He has been running the track, owned by Bernie Ecclestone, for 9 years now and will move onto managing other projects including the 2009 Etihad Airlines Abu Dhabi GP.

Paul Ricard has turned into one of the most advanced circuits in the world, with its maze of tarmac being able to recreate most of the world's race circuits, thus allowing testing in one location.

"I will never forget what the Paul Ricard track has contributed to the region's sports, technological and tourism development and whose ultimate objectives are to create a center of excellence and a model for other similar European endeavors," said Gurdjian.

"To the actual team and all future members I want to convey my hopes for a very successful future."

Es ist schon sonderbar. Seit Jahren höre ich das Gejammer meiner Kollegen, es gäbe einfach keine Formel 1-Rennfahrer mehr wie in den 60ern und 70ern. Richtige Kerle, die auf der Rennstrecke feste gasgeben und nachher aber auch genauso gekonnt Feste feiern. Kerle eben, so wie James Hunt einer war.

Alonso sei zu grantelig, Räikkönen zu einsilbig, Hamilton zu glatt und die anderen… naja. Da waren, hörte ich jahrelang, Kerle vom Schlage eines James Hunt von völlig anderem Kaliber. Ein blonder, blauäugiger Mädchenschwarm, kettenraucher – etwa 60 Stengel am Tag – und einem ausschweifenden Saufgelage selten abgeneigt, einer der barfuss, nur mit Jeans und T-Shirt zu Dinnerparties erschien. Wo James auftauchte, so wurde erzählt, ging die Post ab.

Solche Charaktere lieferten halt einst süffisante Schwänke, die das Journalistenherz höher schlagen und die Fans vor lauter Gaudi juchzen liess. Eddie Irvine? Jacques Villeneuve? Mika Salo? David Coulthard? Jaja, alles Partygänger. Aber kein Vergleich zu Hunt. Ein paar Schwänke gefällig? Ein Veteran der F1-Szene schilderte mir einmal, wie Niki Lauda den James nach Grinzing zum Heurigen einlud. Der junge Wein floss in Bächen und irgendwann dreht sich James zum Fenster um und entliess seinen gesamten Mageninhalt inmitten der Bepflanzung des Wirtshauses. Nur um ungerührt noch eine Runde nachzubestellen.

Am nächsten Morgen flogen die beiden dann gemeinsam zu Testfahrten nach Paul Ricard. Während Niki dem Umgang mit dem jungen Wein offenbar angemessenr angegangen war und seine Testarbeit für Ferrari verrichten konnte, lief der Weltmeister alle paar Runden die McLaren-Box an und nörgelte über sein Auto. Der tatsächliche Grund für die häufigen Boxenstopps: Ein Riesenkater, mehr als ein paar Runden am Stück war einfach nicht drin. Irgendwann rollt der M26 em Ende der Mistral-Geraden aus. Das Training wurde unterbrochen, die Mechaniker schnappten sich Starterbaterie und Abschleppseil und – wie das damals üblich war – fuhren mit dem Mietwagen über die Strecke um den gestrandeten Renner zu bergen. Bis die McLaren-Schrauber die anderen Seite der Rennstrecke erreichten, war James sanft und tief im Cockpit entschlummert…

James konnte aber auch ein sehr hitziges Temperament an den Tag legen. So gab es einige Geschichten aus seiner wilden Formel 3-Zeit, wo die Zweikämpfe auf der Strecke hernach am Streckenrand ihre Fortsetzung fanden – mit den Fäusten. Nicht zu vergessen die Titelentscheidung 1976 in Fuji, als Lauda im sintflutartigen Regen das Rennen – und damit den Titel – aufgibt. In der Boxenfunk-Prähistorie wird James zu spät zum Reifenwechsel hereingeholt. Er kriegt nicht mit, dass Lauda draussen ist und steigt – als drittplazierter und faktisch neuer Weltmeister – nach dem Rennen so stocksauer aus dem Cockpit, dass er Teamchef Teddy Mayer wegen der verpatzten Strategie – und dem vermeintlich verlorenen WM-Titel – verdreschen will. Der kauzige Teddy kann gerade noch entwischen, bis die gröllenden Mechaniker prustend James derbe auf die Schulter klopfend zum Titel gratulieren.

