FORMULA 1

THE PURSUIT OF SPEED

photography by
Paul-Henri & Bernard Cahier
words by
Maurice Hamilton
The pictures in this book are the work of a father and son photographic
dynasty, and The Pursuit of Speed is the result of a project I had been
wanting to do for quite a long time. A book that would blend and
showcase the work that my late father and I have completed during the
past sixty-four years in the extraordinary world of Formula One Grand
Prix Racing (F1), a body of work that comprises what is known as The
Cahier Archive.
So when I was contacted by Lucy Warburton from Aurum Press,
telling me she had a book idea on the inside world of F1, I thought to
myself that this could be a great opportunity. But selecting the relevant
pictures from a collection of well over half-a-million photographs was no
easy task. The tremendous evolution of both men and machines, from the
glorious days of true camaraderie and endless tragedy to today’s world of
high-tech show, had to be blended into a coherent, harmonious and
beautiful book. That was indeed a challenge, and the result is here, for
your viewing pleasure. I hope you will enjoy reading the work as much
as we have relished putting it together. Motor racing at the highest level
is all about addiction to speed; it is the dance of life and death on the
very edge of sanity. Intense emotions, unlimited courage, outrageous
dexterity, powerful rivalries: all are blended in The Pursuit of Speed, and
the result is a sort of visual symphony of this unique spectacle. My dad
would be very proud.
CONTENTS
FOREWORD

