link]

Lauda's helmet originally was a plain red with his full name written on the sides and the Raiffeisen Bank logo in the chin area. He wore a modified AGV helmet in the weeks following his Nürburgring accident so as the lining would not aggravate his burned scalp too badly. In 1982, upon his return for McLaren, his helmet became white with the red 'L' of Lauda Air on the sides, complete with branding from his personal sponsor Parmalat on the top. For 1983-1985, the red and white were reversed to evoke memories of his earlier design.

Life after F1 1986-[link]

Lauda returned to running his airline, Lauda Air, on his second Formula One retirement in 1985. During his time as airline manager, he was appointed consultant at Ferrari as part of an effort by Montezemolo to rejuvenate the team.^[4] Ousted from his airline by boardroom politics after a sale to majority partner Austrian Airlines in 1999, he managed the Jaguar Formula One racing team from 2001 to 2002. In late 2003, he started a new airline, Niki. Lauda holds a commercial pilot's license and from time to time acts as a captain on the flights of his airline.

He was inducted into the International Motorsports Hall of Fame in 1993 and since 1996 has provided commentary on Grands Prix for Austrian and German television on RTL. He was, however, rapped for calling Robert Kubica a "polack" on air in May 2010 at the Monaco Grand Prix.^[5]^[6]

Niki Lauda has written five books: The Art and Science of Grand Prix Driving (titled Formula 1: The Art and Technicalities of Grand Prix Driving in some markets) (1975); My Years With Ferrari (1978); The New Formula One: A Turbo Age (1984); Meine Story (titled To Hell and Back in some markets) (1986); Das dritte Leben (1996).^[7] Lauda credits Austrian journalist Herbert Volker with editing the books.

Lauda is sometimes known by the nickname "the rat", "SuperRat" or "King Rat" because of his prominent bucked teeth. He has been associated with both Parmalat and Viessmann, sponsoring his ever faithful 'cappy' from 1976 onwards, used to hide the severe burns he sustained in his 1976 accident. Lauda admitted in a 2009 interview with the German newspaper Die Zeit that an advertiser currently pays €1.2m for the space on his famous red cap.^[8]

In 2008, American sports television network ESPN ranked him 22nd on their top drivers of all-time.^[9] In 2005 the Austrian post office issued a stamp honouring him.^[10]

Lauda is played by Daniel Bruhl in the 2012 Ron Howard film Rush about the 1976 Formula One season.

Personal life [link]

Lauda had two sons with his first wife, Marlene: Mathias, a racing driver himself, and Lukas, his brother's manager. They divorced in 1991. He also has an illegitimate son, Christoph. In 2008 he married Birgit, who was 30 years his junior and was formerly a flight attendant for his airline. She had also donated a kidney to Lauda when the kidney he received in a transplant from his brother years earlier failed. In September 2009 Birgit gave birth to twins, a boy and a girl.^[11]

Complete Formula One results [link]

(key) (Races in bold indicate pole position, races in italics indicate fastest lap)

Year	Entrant	Chassis	Engine	1	2	3	4	5	6	7	8	9	10	11	12	13	14	15	16	17	WDC	Pts.
1971	STP March Racing Team	March 711	Ford Cosworth DFV V8	RSA	ESP	MON	NED	FRA	GBR	GER	AUT Ret	ITA	CAN	USA							NC	0
1972	STP March Racing Team	March 721	Ford Cosworth DFV V8	ARG 11	RSA 7																NC	0
		March 721X	Ford Cosworth DFV V8			ESP Ret	MON 16	BEL 12
		March 721G	Ford Cosworth DFV V8						FRA Ret	GBR 9	GER Ret	AUT 10	ITA 13	CAN DSQ	USA NC
1973	Marlboro-BRM	BRM P160C	BRM V12	ARG Ret	BRA 8																18th	2
		BRM P160D	BRM V12			RSA Ret
		BRM P160E	BRM V12				ESP Ret	BEL 5	MON Ret	SWE 13	FRA 9	GBR 12	NED Ret	GER Ret	AUT DNS	ITA Ret	CAN Ret	USA Ret
1974	Scuderia Ferrari SpA	Ferrari 312B3	Ferrari flat-12	ARG 2	BRA Ret	RSA 16	ESP 1	BEL 2	MON Ret	SWE Ret	NED 1	FRA 2	GBR 5	GER Ret	AUT Ret	ITA Ret	CAN Ret	USA Ret			4th	38
1975	Scuderia Ferrari SpA	Ferrari 312B3	Ferrari flat-12	ARG 6	BRA 5																1st	64.5
1975	Scuderia Ferrari SpA	Ferrari 312T	Ferrari flat-12			RSA 5	ESP Ret	MON 1	BEL 1	SWE 1	NED 2	FRA 1	GBR 8	GER 3	AUT 6	ITA 3	USA 1				1st	64.5
1976	Scuderia Ferrari SpA	Ferrari 312T	Ferrari flat-12	BRA 1	RSA 1	USW 2															2nd	68
1976	Scuderia Ferrari SpA	Ferrari 312T2	Ferrari flat-12				ESP 2	BEL 1	MON 1	SWE 3	FRA Ret	GBR 1	GER Ret	AUT	NED	ITA 4	CAN 8	USA 3	JPN Ret		2nd	68
1977	Scuderia Ferrari SpA	Ferrari 312T2	Ferrari flat-12	ARG Ret	BRA 3	RSA 1	USW 2	ESP DNS	MON 2	BEL 2	SWE Ret	FRA 5	GBR 2	GER 1	AUT 2	NED 1	ITA 2	USA 4	CAN	JPN	1st	72
1978	Parmalat Racing Team	Brabham BT45C	Alfa Romeo flat-12	ARG 2	BRA 3																4th	44
		Brabham BT46	Alfa Romeo flat-12			RSA Ret	USW Ret	MON 2	BEL Ret	ESP Ret		FRA Ret	GBR 2	GER Ret	AUT Ret	NED 3	ITA 1	USA Ret	CAN Ret
		Brabham BT46B	Alfa Romeo flat-12								SWE 1
1979	Parmalat Racing Team	Brabham BT48	Alfa Romeo V12	ARG Ret	BRA Ret	RSA 6	USW Ret	ESP Ret	BEL Ret	MON Ret	FRA Ret	GBR Ret	GER Ret	AUT Ret	NED Ret	ITA 4					14th	4
1979	Parmalat Racing Team	Brabham BT49	Ford Cosworth DFV V8														CAN DNP	USA			14th	4
1982	Marlboro McLaren International	McLaren MP4B	Ford Cosworth DFV V8	RSA 4	BRA Ret	USW 1	SMR	BEL DSQ	MON Ret	DET Ret	CAN Ret	NED 4	GBR 1	FRA 8	GER DNS	AUT 5	SUI 3	ITA Ret	CPL Ret		5th	30
1983	Marlboro McLaren International	McLaren MP4/1C	Ford Cosworth DFV V8	BRA 3	USW 2	FRA Ret	SMR Ret	MON DNQ	BEL Ret	DET Ret	CAN Ret	GBR 6	GER DSQ	AUT 6							10th	12
1983	Marlboro McLaren International	McLaren MP4/1E	TAG V6 t												NED Ret	ITA Ret	EUR Ret	RSA 11			10th	12
1984	Marlboro McLaren International	McLaren MP4/2	TAG V6 t	BRA Ret	RSA 1	BEL Ret	SMR Ret	FRA 1	MON Ret	CAN 2	DET Ret	DAL Ret	GBR 1	GER 2	AUT 1	NED 2	ITA 1	EUR 4	POR 2		1st	72
1985	Marlboro McLaren International	McLaren MP4/2B	TAG V6 t	BRA Ret	POR Ret	SMR 4	MON Ret	CAN Ret	DET Ret	FRA Ret	GBR Ret	GER 5	AUT Ret	NED 1	ITA Ret	BEL DNS	EUR	RSA Ret	AUS Ret		10th	14

References [link]

^ "Lauda, Hans" (in German). www.aeiou.at. http://www.aeiou.at/aeiou.encyclop.l/l265000.htm. Retrieved 16 May 2010.
^ "Sportreport.at – Hall of Fame – die Besten der Besten" (in German). www.die-namenlosen.at. http://www.die-namenlosen.at/hof_lauda1.html. Retrieved 16 May 2010.
^ Lang, Mike (1983). Grand Prix! Vol 3. Haynes Publishing Group. pp. 137. ISBN 0-85429-380-9.
^ Zapelloni, Umberto (2004). Formula Ferrari. Hodder & Stoughton. pp. 17. ISBN 0-340-83471-4.
^ "Formel-1-Experte Niki Lauda nennt Robert Kubica "Polacke"" (in German). www.shortnews.de. 16 May 2010. http://www.shortnews.de/id/831923/Formel-1-Experte-Niki-Lauda-nennt-Robert-Kubica-Polacke. Retrieved 16 May 2010.
^ "Lauda obraził Roberta Kubicę!" (in Polish). sport.wp.pl. 16 May 2010. http://sport.wp.pl/kat,1715,title,Lauda-obrazil-Roberta-Kubice,wid,12271283,wiadomosc.html?ticaid=1a2cc. Retrieved 16 May 2010.
^ Lauda, Niki (1987). To Hell And Back. London: Corgi Books. ISBN 0-552-99294-1.
^ Kammertöns, Bruno (10 June 2009). "Es ist ein Glück, dass ich schon so viel Unglück erlebt habe" (in German). Die Zeit. http://www.zeit.de/2009/25/Lebenswert-Lauda?page=5.
^ "Kinser, Mansell, Garlits, Lauda, and Muldowney set high standards". ESPN. http://sports.espn.go.com/rpm/racing/columns/story?columnist=blount_terry&id=3400774. Retrieved 19 May 2008.
^ "Austria Post honors Niki Lauda". www.stampnews.com. 20 September 2005. http://www.stampnews.com/stamps/stamps_2005/stamp_1136297240_220589.html. Retrieved 16 May 2010.
^ "Ex-F1 world champion Niki Lauda is father to twins at 60". Daily Mail. 19 September 2009. http://www.dailymail.co.uk/news/worldnews/article-1214582/Niki-Lauda-father-twins-60.html. Retrieved 16 May 2010.

Wikimedia Commons has media related to: Niki Lauda

Awards and achievements
Preceded by Franz Klammer	Austrian Sportsman of the year 1977	Succeeded by Sepp Walcher
Preceded by Nelson Piquet	Autosport International Racing Driver Award 1984	Succeeded by Alain Prost
Sporting positions
Preceded by James Hunt	BRDC International Trophy winner 1975	Succeeded by James Hunt
Preceded by Emerson Fittipaldi	Formula One World Champion 1975	Succeeded by James Hunt
Preceded by James Hunt	Formula One World Champion 1977	Succeeded by Mario Andretti
Preceded by None	Procar BMW M1 Champion 1979	Succeeded by Nelson Piquet
Preceded by Nelson Piquet	Formula One World Champion 1984	Succeeded by Alain Prost

Formula One World Drivers' Champions

1950 G. Farina
1951 J.M. Fangio
1952 A. Ascari
1953 A. Ascari
1954 J.M. Fangio
1955 J.M. Fangio
1956 J.M. Fangio
1957 J.M. Fangio
1958 M. Hawthorn
1959 J. Brabham

1960 J. Brabham
1961 P. Hill
1962 G. Hill
1963 J. Clark
1964 J. Surtees
1965 J. Clark
1966 J. Brabham
1967 D. Hulme
1968 G. Hill
1969 J. Stewart

1970 J. Rindt
1971 J. Stewart
1972 E. Fittipaldi
1973 J. Stewart
1974 E. Fittipaldi
1975 N. Lauda
1976 J. Hunt
1977 N. Lauda
1978 M. Andretti
1979 J. Scheckter

1980 A. Jones
1981 N. Piquet
1982 K. Rosberg
1983 N. Piquet
1984 N. Lauda
1985 A. Prost
1986 A. Prost
1987 N. Piquet
1988 A. Senna
1989 A. Prost

1990 A. Senna
1991 A. Senna
1992 N. Mansell
1993 A. Prost
1994 M. Schumacher
1995 M. Schumacher
1996 D. Hill
1997 J. Villeneuve
1998 M. Häkkinen
1999 M. Häkkinen

2000 M. Schumacher
2001 M. Schumacher
2002 M. Schumacher
2003 M. Schumacher
2004 M. Schumacher
2005 F. Alonso
2006 F. Alonso
2007 K. Räikkönen
2008 L. Hamilton
2009 J. Button

2010 S. Vettel
2011 S. Vettel

McLaren

Test drivers: Gary Paffett | Oliver Turvey

World Champions: Emerson Fittipaldi | Lewis Hamilton | James Hunt | Mika Häkkinen | Niki Lauda | Alain Prost | Ayrton Senna