Den Karriereverlauf vom Crash-Piloten James “Shunt” zum charismatischen Weltmeister hatte ich natürlich als Formel 1 vernarrter Teenager von aussen verfolgt. Auch das unwürdige Austrudeln seiner Karriere, das nach dem schweren Startunfall 1978 in Monza seinen Lauf nahm. Damals wurde Hunt von Patrese gegen den Lotus von Peterson gedrängt, der Schwede verunglückte in einem Feuerball und James riss den schwerverletzten Kollegen aus dem völlig zerstörten Wrack. Dieser Unfall, so schwören Insider, hat James Hunt die Augen geöffnet. In vielerlei Hinsicht. Der exzessive Tabak-, Alkohol und sogar – eingestandene – Drogenkonsum hatten ihn als Rennfahrer ohnehin schon von seinen besten Tagen hinwegdümpeln lassen. Nun wurde ihm auch klar, dass das Leben noch schöner sein könnte - ohne Todesrisiken einzugehen. Nach dem Grand Prix von Monaco 1979 hängte er den Helm definitiv an den Nagel.

Ruhiger wurde es deshalb noch lange nicht um James Hunt. Sein in seinen Glanztagen verdientes Vermögen hatte er Mitte der Achtziger durch Jet-Set-Lifestyle, wilde Parties, Scheidungen und glücklose Investitionen weitgehend durchgebracht. Da kam das Angebot vom britischen TV-Sender BBC gerade recht, die Formel 1-Rennen neben Murray Walker zu kommentieren. Die kultige Mikrophon-Legende gab hernach öfter zum Besten, wie er und James in der Kommentatoren-Kabine während der Übertragungen um das einzige vorhandene Mikro rangen. Und da war da natürlich noch die pikante Geschichte, als James 1988 in Spa zwei Mädels im Fahrerlager aufriss um mit den beiden Schönen in seinen 40. Geburtstag hineinzufeiern. Auf dessen Hotelzimmer. Dumm nur, dass keiner der Dreien vor dem Start des Rennens aufwachte. Der arme Murray musste irgendetwas von einer “bösen Magenverstimung” seines abwesenden Kollegen über den Äther grummeln.

Ich hatte das vergnügen James bei meinem zweiten Grand Prix als Formel 1-Journalist vorgestellt zu werden. Das war 1993 im Fahrerlager von Imola und wir plauschten angeregt über Sennas tolle Rennen in Interlagos und Donington, über die Aussichten der Saison und – natürlich – über so einige Etappen seiner eigenen Karriere. Nett war er, mit 45 Jahren immer noch der Sunnboy, aber eine ganze Ecke ruhiger und gesitteter, als er immer geschildert wurde. Mein Kollege Gerald Donaldson, der als Ghostwriter für die Hunt-Kolumne einer grossen englischen Tageszeitung fungierte, verriet mir damals: James ist verliebt, seine Freundin Helen Dyson, eine Künstlerin, hat ihn endlich auf den Boden zurückgeholt. Er gab die Raucherei und Trinkerei auf und ein paar Monate später würde er Helen einen – für James – ungewöhnlich gefühlvollen Heiratsantrag machen. Nur um Tags darauf in seinem Haus in Wimbeldon einem fatalen Herzschlag zu erliegen.

James Wallis Simon Hunt, Formel 1–Weltmeister des Jahres 1976: Als Rennfahrer unvergesslich, als Kerl von einem Schlage, wie sie einem heute in einem Fahrerlager nicht mehr über den Weg laufen.

So long, James.

Ange Barde ( 2 ) who won here last year the first race had to start from 7th place on grid.
A nearly mission impossible, but not for Ange.

On the pole its another French driver, Nicolas Misslin.

With holding the lead in the first part of the race Misslin ( 5 ) was forced to give up with gearbox problems.

Max Blancardi ( 3 ) took the lead and for a moment it looked like he should win the race. Ange Barde had different thoughts and in the final stages of the race he took the lead.

From left to right: Max Blancardi, Ange Barde and Bjorn Grossmann.

Race 2 and its Bjorn Grossmann on the pole position. After some bad luck in the previous races he is back in form.

Philipp Baron ( 9 ) had good hopes for a podium place at end of race 2.

Bjorn Grossmann ( 4 ) in the lead from start to finish.

Alexey Vasiliev ( 8 ) couldn't continue after a collision in the early stages of the race.

Lloyd La Marca ( 77 ) found out there is a very strong competition in the Trofeo Pirelli. He finished 11th.

Philipp Baron's thoughts became reality and he finished 3rd.

Bjorn Grossmann could use the victory and he is back in the race for the championship.

From left to right: Ange Barde, Bjorn Grossmann and Philipp Baron.

Normaly its nice and sunny in the Cote d'Azur but this time it was cloudy. With a strong wind at end of the weekend days the F1 Clienti drivers had great difficaults to controle their cars.

Race 1 and the clouds packed together.

It was the French driver Jean-Marc Bachelier ( 129 ) on the pole with Jaimie Constable ( 127 ) making it an all front row for the Ferrari GB Dealer Team. Championship leader Michael Cantillon ( 128 ) had to start from 7th place.