INTRODUCTION

RIVALRIES
THE LEGENDS OF F1

TEAMS AND CARS

A DESIRE FOR SPEED

THE CIRCUITS
TRIUMPH AND TRAGEDY ON F1’S COURSES

INDEX

ACKNOWLEDGEMENTS
 FOREWORD BY

SIR JACKIE STEWART OBE

It’s seldom in any business, sport or the world of entertainment, that sons
become as successful as their fathers; but Paul-Henri Cahier has achieved
this feat.
When I entered Formula One Grand Prix racing, Bernard Cahier was
already one of the most globally recognised journalists and photographers
in motorsport. As I write this foreword, Paul-Henri enjoys the same
impressive presence and respect as an F1 photographer.
Bernard Cahier became more than a journalist and a photographer,
even though he was hardly ever to be seen without a camera around his
neck. He wrote for many of the top motorsport magazines in the world
and beyond that, he had commercial relationships with companies such as
Goodyear, in which he served at the highest level, including as President
and Chairmen. Bernard’s presence in the sport is further noted by his
advisory role on the ground-breaking film on Formula One, Grand Prix
by John Frankenheimer. Bernard even featured in the film from time to
time.
It was Bernard’s close relationship to many of the top drivers that
stood him apart and produced such resonating photographs. One of whom
was Baron de Graffenried, known to his friends as Toulo. It is amazing
how serendipitous life can be. When I was driving F1 cars, Bernard took
me to Toulo’s lovely chalet in Villars for lunch. To my absolute
amazement, the great Juan Manuel Fangio was at the same table; what a
great thrill for a young Grand Prix driver. Even more incredible, that same
chalet today belongs to Paul Stewart, my eldest son.
A very important element of the Cahier family partnership was Joan,
the wonderful wife of Bernard and mother of Paul-Henri. What a great
combination they were and what a wonderful reality that Paul-Henri is
today carrying on so successfully the same high skills that he has
inherited from his father and mother.
In today’s world of photography, Paul-Henri isn’t as lucky as his
father. I see Paul-Henri at almost every Grand Prix and he is absolutely
laden down by huge cameras, extraordinary lenses and the backpack of
support equipment required by today’s incredibly high standard of
photography and definition – rather different to the early days of his art.
The combination of two great photographers compiling a book that ranges
so widely and demonstrates the immense change that Formula One and
motorsport in general has undergone – transforming the look, the speed,
the colour and the personality of the sport – is so well revealed in this
excellent collection of wonderful photographs.
Formula One: The Pursuit of Speed gives an insight into the world of
F1 which few might get to enjoy if it wasn’t for the talents of people like
Paul-Henri Cahier, Maurice Hamilton and, of course, Bernard Cahier.
Bernard was one of the true pioneers of the photographic journey and his
and Paul-Henri’s work are the reason that we are able to celebrate the
world of Formula One.
INTRODUCTION
Sixty-four years is a long time by any standard. In Formula One, the
progress and change have been immense. To have this evolution
recorded is one thing; to enjoy the benefit of images exquisitely captured
on camera is quite another.
That is precisely what we’ve got between the pages of this book,
thanks to the precision, imagination and brilliance of the late Bernard
Cahier and his son, Paul-Henri. Between them, father and son have
reflected the growth and transformation of a sport that has been
glamorous and spectacular throughout.
During this time, and despite enormous evolution, F1’s fundamental
framework has remained unchanged. The drivers are heroes, no matter
what they drive; the rivalries and friendships continue exactly as they
were in the 1950s, even if today’s enmities are mercilessly exposed by
social media.
These central themes are caught perfectly thanks to both
photographers enjoying the privilege of being allowed behind the scenes
and having the patience to recognise and catch the intimate and tense
moments when up close. The subsequent images are unique and
priceless.
In the same way that a racing driver’s attire defines each era, the size,
shape and sophistication of his car marks huge advances in technology
across the decades. The teams may have expanded to match this progress
but, like the drivers, at heart they remain exactly as they were.
Famous names such as Ferrari, McLaren and Williams continue to be
motivated by a massively competitive urge that has not changed
regardless of the high-tech trappings. The absolute focus is on finishing
first. Second place is no more an option in 2016 than it was in 1956.
The canvas for this thrilling competition has been provided by more
than seventy different race tracks since the World Championship began
in 1950. And, once again, while the backdrops may have altered in
keeping with the necessary demands for safety, the challenge provided
by the slow corners and fast curves places the same call for that
intoxicating mix of accuracy and daring by the men in their machines.
In the 1950s and 60s, street circuits were more prevalent than today.
The images in this book highlight the raw and fairly basic demands
placed on drivers by kerbs, lampposts and walls waiting to penalise the
smallest error. More recent photographs bring home the understandable
need for reducing these hazards while, at the same time, highlighting the
sometimes extreme dangers endured decades before. This book brings a
striking comparison between these vastly different eras, and only adds to
the sense of respect for drivers and their exceptional skills.
When the cars are at rest and crash helmets are removed, there is the
opportunity for photographers to capture the more candid moments. The
authors have done this with an exquisite stealth that creates the relaxed
impression of subjects not being aware of the camera’s presence.
At the time of taking each photograph, the focus is literally and
naturally on people. But looking at the images with hindsight, a study of
the surroundings presents a penetrating portrait of how F1 and its
trappings have changed, almost beyond recognition.
From the mechanic in oily overalls with a cigarette and a spanner, to
the technicians in crisp uniforms tapping keyboards; from perspiring
drivers with grease-stained faces in polo shirts, to today’s sponsor-
bedecked heroes with shining faces in flameproof overalls; from a kettle
and teapot in the back of a shabby truck, to Michelin-inspired cuisine
delicately served in air-conditioned business and social enclaves; from
team management identified by smart suits and collars and ties, to
serious-looking men and women wearing headsets and electronic
credentials; all of these arresting comparisons of progress are graphically
displayed across the following pages.
If a picture is worth a thousand words, then this book is the
photographic equivalent of a major literary work on motor racing at its
highest and most dramatic level.
 1
RIVALRIES
THE LEGENDS OF F1

R ivalries exist in motor racing, just as they do in any sport. One

competitor wants to beat another. The major difference is that racing
drivers are doing it wheel-to-wheel, at anything up to 200mph.
The associated danger is obvious and significant, particularly when
defining parameters. A feud will find its limit when physical contact
could lead to injury – or worse.
But that does not lessen the impact of searing ambition, as one driver
desperately wishes to prove himself faster than another. Sometimes that
rival may be in the same team, thereby bringing a further intriguing
dimension to a contest that already has a sense of gladiatorial conflict.
When Grand Prix drivers don their flameproof overalls and crash
helmets bearing personal colours, they are preparing for battle on an
asphalt playing field, often with unyielding edges.
The key point – amply illustrated on the following pages – is that the
strength and depth of competitiveness has intensified over the decades.
Paradoxically, a massive improvement in safety has brought an
accompanying increase in potentially threatening enmity. Banging
wheels in 2016 leads to outrage and, at worst, a puncture. Sixty years
before, such a tactic was guaranteed to end in crash and burn.
More than anything, that thought promoted a sense of family. There
was need of it when drivers would perish on an appallingly regular basis.
It fostered camaraderie; a sense of belonging and support that is hardly
necessary today.
Nonetheless, there were conflicts and jealousies many decades ago.
Stirling Moss would irritate his rivals because, as a young upstart, he was
fast – and he knew it. Moss fought for the 1958 championship with
fellow Englishman, Mike Hawthorn. The duel lasted until the final race,
Hawthorn becoming the first British World Champion – but only after
the stewards at the Portuguese Grand Prix unsuccessfully tried to exclude
Hawthorn on a technicality and, remarkably, Moss had come to his
defence. That was the height of ‘rivalry’ then.
Such gentlemanly conduct continued into the 1960s, particularly at
the conclusion of the 1964 championship, which was won by the Briton,
John Surtees, after his Ferrari team-mate had hit the back of one of
Surtees’ rivals. This was accepted, albeit reluctantly, by the aggrieved
party as an accident and no more was said in public. Today, there would
be stewards’ inquiries, court cases and endless social media opinion.
Stirling Moss.
Fellow countrymen tended to stay close. Juan Manuel Fangio (right) and Carlos Menditeguy of
Argentina chat before the 1957 French Grand Prix at Rouen-les-Essarts.