Cars
Formula One: M2B | M4B | M5A | M7A | M7B | M7C | M7D | M9A | M14A | M14D | M19A | M19C | M23 | M26 | M28 | M29 | M29F | M30 | MP4 (MP4/1) | MP4B (MP4/1B) | MP4/1C | MP4/1E | MP4/2 | MP4/2B | MP4/2C | MP4/3 | MP4/4 | MP4/5 | MP4/5B | MP4/6 | MP4/6B | MP4/7A | MP4/8 | MP4/9 | MP4/10 | MP4/10B | MP4/10C | MP4/11 | MP4/11B | MP4/12 | MP4/13 | MP4/14 | MP4/15 | MP4-16 | MP4-17 | MP4-17D | MP4-18 | MP4-19 | MP4-19B | MP4-20 | MP4-21 | MP4-22 | MP4-23 | MP4-24 | MP4-25 | MP4-26 | MP4-27
Formula Two: M4A | M21
Sports cars: Zerex Special | M1A | M1B | M1C | M6A | M6B | M6GT | M8A | M8B | M8C | M8D | M8E | M8F | M8FP | M12 | M20 | F1 GTR
USAC/IndyCar: M15 | M16A | M16B | M16C | M16C/D | M16E | M24
F5000/Libre: M3 | M10A | M10B | M18 | M22 | M25
Development cars: M2A
Road cars: F1 | F1 LM | SLR (for Mercedes-Benz) | MP4-12C

Engines: M838T

Scuderia Ferrari

Founder: Enzo Ferrari
President: Luca Cordero di Montezemolo

Current personnel: Mario Almondo · Luca Baldisserri · Stefano Domenicali · Pat Fry · Hirohide Hamashima · Luca Marmorini · Neil Martin · Massimo Rivola · Rob Smedley · Andrea Stella · Nicholas Tombazis

Former personnel: Luca Badoer · John Barnard · Ross Brawn · Gustav Brunner · Rory Byrne · Carlo Chiti · Gioacchino Colombo · Aldo Costa · Chris Dyer · Cesare Fiorio · Mauro Forghieri · Vittorio Jano · Aurelio Lampredi · Harvey Postlethwaite · Enrique Scalabroni · Gilles Simon · Nigel Stepney · Jean Todt

Race drivers: 5. Fernando Alonso · 6. Felipe Massa

Test drivers: TBA

Former drivers
World Champions: Alberto Ascari · Juan Manuel Fangio · Mike Hawthorn · Phil Hill · Niki Lauda · Kimi Räikkönen · Jody Scheckter · Michael Schumacher · John Surtees

Formula One cars: 125 · 212 · 166 · 275 · 340 · 375 · 500 · 553 · 625 · 555 · D50 · 801 · 246 · 156 · 158 · 1512 · 312 · 312B · 312T · 126C · 156/85 · F1/86 · F1/87 · 640 · 641 · 642 · 643 · F92A · F93A · 412T · F310 · F300 · F399 · F1-2000 · F2001 · F2002 · F2003-GA · F2004 · F2005 · 248 F1 · F2007 · F2008 · F60 · F10 · 150° Italia · F2012

Winners of Autosport's International Racing Driver Award

1982: Keke Rosberg
1983: Nelson Piquet
1984: Niki Lauda
1985: Alain Prost
1986–87: Nigel Mansell
1988: Ayrton Senna
1989: Jean Alesi
1990–91: Ayrton Senna
1992–93: Nigel Mansell
1994: Damon Hill
1995: Michael Schumacher
1996: Damon Hill
1997: Jacques Villeneuve
1998–99: Mika Häkkinen
2000–02: Michael Schumacher
2003: Juan Pablo Montoya
2004: Jenson Button
2005: Kimi Räikkönen
2006: Fernando Alonso
2007–08: Lewis Hamilton
2009: Jenson Button
2010–11: Sebastian Vettel

Persondata
Name	Lauda, Niki
Alternative names	Lauda, Andreas Nikolaus "Niki"
Short description	Austrian aviator, entrepreneur, former Formula One (F1) racing driver and three-time F1 World Champion
Date of birth	February 22, 1949
Place of birth	Vienna
Date of death
Place of death

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This page contains text from Wikipedia, the Free Encyclopedia - http://en.wikipedia.org/wiki/Niki_Lauda

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For the Triffids album, see Jack Brabham (album).

Sir Jack Brabham
Formula One World Championship career
Jack Brabham in 1966, the year of his final world championship
Born	(1926-04-02) 2 April 1926 (age 86)
Nationality	Australian
Active years	1955–1970
Teams	Cooper, Rob Walker Racing Team and Brabham
Races	128 (126 starts)
Championships	3 (1959, 1960, 1966)
Wins	14
Podiums	31
Career points	253 (261)^[1]
Pole positions	13
Fastest laps	12
First race	1955 British Grand Prix
First win	1959 Monaco Grand Prix
Last win	1970 South African Grand Prix
Last race	1970 Mexican Grand Prix

Sir John Arthur "Jack" Brabham, AO, OBE (born 2 April 1926) is an Australian former racing driver who was Formula One champion in 1959, 1960 and 1966. He was a founder of the Brabham racing team and race car constructor that bore his name.

Brabham was a Royal Australian Air Force flight mechanic and ran a small engineering workshop before he started racing midget cars in 1948. His successes in midgets and Australian and New Zealand road racing events led to him going to the United Kingdom to further his racing career. There he became part of the Cooper Car Company's racing team, building as well as racing cars. He contributed to the design of the mid-engined cars that Cooper introduced to Formula One and the Indianapolis 500, and won the Formula One world championship in 1959 and 1960. In 1962 he established his own Brabham marque with fellow Australian Ron Tauranac, which became the largest manufacturer of customer racing cars in the world in the 1960s. In 1966 Brabham became the first - and still the only - man to win the Formula One world championship driving one of his own cars.

Brabham retired to Australia after the 1970 Formula One season, where he bought a farm and maintained various business interests, which included the Engine Developments racing engine manufacturer and several garages. He is the oldest surviving Formula One world champion.

1 Early life
2 Racing career
- 2.1 Australia
- 2.2 Europe
  - 2.2.1 Cooper
  - 2.2.2 Brabham
3 Retirement
4 Honours and awards
5 Complete F1 World Championship Results
- 5.1 Non-Championship results
6 Indy 500 results
7 Notes
8 References
9 External links

Early life [link]

John Arthur Brabham was born on 2 April 1926 in Hurstville, then a commuter town outside Sydney, Australia. Brabham was involved with cars and mechanics from an early age. At the age of 12, he learned to drive the family car and the trucks of his father's grocery business. Brabham attended technical college, preferring basic metalwork, carpentry and technical drawing.^[2]

Brabham's early career continued the engineering theme. At the age of 15 he left school to work, combining a job at a local garage with an evening course in mechanical engineering. Brabham soon branched out into his own business selling motorbikes, which he bought and repaired for sale, using his parents' back veranda as his workshop.^[3]

One month after his 18th birthday on 19 May 1944 Brabham enlisted into the Royal Australian Air Force (RAAF). Although keen on becoming a pilot, there was already a surplus of trained aircrew and the Air Force instead put his mechanical skills to use as a flight mechanic, of which there was a wartime shortage. He was based at RAAF Williamtown where he worked on maintaining Bristol Beaufighters at No 5 Operational Training Unit (5OTU). On his 20th birthday, 2 April 1946, Brabham was discharged from the RAAF at the rank of Leading Aircraftman (LAC). He then started a small service, repair and machining business in a workshop built by his uncle on a plot of land behind his grandfather's house.^[4]

Racing career [link]

Australia [link]

A midget car similar to those driven by Brabham.

Brabham started racing after an American friend, Johnny Schonberg, persuaded him to watch a midget car race. Midget racing was a category for small open-wheel cars racing on dirt ovals. It was popular in Australia, attracting crowds of up to 40,000. Brabham records that he was not taken with the idea of driving, being convinced that the drivers "were all lunatics" but he agreed to build a car with Schonberg.^[4]

At first Schonberg drove the homemade device, powered by a modified JAP motorcycle engine built by Brabham in his workshop. In 1948, Schonberg's wife persuaded him to stop racing and on his suggestion Brabham took over. He almost immediately found that he had a knack for the sport, winning on his third night's racing. Brabham has since said that it was "terrific driver training. You had to have quick reflexes: in effect you lived—or possibly died—on them."^[5] Due to the time required to prepare the car, the sport also became his living. Brabham won the 1948 Australian Speedway Championship, the 1949 Australian and South Australian Speedcar championships, and the 1950–1951 Australian championship with the car.^[6]

After successfully running the midget at some hillclimbing events in 1951, Brabham became interested in road racing. He bought and modified a series of racing cars from the Cooper Car Company, a prolific British constructor, and from 1953 concentrated on this form of racing, in which drivers compete on closed tarmac circuits. He was supported by his father and by the Redex fuel additive company, although his commercially aware approach—including the title RedeX Special painted on the side of his Cooper-Bristol—did not go down well with the Confederation of Australian Motor Sport (CAMS), which banned the advertisement.^[7] Brabham competed in Australia and New Zealand until early 1955, taking "a long succession of victories", including the 1953 Queensland Road Racing championship.^[6] During this time, he picked up the nickname "Black Jack", which has been variously attributed to his dark hair and stubble, to his "ruthless" approach on the track,^[8] and to his "propensity for maintaining a shadowy silence".^[9] After the 1955 New Zealand Grand Prix, Brabham was persuaded by Dean Delamont, competitions manager of the Royal Automobile Club in the United Kingdom, to try a season of racing in Europe, then the international centre of road racing.^[10]

Europe [link]

Cooper [link]

A rear-engined T51 of the type Brabham used to win his first world championship.

On arriving in Europe on his own in early 1955, Brabham based himself in the UK, where he bought another Cooper to race in national events. His crowd-pleasing driving style initially betrayed his dirt track origins: as he put it, he took corners "by using full [steering] lock and lots of throttle".^[11] Visits to the Cooper factory for parts led to a friendship with Charlie and John Cooper, who told the story that after many requests for a drive with the factory team, Brabham was given the keys to the transporter taking the cars to a race.^[12] Brabham soon "seemed to merge into Cooper Cars":^[13] he was not an employee, but he started working at Cooper on a daily basis from the mid point of the 1955 season building a Bobtail mid-engined sports car, intended for Formula One, the top category of single seater racing.^[14] He made his Grand Prix debut at the age of 29 driving the car at the 1955 British Grand Prix. It had a 2-litre engine, half a litre less than permitted, and ran slowly with a broken clutch before retiring.^[13]^[15] Later in the year Brabham, again driving the Bobtail, tussled with Stirling Moss for third place in a non-championship Formula One race at Snetterton. Although Moss finished ahead, Brabham sees the race as a turning point, proving that he could compete at this level. He shipped the Bobtail back to Australia, where he used it to win the 1955 Australian Grand Prix before selling it to help fund a permanent move to the UK the following year with his wife Betty and their son Geoff.^[16]

Brabham briefly and unsuccessfully campaigned his own second hand Formula One Maserati 250F during 1956, but his season was saved by drives for Cooper in sports cars and Formula Two, the junior category to Formula One.^[17] At that time, almost all racing cars had their engines mounted at the front but Coopers were different, having the engine placed behind the driver, which improved their handling. In 1957, Brabham drove another mid-engined Cooper, again only fitted with a 2-litre engine, at the Monaco Grand Prix. He avoided a large crash at the first corner and was running third towards the end of the race when the fuel pump mount failed. After more than three hours of racing, the exhausted Brabham, who "hated to be beaten",^[18] pushed the car to the line to finish sixth.^[19] The following year, he was Autocar Formula Two champion in a Cooper, while continuing to score minor points-scoring positions with the small-engined Coopers in the World Drivers Championship and driving for Aston Martin in Sportscars.^[6] His busy schedule necessitated a considerable amount of travel on the roads of Europe. Brabham's driving on public roads was described as "safe as houses",^[20] unlike many of his contemporaries—on the way back from the 1957 Pescara Grand Prix, passenger Tony Brooks took over driving after Brabham refused to overtake a long line of lorries. In late 1958, Brabham rekindled his interest in flying and began taking lessons. He bought his own plane and on gaining his licence began to make heavy use of it piloting himself, his family and members of his team around Europe to races.^[21]

In 1959, Cooper obtained 2.5-litre engines for the first time and Brabham put the extra power to good use by winning his first world championship race at the season-opening Monaco Grand Prix after Jean Behra's Ferrari and Stirling Moss's Cooper failed.^[22] More podium places were followed by a win in the British Grand Prix at Aintree after Brabham preserved his tyres to the end of the race, enabling him to finish ahead of Moss who had to pit to replace worn tyres.^[23] This gave him a 13-point championship lead with four races to go. At the Portuguese Grand Prix at Monsanto Park, Brabham was chasing race leader Moss when a backmarker moved over on him and launched the Cooper into the air. The airborne car hit a telegraph pole, throwing Brabham onto the track, where he narrowly avoided being hit by one of his teammates but escaped with no serious injury.^[24] With two wins each, Brabham, Moss and Ferrari's Tony Brooks were all capable of winning the championship at the final event of the season, the United States Grand Prix at Sebring. Brabham was among those up until 1 am the morning before the race working on the Cooper team cars. The next day, after pacing himself behind Moss, who soon retired with a broken gearbox, he led almost to the end of the race before running out of fuel on the last lap. He again pushed the car to the finish line to place fourth, although in the event this was unnecessary as his other title rival, Brooks, finished only third.^[25] His championship-winning margin over Brooks was four points. According to Gerald Donaldson, "some thought [his title] owed more to stealth than skill, an opinion at least partly based on Brabham's low-key presence."^[9]