During the race Bachelier kept his head cool but further down the field there were some hot battles.

For this event the La Marca family was back and aimed for success with Kessel Racing. Eric wanted to repeat the success from his older brother Lloyd in 2007. Well, he did and I think in the whole history of Ferrari Challenge nobody was happier at the end of the race than Eric.

Sad enough for Eric the joy didn't took long because the stewards found something on the car and they disqualified Eric.

At 3/4 of the race Jaimie Constable had the 'drive through penaly' sign board which cost him a podium place.

As you can see not everybody was pleased with the move Jaimie made.

Jean-Marc Bachelier took the victory at the end of race 1. Second became Eric La Marca (later disqualified) and third place was for Wido Roessler. For the championship it should be: 1. Bachelier 2. Roessler 3. Cantillon.

Race winner Jean-Marc Bachelier.

Championship leader Michael Cantillon happy to take points to stay in the lead.

Day 2 and this time it was Plamen Kralev on the pole.

Compatriot Fons Scheltema had to start from 14th out of 27.

The start of race 2 with Kralev in the lead and he drove a race without mistakes.

Walter Forer ( 109 ) had more problems...

...and a few laps later Forer had to make a move to avoid a touch with Fons Scheltema who was under attack by Magnus Frodig from Sweden.

Hero of the day was Eric La Marca who started from 7th and again took 2nd place. This time there was nothing wrong with the car.

From left to right: Eric La Marca, Plamen Kralev and Michael Cantillon.

PS: McLaren drivers will be wearing diamond studded helmets and driving a similar steering wheel.

The young Swiss driver, who helped A1 GP Team Switzerland to win the title only a few weekend's ago in England, is the test driver for Red Bull Racing.

He arrived in France, at Paul Ricard to test on the "Canadian GP Test Circuit Configuration".  However, heavy rain meant the team cut their test short and he only got a few runs.  In Canada though, it was sunny and 18oC.

"It was very frustrating, because I have not had much mileage in a Formula 1 car so far this year, so I was looking forward to Friday." Buemi commented

"We got a couple of runs in dry conditions, but then as I was meant to be doing a long run test, the rain got much heavier and we decided the most sensible option was to stop running." 

He believes that the testing rules and regulations should be changed.

1. Kimi Raikkonen Ferrari-Ferrari 1min 05.381secs 102 vueltas
2. Heikki Kovalainen McLaren-Mercedes 1min 05.471secs 89 vueltas
3. Robert Kubica BMW-Sauber 1min 05.905secs 135 vueltas
4. David Coulthard Red Bull-Renault 1min 06.001secs 82 vueltas
5. Jenson Button Honda-Honda 1min 06.091secs 155 vueltas
6. Sebastien Bourdais Toro Rosso-Ferrari 1min 06.125secs 110 vueltas
7. Jarno Trulli Toyota-Toyota 1min 06.205secs 120 vueltas
8. Nelson Piquet Jr Renault-Renault 1min 06.355secs 193 vueltas
9. Kazuki Nakajima Williams-Toyota 1min 07.080secs 129 vueltas
10. Adrian Sutil Force India-Ferrari 1min 07.104secs 66 vueltas
11. Giancarlo Fisichella Force India-Ferrari 1min 07.123secs 64 vueltas

Tres días tendrán todas las escuderías de Fórmula 1 para desplazar a sus pilotos (de pruebas o titulares) hasta el circuito Paul Ricard (sito en la ciudad de Marsella), dónde tendrán lugar sesiones de entrenamientos que se extenderán hasta mañana viernes.

Lo más destacadao que se ha podido ver hasta el momento, cómo novedad aerodinámica, es la extensión de la tapa motor del estilo "aleta de tiburón" que ya vimos pasar de Red Bull a Renault o Toro Rosso. En esta ocasión el turno ha sido para el FW30 de Williams, que ha montado uno muy similar.

También destaca la puesta en marcha del nuevo STR3 de Toro Rosso que será estrenado en Mónaco (a ver si los "Sebastianes" pueden superarse con este nuevo monoplaza), y Honda, que basa sus investigaciones de mejora en el nuevo morro para su monoplaza.

The track used today was 2D SC.  (Paul Ricard is a HTTT, if you go to their official site, there is a .pdf download of all of the track layouts!).

Wednesday's Teams and Drivers

Ferrari - Kimi Raikkonen
McLaren - Lewis Hamilton
BMW-Sauber - Robert Kubica
Renault - Lucas di Grassi
Williams - Nico Rosberg
Toyota - Timo Glock
Red Bull Racing - Mark Webber
Honda - Alexander Wurz
Scuderia Toro Rosso - Sebastian Vettel
Force India - Vitantonio Liuzzi

Williams F1 Team have begun testing a new shark fin style engine box cover similar to the ones used already by Renault and Red Bull Racing.

