November 2014 issue of Motor Sport Magazine

NIGEL ROEBUCK REFLECTIONS ON SPA & MONZA

LE MANS WINNER TESTED

SCOOP! We give young

Brit his big break

www.motorsportmagazine.com

90TH ANNIVERSARY YEAR

NEW DAWN AT

FERRARI WORLD EXCLUSIVE INTERVIEW

Piero Ferrari on the past, present and future of his father’s beloved Scuderia

Plus 10 0 YEARS OF MAS ERAT I Our 12-page tribute to the Trident ASTO N MA RT I N T UR N S A PAGE Why latest (and familiar) Vanquish bookends eras

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THE MOTOR SPORT MONTH

IN PICTURES

SEPTEMBER 12-14 2014

Look and glisten GOODWOOD, ENGLAND

ROLLS-ROYCE

The Goodwood Revival Meeting featured its customary blend of props, including a BMC dealership, a fake Tazio Nuvolari, Stonehenge, Earls Court and this recreation of Rolls-Royce coachbuilder Hooper’s West End premises, the original version of which opened in 1904 at 54 St James’s Street, Piccadilly. The firm built horse-drawn carriages before moving on to car bodies.

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F1 FRONTLINE with

Mark Hughes

Here comes the

SON Racing folk are aware of his existence, but less sure about the precise role Piero Ferrari plays in the globally famous company established by his father Enzo. Would it surprise you to know he’s been its driving force for many a year, despite popular perceptions to the contrary? Read on as he talks to Motor Sport in a world exclusive photographer

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JAMES MITCHELL

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F1 FRONTLINE with

Mark Hughes GRAND PRIX NOTEBOOK

B E L G I U M & I T A LY Rd 12 SPA-FRANCORCHAMPS, AUG 24 2014 1 DANIEL RICCIARDO Red Bull RB10 2 NICO ROSBERG Mercedes W05 3 VALTTERI BOTTAS Williams FW36

1hr 24min 36.556sec 1hr 24min 39.939sec 1hr 25min 04.588sec

F A S T E S T L A P NICO ROSBERG Mercedes W05 1min 50.511sec R A C E D I S T A N C E 44 laps, 191.415 miles P O L E P O S I T I O N NICO ROSBERG Mercedes W05 2min 05.591sec

ANCIENT BATTLES THAT ONCE SEEMED SO IMPORTANT, long won and lost and probably unseen by anybody alive now, played out at Spa and Monza. As Formula 1 checked out of Europe for 2014, so the sport’s two most historic venues hosted an ongoing tussle between Mercedes drivers Nico Rosberg and Lewis Hamilton. It’s one that might prove decisive – and which from the perspective of ‘now’ feels so important.

A second-lap collision between the Mercs in Belgium – one that was adjudged by the team to be clearly Rosberg’s fault and which cost it what was likely to have been a dominant 1-2 – increased Rosberg’s championship lead considerably. But it also risked his isolation within the team and, as he arrived at Monza having been publicly castigated (and heavily fined) by his employer, it was difficult not to feel that his confidence had been dented. He was unable to capitalise fully on a technical problem that allowed him to lead into the first corner three places ahead of his pole-sitting rival. Hamilton’s subsequent recovery pace twice induced Rosberg to sail straight on up the Retifilio chicane escape road, paving the way for Hamilton’s sixth win of the season (and his 28th career victory, taking him past the tally of Jackie Stewart).

BELGIUM MANY MILLIONS OF YEARS AGO, TECTONIC UPLIFT CREATED the perfect contours for a racing track around what is now Spa-Francorchamps. The same process, at the same time, shaped the topography upon which the nearby Nürburgring (the Nordschleife version) would later be built as Hitler became an early adopter of Keynesian economics.

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Rd 1 3 M O NZA , S EPTEM BER 7 2 01 4 1 LEWIS HAMILTON 2 NICO ROSBERG 3 FELIPE MASSA

Mercedes W05 Mercedes W05 Williams FW36

1hr 19min 10.236sec 1hr 19min 13.411sec 1hr 19min 35.262sec

F A S T E S T L A P LEWIS HAMILTON Mercedes W05 1min 28.004sec R A C E D I S T A N C E 53 laps, 190.587 miles P O L E P O S I T I O N LEWIS HAMILTON Mercedes W05 1min 24.109sec

Nestling in the Ardennes – a forest already with strong motor sport associations, even before Spa hosted its first grand prix in 1925 – Spa’s mini climate is notoriously capricious, partly on account of the big elevation changes created by the ancient rock uplift. This year its influence on the event was confined to the qualifying order, a deluge 40 minutes before the session leaving the track wet enough to require intermediate tyres throughout, subsequent sprinklings of light rain keeping it lubricated. The timing of that Saturday morning downpour probably shaped much of this race for, without it, we’d probably have had an entirely different order and choreography on the opening couple of race laps, the Hamilton/Rosberg incident probably wouldn’t have happened and Williams rather than Red Bull would probably have been the best of the rest after Mercedes.

Without the Saturday rain, Hamilton looked favourite for pole over Rosberg. With the cool conditions and low grip, however, Hamilton allowed his left-front carbon brake disc to glaze. Rosberg too suffered some glazing, but was less gung-ho in the braking areas to compensate and he put together a beautifully-controlled sequence of error-free laps at each crucial juncture. Hamilton’s aggression had him set to eclipse Rosberg’s time on his final run – until he arrived at Malmedy late in the lap, locked up and ran wide. The Mercs were more than two seconds faster than the opposition – and that margin was partly to do with the rain, too. In the dry of Saturday morning, the Williams-Mercedes of Valtteri Bottas had been fastest – and with a time that suggested it might be able to at least push the Mercs. But the FW36 is a car notoriously sensitive to tyre temperature and also has a small shortfall in rear downforce; rain therefore is not its friend and in the wet Bottas could do no better than sixth. This played its part in allowing Sebastian Vettel to qualify third, but the 2.2sec deficit to Rosberg would likely NOVEMBER 2014

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ALL IMAGES LAT

Party time at Mercedes following its Monza 1-2.