Despite his success with Cooper, Brabham was sure he could do better. He considered buying Cooper in partnership with Roy Salvadori and then in late 1959 he asked his friend Ron Tauranac to come to the UK and work with him, initially producing upgrade kits for Sunbeam Rapier and Triumph Herald road cars at his car dealership, Jack Brabham Motors, but with the long-term aim of designing racing cars.^[26] Brabham continued to drive for Cooper, but on the long flight back from the 1960 season-opening Argentine Grand Prix, he had a heart-to-heart with John Cooper. John's father Charlie and the designer Owen Maddock had been reluctant to update their car, but although a Cooper had won in Argentina, other cars had been faster before they broke down.^[27] Brabham helped design the more advanced Cooper T53, including advice from Tauranac.^[28] Brabham spun the new car out of the next championship race, the Monaco Grand Prix, but then embarked on a series of five straight victories. He won from the front at the Dutch, French and Belgian Grands Prix, where title rival Moss was badly injured in a practice accident that put him out for two months. Two other drivers were killed during the race. At the British Grand Prix, Brabham was closing on Graham Hill's BRM before Hill spun off, leaving Brabham the victory. He then came back from eighth place to second at the Portuguese Grand Prix after sliding off on tramlines and won after race leader John Surtees crashed. Brabham's points total was put out of reach when the British teams withdrew from the Italian GP on safety grounds.^[29] Mike Lawrence writes that Brabham's expertise in setting up the cars was a significant factor in Cooper's 1960 drivers' and constructors' titles.^[30]

Coventry Climax were late in producing the smaller 1.5-litre engine required for the 1961 season and the Cooper-Climaxes were outclassed by new mid-engined cars from Porsche, Lotus and championship-winners Ferrari.^[31] Brabham scored only three points and finished 11th in the championship. He had a little more success in the non-championship Formula One races, where he ran his own private Coopers and took two victories. The same year, Brabham entered the famous Indianapolis 500 oval race for the first time in a modified version of the Formula One Cooper. It had a 2.7-litre engine producing 268 bhp compared to the 4.5-litre, 430 bhp engines used by the front-engined roadsters driven by all the other entrants, but Brabham ran as high as third before finishing ninth. As Brabham puts it, it "triggered the rear-engined revolution at Indy".^[32]

Brabham [link]

"There's no way you could call those 1500-cc machines Formula One." Jack Brabham, seen here at the Nürburgring 1965 in a 1.5-litre Brabham BT11-Climax, never liked the smaller-engined Formula One car

Brabham and Tauranac set up a company called Motor Racing Developments Ltd. (MRD), which initially produced customer racing cars, while Brabham himself continued to race for Cooper. MRD initially produced cars for Formula Junior, with the first one appearing in mid-1961. Brabham left Cooper in 1962 to drive for his own team: the Brabham Racing Organisation, using cars built by Motor Racing Developments.^[33]^[34] A newly introduced engine limit in Formula One of 1500 cc did not suit Brabham and he did not win a single race with a 1500 cc car.^[35] His team suffered poor reliability during this period and motorsport authors Mike Lawrence and David Hodges have said that Brabham's reluctance to spend money may have cost the team results, a view echoed by Tauranac.^[36] During the 1965 season, Brabham started to consider retirement in order to manage his team. Gurney took the lead driver role, and the team's first world championship win, while Brabham gave up his car to several other drivers towards the end of the season. At the end of the season, Gurney announced his intention to leave and set up his own team and Brabham decided to carry on.^[37]

In 1966, a new 3-litre formula was created for Formula One. The new engines under development by other suppliers all had at least 12 cylinders and proved difficult to develop, being heavy and initially unreliable. Brabham took a different approach to the problem of obtaining a suitable engine: he persuaded Australian engineering company Repco to develop a new 3-litre eight-cylinder engine for him.^[38] Repco had no experience in designing complete engines. Brabham had identified a supply of suitable engine blocks obtained from Oldsmobile's aluminium alloy 215 engine and persuaded the company that an engine could be designed around the block, largely using existing components. Brabham and Repco were aware that the engine would not compete in terms of outright power, but felt that a lightweight, reliable engine could achieve good championship results while other teams were still making their new designs reliable.

The combination of the Repco engine and the Brabham BT19 chassis designed by Tauranac worked. At the French Grand Prix at Reims-Gueux, Jack Brabham took his first Formula One world championship win since 1960 and became the first man to win such a race in a car of his own construction. Only his two former team mates, Bruce McLaren and Dan Gurney, have since matched this achievement. It was the first in a run of four straight wins for the Australian veteran. The 40-year-old Brabham was annoyed by press stories about his age and, in a highly uncharacteristic stunt, at the Dutch Grand Prix he hobbled to his car on the starting grid before the race wearing a long false beard and leaning on a cane before going on to win the race.^[39] Brabham confirmed his third championship at the Italian Grand Prix and became the only driver to win the Formula One World Championship in a car that carried his own name.

Brabham BT18-Honda of the type with which Jack Brabham dominated Formula Two in 1966

The season also saw the fruition of Brabham's relationship with Japanese engine manufacturer Honda in Formula Two. After a generally unsuccessful season in 1965, Honda revised their 1-litre engine completely. Brabham won ten of the year's 16 European Formula Two races in his Brabham-Honda. There was no European Formula Two championship that year, but Brabham won the Trophées de France, a championship consisting of six of the French Formula Two races.^[40]

In 1967, the Formula One title went to Brabham's teammate Denny Hulme. Hulme had better reliability through the year, possibly due to Jack Brabham's desire to try new parts first.^[41]

Brabham raced alongside his team mate Jochen Rindt during the 1968 season. At the end of the year, he fulfilled a desire to fly from Britain to Australia in a small twin-engined Beechcraft Queen Air.^[21] Partway through the 1969 season, Brabham suffered serious injuries to his foot in a testing accident. He returned to racing before the end of the year, but promised his wife that he would retire after the season finished and sold his share of the team to Tauranac.

"I felt very sad, [...] I didn't feel I was giving up racing because I couldn't do the job. I felt I was just as competitive then as at any other time, and I really should have won the championship in 1970. [...] I'd have been a lot better off if I'd stayed, but sometimes family pressures don't allow you to make the decisions you'd like to."

The World according to Jack, Motor Sport (May 1999) p.36

Finding no top drivers available despite coming close to bringing Rindt back to the team, Brabham decided to race for one more year. He began auspiciously, winning the first race of the season, the South African Grand Prix, and then led the third race, the Monaco Grand Prix until the very last turn of the last lap. Brabham was about to hold off the onrushing Rindt (the eventual 1970 F1 champion) when his front wheels locked in a skid on the sharp right turn only yards from the finish and he ended up second. While leading at the British Grand Prix at Brands Hatch, he ran out of fuel at Clearways and Rindt passed him to take the win while Brabham coasted to the finish in second place. After the 13th and final race of the season, the Mexican Grand Prix, Brabham did retire. He had tied Jackie Stewart for fifth in the points standings in the season he drove at the age of 44. Brabham also drove for the works Matra team during the 1970 World Sportscar Championship season and won the final race of the season and his final top level race at the Paris 1000 km in October that year.^[42] He then made a complete break from racing and returned to Australia, to the relief of his wife who had been "scared stiff" each time he drove.^[43]

Retirement [link]

Brabham continued his involvement in motorsport after his retirement. Here, former rivals Brabham and Stirling Moss shake hands at the 2004 Goodwood Revival meeting.

Following his retirement, Brabham and his family moved to a farm between Sydney and Melbourne. Brabham says that he "never really wanted"^[44] the move, but his wife hoped their sons could grow up away from motorsport. As well as running this new venture, he continued his interest in a range of businesses in the UK and Australia, including a small aviation company and several garages and car dealerships. He also set up Engine Developments Ltd. in 1971 with John Judd, who had worked for Brabham on the Repco engine project in the mid 1960s. The company builds engines for many racing applications.^[45] The Brabham team continued in Formula One, winning two further drivers' championships in the early 1980s under Bernie Ecclestone's ownership. Although the original organisation went into administration in 1992, the name was attached to a German company selling cars and accessories in 2008, and an unsuccessful attempt to set up a new Formula One team the following year. On both occasions the Brabham family, which was unconnected to the ventures, announced its intention to take legal advice.^[46]^[47] Brabham is a shareholder in Jack Brabham Engines Pty Ltd., an Australian company marketing Jack Brabham memorabilia.

Despite his three titles, and although John Cooper considered him "the greatest",^[48] Formula One journalist Adam Cooper wrote in 1999 that Brabham is never listed among the Top 10 of all time, noting that "Stirling Moss and Jim Clark dominated the headlines when Jack was racing, and they still do".^[49] Brabham was the first post-war racing driver to be knighted when he received the honour in 1978 for services to motorsport.^[50] He has received several other honours and in 2011, the suburb of Brabham in Perth, Western Australia, was named after him.^[51] In retirement, he continues to be involved in motorsport events, regularly appearing at contemporary and historic motorsport events around the world where until recently he often drove his former Cooper and Brabham cars. In 1999, after competing at the Goodwood Revival at the age of 73 he commented that driving stopped him getting old.^[49] Despite a large accident at the 2000 Revival, the first racing accident to put him in hospital overnight, he continued to drive until at least 2004.^[44] By the late 2000s, ill-health was preventing him from driving in competition. In addition to the deafness caused by years of motor racing without adequate ear protection, his eyesight is reduced due to macular degeneration and he has kidney disease for which by 2009 he was receiving dialysis three times a week. Nonetheless, that year he attended a celebration of the 50th anniversary of his first world championship at the Phillip Island Classic festival of motorsport,^[52] and in 2010 flew to Bahrain with most of the other surviving Formula One world drivers' champions for a celebration of 60 years of the Formula One world championship. Brabham is the oldest surviving F1 champion.^[53]

Brabham and Betty had three sons together: Geoff, Gary and David. All three became involved in motorsport, with support from Brabham in their early years. Between them, they have won many sportscar and single-seater races and championships. Geoff was an Indycar and sportscar racer who won five North American sportscar championships as well as the 24 Hours of Le Mans,^[54] while David competed in Formula One for the Brabham team and has also won the Le Mans race as well as three Japanese and North American sportscar titles.^[55] Gary also drove briefly in Formula One.^[56] Brabham and Betty divorced in 1994 after 43 years. Brabham married his second wife, Margaret in 1995 and they live on the Gold Coast, Queensland.^[44] Brabham's grandson Matthew (son of Geoff) graduated from karts in 2010 and races in the Victorian Formula Ford Championship.^[57]

Honours and awards [link]

Officer of the Order of the British Empire (OBE; 1966)^[58]
Australian of the Year (1966)^[59]
Knight Bachelor (1978)^[50]
Australian Sports Medal (2000)^[60]
Centenary Medal (2001)^[61]
Officer of the Order of Australia (AO; 2008)^[62]
Named a National Living Treasure (2012)^[63]

Complete F1 World Championship Results [link]