The long fin protrudes from the back of the engine box, and is designed to help stop the car sliding around corners, and aid with protection on aerodynamic parts from cross-winds.  The cover is more likely to be useful at Montreal, where the long back straight and high speed corners destablisie the cars.

Honda F1 Team have brought an advancement of their "dumbo wings".  The strange shaped wings have been present upon the nose of the Honda for the past two rounds, and their effect is completly unknown to many technical analysers, personally i have no idea either but if it helps then keep them!

The new development shows a much more squared off design, much stronger looking for higher downforce, a clear Monte-Carlo development in those wings.  The main feature of them though is the endplates, which make them look like mini front wings!

Late edit: There were three configurations run on the RA108 today.  One was the standard wing with end plates.  One was endplates with curved wings.  One was the wings with diamond shape holes cut into the long pieces before the curve.

Toyota have introduced a radical new rear wing, and some front wing improvements.

Toyota have put in the forward element of the rear wing, in a similar fashion to that of BMW Sauber's front wing. This allows the wing to be steeper, but without any issues with stalling so more downforce can be created.  As far as we know it is legal, but the scrutineers will be looking very carefully at it.

Scuderia Toro Rosso appear to have their new car on track.  It has very similar aerodyanmics to the RBR4, with bridge wing and shark fin tail.

Force India have made minor changes to their front wing, the nose itself is slightly lower, and the pieces connecting the end-plates to the nosecone are folded more backward towards the driver.  Some minor work may have been done on the slat things that come over the ends of the sidepod, but the changes are too small to tell.

Ferrari, Renault and Red Bull Racing all appear just to be testing minor parts, and some high downforce front and rear wings getting some important data for the forthcoming races.

Timesheets

Pos  Driver        Team                       Time     Laps
 1.  Hamilton      McLaren-Mercedes     (B)  1:05.600   84
 2.  Raikkonen     Ferrari              (B)  1:06.089  103
 3.  Kubica        BMW-Sauber           (B)  1:06.177  124
 4.  Webber        Red Bull-Renault     (B)  1:06.348   93
 5.  Vettel        Toro Rosso-Ferrari   (B)  1:06.372   91
 6.  Rosberg       Williams-Toyota      (B)  1:06.571  154
 7.  Wurz          Honda                (B)  1:06.681  131
 8.  Glock         Toyota               (B)  1:06.935   93
 9.  Liuzzi        Force India-Ferrari  (B)  1:07.346  106
10.  di Grassi     Renault              (B)  1:07.430  146

After the Friday practice session Andrea de Cesaris's Alfa Romeo was found to have a faulty fire extinguisher and was consequently disqualified. The team management held Gerard Ducarouge responsible and promptly sacked him. This turned out to be a major blunder and this excellent engineer was quickly snapped up by Lotus. Within six weeks he would help get the Lotus 94T onto the track and thus provide the failing team with a big boost for morale.

Renault were able to take full advantage of the extensive testing they had done on the circuit. As a result Prost easily secured pole with team-mate Eddie Cheever alongside him on the front row. Race day began under a grey sky and in the presence of a strong Mediterranean wind it soon became apparent that the entire proceedings were going to be staged in somewhat chilly conditions.

When the lights went green Prost made an excellent start which looked even more impressive when compared to Cheever's wheel-spinning antics. Patrese got through into second spot while Piquet, having started in sixth place charged between Arnoux and the pit-wall to grab fourth behind a rapidly recovering Cheever. The Renault 1-2 remained in force until lap 18 when Piquet edged ahead of Cheever but catching Prost would be impossible without some kind of miracle. So it was Prost, Piquet and Cheever climbing onto the podium in the end.

1983 French Formula 1 Grand Prix, Paul Ricard, Le Castellet

Pole Position: Alain Prost, Renault RE40, 1m 36.672s, 216.360 km/h (134.469 mph) average.

Race Result: Winner – Alain Prost, Renault RE40, 54 laps x 5,810 = 313.740 km (194.990 miles) total race distance in 1h 34m 13.913s, 199.767 km/h (124.156 mph) average.

2) Nelson Piquet Brabham BT52 + 29.720s
3) Eddie Cheever Renault RE40 + 40.232s
4) Patrick Tambay Ferrari 126C2B + 1m 06.880s
5) Keke Rosberg Williams FW08C + 1 lap
6) Jacques Laffite Williams FW08C + 1 lap

Fastest Lap: Alain Prost, Renault RE40, 1m 42.695s on Lap 34 = 203.671 km/h (126.555 mph) average.