A sharper, potentially corrosive element did not appear until the

1980s, significantly at McLaren when the legendary Ayrton Senna
became team-mate to Alain Prost, considered to be one of the best
drivers in this or any other decade.
A fight for the 1989 championship between the two ended in a
collision while battling for the lead at the penultimate round in Japan. A
year later, at the same circuit, Senna simply drove into the back of Prost
– now racing for Ferrari – and shoved him off the road, becoming World
Champion in the process.
The title battle between Michael Schumacher and Damon Hill in 1994
ended at the final race when the pair collided, popular opinion being that
Schumacher caused the crash that eliminated both cars and gave him the
championship. Schumacher would go some way to proving he was
capable of such a tactic at the final race in 1997 when, once again, he
collided with his championship rival, Jacques Villeneuve. This time,
Schumacher came off worst in every sense, as he was stripped of his
championship points, the title going to Villeneuve.
On each occasion, Schumacher drove for Ferrari, while his rivals Hill
and Villeneuve raced for Williams. In 2014 and 2015, rivalry returned to
within one team as Lewis Hamilton and Nico Rosberg made the most of
their technically superior Mercedes to engage in a battle that became
increasingly intense. It resulted in a clash of wheels on the track and a
frigid atmosphere off it.
At Spa-Francorchamps in 2014, Rosberg was adjudged to have hit the
back of Hamilton’s car, causing a puncture. A year later, while
dominating the championship once more, the pair had edgy moments as
they ran wheel-to-wheel on the track – and sometimes off it. Rosberg
was not happy when Hamilton cut across to take the lead on the first lap
in Japan. The German was even less impressed when the two touched at
the first corner of the US Grand Prix, Rosberg being forced to run off the
road. Gathering himself together, Rosberg eventually got back in front –
only to throw away the lead with an elementary error.
The timing was unfortunate, since the mistake allowed Hamilton to
win his second championship in succession. The pair may have been
team-mates but there was clearly no love lost in the pre-podium cool-
down room when Hamilton playfully threw the cap for second place in
Rosberg’s direction, only to have it flicked back with barely concealed
frustration.

The Grand Prix Drivers’ Association emblem on the overalls of Jo Bonnier (fourth from right)
indicates how drivers, despite their rivalries, tended to work more closely together in the 1960s. The
drivers’ briefing before the 1967 German Grand Prix at the Nürburgring (left to right): Pedro
Rodriguez, Brian Hart, Mike Spence, Jo Siffert, Jacky Ickx, Jackie Stewart, Dan Gurney, Bonnier, Jo
Schlesser, Hubert Hahne and Denny Hulme.
The partnership rivals feared most in the 1960s: Jim Clark (left) and Lotus boss Colin Chapman at
Monaco in 1966.

Plenty of time to spare before the 1955 Le Mans 24-Hour race. Eugenio Castellotti rests against the
rear wheel of his Ferrari and catches up with the news.
Best Man and best mates. Mike Hawthorn (left) and Peter Collins fool around while posing for
Bernard Cahier before the wedding of Collins to the American actress Louise King in January 1957.
Two years later, both drivers would be dead.

Stirling Moss (right) and Tony Brooks shared the winning Vanwall at Aintree in 1957 to produce the
first championship Grand Prix victory for a British car.
British drivers John Surtees (left) and Jim Clark fought for the championship in 1964, the title going
to Surtees.

Signs of the uneasy relationship between McLaren drivers Ayrton Senna (right) and Alain Prost after
finishing first and second in the 1988 Hungarian Grand Prix.
Team-mates but rivals: Lewis Hamilton (left) and Nico Rosberg of Mercedes stand to attention
before a start at Monza in 2015.