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Year	Entrant	Chassis	Engine	1	2	3	4	5	6	7	8	9	10	11	12	13	WDC	Points^[1]
1955	Cooper Car Company	Cooper T40	Bristol Straight-6	ARG	MON	500	BEL	NED	GBR Ret	ITA							NC	0
1956	Jack Brabham	Maserati 250F	Maserati Straight-6	ARG	MON	500	BEL	FRA	GBR Ret	GER	ITA						NC	0
1957	Cooper Car Company	Cooper T43	Climax Straight-4	ARG	MON 6	500	FRA 7 *										NC	0
1957	Rob Walker Racing Team	Cooper T43	Climax Straight-4					GBR Ret	GER Ret †	PES 7	ITA						NC	0
1958	Cooper Car Company	Cooper T45	Climax Straight-4	ARG	MON 4	NED 8	500	BEL Ret	FRA 6	GBR 6	GER Ret †	POR 7	ITA Ret	MOR 11 †			18th	3
1959	Cooper Car Company	Cooper T51	Climax Straight-4	MON 1	500	NED 2	FRA 3	GBR 1	GER Ret	POR Ret	ITA 3	USA 4					1st	31 (34)
1960	Cooper Car Company	Cooper T51	Climax Straight-4	ARG Ret													1st	43
1960	Cooper Car Company	Cooper T53	Climax Straight-4		MON DSQ	500	NED 1	BEL 1	FRA 1	GBR 1	POR 1	ITA	USA 4				1st	43
1961	Cooper Car Company	Cooper T55	Climax Straight-4	MON Ret	NED 6	BEL Ret	FRA Ret	GBR 4									11th	4
1961	Cooper Car Company	Cooper T58	Climax V8						GER Ret	ITA Ret	USA Ret						11th	4
1962	Brabham Racing Organisation	Lotus 24	Climax V8	NED Ret	MON 8	BEL 6	FRA Ret	GBR 5									9th	9
1962	Brabham Racing Organisation	Brabham BT3	Climax V8						GER Ret	ITA	USA 4	RSA 4					9th	9
1963	Brabham Racing Organisation	Lotus 25	Climax V8	MON 9													7th	14
		Brabham BT3			BEL Ret					ITA 5
		Brabham BT7				NED Ret	FRA 4	GBR Ret	GER 7		USA 4	MEX 2	RSA 13
1964	Brabham Racing Organisation	Brabham BT7	Climax V8	MON Ret	NED Ret	BEL 3	FRA 3	GBR 4	GER 12								8th	11
1964	Brabham Racing Organisation	Brabham BT11	Climax V8							AUT 9	ITA 14	USA Ret	MEX 15				8th	11
1965	Brabham Racing Organisation	Brabham BT11	Climax V8	RSA 8	MON Ret	BEL 4	FRA	GBR DNS	NED	GER 5	ITA	USA 3	MEX Ret				10th	9
1966	Brabham Racing Organisation	Brabham BT19	Repco V8	MON Ret	BEL 4	FRA 1	GBR 1	NED 1	GER 1	ITA Ret							1st	42 (45)
1966	Brabham Racing Organisation	Brabham BT20	Repco V8								USA Ret	MEX 2					1st	42 (45)
1967	Brabham Racing Organisation	Brabham BT20	Repco V8	RSA 6													2nd	46 (48)
		Brabham BT19			MON Ret	NED 2
		Brabham BT24					BEL Ret	FRA 1	GBR 4	GER 2	CAN 1	ITA 2	USA 5	MEX 2
1968	Brabham Racing Organisation	Brabham BT24	Repco V8	RSA Ret													23rd	2
1968	Brabham Racing Organisation	Brabham BT26	Repco V8		ESP DNS	MON Ret	BEL Ret	NED Ret	FRA Ret	GBR Ret	GER 5	ITA Ret	CAN Ret	USA Ret	MEX 10		23rd	2
1969	Brabham Racing Organisation	Brabham BT26A	Cosworth V8	RSA Ret	ESP Ret	MON Ret	NED 6	FRA	GBR	GER	ITA Ret	CAN 2	USA 4	MEX 3			10th	14
1970	Brabham Racing Organisation	Brabham BT33	Cosworth V8	RSA 1	ESP Ret	MON 2	BEL Ret	NED 11	FRA 3	GBR 2	GER Ret	AUT 13	ITA Ret	CAN Ret	USA 10	MEX Ret	5th	25

* Indicates shared drive with Mike MacDowel

† Indicates Formula 2 car

Non-Championship results [link]

(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Year	Entrant	Chassis	Engine	1	2	3	4	5	6	7	8	9	10	11	12	13	14	15	16	17	18	19	20	21
1961	Cooper Car Company	Cooper T55	Climax Straight-4	LOM 1	GLV	PAU Ret	BRX 1	VIE	AIN 1	SYR 4	NAP	LON	SIL Ret	SOL 5	KAN Ret	DAN Ret	MOD 5	FLG 2	OUL 2	LEW	VAL	RAN	NAT	RSA
1962	Brabham Racing Organisation	Lotus 24	Climax V8	CAP	BRX	LOM WD	LAV	GLV	PAU Ret	AIN Ret	INT 6	NAP	MAL 2	CLP	RMS 4	SOL	KAN	MED	DAN 1	OUL 3	MEX 2	RAN	NAT
1963	Brabham Racing Organisation	Lotus 25	Climax V8	LOM	GLV 6	PAU	IMO	SYR	AIN DNS	INT 7	ROM	SOL 1	KAN 3	MED 12	AUT 1	OUL 4	RAN
1964	Brabham Racing Organisation	Brabham BT7	Climax V8	DMT Ret	NWT Ret	SYR	AIN 1	INT 1	SOL Ret	MED	RAN
1965	Brabham Racing Organisation	Brabham BT11	Climax V8	ROC Ret	SYR	SMT 3	INT Ret	MED 6	RAN 1
1966	Brabham Racing Organisation	Brabham BT19	Repco V8	RSA Ret	SYR Ret	INT 1	OUL 1
1967	Brabham Racing Organisation	Brabham BT20	Repco V8	ROC 7	SPC 1	INT 2	SYR	OUL 1	ESP 3
1968	Brabham Racing Organisation	Brabham BT24	Repco V8	ROC	INT	OUL Ret
1969	Brabham Racing Organisation	Brabham BT26A	Cosworth V8	ROC	INT 1	MAD	OUL
1970	Brabham Racing Organisation	Brabham BT33	Cosworth V8	ROC 4	INT Ret	OUL

Indy 500 results [link]

Year	Car	Start	Qual	Rank	Finish	Laps	Led	Retired
1961	17	13	145.144	17	9	200	0	Running
1964	52	25	152.504	15	20	77	0	Fuel Tank
1969	95	29	163.875	29	24	58	0	Ignition
1970	32	26	166.397	22	13	175	1	Piston
Totals						510	1

Starts	4
Poles	0
Front Row	0
Wins	0
Top 5	0
Top 10	1
Retired	3

Notes [link]

^ ^a ^b Up until 1990, not all points scored by a driver contributed to their final World Championship tally (see list of points scoring systems for more information). Numbers without parentheses are Championship points; numbers in parentheses are total points scored.
^ Brabham, Nye (2004) pp.20–21
^ Brabham, Nye (2004) pp.21–22
^ ^a ^b Brabham, Nye (2004) p.26
^ Brabham, Nye (2004) p.33
^ ^a ^b ^c Unique (pp.30–31) "Jack Brabham potential world champion..." Article reproduced from a 1958 edition of Australian Motor Sport.
^ Brabham, Nye (2004) pp.35–37
^ Drackett (1986) pp.13–15
^ ^a ^b Donaldson, Gerald. "Jack Brabham". Formula One Administration Ltd.. http://www.formula1.com/teams_and_drivers/hall_of_fame/133/. Retrieved 30 October 2010.
^ Brabham, Nye (2004) pp.44–45
^ Unique p.58 "Jack Brabham" 1959
^ Dracket (1985) p.16
^ ^a ^b Lawrence (1989) p.80
^ Formula One rules did not at that time prevent the use of cars with enclosed wheels.
^ Brabham, Nye (2004) pp.54–56
^ Brabham, Nye (2004) pp.56–57
^ Brabham, Nye (2004) p.59
^ Brabham, Nye (2004) p.61
^ Unique Jack Brabham – Star from Down Under p.27 reproduced from Sports Car Illustrated 1959
^ Unique p.111, a reproduction of the profile 'Deeds, not words' by Alan Brinton (1966)
^ ^a ^b Brabham (1971) pp.98—117
^ Rendall (2007) pp.215–216
^ Brabham, Nye (2004) p.85
^ Straw, Edd (7 May 2009 ) "Jack of All Trades" Autosport
^ Brabham, Nye (2004) pp.89–97
^ Lawrence (1999) p. 22-4 & Henry (1985) p.19
^ Brabham, Nye (2005) pp.112–113
^ Lawrence (1999) pp.11–12
^ Brabham, Nye (2005) pp.115–121
^ Lawrence (1998) p.86
^ Lawrence (1998) p.87
^ Brabham, Nye (2004)pp.133–136
^ Lawrence (1999) p. 31
^ Brabham, Nye (2004) pp. 14, 145–9 Brabham's and Tauranac's (Lawrence 1999 p. 32) accounts differ on whether the BRO was formed for the purpose of F1, or was already in existence.
^ Cooper, Adam (May 1999) "The world according to Jack" Motorsport p. 36 The article quotes Jack as saying "There's no way you could call those 1500-cc machines Formula One."
^ Tauranac says (Lawrence (1999) p.48) that he feels a third mechanic would have reduced the reliability problems. Lawrence himself notes (Lawrence (1999) p.71) that 'If only Jack had been prepared to spend a little more money, the results could have been so much better'. Hodges (1990) p.32 notes 'Economy was a watchword. (...) It was this attitude, perhaps, which cost [Brabham] some races'.
^ Lawrence (1999) pp.70–71
^ Henry (1985) p. 53
^ Henry (1985) pp.61–62
^ Lawrence (1999) p.221
^ Lawrence (1999) p.92 Hulme, Tauranac and Frank Hallam, Repco-Brabham's chief engineer, all shared this view.
^ Brabham, Nye (2004) p.237
^ Drackett (1985) p.50
^ ^a ^b ^c Brabham, Nye (2004) pp.250– 253
^ "Engine Developments Ltd.". Inside F1, Inc. http://www.grandprix.com/gpe/eng-engin.html. Retrieved 4 November 2010.
^ "Brabham hits out against use of his name". The Age. Australia. http://theage.drive.com.au/motor-news/brabham-hits-out-against-use-of-his-name-20081127-1461m.html. Retrieved 4 November 2010.
^ "Family to sue new 'Brabham' F1 team". The Age (Australia). 12 June 2009. http://news.theage.com.au/breaking-news-sport/family-to-sue-new-brabham-f1-team-20090612-c5cl.html. Retrieved 4 November 2010.
^ Drackett (1985) p.17 "Of course, he turned out one of the best. In my book, taking everything into consideration, the greatest. He was a damn good driver because he used his nut. Later when Bruce McLaren joined the team, what Bruce didn't know, Jack taught him. They were both good engineers. They could set up the cars and they didn't mind getting their hands dirty and working on them."
^ ^a ^b Cooper, Adam (1999). "The world according to Jack". Motor Sport.
^ ^a ^b It's an Honour: Knight Bachelor
^ New suburb honours Australian motoring legend – Media Statement- Office of the Minister for Regional Development and Lands. Published 1 May 2011. Retrieved 2 May 2011.
^ "When We Were Racing". Australian Story. Australian Broadcasting Corporation. http://www.abc.net.au/austory/content/2007/s2659460.htm. Retrieved 9 November 2010.
^ Richard, Williams (16 March 2010). "Thrilling sight of those magnificent men in their timeless machines". The Guardian (London: Guardian News and Media Ltd.). http://www.guardian.co.uk/sport/blog/2010/mar/16/formula-one-richard-williams. Retrieved 9 November 2010.
^ Long, Gary. "Geoff Brabham". Motorsports Hall of Fame of America. Motorsports Hall of Fame of America. http://www.mshf.com/hof/brabham_geoff.htm. Retrieved 9 November 2010. One Can-Am championship (1981) and four IMSA GT Championships (1988, 1989, 1990 and 1991). He won Le Mans in 1992.
^ "David Brabham profile". Crash Media Group. http://www.davidbrabham.com/profiles.asp. Retrieved 9 November 2010. One All-Japan Grand Touring Car Championship (1996) and two American Le Mans Series (2009 & 2010). He won Le Mans in 2009.
^ "Gary Brabham career summary". Formula One rejects. http://f1rejects.com/drivers/brabhamg/. Retrieved 9 November 2010.
^ "Formula Ford Championship Info – Drivers". formulaford.com.au. http://www.formulaford.com.au/content/champ_info_drivers.php. Retrieved 9 November 2010.
^ It's an Honour: OBE
^ Lewis, Wendy (2010). Australians of the Year. Pier 9 Press. ISBN 978-1-74196-809-5.
^ It's an Honour: Australian Sports Medal
^ It's an Honour: Centenary Medal
^ It's an Honour: AO
^ "Seven added to national living treasure list". Lauren Farrow (Canberra Times). 5 March 2012. http://www.canberratimes.com.au/national/seven-added-to-national-living-treasure-list-20120304-1ubaq.html. Retrieved 8 March 2012.

References [link]

Brabham, Jack (1971). When the Flag Drops. London: Kimber. ISBN 718300920.
Brabham, Jack; Nye, Doug (2004). The Jack Brabham Story. Motorbooks International. ISBN 0-7603-1590-6.
Drackett, Phil (1985). Brabham—Story of a racing team. Arthur Baker Ltd. ISBN 0-213-16915-0.
Henry, Alan (1985). Brabham, the Grand Prix Cars. Osprey. ISBN 0-905138-36-8.
Lawrence, Mike (1998). Grand Prix Cars 1945–1965. Motor Racing Publications. ISBN 1-899870-39-3.
Lawrence, Mike (1999). Brabham+Ralt+Honda: The Ron Tauranac story. Motor Racing Publications. ISBN 1-899870-35-0.
Unique, (Various). Brabham – the man and the machines. Unique Motor Books. ISBN 1-84155-619-X.