Milestones among drivers:

- Eddie Cheever’s 50th F1 Grand Prix

- Jean-Louis Schlesser’s debut in an F1 Grand Prix

Como já foi mostrado antes nos posts do ano passado, havia duas divisões na época: Divisão 1 - motores com mais de2000cc - na qual os Porsche 935 dominavam. Esses fantásticos carros Gr.5 baseados no 911 eram capazes de superar um Formula 1 numa longa reta, como aconteceu uma vez num dia de testes na reta Mistral em Paul Ricard. Mas na Divisão 2 - motores até 2000cc - os fãs esperavam ver uma disputa clássica entre Ford e BMW.

Jochen Neerpasch, chefe de competição da BMW, decidiu retirar a equipe oficial do campeonato depois que as equipes clientes da BMW Motorsport GmbH se queixaram de estar comprando equipamento para competir contra uma equipe de fábrica com um orçamento infinitamente maior. Como Neerpasch queria promover as carreiras de Eddie Cheever, Marc Surer e Manfred Winkelhock adiante em direção à F1, depois de apenas uma temporada o time junior da BMW virou história. Enquanto Cheever e Surer iriam se concentrar na disputa do Europeu de Fórmula 2, Winkelhock ainda faria aparições esporádicas pela equipe HAT, particular.

Outro fator interessante era o motor BMW 1.4 turbo que os irmãos Schnitzer tinham introduzido na temporada anterior, ainda instalado num antigo BMW 2002 e, no entanto mostrando-se superior ao normalmente aspirado 2.0 vendido aos clientes da BMW Motorsport. Ficou óbvio que para conseguir superar a oposição dos Ford com seus motores - até então - normalmente aspirados BDA, o 1.4 turbo seria superior na maioria das pistas. Para confirmar isso, o piloto oficial de fábrica Winkelhock estava ao volante de um dos três 320i turbo na primeira prova da temporada.

A etapa de abertura da temporada de 1978 aconteceu na pista belga de Zolder, pertinho da fronteira alemã, daí o nome germânico do evento conhecido como "Bergischer Löwe". A corrida da Div. 1 foi de novo quase uma prova da Porsche Cup - exceto pelo Toyota de Rolf Stommelen - com o holandês Toine Hezemans levando a primeira vitória da temporada. Na Div. 2, a era dos motores turbo de pequeno deslocamento tinha começado, Hans Heyer vindo em segundo com seu Zakspeed Ford Escort e Harald Grohs em terceiro, mas ambos com seus motores 2 litros pouco podiam fazer contra a potência que os turbos desenvolviam nas retas. Este seria o fator decisivo por toda a temporada.

A segunda etapa parecia confirmar a tendência, desta vez com o austríaco Harald Ertl levando a corrida da Div. 2 ao volante de um Schnitzer-BMW 320i 1.4 turbo à frente dos normalmente aspirados Zakspeed-Escorts e do BMW de Markus Höttinger, na velha e longa Nordschleife do Nürburgring. Mas a BMW Motorsport GmbH não estava totalmente dormente em relação ao Grupo 5. O braço esportivo da fábrica bávara inscreveu Ronnie Peterson e uma 320i especial na Div. 1 para testar um recém desenvolvido motor 2 litros turbo.

Isto seria um teste, pois o carro seria mandado aos EUA para competir na série IMSA, e a BMW não tinha planos de colocá-lo no DRM contra os poderosos Porsche. Mas Peterson não pode correr - em vitória de Bob Wollek - pois bateu forte o carro de fábrica nos treinos e um reparo decente foi impossível de se fazer no circuito.

As you might have already learned from last years’s posts, there were two divisions at the time: Division 1 – engines with more than 2000cc – in which the Porsche 935 dominated. Those awesome 911-based Gr. 5 cars were capable to outpower Formula 1 cars on long straight, like it happened during a test day in Paul Ricard down the long Mistral straight.

But in Division 2 – engines with up to 2000cc – fans would be looking forward to the classic fight between Ford and BMW’s head of motor sport Jochen Nerpasch withdrew his works team after complaints by teams, customers to the BMW Motorsport GmbH, unhappy to buy material in order to compete against a works outfit with almost infinite budget. As Nerpasch wanted to push Eddie Cheever, Marc Surer and Manfed Winkelhock career’s towards Formula 1 anyway, after just one season the BMW Junior Team became history in the DRM. While Cheever and Surer would concentrate on racing in the European Formula 2 Championship, Winkelhock would make sporadic appearances for privateer Team HAT.