That simple impulsive reaction said everything about Rosberg’s effort

and focus of the previous six months amounting to nothing. Suddenly he
was faced with having to do it all over again in 2016. Each race must
have a winner and a loser in the same way that motor racing is predicated
on conflict and barely concealed enmity – just like any other sport.
The fight between Rosberg and Hamilton is nothing new. The
difference these days is that the risk element is massively reduced
compared to forty years ago. Added to which, the associated action on
the track is far more accessible and public than it was in the era virtually
free from live television, when drivers might have a difference of
opinion, but then politely agree to say no more about it.
But the fact remains that high-fuelled rivalries unique to F1 continue
to be at the very core of the sport, as drivers deal with danger while
pursuing excellence. Rivalry exists – as it always has done. It’s just that
the terms of engagement tend to be more dramatically defined at
200mph.
The start of an intense and ultimately respectful rivalry as James Hunt scores his first Grand Prix
win for Hesketh in the 1975 Dutch Grand Prix, beating the Ferraris of Niki Lauda (left) and Clay
Regazzoni.
There was no rivalry as intense as the in-house fight between McLaren drivers Ayrton Senna (1) and
Alain Prost during 1989. The Brazilian leads the Frenchman at Monaco.
■ ASCARI–FARINA
1951

Alberto Ascari and Giuseppe ‘Nino’ Farina were never great rivals as
such, since Ascari usually had the upper hand when racing against a
fellow Italian twelve years his senior. The latter part of Farina’s career
was affected by the intervention of the Second World War, but he did
become the first World Champion when the title was established in 1950.
Ascari won it in 1952 and 1953. During this period, Farina won five
Grands Prix, Ascari twenty, including the Dutch Grand Prix in 1953
(Figure 1). The two are pictured together in the pits at Spa-
Francorchamps in 1954 (Figure 2). Ascari (right) was not racing that
weekend because his car was not ready. He did race at Monaco in 1955
(Figure 2, Figure 3) and famously crashed this Lancia-Ferrari into the
harbour while leading. He swam to safety. Four days later, the great
Italian hero was killed during a test session at Monza.

Figure 1
Figure 2

Figure 3
■ FANGIO–MOSS
1955

This was not so much ‘Rivalry’ as ‘Master and Pupil’. Moss, eighteen
years the Argentine driver’s junior, was only too happy to follow in the
wheel tracks of the double World Champion when they raced for
Mercedes in 1954 and 1955. Moss would say that watching the maestro
from close quarters was the best education a young driver could have.
Both drivers were trusted by the legendary Mercedes team manager
Alfred Neubauer (Figure 1) to race each other, the rare occasion when
Moss (number 12) beat his team-mate being the 1955 British Grand Prix
at Aintree (Figure 2). Moss never did find out if Fangio allowed the
young Englishman the honour of winning at home.

Figure 1
Figure 2
Having moved on from being team-mates at Mercedes, Moss and Fangio were up against each
other in 1957 when driving for Vanwall and Maserati respectively. The friends and rivals, confer
after a hard afternoon’s racing in Italian heat, Moss having beaten Fangio at Pescara.

In the 1956 Championships, Moss congratulates Fangio, who knew he had been fortunate to win
the British Grand Prix in his Ferrari after Moss’s Maserati had run into trouble in the closing stages.
At Monza Fangio’s over-steering 250F leads the Vanwall.
■ FANGIO–COLLINS
1956

Respect rather than rivalry as Juan Manuel Fangio and Peter Collins
(Figure 1) drove for Ferrari in 1956. Collins won the warm approval not
only of Fangio but also Enzo Ferrari at Monza when he stopped of his
own accord during the Italian Grand Prix and handed his car over to the
Argentine. Fangio’s Ferrari had failed and this selfless act not only
allowed him to become champion for a fourth time, but it also denied
Collins the chance to take a title he was destined never to win. The
Englishman (number 2) lines up alongside Fangio’s Lancia-Ferrari
before the start of the 1956 German Grand Prix (Figure 2).
Communication between the two was difficult, as Fangio did not speak
English and Collins was not fluent in Spanish.

Figure 1
Figure 2
■ COLLINS–FANGIO–HAWTHORN
1958

Mike Hawthorn, an archetypal Englishman with a trademark bow tie,

shot to prominence by beating Fangio in an epic wheel-to-wheel battle in
the 1953 French Grand Prix at Reims. Even though Fangio usually had
the upper hand, they remained rivals for many years, the classic
confrontation coming at the Nürburgring in 1957 when Hawthorn and
Peter Collins drove for Ferrari. The Britons appeared to have the race
under control when Fangio made a pit stop. But the Maserati driver then
produced the performance of his life on this long and difficult track,
catching and passing them both (Figure 1). Collins would be killed on
the same circuit a year later, Hawthorn (Figure 2, right) losing his life in
a road accident after becoming the first British World Champion in 1958.
Fangio (Figure 2, left) retired in the same year and passed away in 1995,
aged eighty-four.