External links [link]

Wikimedia Commons has media related to: Jack Brabham

Sporting positions
Preceded by Peter Collins	BRDC International Trophy winner 1959	Succeeded by Innes Ireland
Preceded by Mike Hawthorn	Formula One World Champion 1959–1960	Succeeded by Phil Hill
Preceded by Jim Clark	BRDC International Trophy winner 1964	Succeeded by Jackie Stewart
Preceded by Jackie Stewart	BRDC International Trophy winner 1966	Succeeded by Mike Parkes
Preceded by Jim Clark	Formula One World Champion 1966	Succeeded by Denny Hulme
Preceded by Denny Hulme	BRDC International Trophy winner 1969	Succeeded by Chris Amon
Records
Preceded by Maurice Trintignant 84 entries, 82 starts (1950 – 1964)	Most Grand Prix entries 128 entries, 126 starts (1955 – 1970), 85th at the 1966 Monaco GP	Succeeded by Graham Hill 178 entries (176 starts), 129th at the 1971 Dutch GP
Awards
Preceded by Inaugural award	Hawthorn Memorial Trophy 1959–1960	Succeeded by Stirling Moss
Preceded by Jim Clark	Hawthorn Memorial Trophy 1966	Succeeded by Denny Hulme
Preceded by Sir Robert Helpmann	Australian of the Year Award 1966	Succeeded by The Seekers

Formula One World Drivers' Champions

1950 G. Farina
1951 J.M. Fangio
1952 A. Ascari
1953 A. Ascari
1954 J.M. Fangio
1955 J.M. Fangio
1956 J.M. Fangio
1957 J.M. Fangio
1958 M. Hawthorn
1959 J. Brabham

1960 J. Brabham
1961 P. Hill
1962 G. Hill
1963 J. Clark
1964 J. Surtees
1965 J. Clark
1966 J. Brabham
1967 D. Hulme
1968 G. Hill
1969 J. Stewart

1970 J. Rindt
1971 J. Stewart
1972 E. Fittipaldi
1973 J. Stewart
1974 E. Fittipaldi
1975 N. Lauda
1976 J. Hunt
1977 N. Lauda
1978 M. Andretti
1979 J. Scheckter

1980 A. Jones
1981 N. Piquet
1982 K. Rosberg
1983 N. Piquet
1984 N. Lauda
1985 A. Prost
1986 A. Prost
1987 N. Piquet
1988 A. Senna
1989 A. Prost

1990 A. Senna
1991 A. Senna
1992 N. Mansell
1993 A. Prost
1994 M. Schumacher
1995 M. Schumacher
1996 D. Hill
1997 J. Villeneuve
1998 M. Häkkinen
1999 M. Häkkinen

2000 M. Schumacher
2001 M. Schumacher
2002 M. Schumacher
2003 M. Schumacher
2004 M. Schumacher
2005 F. Alonso
2006 F. Alonso
2007 K. Räikkönen
2008 L. Hamilton
2009 J. Button

2010 S. Vettel
2011 S. Vettel

Cooper Car Company

Founders: Charles Cooper • John Cooper
Designers: Owen Maddock • Jack Brabham • Eddie Stait • Derrick White

Cars
Formula One/Two: 1000/1100 • Cooper-Bristol • T41 • T43 • T44 • T45 • T51 • T53 • T55 • T58 • T60 • T63 • T66 • T71 • T73 • T75 • T77 • T80 • T81 • T82 • T84 • T86 • T91
Tasman: T55 • T62 • T70 • T79
Formula Three/Junior: 500 • T52 • T56 • T59 • T65/T67 • T72 • T76 • T83 • T85
Other: T54 (IndyCar) • T87 (hillclimb) • T88 (Formula C) • T90 (Formula 5000)
Sportscars: Cooper-MG • Cooper-Jaguar • Bobtail • Monaco • Mini

Motor Racing Developments

Founders: Jack Brabham | Ron Tauranac

Personnel: Bernie Ecclestone | Gordon Murray

World Champions: Jack Brabham | Denny Hulme | Nelson Piquet

Cars

Formula Two: BT10 | BT16 | BT18 | BT23 | BT23C | BT30 | BT36 | BT38 | BT40
Formula Atlantic: BT23F/G | BT29 | BT35A/B | BT38B | BT40

Formula Three: BT9 | BT15 | BT16A | BT18A | BT21 | BT21B | BT21X | BT28 | BT35C | BT38C | BT41

Formula Junior: BT1 | BT2 | BT6

Other single seaters: BT4 | BT7A | BT11A | BT14 | BT18B | BT21A | BT21C | BT22 | BT23A | BT23B | BT23D | BT23E | BT30X | BT31 | BT35X | BT36X | BT43

Sportscars: BT5 | BT8A | BT17

Persondata
Name	Brabham, Jack
Alternative names	Brabham, John Arthur (full name)
Short description	Racing driver
Date of birth	1926-04-02
Place of birth	Hurstville, New South Wales, Australia
Date of death
Place of death

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David Brabham
Formula One World Championship career
David Brabham in 2007
Born	(1965-09-05) 5 September 1965 (age 46)
Nationality	Australian
Active years	1990, 1994
Teams	Brabham, Simtek
Races	30 (24 starts)
Championships	0
Wins	0
Podiums	0
Career points	0
Pole positions	0
Fastest laps	0
First race	1990 San Marino Grand Prix
Last race	1994 Australian Grand Prix

24 Hours of Le Mans career
Participating years	1993, 1996 -
Teams	Tom Walkinshaw Racing, Gulf Racing/GTC Racing, David Price Racing, Panoz Motorsports, Team Bentley, Zytek Engineering, Aston Martin Racing, Russian Age Racing, Peugeot Sport Total, Highcroft Racing
Best finish	1st (2009)
Class wins	3 (2007, 2008, 2009)

David Brabham (born 5 September 1965) is an Australian racing driver and one of the most successful and experienced specialists in sports car racing. He has won three international Sports Car series and is one of four Australians to have won the Le Mans 24 Hour sports car race, winning the event in 2009. Brabham is the reigning American Le Mans Series champion and also won the title in 2009. He also competed in Formula One, racing for the Brabham and Simtek teams in 1990 and 1994 respectively. David is the youngest son of three-time Formula One world champion Sir Jack Brabham.

1 Early life
2 Motor racing career
3 Family
4 Racing record
5 References
6 External links

Early life [link]

Brabham, who was born in Wimbledon, London, spent his childhood in Australia. Despite his father's motor racing fame he took little interest in motor racing until after he left school. As a child he played the more accessible sport of soccer up until the age of twelve and then took up Australian rules football when the family moved to Sydney. Growing up, Sir Jack did not force David into racing, and it was only after discovering go-karts at 17, that he became enthusiastic enough to purchase a second-hand go-kart with his next-door neighbour and begin racing.

Motor racing career [link]

Early career [link]

Brabham's professional racing career began in Australia in 1983, racing karts for two years, after which he moved into the Ford Laser "one make" series for 1985. In 1986 he switched to Formula Ford 1600 and subsequently to Australian Formula 2, winning the 1987 Australian Drivers' Championship in that category. He also competed in the New Zealand Formula Atlantic series, the American Formula Atlantic series and in the South American Formula 3 Championship during the 1987 season.^[1] A move from Australia to Europe under sponsorship from Camel in 1989 saw him joining the Bowman team and winning the British Formula Three Championship.

Formula One career [link]

Brabham's break into Formula One with the Brabham team met with little success. In 14 races he only managed to qualify the uncompetitive Judd-engined car six times. This led to him being replaced at the end of the season. Brabham joined the Tom Walkinshaw Racing Jaguar team in 1991 and also in that year won the Spa 24 Hours for Nissan. Brabham won the 24 Hours of Daytona for Jaguar in 1992.

File:Simtek 1994.jpg

David Brabham driving for Simtek in 1994

Brabham returned to Formula One in 1994 with the under-funded Simtek team who suffered the blow of the death of Roland Ratzenberger whilst in qualifying for the San Marino Grand Prix. Traditionally the other team driver would withdraw in such a situation, but seeing the demoralisation around him, Brabham decided to race on, only to crash out after a suspension failure of his own. In Ratzenberger's memory the team made a collective decision to see out the season.

Touring Cars [link]

Brabham quit Formula One at the end of that year to begin touring car racing. 1995 in a BTCC BMW was not a success, but subsequent successes included winning the 1996 JGTC GT500 championship in McLaren F1 GTR (so far the only non-Japanese team car to win this), and the Bathurst 1000 in its Supertouring era in 1997 with brother Geoff.

He won the Professional Sports Car Championship in the United States with the Panoz racing team in 1998, and the 1999 Petit Le Mans race also with Panoz.

GT racing [link]

Brabham joined Sumo Power GT for the 2011 FIA GT1 World Championship, teaming with Jamie Campbell-Walter in a Nissan GT-R. The duo finished 10th in the driver's championship. He will join the Blancpain Endurance Series in 2012, driving a McLaren MP4-12C for United Autosports.

Le Mans racing [link]

Since 1999 he has been a regular in the American Le Mans Series (ALMS), having raced for teams such as Panoz and Prodrive Ferrari 550 Maranello; he currently races an Acura ARX-02 for Highcroft Racing. He won the Sebring 12-hour race in 2005. In Australia, he has contested the Bathurst 24 Hour race and continued to make occasional appearances in the Bathurst 1000.

Brabham has won a total of 23 ALMS events across all 4 classes in the series. He is a two-time champion in the series, winning the LMP1 title in 2009 and LMP title in 2010.

In 2003 Brabham finished 2nd at the 2003 24 Hours of Le Mans driving for Bentley. In 2005 he started the first of 4 consecutive Le Mans starts racing Aston Martin DBR9's. He finished 9th overall and 3rd in the GT1 Class for Aston Martin Racing. At the 2006 24 Hours of Le Mans, Brabham scored a 4th in the GT1 category (9th overall) driving for Russian Age Racing. Brabham won the GT1 class of the 2007 24 Hours of Le Mans and again in the 2008 24 Hours of Le Mans driving a for Aston Martin Racing. Driving for Peugeot, he won the 2009 24 Hours of Le Mans outright with co-drivers Alexander Wurz and Marc Gene.

Brabham won the 2009 and 2010 American Le Mans Series LMP championship, driving for Highcroft Racing. For 2012, he will compete in the FIA World Endurance Championship in a JRM Racing Honda Performance Development ARX-03a.

Family [link]

Brabham's two older brothers Geoff and Gary also pursued motor racing careers. His wife Lisa (sister of Mike Thackwell) also raced and his nephew Matthew Brabham now races in junior Formulae.

Racing record [link]

Career summary [link]

Season	Series	Position	Car	Team
1985	Goodyear Car Owners Club Laser Series^[2]	6th	Ford KB Laser
1986	Motorcraft Formula Ford "Driver to Europe" Series^[3]	5th	Van Diemen RF85 Ford
1987	Australian Drivers' Championship	1st	Ralt RT30 Volkswagen	Australian Motor Racing
1987	Australian Formula 2 Championship	12th	Ralt RT30 Volkswagen	Australian Motor Racing Pty Ltd
1988	British Formula 3 Championship Class B	3rd	Ralt RT31 Volkswagen	Jack Brabham Racing
1989	British Formula 3 Championship	1st	Ralt RT31 Volkswagen	Jack Brabham Racing
1989	Macau Grand Prix	1st	Ralt RT33 Volkswagen
1991	World Sportscar Championship	18th	Jaguar XJR-14	Silk Cut Jaguar
1992	World Sportscar Championship	10th	Toyota TS010	Toyota Team TOM's
1995	British Touring Car Championship	13th	BMW 318i	Schnitzer Motorsport
1996	All-Japan GT Championship	1st	McLaren F1 GTR BMW	Team Lark
1997	FIA GT Championship	23rd	Panoz Esperante GTR-1 Ford	David Price Racing
1998	FIA GT Championship	11th	Panoz Esperante GTR-1 Ford	DAMS
1999	American Le Mans Series	2nd	Panoz Esperante GTR-1 Ford Panoz LMP-1 Roadster-S Ford	Panoz Motor Sports
2000	American Le Mans Series	7th	Panoz LMP-1 Roadster-S Ford	Panoz Motor Sports
2001	American Le Mans Series	7th	Panoz LMP07 Élan Panoz LMP-1 Roadster-S Élan	Panoz Motor Sports
2002	American Le Mans Series	6th	Panoz LMP01 Evo Élan	Panoz Motor Sports
2003	American Le Mans Series (GTS Class)	3rd	Ferrari 550-GTS Maranello	Prodrive
2004	American Le Mans Series (GTS Class)	7th	Saleen S7-R Ford Lamborghini Murciélago R-GT	ACEMCO Motorsports Krohn-Barbour Racing
2005	American Le Mans Series (GT1 Class)	11th	Aston Martin DBR9	Aston Martin Racing
2005	V8Supercar Championship Series	36th	Ford BA Falcon	Ford Performance Racing
2006	American Le Mans Series (GT2 Class)	5th	Panoz Esperante GT-LM	Multimatic Motorsports
2007	American Le Mans Series (P2 Class)	9th	Acura ARX-01a	Highcroft Racing
2008	American Le Mans Series (P2 Class)	3rd	Acura ARX-01B	Highcroft Racing
2009	24 Hours of Le Mans	1st	Peugeot 908 HDi FAP	Team Peugeot Total
2009	American Le Mans Series (P1 Class)	1st	Acura ARX-02a	Highcroft Racing
2010	American Le Mans Series (LMP Class)	1st	HPD ARX-01C	Highcroft Racing
2011	International V8 Supercars Championship	54th	Ford FG Falcon	Stone Brothers Racing