Another interesting issue was the 1.4 supercharged BMW engine the Schnitzer brothers introduced the previous season, still installed in an ageing BMW 2002 shell and proving nonetheless superior to the normally aspirated 2.0 version BMW Motorsport GmbH sold to their clients. It became obvious that in order to beat the opposition from Ford with their – so far – normally aspirated BDA engines, the 1.4 turbo would be superior on most tracks. In order to prove that BMW-words driver Winkelhock was at the wheel of one of three 320i turbo at the first race of the season.

The opening round of the 1978 season happened at the Belgian track of Zolder, just across the border from Germany, hence the Germanic name of the event which was known as the “Bergischer Löwe”. The Division 1 race was again almost a Porsche Cup race – bar Rolf Stommelen’s Toyota – with Dutchman Toine Hezemans taking the first win of the season. In Division 2 the era of the small displacement turbo engines had begun, Hans Heyer came second with his Zakspeed Ford Escort and Harald Grohs was third but both drivers in their 2-liter-engines had little to offer against the power the turbo developed down the straights. That would be the deciding issue throughout the season.

The second round seemed to confirm the trend, this time Austrian Harald Ertl won the Division 2 race at the wheel of a Schnitzer-BMW 320i 1.4 turbo ahead of normally aspirated fraction of Zakspeed-Escorts and Markus Höttinger's BMW at the old and lengthy Nürburgring Nordschleife. But BMW’s Motorsport GmbH wasn’t completely dormant regarding their Group 5 activities. The Bavarian manufacturer’s racing arm entered Ronnie Peterson and a special 320i in Division 1 to test a newly developed 2-liter-turbo-engine.

This would have been a test as the car was then shipped to the US to compete in the IMSA Series, as BMW had no plans to race it in the DRM against the mighty Porsche. But Peterson didn’t make the race – won by Bob Wollek – as the Swede crashed the works-car in practice and a decent repair turned out to be impossible on site.

Elio de Angelis' name ended up in a number of Formula 1 team bosses' notebooks after finishing second to Didier Pironi in the 1977 Monaco F3 Grand Prix. His only 4th car race ever! With further wins that year at Monza and Misano allowed him to win the Italian F3 title at his first attempt. That year he also took part in some Formula 2 races with Giancarlo Minardi's Scuderia Everest and led his first race.

In 1978 he raced in F2 with a Ferrari-engined Chevron B42 of Scuderia Everest. But the car was uncompetitive and after some disappointing results De Angelis decided to step and haveanother go in F3, eyeing a win in the - at the time - prestigious Monaco-F3 GP. He duly accomplished this feat and, as a result, got an offer to test for the Shadow F1 team in September that year.

Signing the deal with Shadow, his father paying the bills, the 20-year-old got rid of his reputation of being a pay-driver very quickly. Colin Chapman signed him to join Mario Andretti at Team Essex-Lotus and already in his second race with the team, he finished 2nd in Brazil. He did not score again until the Austrian GP in the summer but was then 4th at Monza and Watkins Glen.

His first Grand Prix victory came at the 1982 Austrian GP, finishing just ahead of Keke Rosberg's Williams. It was one of the closest finishes in history, the last time Colin Chapman would thow his cap up in the air and the end of the winning ways of Cosworth V8s. Althoug win-less, 1984 would be his best season, finishing 3td in the final standings. In 1985 he scored another victory after Alain Prost was disqualified at Imola. By now however Ayrton Senna had joined Lotus and it was clear that if De Angelis wanted to stay he would have to do so as the number two.

In 1986 he moved to Brabham and was joined by Riccardo Patrese. The team ran the unusual BMW-engined BT55, a car so flat that it was known as "the skateboard" and it was while testing this on 14th of May at Paul Ricard that he was killed when a rear wing failed, the car careered through the fences and caught fire. De Angelis had to be rescued by Alan Jones and Nigel Mansell, also testing in Le Castellet that day, and the Brabham mechanics. He died early next morning in a hospital in Marseille as a consequence of the symptoms of asfixiation due to the inhaled smoke.

Born: 26th of March 1958 in Rome, Italy
Died: 15th of May 1986 in Marseilles, France, aged 28.

Os chefões da Formula 1 tomaram conhecimento do nome Elio de Angelis pela primeira vez quando o piloto romano terminou o GP de Formula 3 de Mônaco de1977 em 2º lugar, só perdeu para Didier Pironi. Ainda mais porque este clássico foi somente a sua quarta corrida de automóvel! Vitórias em Monza e Misano garantiram o titulo de campeão italiano de F3. Naquele mesmo ano ainda estreou na Formula 2 com a Scuderia Everest de Giancarlo Minardi e chegou a liderar na sua estréia na categoria.