Figure 1
Figure 2
■ MOSS–HAWTHORN
1958

Although great championship rivals in 1958 when Stirling Moss drove

for the British Vanwall team and Mike Hawthorn represented Ferrari, the
actions of Moss (Figure 1, right) during the Portuguese Grand Prix
defined sportsmanship at the time. When Hawthorn was threatened with
disqualification for going against the race traffic while recovering from a
spin on the street circuit, it was Moss who pointed out that his rival had
been on the pavement and therefore not on the track at all. Hawthorn
kept his six points – and, two races later, beat Moss to the championship
by one point despite Moss winning the race in Porto (Figure 2, right).
One of the fittest and most professional of drivers, Moss was destined to
never win the title.

Figure 1
Figure 2
■ PHIL HILL–VON TRIPS
1961

At the start of a new formula for Grand Prix racing in 1961, Ferrari
produced a car that would have no equal that year. The ‘Sharknose’ – so
called because of the distinctive twin-nostril air intakes in the nose – won
five championship races, allowing Phil Hill of the USA and Wolfgang
von Trips to fight for the title. The highly strung but thoughtful
American (Figure 1) had little in common with the cool, aristocratic
German who led the championship when it reached the penultimate
round in Italy. By finishing third or higher at Monza, von Trips (Figure
2, right) would have been crowned champion, but his Ferrari collided
with another car and spun off at high speed, killing himself and fifteen
spectators. Hill became the first American to win the title and retired
from F1 in 1964. He died, aged eighty-one, in California in 2008.

Figure 1
Figure 2
■ SURTEES–HILL–CLARK
1962–64

All three British drivers were in contention when the 1964 championship
reached the final round in Mexico. To take the title for the second year in
succession, Jim Clark (Figure 1) needed to win the race, with Graham
Hill lower than third and John Surtees lower than second. With Surtees
having to finish first or second, Hill was the favourite because he would
automatically become champion if the other two did not finish well.
There was controversy when Hill, lying third, was hit from behind by
Surtees’ team-mate Lorenzo Bandini. When Clark’s Lotus retired from
the lead with engine failure, Surtees (Figure 2) only had bring his Ferrari
home second – which he duly did to become the only man to win World
Championships on two wheels and four. Clark and Hill had battled
before. As the more senior of the two Britons, Hill had the edge on
experience, if not out-and-out speed. Hill, driving for BRM, went head-
to-head with Clark for the championship in 1962 (see here), Hill taking
the title when Clark’s Lotus ran out of oil during the last race. Clark
would have his day in 1963 and 1965, the two then joining forces to
make a powerful combination at Lotus in 1967.
Figure 1
Figure 2
Clark brought a sublime skill to F1 when the quiet Scotsman struck up a winning relationship with
Colin Chapman, the design genius behind Lotus. Hill, driving for BRM, went head-to-head with
Clark for the championship in 1962 (Clark leads Hill in Holland).

Hill’s BRM leads Surtees at Monaco in 1963.

The Ferrari driver going on to win in Germany.

The pair are neck-and-neck, centre and left of the grid in France.
■ RINDT–STEWART
1969

Rivals, but friends and neighbours in Switzerland, Jackie Stewart and

Jochen Rindt engaged in some classic battles, particularly the 1969
British Grand Prix when they swapped the lead many times during an
epic contest, victory eventually going to Stewart’s Matra-Ford. Stewart
won the championship that year, but in 1970 Rindt had the upper hand
with his Lotus-Ford. The Austrian was killed during practice for the
Italian Grand Prix, but had scored enough points to become Grand Prix
racing’s only posthumous World Champion. Stewart was devastated, he
and his wife Helen (Figure 1, after Stewart had won the 1969 Dutch GP)
having been close to Jochen and his wife Nina (Figure 2). Rindt is best
remembered by fans for his spectacular driving style and a fairy-tale
victory at Monaco in 1970 after the erstwhile leader, Jack Brabham, had
crashed at the final corner when under pressure from the flying Rindt.
Figure 1
Figure 2
■ FITTIPALDI–STEWART
1972–73

Emerson Fittipaldi’s (Figure 1) meteoric rise in motorsport continued

after winning only his fourth F1 race – the 1970 United States Grand
Prix – and going on to challenge Jackie Stewart (Figure 2) for the
championship two years later. Fittipaldi made the most of the all-
conquering Lotus-Ford to take his first title in 1972, but had a much
harder fight with Stewart and his Tyrrell-Ford during the following
season. Fittipaldi won the first two races, including his home Grand Prix
in Brazil, but had to give best to the Scotsman, a driver he much
admired. Stewart, having won his third championship, retired at the end
of 1973.