Complete Formula One results [link]

(key)

Year	Entrant	Chassis	Engine	1	2	3	4	5	6	7	8	9	10	11	12	13	14	15	16	WDC	Points
1990	Motor Racing Developments	Brabham BT59	Judd V8	USA	BRA	SMR DNQ	MON Ret	CAN DNQ	MEX Ret	FRA 15	GBR DNQ	GER Ret	HUN DNQ	BEL Ret	ITA DNQ	POR Ret	ESP DNQ	JPN Ret	AUS Ret	NC	0
1994	MTV Simtek Ford	Simtek S941	Ford V8	BRA 12	PAC Ret	SMR Ret	MON Ret	ESP 10	CAN 14	FRA Ret	GBR 15	GER Ret	HUN 11	BEL Ret	ITA Ret	POR Ret	EUR Ret	JPN 12	AUS Ret	NC	0

Complete International Formula 3000 results [link]

(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Year	Entrant	1	2	3	4	5	6	7	8	9	10	DC	Points
1991	Roni Motorsport	VAL 7	PAU 7	JER 11	MUG 9	PER	HOC	BRH	SPA	BUG	NOG	NC	0

Complete British Touring Car Championship results [link]

(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Year	Team	Car	1	2	3	4	5	6	7	8	9	10	11	12	13	14	15	16	17	18	19	20	21	22	23	24	25	Pos	Pts
1995	BMW Motorsport Team	BMW 318i	DON 1 12	DON 2 12	BRH 1 4	BRH 2 6	THR 1 5	THR 2 Ret	SIL 1 8	SIL 2 11	OUL 1 10	OUL 2 8	BRH 1 Ret	BRH 2 10	DON 1 11	DON 2 11	SIL 7	KNO 1 DNS	KNO 2 4	BRH 1 Ret	BRH 2 Ret	SNE 1 16	SNE 2 17	OUL 1 11	OUL 2 Ret	SIL 1 9	SIL 2 Ret	13th	48

Complete GT1 World Championship results [link]

Year	Team	Car	1	2	3	4	5	6	7	8	9	10	11	12	13	14	15	16	17	18	19	20	Pos	Points
2011	Sumo Power GT	Nissan	ABU QR 8	ABU CR 9	ZOL QR 11	ZOL CR Ret	ALG QR 3	ALG CR 3	SAC QR 8	SAC CR 5	SIL QR Ret	SIL CR Ret	NAV QR 4	NAV CR 3	PRI QR 9	PRI CR 4	ORD QR 3	ORD CR 7	BEI QR 11	BEI CR 8	SAN QR 7	SAN CR Ret	10th	75

24 Hours of Le Mans results [link]

Year	Class	No	Tyres	Car	Team	Co-Drivers	Laps	Pos.	Class Pos.
1992	C1	7	G	Toyota TS010 Toyota RV10 3.5L V10	Toyota Team Tom's	Geoff Lees Ukyo Katayama	192	DNF	DNF
1993	GT	50	D	Jaguar XJ220 Jaguar JV6 3.5L Turbo V6	TWR Jaguar Racing	John Nielsen David Coulthard	306	DSQ	DSQ
1996	GT1	34	M	McLaren F1 GTR BMW S70 6.1L V12	Gulf Racing GTC Racing	Pierre-Henri Raphanel Lindsay Owen-Jones	335	5th	4th
1997	GT1	55	G	Panoz Esperante GTR-1 Ford (Roush) 6.0L V8	David Price Racing	Perry McCarthy Doc Bundy	145	DNF	DNF
1998	GT1	45	M	Panoz Esperante GTR-1 Ford (Roush) 6.0L V8	Panoz Motorsports	Andy Wallace Jamie Davies	335	7th	7th
1999	LMP	12	M	Panoz LMP-1 Roadster-S Ford (Élan) 6.0L V8	Panoz Motorsports	Éric Bernard Butch Leitzinger	336	7th	6th
2000	LMP900	11	M	Panoz LMP-1 Roadster-S Élan 6L8 6.0L V8	Panoz Motorsports	Jan Magnussen Mario Andretti	315	15th	8th
2001	LMP900	12	M	Panoz LMP07 Élan (Zytek) 4.0L V8	Panoz Motorsports	Jan Magnussen Franck Lagorce	85	DNF	DNF
2002	LMP900	11	M	Panoz LMP01 Evo Élan 6L8 6.0L V8	Panoz Motor Sports	Jan Magnussen Bryan Herta	90	DNF	DNF
2003	LMGTP	8	M	Bentley Speed 8 Bentley 4.0L Turbo V8	Team Bentley	Mark Blundell Johnny Herbert	375	2nd	2nd
2004	LMP1	22	M	Zytek 04S Zytek ZG348 3.4L V8	Zytek Engineering, Ltd.	Andy Wallace Hayanari Shimoda	167	DNF	DNF
2005	GT1	59	M	Aston Martin DBR9 Aston Martin 6.0L V12	Aston Martin Racing	Stéphane Sarrazin Darren Turner	333	9th	3rd
2006	GT1	62	M	Aston Martin DBR9 Aston Martin 6.0L V12	Russian Age Racing Team Modena	Antonio García Nelson Piquet, Jr.	343	9th	4th
2007	GT1	009	M	Aston Martin DBR9 Aston Martin 6.0L V12	Aston Martin Racing	Darren Turner Rickard Rydell	343	5th	1st
2008	GT1	009	M	Aston Martin DBR9 Aston Martin 6.0L V12	Aston Martin Racing	Antonio García Darren Turner	344	13th	1st
2009	LMP1	9	M	Peugeot 908 HDi FAP Peugeot HDi 5.5L Turbo V12 (Diesel)	Peugeot Sport Total	Marc Gené Alexander Wurz	382	1st	1st
2010	LMP2	26	M	HPD ARX-01C HPD AL7R 3.4L V8	Highcroft Racing	Marino Franchitti Marco Werner	296	25th	9th

References [link]

^ David Brabham Driver Biography Retrieved from fiagt.com on 19 August 2008
^ Australian Motor Racing Year, 1986/87, page 55
^ Australian 'Driver to Europe' Series Retrieved from Formula Ford Australia 20 August 2008

External links [link]

Wikimedia Commons has media related to: David Brabham

Sporting positions
Preceded by Graham Watson	Winner of the Australian Drivers' Championship 1987	Succeeded by Rohan Onslow
Preceded by JJ Lehto	British Formula Three Champion 1989	Succeeded by Mika Häkkinen
Preceded by Enrico Bertaggia	Macau Grand Prix Winner 1989	Succeeded by Michael Schumacher
Preceded by Masahiko Kageyama	All-Japan Grand Touring Car Champion 1996 with: John Nielsen	Succeeded by Pedro de la Rosa Michael Krumm Masami Kageyama
Preceded by Craig Lowndes Greg Murphy	Winner of the Bathurst 1000 1997 (with Geoff Brabham)	Succeeded by Rickard Rydell Jim Richards
Preceded by Allan McNish Rinaldo Capello Tom Kristensen	Winner of the 24 Hours of Le Mans 2009 with: Marc Gené Alexander Wurz	Succeeded by Timo Bernhard Romain Dumas Mike Rockenfeller
Preceded by Lucas Luhr Marco Werner	American Le Mans Series champion 2009 with Scott Sharp	Succeeded by David Brabham Simon Pagenaud
Preceded by David Brabham Scott Sharp	American Le Mans Series champion 2010 with Simon Pagenaud	Succeeded by Guy Smith Chris Dyson

v t e British Formula Three & Formula Junior champions

Three-time	Don Parker · Jim Russell · Dave Walker · Roger Williamson

Two-time	Tony Brise · Jim Clark · Brian Henton · Harry Stiller · Trevor Taylor

One-time	Alguersuari · Arundell · Asmer · Banting · Barrichello · Brabham · Brandon · Burt · Byrne · Conway · Daly · Dean · Dumfries · Fenning · de Ferran · Firman · Fittipaldi · Gavin · Giacomelli · Gugelmin · Haberfeld · Häkkinen · Hynes · Johansson · Kane · Keegan · Kerr · Ledbrook · Lehto · Leston · Magnussen · van der Merwe · Moss · Nasr · Nilsson · von Opel · Pace · Palmer · Parente · Piquet · Piquet, Jr. · Pitcher · Pizzonia · Ricciardo · Sato · Schenken · Senna · Serra · South · Stewart · I. Taylor · Trimmer · Vergne · Wallace · Warwick

v t e Bathurst 1000 winners

Nine-time	Peter Brock

Seven-time	Jim Richards

Six-time	Larry Perkins · Mark Skaife

Five-time	Craig Lowndes

Four-time	Harry Firth · Bob Jane · Allan Moffat · Greg Murphy

Three-time	Dick Johnson · Garth Tander · Jamie Whincup

Two-time	John Bowe · John Goss · Allan Grice · Russell Ingall · Rick Kelly · Tony Longhurst · Steven Richards

One-time	Aaltonen · Bailey · Bargwanna · Bartlett · Bond · Bosworth · D. Brabham · G. Brabham · Bright · Coad · Davison · Fitzpatrick · French · Geoghegan · Gibson · Hahne · Hansford · Harvey · Holden · Ickx · T. Kelly · McLeod · McPhee · Mezera · Morris · Mulholland · Parsons · Percat · Percy · Reynolds · Roberts · Roxburgh · Rydell · Sampson · Seton

v t e 24 Hours of Le Mans winners

Eight-time	Tom Kristensen

Six-time	Jacky Ickx

Five-time	Derek Bell Frank Biela Emanuele Pirro

Four-time	Yannick Dalmas Olivier Gendebien Henri Pescarolo

Three-time	Woolf Barnato Rinaldo Capello Luigi Chinetti Hurley Haywood Phil Hill Al Holbert Klaus Ludwig Marco Werner

Two-time	Tim Birkin Ivor Bueb Ron Flockhart Jean-Pierre Jaussaud Gérard Larrousse JJ Lehto Allan McNish Manuel Reuter André Rossignol Raymond Sommer Hans-Joachim Stuck Gijs van Lennep Jean-Pierre Wimille Alexander Wurz

One-time	Aïello Alboreto Amon Ara Attwood Baldi Bandini Barilla Barth Benjafield Benoist Bernhard Bianchi Bloch Blundell Bouchut D. Brabham G. Brabham Brundle Chaboud Clement Cobb Davis de Courcelles Dickens Duff Dumas Dumfries Étancelin Fässler Fontés Foyt Frère Gachot Gené González Gregory Guichet Gurney Hamilton Hawthorn Hélary Herbert Herrmann G. Hill Hindmarsh Howe Johansson Jones Kidston Krages Lagache Lammers Lang Léonard Lotterer Marko Martini Mass McLaren Mitchell-Thomson Nielsen Nuvolari Oliver Ortelli Pironi Riess Rindt Rockenfeller Rodríguez Rolt Rondeau J. Rosier L. Rosier Rubin Salvadori Sanderson Scarfiotti Schuppan Sekiya Shelby Smith Tréluyer Trémoulet Trintignant Vaccarella Veyron Walker Wallace Warwick Weidler Whitehead B. Whittington D. Whittington Winkelhock

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Norman Gunston was a satirical TV character performed by Australian actor and comedian Garry McDonald. Norman Gunston was primarily well known in his native Australia, and to a lesser extent, the United States during the mid to late 1970s.

1 Early years
2 National Fame
- 2.1 Format
3 Channel 7 years
4 Recording career
5 Program History
6 1975 season 1 ABC TV Episodes
7 1975 season 2 ABC TV Episodes
8 1976 season 3 ABC TV Episodes
9 BBC2 45-minute Norman Gunston special
10 1978–1979 ATN7 Episodes
11 Gunston's Australia 1981 ATN7 episodes
12 The Norman Gunston Show
13 References
14 External links

Early years [link]

The Gunston character was originally conceived by comedy writer Wendy Skelcher and first appeared as a minor character in the second series of the cult Australian TV comedy series The Aunty Jack Show in 1973. Cast member Garry McDonald portrayed Gunston as a dull and talentless local TV reporter from the industrial city of Wollongong – a locale that was the butt of many jokes throughout the series. The Gunston character made enough of an impression for him to be revived in a subsequent comedy mini-series made by the Aunty Jack team, Wollongong the Brave (1974), in which he starred in a satirical mock documentary Norman Gunston: The Golden Weeks. His segments as Norman in What's On In Wollongong became one of the most popular parts of the Aunty Jack Show, and Norman appeared on the Aunty Jack Sings Wollongong album along with McDonald's other character, Kid Eager.