Em 1978 começou a temporada com um Chevron B42 da Scuderia Everest, mas com o motor do Ferrari Dino não tinha como vencer corridas. Então Elio resolveu dar um passinho pra trás e participar novamente no GP de F3 de Mônaco, uma vitória naquele clássico era considerada naquela época como bilhete ingresso para a Formula 1. E funcionou. Não só venceu como também fechou contrato com a Shadow para estrear a temporada seguinte na categoria máxima com apenas 20 anos de idade. Conquistando o 4º lugar no GP dos EUA com o material inferior em Watkins Glen, o piloto romano chamou atenção dos demais chefes de equipe.

E foi com Colin Chapman que o italiano fechou para a temporada de 1980. No GP do Brasil, sua segunda atuação pela Essex-Lotus, já conquistou o 2º lugar e entrou para o livro de recordes: Com 21 anos, 10 meses e dois dias de idade tornou-se o piloto mais jovem a conquistar um pódio. Um recorde que permaneceria intacto durante 17 anos. Mas a Lotus já não estava mais no auge, outro sucessos demorariam em chegar.

No GP da Áustria de 1982, em Zeltweg, de Angelis comemorou a sua primeira vitória na F1 com uma das menores margens de vitória ao segundo colocado da história da F1. Foi a última vez que Colin Chapman iria prestigiar com o famoso gesto de jogar o seu famoso boné ao alto, pouco depois o gênio da F1 iria falecer. Foi igualmente a penúltima vitória da Cosworth na F1.

Em 1983, já sem Colin Chapman, a Lotus já está em certas dificuldades. Mesmo usando os motores Renault V6 turbo, a Lotus 93 T não se mostrou como carro de ponta. Mesmo assim De Angelis conquistou a sua primeira pole position no GP da Europa, em Brands Hatch.

1984 começou com o 3º lugar no GP do Brasil largando da pole e uma série de bons resultados leva o italiano a liderar o campeonato, mas o 2º lugar em Detroit permanece o melhor resultado do ano. Sem vitórias, 3º lugar na tabela, uma pole e quatro pódios tornariam esta a melhor temporada de sua carreira. Ainda porque Ayrton Senna ingressou na Lotus em 1985, o que não impediu Elio de vencer em Imola e conquistar a pole no Canadá. Mesmo assim, Senna começou a assumir o controle dentro da Lotus.

Inconformado, de Angelis aceitou a proposta de Bernie Ecclestone de correr pela Brabham em 1986 ao lado do conterrâneo Ricardo Patrese com o radical baixo BT 55. Um carro problemático e difícil de "sentir" devido à posição deitada. O GP de Mônaco, no qual largou do ultimo lugar no grid, foi uma das piores corridas na carreira do italiano. Ele precisava entender os problemas que sofria com o BT55 pediu para poder testar em Paul Ricard. Em 14 de Maio de 1986 a quebra do aerofólio traseiro a 290 Km/h fez o carro sair do chão e capotar nas redes de proteção. Virado pra baixo e enroscado nas telas de arame, o motor incendiou-se.

Alan Jones e Nigel Mansell, que também estavam testando, tentaram desesperadamente apagar o fogo. Longos minutos depois conseguiram resgatar o piloto com a ajuda dos mecânicos da Brabham. De Angelis acabou falecendo na madrugada do dia seguinte em conseqüência de danos cerebrais por asfixia em um hospital em Marselha.

Nasceu: 26 de Março de 1958 em Roma na Itália.
Faleceu: 15 de Maio de 1986 em Marselha na França aos 28 anos

P.S. Esta homenagem levou praticamente o dia inteiro para ser constituída porque a "carroça" que é TIM Web impedia qualquer trabalhao sério. Pudera... à 15 (!) kbps de velocidade...

Elio De Angelis war ein höflicher junger Römer, ein feiner Sportler, exzellenter Piano Virtuose und ein schneller und sehr ruhiger Rennfahrer. Er starb bei einem tragischen Testunfall in Paul Ricard im Jahre 1986. Seine Karriere hatte im Alter von 14 Jahren im Kart-Sport begonnen. Er fuhr in einem 100cc Kart unter anderem gegen den jungen Eddie Cheever. Der Aufstieg zu internationaler Anerkennung ging schnell – 1975 Vizemeister in de der WM und Europameister 1976.

Mit 19 Jahren machte er den Sprung in die Formel 3 und gewann am Steuer eines Chevron sein drittes Autorennen auf dem Kurs von Mugello in der Nähe von Florenz. Zwei Wochen später wurde er beim Formel 3 Grand prix in Monaco Zweiter – eine eindrucksvolle Vorstellung. Später wechselte er auf einen Ralt und feierte in selben Jahr weitere Siege in Monza and Misano. Dadurch gewann er auf Anhieb den Titel in der italienischen Formel 3 Meisterschaft. In diesem Jahr bestritt er für Giancarlo Minardis Scuderia Everest auch einige Formel 2 Rennen und führte sein erstes Rennen an.