Figure 1
Figure 2
■ FITTIPALDI–REGAZZONI
1974

Emerson Fittipaldi moved from Lotus to McLaren (Figure 1) for 1974

and immediately won the Brazilian Grand Prix. After a challenge from
Niki Lauda, Fittipaldi’s championship rival would turn out to be Lauda’s
Ferrari team-mate, Clay Regazzoni (Figure 2). The Swiss and the
Brazilian were in a shoot-out at the final race in the United States, the
two running wheel-to-wheel on the opening lap, with Fittipaldi being
forced to put two wheels on the grass at over 160 mph. The McLaren
driver did not back off and went on to win his second title. Fittipaldi left
McLaren at the end of 1975 to start up an all-Brazilian F1 team, before
enjoying much more success by moving into IndyCar racing in the
United States and winning the Indianapolis 500 twice. He retired from
full-time racing in 1996.
Figure 1
Figure 2
■ HUNT–LAUDA
1976

A rivalry so intense and powerful that it provided the basis of Rush, a

full-length feature film covering the 1976 season. James Hunt, a dashing
young Englishman enjoying his first proper break with a top team, drove
for McLaren-Ford (Figure 1, left). Lauda, a wily and more seasoned
campaigner, having won the title in 1975, raced for Ferrari. A year of
protests and controversy would have two key moments: supported by his
wife Marlene (Figure 2, right), Lauda made a remarkable comeback
after being badly burned and close to death when his car crashed and
caught fire in Germany (Figure 1, right). The Austrian then pulled out of
the final race in Japan when he considered the streaming-wet conditions
too dangerous, allowing Hunt to win the title. Lauda (Figure 3, in
middle, talking to Ronnie Peterson) would go on to win a second
championship in 1977 before retiring abruptly, only to return and win a
third in 1984. Hunt (Figure 3, left) retired in 1979, eventually becoming
a TV commentator before dying suddenly at the age of 45 in 1993.

Figure 1
Figure 2
Figure 3
■ SCHECKTER–VILLENEUVE
1979

Gilles Villeneuve gave a perfect demonstration of team loyalty in 1979

when he supported Jody Scheckter’s successful championship bid, even
though the talented French-Canadian was faster at times than the South
African. Villeneuve had already been with Ferrari for one season
(winning his home Grand Prix in Montreal in 1978) when Scheckter
arrived from Wolf as team-leader. They each won three races (Figure 1,
Villeneuve at Watkins Glen in the United States) but Villeneuve dutifully
remained in Scheckter’s wheel tracks (Figure 2) when requested,
allowing his team-mate to take the title at Monza, Ferrari’s home ground.
Scheckter would retire from motorsport at the end of 1980 and go on to
start successful businesses in firearms training simulators in the USA and
organic farming in England.

Figure 1
Figure 2
■ JONES–PIQUET
1980

Alan Jones did not have a lot of time for South American drivers’ style
of racing and Nelson Piquet in particular. When they ran head-to-head in
the 1980 World Championship, with the impetus regularly swapping
between the Brazilian and the Australian, it was bound to end in tears.
As if it had been scripted, the pair were side-by-side on the front of the
grid for the penultimate race in Canada. Piquet’s Brabham-Ford was on
pole position, on the inside on the right. When Jones made a slightly
better getaway and aimed his Williams-Ford for the right-hand curve
immediately after the start, the resulting collision did more damage to the
Brabham than the Williams, Piquet having made contact with the
concrete wall. When the race was re-started – several cars had been
involved in the resulting pile-up – Piquet had to use his back-up
machine, which was not as well-prepared as his favoured car. After the
Brabham’s engine blew up, Jones sailed to the championship. Piquet
(Figure 1, right) sprays the champagne after finishing second in the 1980
British Grand Prix (Figure 1, left) while Jones holds the winner’s trophy.
Figure 1
■ JONES–REUTEMANN
1981