National Fame [link]

In his later and most famous incarnation, Gunston had evolved to become the unlikely host of his own national TV variety show, The Norman Gunston Show, which premiered with a live broadcast on ABC television on 18 May 1975. Dubbed "the little Aussie bleeder", (a play on the term "Aussie battler"), he satirised parochial Australian culture, media "personalities", and egocentric talk show hosts.

After a faltering start, the Norman Gunston show rapidly gained a huge national audience and the series became the pre-eminent Australian TV comedy program of its day, with McDonald winning a Gold Logie scoring several pop hits. He is, notably, the only Logie recipient who has received the award in the name of his character, rather than in his own name.

According to McDonald, the Gunston character and his show were initially devised as a parody of an (unintentionally bad) late-night Sydney TV variety show of the early 1970s hosted by expatriate American club entertainer Tommy Leonetti.

Format [link]

The Gunston show was a subversive parody of the established variety "Tonight Show" format, centering on a weekly roster of celebrity guests who were 'interviewed' by Norman. Genuine musical performances by guest stars were countered by Norman's own unique interpretations of popular songs – he specialised in portraying his lyrics through mime and sign language and frequently punctuated the song with 'dramatic' interjections. Among his memorable performances were his histrionic rendition of the Tom Jones hit "Delilah", his hilarious version of "Send in the Clowns" and his heroic interpretation of the Liza Minnelli's theme-song "Liza with a Z", which Norman introduced by guilelessly expressing surprise at the fact that no-one except "Miss Lisa Minnulli" had ever attempted the song. McDonald is in real life an accomplished blues harmonica player (he jammed with Frank Zappa in an interview recording during Zappa's second Australian tour) and many of Norman's musical performances were regularly punctuated by poorly executed and inappropriate harmonica playing, such as in his rendition of the Billy Joel signature tune "Piano Man".

Norman's distinctive interview "shtick" included several recurring features. He habitually presented himself as ill-prepared and under-researched, seeming largely ignorant of and/or uninterested in his guests' achievements, although he was always quick to exploit any chance that their celebrity status might enable him to achieve one of his ambitions, such as being chosen to star in a cigarette ad (which he eventually achieved with 'Dukes' Cigarettes), or winning a Gold Logie.

Norman would further undercut his guests's star status by linking any aspect of their lives and careers to the most mundane features of his own life; he also habitually employed malapropisms and made a particular feature of mis-pronouncing stars' names, or apparently mistaking them for someone else. In his debut show he repeatedly referred to wealthy Sydney socialite Lady Mary Fairfax as "Mrs Lady Fairfax" and in a later show he introduced progressive union leader Jack Mundey as "Mister Jack Mondaay" – a satirical inversion of the Australian habit of pronouncing the morphograph '-day' as '-dee' in the days of the week (e.g. "Sat'dee" for "Saturday").

As the series developed McDonald and his team introduced additional live and pre-taped segments including:

"Norman's Dreamtime" – a mock-fairytale segment in which Gunston regaled a group of increasingly bored children with readings from a book of iconic Australian fables, with titles such as "Why Underpants Ride Up"

"Consumer Straight Talk" – helpful tips on alternative uses for everyday household items, which later evolved into the even more grandiose-sounding "Spaceship Southern Hemisphere"

a weekly review of the show's ratings over previous weeks, with suggestions on how viewers and the studio audience might help them skyrocket; later in Series 1 this focused on Norman's increasingly desperate campaign to win the coveted Gold Logie – which is, ironically, exactly what transpired at the 1976 Logies.

in Series 2 Gunston presented (but did not appear in) a 3-minute satirical 'micro-soap' called Checkout Chicks, which parodied current Australian TV soap operas and starred actresses well known for their appearances in such programs, including Number 96 stars Abigail and Philippa Baker, Class of 74 star Anne Louise Lambert, who went on to star in Picnic at Hanging Rock (in which McDonald also appeared in a 'straight' role).

Stage settings were defiantly downmarket and rooted in Australian suburbia and kitsch RSL club stylings — after being introduced, bemused guests were offered their choice of dubious delicacies (such as pineapple doughnuts or the infamous Chiko Roll) from Norman's hot food bar, before being invited to sit on his vinyl-clad "night-and-day" (a venerable Australian term for sofa bed). Perhaps the most memorable example of this was his interview of Edward Woodward and Michele Dotrice, during which he performed his version of Othello 'for the rugby leagues clubs', which involved him squirting tomato sauce over a ventriloquists's dummy, reducing Woodward to helpless laughter.

Gunston's personal appearance satirised club performers and TV interviewers of the time — for the studio segments he wore an ill-fitting blue lurex tuxedo jacket (wrongly buttoned) and the fly on his (too short) trousers was habitually left undone, with the shirt-tail poking out through the zip. Gunston also adopted a deliberately bad comb over hairstyle to partially cover his balding head. One of his visual trademarks was the small pieces of tissue paper applied to his pasty white face to cover supposed shaving cuts. This comic device led to his memorable exchange with visiting American actress Sally Struthers – noting Norman's apparent shaving cuts, she kindly suggested that perhaps Gunston should use an electric razor; the nonplussed Norman replied "Uh, I do", at which point Struthers collapsed in a fit of laughter.

Gunston performed subversive TV interviews with many major celebrities – during a Wings press conference he quipped to Linda McCartney: 'That's funny, you don't look Japanese.' (referencing Yoko Ono);^[1] other famous victims included Mick Jagger, Warren Beatty, Charlton Heston, and Muhammad Ali. Perhaps Norman's most well known interview was with Keith Moon at Charlton stadium in 1976. Moon famously ended his brief encounter with Norman by tipping Vodka over his head and yelling "Piss off, you Australian faggot" (it's debatable who ended up looking sillier).

McDonald was one of the pioneers of the satirical "ambush" interview technique, which was founded on his considerable improvisational acting skills and precise comic timing. The "Gunston Method" relied on the fact that, especially in the early days of the series, the Norman persona was still relatively unknown in in his home country, and completely unknown outside Australia. Thus, he was successfully able to hide behind the guise of a fully rounded and highly plausible character who appears to be stupid in order to throw his otherwise media-savvy quarry off their guard. This caused various results, from hilarity (Sally Struthers and Cheech and Chong), to clever play-alongs like Muhammad Ali ("I'm punchy – what's your excuse?") to bewilderment (Warren Beatty), to complete outrage (Rudolf Nureyev, Michael Cole).

The Gunston technique has since been employed by many comedians. In both style and appearance, Paul Kaye's character Dennis Pennis was strongly reminiscent of Gunston. It later had a very successful revival thanks to the British satirist Sacha Baron Cohen through his characters Ali G, Borat and Brüno. Canadian comedian and actor Martin Short also employed a similar technique with his best-known character, the fawning, morbidly obese celebrity interviewer Jiminy Glick; another notable resemblance between Glick and Norman is the Glick show's "fairytale" segment "Lalawood Fables", which is very similar to the "Norman's Dreamtime" segments of the Gunston show, in which the host reads a satirical mock-fable (intercut with pre-produced vision) to a group of assembled children. The Australian satirical comedy team The Chaser have also frequently used the Gunston Method to ambush unwitting targets—examples include the Julian Morrow character the "Citizens' Infringment Officer", and the team's now-legendary stunt in which they managed to penetrate a tight security cordon around the APEC Forum, despite the fact that Chas Licciardello was masquerading as Osama Bin Laden.

Through sheer good luck, Gunston was immortalised in Australian political history when, on the morning of 11 November 1975, McDonald and his film crew – who happened to be in Canberra at the time – found out that the Labor government led by Gough Whitlam had just been dismissed by the Governor-General Sir John Kerr. On hearing the news, McDonald and his crew raced to Parliament House, where they were able to film McDonald (as Gunston) briefly addressing the assembled crowd, only moments before Whitlam and the Governor-General's Official Secretary David Smith appeared for the reading of the now-famous proclamation announcing Whitlam's dismissal.^[2]

In 1976, the ABC aired a third season of The Norman Gunston Show. By this stage, increased production budgets afforded Gunston more opportunities for overseas interviews, including Malcolm Muggeridge, Michael Caine, John Sturges, Glenda Jackson, John Stonehouse, and Rudolph Nureyev. One memorable encounter with Frank Zappa ended with Zappa and Norman duetting respectively on guitar and harmonica in a spontaneous blues jam (McDonald is in fact a proficient harmonica player). As the jam concluded, McDonald threw in a witty musical quote from the well-known ABC news theme, an action which also gave a clever nod to Zappa's well-known proclivity for inserting musical quotes such as TV themes into his work.

In November 1976, a specially prepared 45 minute UK Gunston TV special was screened on BBC2 TV. Some of Gunston's guests on the show included Diana Dors and Tony Greig.

After the third and final ABC TV season finished in late 1976, Gunston was popular enough to approach commercial TV networks. In particular, the Seven Network showed interest in producing another Norman Gunston series. Because of McDonald's other commitments, the series did not commence production until early 1978.

Between July–September 1977, Norman Gunston was included in the 8-episode ABC TV series, The Garry McDonald Show. Other characters were also played by McDonald, including Harry Butler (Harry Butler in the wild), and Mo McCackie.

Channel 7 years [link]

In 1978, the Australian Seven Network aired another Norman Gunston series, which continued over an 18-month period till 1979. Ten 60 minute episodes were produced by John Eastway and ATN7. Highlights of this series were also screened on UK Channel 4 TV from November to December 1982.^[3]

In February and March 1981, Channel 7 aired a program called Gunston's Australia, which intended to show the Gunston character approaching the end of his shelf life. In a satirical reference to personalities like former ABC current affairs host Bill Peach, the series parodied the perennial Australian TV practice of hiring celebrities to host magazine-style programs after leaving the show that had brought them to fame. Wearing a safari jacket and shorts, Gunston travelled around outback Australia, interfering and adventuring in high and low places in his usual cack-handed manner. This series was later screened from February to March 1983 on UK Channel 4 TV.

In 1985, a 2-hour video was released titled, The Gunston Tapes. This was a compilation of interviews and comic sketches from the first, second and third 1975–1976 ABC TV series. McDonald also temporarily revived the Gunston character for the purpose of narrating the video.^[4]

In February and March 1993, McDonald briefly revived the Gunston character for the Channel 7 network. However, by the time the series premiered McDonald was suffering from severe depression, and his much-publicised nervous breakdown and abrupt departure saw the series prematurely terminated. A 3-set DVD compilation of the 1993 series was subsequently released in 2003.

During the late 1990s, Foxtel's The Comedy Channel repeated all but the premiere episode from the 1975–76 ABC series. (A previously unaired pilot was screened in place of episode one, which is presumed lost.) This marked the first time the series had been aired since the late 1970s. The same episodes have been screened again, albeit in random order, from 2008 as part of the channel's Aussie Gold block hosted by Frank Woodley.

Recording career [link]

Gunston's single record releases sold sufficiently well to enter the Australian top 40 charts. Parody tributes included Punk rock (I might be a Punk but I love ya baby), Sherbet (Howzat), ABBA (Salute to ABBA), KISS (KISS Army), Boz Scaggs (Nylon Degrees), Billy Ray Cyrus (Achy Breaky Heart), and Peter Allen (I Go to Rio) (Allen was present when Gunston parodied him on ABC's pop show Countdown, and didn't seem amused, although he would have been aware of the character having previously appeared on Gunston's ABC show as a guest.)

In 1976, Gunston released an album titled The Popular Ballad Animal, which covered both contemporary and classic era compositions, several of which Norman had performed on his show, including his theme song, "I Who Have Nothing". In particular, notable tracks include Gunston's bizarre but inspired interpretations of Liza Minnelli's "Liza With a Z", David Gates' "If", Tom Jones' "Delilah", Stephen Sondheim's "Send in the Clowns", "Jailhouse Rock", "Piano Man", "Vesti La Giubba", "A little love and understanding", "Daddy what if?", and the Judy Garland classic "Over the Rainbow".

In 1978, Gunston released another covers album Nylon Degrees (sending up Boz Scaggs' Silk Degrees in both title and cover art). His next album, 1984's Join The Dots, included out-takes and previously unreleased rare recordings, title and cover art parodying Culture Club's Colour By Numbers.

Gunston appeared as a guest harmonica player at Frank Zappa's concert at the Hordern Pavilion in Sydney, Australia on 20 January 1976 which was later released as FZ:OZ (2002).

Program History [link]

1973 The Aunty Jack Show (ABC TV – six B/W episodes).
1974 Wollongong the Brave (ABC TV).
1975 The Norman Gunston Show – season 1 (ABC TV – nine 30 minute colour episodes).
1975 The Norman Gunston Show – season 2 (ABC TV – eight 30 minute colour episodes).
1976 The Norman Gunston Show – season 3 (ABC TV – eight 30 minute colour episodes).
1976 The Norman Gunston Show (UK BBC TV one-off 60 minute special).
1977 The Garry McDonald Show (ABC TV – eight 30 minute colour episodes).
1978–79 The Norman Gunston Show (7 Network – ten 60 minute episodes).
1981 Gunston's Australia (7 Network 1981 – eight 30 minute episodes).
1993 The Norman Gunston Show (7 Network – five 30 minute episodes).