Hamilton is trying to avoid a drenching, not his team-mate...

18/09/2014 11:54

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t keeps giving”

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A toZ a

is for Alfieri, Giulio

This Parma-born engine designer and chassis engineer was once the heart of the competition department. Alfieri devised most of the great Maserati road and race engines prior to leaving for Lamborghini in the mid-70s (he helped turn the firm around with the Quattrovalvole V12). His bulging CV included the Tipo 61 ‘Birdcage’, the V8 that powered the 450S sports-racer and the compact V6 inserted into cars such as the Merak and Citroën SM. He also had input into the V12 F1 engine employed by Cooper in 1966-67, and engineered the fabulous Bora supercar, if only in part.

b

is for brothers Officine Alfieri Maserati was founded on December 14, 1914 in Bologna, Italy by Alfieri Maserati, with brothers Ernesto and Ettore Maserati joining the firm at the end of WW1. Bindo Maserati joined the company in 1932 following the death of Alfieri. The brothers stayed on after the marque was acquired by Adolfo Orsi in 1937, under a 10-year contract, but their relationship with the new regime wasn’t a happy one. Ernesto, Ettore and Bindo left in 1947, setting up shop in a disused part of the original

NOVEMBER 2014

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A-Z retrospective Maserati’s centenary

1952 ITALIAN GRAND PRIX Felice Bonetto made just two Grand Prix starts in 1952, but claimed fifth place aboard a factory A6GCM at the Monza season finale.

That year’s Targa Florio victor was engaged as a works Maserati driver for the entire ’53 world championship, only to perish at the end of the season following an accident on the Carrera Panamericana.

NOVEMBER 2014

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Tribute Jonathan Williams

Too free a spirit

for Ferrari

He started only one GP, but had a better track record than the wider world appreciated. This is our tribute to the unconventional Jonathan Williams, who always knew there was more to life than racing. He passed away recently writer

ADAM COOPER

G

sell them like the others do’. It had never crossed my mind – she spilt the beans!”

There was of course one enduring reason for the interest of these folk – Jonathan drove a works Ferrari in the 1967 Mexican GP, his one and only F1 start. At the time it hardly ranked as one of his most satisfying achievements. And yet over the decades, this modest and softly spoken man came to appreciate that his single season at Maranello, and status as a Grand Prix driver, was something of which he could be proud.

Jonathan passed away in Spain on August 31, aged 71, having spent most of the past 50 years outside the UK. That lifestyle choice was perhaps an unconscious reflection of the fact he was born in sunnier climes, but denied the chance to grow up there. It was no coincidence that the first song played at his funeral service was Willie Nelson’s On the Road Again.

LAT

IVEN THAT HE LIVED A quiet and low-key life in Spain, Jonathan Williams was always bemused by the ability of a certain group of people to track him down. Every now and then he would receive letters from autograph hunters – usually dealers masquerading as fans – and he struggled to work out how they had found his address.

“They are better than Interpol,” he recently told me, with a smile. “My theory is that somebody’s got it, and it gets sold along. I keep these letters, usually from Germany or Austria, and often I get one that’s a duplicate from two years ago. I got one from a girl who said she is in love with F1, and would I sign two or three of these pictures? And she said, ‘I will not

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{ LUNCH WITH }

KENNY BRÄCK

He reached Formula 3, stepped back to Renault Clios and then went on to conquer Indianapolis... via an argument or two with Tom Walkinshaw writer

SIMON TAYLOR | photographer JAMES MITCHELL

E

VERY SPORTSMAN TENDS to be remembered, above all, for one particular achievement: one win, one record, one defining moment in his career.

Kenny Bräck feels that most people primarily recall his victory in the Indianapolis 500 in 1999. Yet by then he was already IRL champion, having earned the title in only his second season in the USA. And before that he’d had a decade of successful racing in Europe, only losing the FIA F3000 Championship after a penalty in the final race.

But Kenny would no doubt prefer not to be remembered, as he is by many, for setting a most undesirable record at the Texas Motor Speedway on October 12, 2003. In a devastating accident his car’s high-flying impacts against fences, barriers and track were measured by the on-board meter, later retrieved from the wreckage, at an unbelievable 214g.

To give you an even more incomprehensible statistic, at that moment Kenny’s body, normally a slender 10 stone 12 pounds, would have weighed 14½ tons.

Nobody had ever survived an impact that severe. It almost killed him, and he was unconscious for days. The lurid list of his injuries included a severely broken back – his crushed vertebrae caused his spinal cord to separate from his dural sac – plus broken legs, shattered ankles, broken sternum and ribs, bleeding on the brain and eye damage. During the months of intensive care that followed in three hospitals, he almost died twice more.

When we meet he doesn’t tell me all of this, merely describing the accident and its aftermath briefly and dispassionately. I had to establish the extent of his injuries from other sources.

But he does describe his indomitable efforts when he finally left hospital to get himself fit, spending six hours of every day in a rehab centre. To get there he would lever himself out of his wheelchair into his car and then drive to the centre, using one crutch to operate the accelerator and the other to operate the brake.

He did this for six months: weights, water therapy, balancing, mobility exercises.

He wasn’t thinking about making a racing comeback, just getting back to normal health as far as he could.

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