Carlos Reutemann’s serious expression (Figure 1) sums up the

relationship with Alan Jones when the Argentine driver was the
Australian’s team-mate at Williams in 1981. As reigning World
Champion and having enjoyed a comfortable history with the team,
Jones was the de facto number-one driver and was supposed to be
allowed to win the Brazilian Grand Prix early in the year. When
Reutemann ignored team orders and took the victory, an icy atmosphere
set in for the remainder of the season. Reutemann, through first-class
performances such as his win in Belgium (Figure 2, leading Piquet’s
Brabham), got himself into the lead of the championship, but lost his
chance at the final race in Las Vegas after starting from pole and
finishing out of the points. A commanding win for Jones (Figure 3) in
the same race exacerbated Reutemann’s disappointment as much as it
quietly pleased his team-mate.
Figure 1
Figure 2

Figure 3
■ PROST–ARNOUX
1982

Despite fielding a competitive car, Renault’s hopes of winning the

championship for the first time in 1982 were compromised by the
disorderly behaviour of René Arnoux (Figure 1). The Frenchman agreed
to allow Alain Prost (Figure 2) to win their home Grand Prix because his
fellow-countryman had a better chance of taking the title thanks to
scoring more points thus far. When Arnoux took an early lead, Prost was
happy to conserve his car and tyres, knowing he would be allowed to
take command later in the race. But Arnoux never let up and ignored pit
signals reminding him of the agreement. Prost’s fury multiplied when the
Renault management failed to tell the world what had been agreed,
giving the false impression that Prost was being a bad loser when he said
he could have won the race had he known from the outset that he was
racing his team-mate. Renault did not win the championship and it took
several years before the French drivers spoke amicably again.

Figure 1
Figure 2
■ PIRONI–VILLENEUVE
1982

The story of a short but bitter rivalry with a tragic conclusion. Gilles
Villeneuve had become a stalwart at Ferrari when Didier Pironi joined
the Italian team in 1982. Villeneuve had no need of team orders, but it
seemed a good idea when the potentially fragile Ferraris had no
opposition to speak of in the San Marino Grand Prix. Rather than race
each other to destruction, it was agreed that whoever was in front in the
early going would be allowed to stay there until the finish. When Pironi
overtook Villeneuve and led during the closing stages (Figure 1),
Villeneuve assumed it was for show, to keep the Ferrari fans amused. But
rather than put on an act, Pironi was serious about winning and stayed
out of Villeneuve’s reach. The French-Canadian was livid, spoke of
Pironi’s duplicity and vowed never to speak to the Frenchman again. It
was a threat with a terrible resonance. Two weeks later, while trying to
better Pironi’s qualifying time for the Belgian Grand Prix (Figure 2),
Villeneuve collided with a slower car that had inadvertently moved into
his path. Villeneuve died of injuries received when thrown from the
cockpit of the cavorting Ferrari.
Figure 1

Figure 2
■ PIQUET–PROST
1983

The story of 1983 was not so much that Nelson Piquet (Figure 1) had
won the World Championship, but that Alain Prost had lost it. Prost and
Renault (Figure 2) had been the favourites but, not for the first time,
their chances had been frittered away as they came under increasing
threat from Piquet and Brabham-BMW. Prost won four races to Piquet’s
three, the pair colliding in Holland after Prost had misjudged an
overtaking move, all of which turned up the pressure another notch.
Going into the final race in South Africa, Prost led by two points.
Believing they were about to witness the crowning of their first World
Champion, the French media descended on Kyalami in their droves –
only to be stunned when the Renault, never in the hunt, broke down.
Prost was heavily criticised by the French reporters, the majority of
whom did not understand how F1 worked. He left Renault almost
immediately and joined McLaren. Piquet, with a second title under his
belt, stayed with Brabham before moving on to Williams.
Figure 1
Figure 2
■ PROST–LAUDA
1984

Finding themselves with the best car – the McLaren-TAG Turbo – Alain
Prost and Niki Lauda were free to race each other for the title. It would
turn out to be the closest finish in the history of the championship, Lauda
(Figure 1, Figure 2) beating Prost by half a point (the anomaly of the
half-point created by the Monaco Grand Prix having been stopped early
because of heavy rain and half-points awarded, Prost receiving 4.5 points
instead of nine for winning). Lauda was in the twilight of a distinguished
F1 career but no less canny for that. Realising that his young team-mate
was faster, Lauda used his guile and experience to focus on collecting
points rather than being fastest all the time. Each driver had great respect
for the other, making it one of the most productive, amicable and yet
seriously competitive partnerships in the history of the F1 championship.
Prost, as Lauda predicted, went on to win four world titles, while the
Austrian retired for a second time at the end of the following year.