1975 season 1 ABC TV Episodes [link]

Series 1 episode 1 (18 May 1975)

Premier Norman Gunston Show episode filmed at ABN2 Gore Hill, Sydney TV studios. Norman Gunston interviews Mary Fairfax, Kerrie Biddell, and Rolf Harris.

Series 1 episode 2 (May 1975)

Norman Gunston interviews Prince Leonard and Lord Davies from the Hutt River Province, Western Australia; Rick Morosi (Junie Morosi's brother); Colleen Hewett before her departure overseas; Mrs Phillis Johnson; and Edward Woodward. Norman's dreamtime segment. Gunston concludes the show by performing "Keep You Satisfied".

Series 1 episode 3 (June 1975)

Norman Gunston interviews Stratford Johns; Chelsea Brown; Mrs Andrea (local talk back radio personality); and Fred Nile. Norman's dreamtime: "How Josyln Mathew got her spots". Consumer straight talk: Chewing gum special report. Gunston concludes the show by performing "If (They Made Me a King)".

Series 1 episode 4 (June 1975)

Norman Gunston interviews Ray Barrett; Edith Dahl, and Jack Thompson. Australian rock group Skyhooks perform "Horror Movie". Norman's dreamtime segment: "Why underpants ride up". Consumer straight talk: Venus flytrap.

Series 1 episode 5 (June 1975)

Norman Gunston interviews Jack Mundey; Paul Graham, Warren Beatty. Australian harmonica performing trio, The Horrie Dargie Trio, perform Theme From "Shaft" by Isaac Hayes. Paul Graeme wrestles alligator. Gunston performs "Sweet Caroline".

Series 1 episode 6 (June 1975)

Norman Gunston interviews the Carlton Football team in their dressing room; Mike Willesee; Marcia Hines; and Dr. Bertram Wainer. Gunston reports on "The joys of funny business". Gunston concludes show by performing "Liza with a Z".

Series 1 episode 7 (July 1975)

Norman Gunston interviews Al Grassby; Bobbie Sykes; Little Pattie; and Cheech & Chong. Norman's dreamtime segment: "The beach umbrella finds Mr. Right". Consumer straight talk segment. Gunston closes show by performing "I Got You Babe" with Little Pattie.

Series 1 episode 8 (July 1975)

Norman Gunston interviews Michele Dotrice; Edward Woodward; Beatrice Faust, and Peter Wherrett. Consumer straight talk segment: super shopping trolley reviewed by Peter Wherrett. Gunston closes show by performing "Out of Sight, Out of Mind".

Series 1 episode 9 (July 1975)

Norman Gunston interviews Garry Glitter. Norman Gunstan stands outside Parliament House Canberra. Gunston performs "Here Come the Jets". Gunston promotional film for "Something or Other" brand cigarette commercial. Norman's nymphette 1975 competition final. Consumer straight talk – Norman's last eight video tapes. ABC chairman, Professor Downing announces new Norman Gunston series due to commence in early September 1975. Gunston concludes show by performing "Tomorrow Belongs to Me".

1975 season 2 ABC TV Episodes [link]

Season Two featured recurring sketch, The Checkout Chicks. This sketch, a send-up of melodramatic soap operas set in a supermarket, mostly featured former cast members of the then-popular serial Number 96: Abigail, Vivienne Garrett, Candy Raymond, Philippa Baker, Judy Lynn, Anne Louise Lambert.

Series 2 episode 1 (September 1975)

Norman Gunston interviews Joe Frazier; Muhammad Ali, Lady Fairfax; and Winifred Atwell. Special report on GI cordial nutrition. Norman's $400,000 slice of the good life competition. Gunston commences show with "Colour my world" and concludes with "Pinball Wizard".

Series 2 episode 2 (September 1975)

Norman Gunston interviews Ray Charles; Junie Morosi; Peter Allen; and Telly Savalas. Episode one of Checkout Chicks. Spaceship Southern Hemisphere incorporating consumer straight talk. Gunston concludes show with "Send in the clowns".

Series 2 episode 3 (September 1975)

Norman Gunston interviews Australian rock group Ayers Rock; Denise Drysdale; and President Nixon's security guard. Special announcement to the nation regarding Norman's false girlfriend. Norman's dreamtime: "Why the orange juice gets swished around in that glass thing". Junior jaws kitchen tidy bin review.

Series 2 episode 4 (September 1975)

Norman Gunston interviews Hugh Hefner, Don Dunston, and Barry Crocker.

Series 2 episode 5 (October 1975)

Norman Gunston interviews Renée Geyer; Paul & Linda McCartney; Denny Laine; and radio talk-back priest Fr. Jim McLaren. Special report on keeping pets in units.

Series 2 episode 6 (October 1975)

Norman Gunston interviews John Gorton; The Seekers; and Miss Australia 1975; Sally Struthers. Checkout chicks. Special report on LA smog verses Australia smog. Gunston concludes show by performing Vesti La Giubba.

Series 2 episode 7 (December 1975)

Norman Gunston interviews Debbie Byrne; Senator Albert Field; Michael Cole; and Vidal Sassoon. Norman Gunston appears on the steps of Parliament House with Gough Whitlam – 11 November 1975. Gunston concludes show with "Delilah".

Series 2 episode 8 (January 1976)

Norman Gunston interviews Edith Head; and Frank Zappa. Norman's dreamtime: "Why Aunty Pat took the kittens to the vet". Norman look alike awards 1975. Gunston concludes show with "I who have nothing".

1976 season 3 ABC TV Episodes [link]

Series 3 episode 1 (September 1976)

Norman Gunston interviews Malcolm Muggeridge; Frank Hardie; The Ink Spots; and Rudolf Nureyev. Gunston reports on the 1976 Montreal Olympic Games. Gunston concludes show with ABBA melody.

Series 3 episode 2

Norman Gunston interviews Julie Ismay, Miss Australia 1976; Michael Caine; Brenda Kristen; Tim Taylor^{[disambiguation needed ]}; and Tony Greig (from BBC2 UK special). Norman attempts to speak with UK prime minister. Special report on Cambridge University life. Gunston concludes show with "A taste of water".

Series 3 episode 3

Norman Gunston interviews Australian Olympic team; Diana Trask; Margaret Fulton; and John Stonehouse. Norman's dreamtime: "How the garden hose got where it is today". Special report on storing food under the house. Gunston concludes show with "Howzat".

Series 3 episode 4

Norman Gunston interviews 1976 ABC chairman; Fred Daley; and Glenda Jackson. 1976 budget report. Royal marines song contest. Norman will do his best segment: "How hundreds and thousands are made". Report on farming in your own flat. Gunston concludes show with "Don't tell me what to say".

Series 3 episode 5

Norman Gunston interviews Leyland Brothers; John Sturgess; Donald Smith; and Mary Whitehouse. Gunston concludes show with "Jailhouse Rock".

Series 3 episode 6

Norman Gunston interviews Jack Brabham; and Malcolm Fraser. Gunston concludes show with "Piano Man".

Series 3 episode 7

Norman Gunston interviews Caroline Jones; Delilah; and Diana Dors (from BBC2 UK special). Marathon telethon 1976. Norman's dreamtime: "How the shaving cream gets in a lather". Gunston concludes show with duet with Delilah.

Series 3 episode 8

Norman Gunston interviews Vera Lynn, Margaret Thatcher, and George Davis. Keith Moon pours vodka bottle over Norman's head.

BBC2 45-minute Norman Gunston special [link]

(19 November 1976)

Michael Caine, Diana Dors, Tony Greig, Glenda Jackson, Malcolm Muggeridge, Diane Solomon.

1978–1979 ATN7 Episodes [link]

Series 1 episode 1 (5 April 1978)

Interviews: Henry Winkler, Phil Silvers, Charles Collinson, Billy Carter. Guests include: John Singleton, and Colleen Hewett.

Series 1 episode 2 (1978)

Interviews: James Garner, James Franciscus, Robert Stack, Elke Summer. Guests includes: Bob Simpson, Judy Connelly, 'Saturday Night Fever' take off.

Series 1 episode 3 (1978)

Interviews: Dawn Fraser, Ian 'Molly' Meldrum, John Farnham and Martin Landau.

Series 1 episode 4 (11 October 1978)

Series 1 episode 5 (1978)

Series 2 episode 1 (1979)

Series 2 episode 2 (1979)

Series 2 episode 3 (29 August 1979)

Series 2 episode 4 (1979)

Series 2 episode 5 Xmas special (December 1979)

Summary: Norman Gunston's Christmas special includes take off of Blondies' single "Heart of Glass"; interviews with Karen Black; Lee Marvin; hippies in Haight-Ashbury, San Francisco; Leif Garrett; Elliott Gould; Henry Winkler; Ed Asner; George Segal; Zsa Zsa Gabor; Ricky Schroder; the Bee Gees; Robert Stigwood. Also shows Norman Gunston doing songs "Use Your Hanky" and a take-off of the "Rocky" theme.

Gunston's Australia 1981 ATN7 episodes [link]

Series 1 episode 1 (February 1981)

Summary: Garry Mcdonald (Norman Gunston) in a runners starting position under a banner with 'GI book of records' wearing summer clothing and a backpack.

Series 1 episode 2 (1981)

Summary: Garry Mcdonald (Norman Gunston) wearing safari jacket and shorts crouching as he uses spakfilla on a red dirt hill. An Ansett-ana bag sits nearby (the same bag appears in the 1993 series).

Series 1 episode 3 (1981)

Summary: Garry Mcdonald (Norman Gunston) as Dr. Strange 1981; Grammy awards report.

Series 1 episode 4 (1981)

Series 1 episode 5 (1981)

Series 1 episode 6 (1981)

Series 1 episode 7 (1981)

Series 1 episode 8 (1981)

The Norman Gunston Show [link]

(Seven Network – February to March 1993)

episode 1

Shirley MacLaine, Ian Botham, Dr John Hewson, musical guest Girlfriend, Gunston sings 'Acky Breaky Heart'

episode 2

Paul Mercurio, Billy Crystal, Julian Clary, musical guest Sonia Dada, Gunston sings 'Simply Irresistible '

episode 3

Guns N' Roses, Lionel Richie, Laurie and Noeline Donaher, musical guest Mahotella Queens, Gunston sings 'I will always love you'

episode 4 (hosted by Mary Coustas as Effie)

Paul Keating, Bryan Brown, Sam Neill, Gough Whitlam, Warwick and Joanne Capper, Brian Austen Green, musical guest The Dukes

episode 5 (hosted by Maryanne Fahey as Kylie Mole)

Jeff Fenech, Jane Flemming, Corbin Bernsen, Colonel Tom Parker, musical guest Peter Andre

episode 6 (Top Gunston part 1)

repackaged highlights from previous series

episode 7 (Top Gunston part 2)

repackaged highlights from previous series

References [link]

External links [link]

Norman Gunston on nostalgia central
Search the National Film and Sound Archive National Collection of Screen & Sound for Gunston's radio interview and television appearances
Norman Gunston at Laughterlog.com – Article, episode guide and list of recordings

v t e Gold Logie Award for Most Popular Personality on Australian Television

1960s	Graham Kennedy (1960) Bob Dyer (1961) Lorrae Desmond (1962) Michael Charlton (1963) Bobby Limb (1964) Jimmy Hannan (1965) Gordon Chater (1966) Graham Kennedy and Hazel Phillips (1967) Brian Henderson (1968) Graham Kennedy (1969)

1970s	Barry Crocker and Maggie Tabberer (1970) Gerard Kennedy and Maggie Tabberer (1971) Gerard Kennedy (1972) Tony Barber (1973) Graham Kennedy and Pat McDonald (1974) Ernie Sigley and Denise Drysdale (1975) Norman Gunston and Denise Drysdale (1976) Don Lane and Jeanne Little (1977) Graham Kennedy (1978) Bert Newton (1979)

1980s	Mike Walsh (1980) Bert Newton (1981) Bert Newton (1982) Daryl Somers (1983) Bert Newton (1984) Rowena Wallace (1985) Daryl Somers (1986) Ray Martin (1987) Kylie Minogue (1988) Daryl Somers (1989)

1990s	Craig McLachlan (1990) Steve Vizard (1991) Jana Wendt (1992) Ray Martin (1993) Ray Martin (1994) Ray Martin (1995) Ray Martin (1996) Lisa McCune (1997) Lisa McCune (1998) Lisa McCune (1999)

2000s	Lisa McCune (2000) Georgie Parker (2001) Georgie Parker (2002) Rove McManus (2003) Rove McManus (2004) Rove McManus (2005) John Wood (2006) Kate Ritchie (2007) Kate Ritchie (2008) Rebecca Gibney (2009)

2010s	Ray Meagher (2010) Karl Stefanovic (2011) Hamish Blake (2012)

Logie Awards

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