1978 kam die Chance mit einem Scuderia Everest Chevron B42 mit Ferrari-Motor in der Formel 2 zu fahren. Die Ergebnisse waren enttäuschend und gegen Mitte der Saisn beschloss De Angelis, in die Formel 3 zurückzukehren und zu versuchen, den Formel 3-Grand Prix von Monaco noch ein Mal zu gewinnen. Das gelang ihm auch und dieser Sieg, in jenen Zeiten fast eine Garantie für einen Formel 1-Vertrag, brachte ihm die Chance ein, im September für das Shadow Formel 1 Team zu testen.

Es gab zwar einen Vertrag mit Tyrrell, aber schlussendlich landete der Unterneherssohn bei Shadow. Im Alter von 20 Jahren debütierte er in der Formel 1, aber mit dem Ruf ein „Pay-Driver“ zu sein. Einer, der f6ur das Fahren Geld mitbringt. Zu Unrecht. Ende der Saison sah die Geschichte bereits anders aus, Colin Chapman nahm den jungen Römer unter Vertrag. De Angelis stieg aus seinem Shadow-Vertrag aus und wurde bei Lotus Teamkollege von Mario Andretti. Die Klage von Shadow folget auf dem Fusse, aber die Entscheidung war die richtige und bei seinem zweiten Rennen für Lotus wurde er in Brasilien Zweiter. Die nächsten Rennen bis Österreich blieben zwar punktelos, in Monza und Watkins Glen wurde er Vierter.

Sein erster Sieg errang Elio beim Grossen Preis von Österreich 1982, ein wahrer Krimi, bei dem de Angelis haarknapp vor Keke Rosberg im Williams die Ziellinie überquerte. 1985 feierte er seinen nächsten Sieg nachdem Alain Prost in Imola disqualifiziert wurde. Zu diesem Zeitpunkt war aber Ayrton Senna ins Team gekommen und es war klar, dass de Angelis, wenn er bei Lotus bleiben wollte, sich mit der Nummer zwei begnügen musste.

1986 nahm er Bernie Ecclestones Einladung an und wechselte zu Brabham als Teamkollege von Riccardo Patrese. Das Team hatte den radikal flachen BT55 mit BMW-Turbo-Motor. Das Auto war so niedrig, dass es den Spitznamen “Skateboard” bekam. Bei Testfahrten am 14. Mai in Paul Ricard geschah das Unglück. Der Heckflügels löste sich, das Auto hob ab, Überscshlug sich durch die Fangzäune und fing Feuer. De Angelis musste von Alan Jones und Nigel Mansell, die an diesem Tag auch in Le Castellet testeten, und seinen Brabham Mechanikern aus dem Auto geholt werden. Er starb am frühen Morgen des folgenden Tages in einem Krankenhaus in Marseille durch einen Atemstillstand – eine Folge des giftigen Rauches, den er eingeatmet hatte.

Geboren: 26. März 1958 in Rom, Italien
Gestorben: 15. Mai 1986 in Marseille, Frankreich, im Alter von 28 Jahren.

Cuenta con un aeródromo de 1,8 kilómetros de pista, que permite operar a aviones como un Boeing 737-100 y cualquier tipo de avioneta o reactor privado. Sin embargo, no cuenta con tribunas de espectadores ya que las cercanías al circuito no tienen infraestructuras para albergar a miles de personas, como hoteles, carreteras de alta capacidad, etc.

En Paul Ricard, gracias a su multitud de subtrazados, se pueden utilizar 180 configuraciones diferentes, además los pianos pueden elevarse a voluntad, o utilizar una multitud de aspersores automáticos para simular conducción en piso mojado. La cantidad de cal del agua es regulable, algo muy valorado por los fabricantes de neumáticos.

Lo mejor del circuito es la recta Mistral, de 1,5 kilómetros de longitud, que acaba en la curva abierta Signes. Con mucha potencia, pueden alcanzarse los 300 Km/h en esta parte del circuito. La longitud máxima del circuito es 6,1 kilómetros.

Cuenta con unas enormes zonas de escapatoria con asfalto muy muy adherente (mejor que la gravilla), y la posibilidad de accidente es muy reducida, casi nula. Como todo en esta vida, tiene su precio, si puedes gastarte unos 35.000 euros, podrás alquilarlo durante un día, ¡si nadie lo está utilizando, claro!