Figure 1
Figure 2
■ MANSELL–SENNA
1985–89

The enmity between Nigel Mansell and Ayrton Senna took hold in 1985
and would run in two phases into the 1990s. It started when both drivers,
united only by an iron will to win, scored maiden wins in 1985, the year
Senna replaced Mansell in the John Player Special Lotus (Figure 1).
Mansell was much more at home with Williams-Honda and the raging
impulse to beat each other continued into 1987, reaching its most
dramatic peak in Belgium when the pair collided, Mansell later
attempting to throttle his rival in the Lotus garage. Even after Senna
(Figure 2) switched to McLaren-Honda and Mansell to Ferrari, the
animosity continued when they collided yet again during the 1989
Portuguese Grand Prix, as Mansell tried an ambitious move that added
fuel to a fire started when he ignored a black flag signalling him to stop
for an earlier indiscretion. It fostered a deep-seated antagonism that
would resume a few years later.

Figure 1
Figure 2
■ MANSELL–PIQUET
1986–87

Sharing the competitiveness of the Williams-Honda in 1986 and 1987,

Nigel Mansell and Nelson Piquet may have been in the same team but
were never on the same side. The mutual antipathy was evident from the
outset as the Brazilian poked fun at his very British counterpart. In the
absence of team orders, it was every man for himself – as was proved in
Hungary (Figure 1) when Piquet found a performance tweak for his car
that he didn’t share with his team-mate. Mansell (Figure 2) found out
about it when lapped by Piquet’s winning car. Mansell gained more
impressive high ground in 1987 when, in a straight fight, he beat Piquet
by pulling off a brave overtaking move to win the British Grand Prix
(Figure 3). Piquet (Figure 4) had the last laugh by winning the
championship that year, unlike 1986, when the pair had run neck-and-
neck and taken enough points off each other to allow Alain Prost to slip
through and take the championship at the final race.

Figure 1
Figure 2
Figure 3

Figure 4
■ SENNA–PROST
1988–90

The most infamous rivalry of them all. Ayrton Senna (Figure 1) joined
McLaren-Honda in 1988 knowing that Alain Prost (Figure 2), with the
team since 1984, was considered to be the best driver of the era. Senna’s
intense desire to prove himself by beating the Frenchman began to
surface in Portugal near the end of 1988 when he eased Prost towards the
pit wall at 175mph. It really got going the following year when a row
blew up after Senna had broken a private agreement with Prost and taken
victory in the San Marino Grand Prix. When the championship boiled
down to these two drivers, the inevitable collision took place at the
penultimate race as they fought for the lead, the title going to Prost.
Infuriated over what he perceived to be unjust treatment, Senna took the
law into his own hands at the same race a year later and drove Prost, now
with Ferrari (Figure 3) off the road, winning the championship in the
process. They battled less often in 1993 when Prost switched to
Williams-Renault (Figure 4), and there would be an unexpected and
complete rapprochement when Prost retired at the end of that year, six
months before Senna was killed at Imola.

Figure 1
 g

Figure 2

Figure 3
Figure 4
■ MANSELL–SENNA
1991–92

The rivalry between the Brazilian and the Englishman picked up again in
1991 when Mansell once more had a very competitive car at his disposal.
With maturity and experience came a grudging respect that saw Mansell
give Senna a lift on his victorious Williams-Renault after Senna’s
McLaren-Honda had broken down during the 1991 British Grand Prix.
The sight of the pair running within inches of each other – and without
contact – at 190 mph while fighting for the lead in Barcelona later that
year remains one of the sport’s most iconic images. Mansell would win
the world crown in 1992, but not before Senna had used his guile to win
in Monaco (Figure 1) and sucker Mansell into a crash as they fought for
position during the Canadian Grand Prix. Mansell would switch to
IndyCar racing in 1993, making a brief return to F1 in 1994 and in 1995
after Senna’s fatal accident in the San Marino Grand Prix.
Figure 1
■ SCHUMACHER–HILL
1994–95

When Ayrton Senna was killed at Imola in May 1994, Damon Hill
(Figure 1 and Figure 2 and Figure 3) found himself elevated to team
leader at Williams-Renault – and straight into conflict with Benetton’s
Michael Schumacher (Figure 4). The German would become Hill’s
nemesis in a championship battle that saw Hill score classy wins
(particularly in Japan) and would run until the last race when they
collided while disputing the lead of the Australian Grand Prix. Both were
out but the title went to Schumacher. The following year, Hill was
consistently beaten (they collided twice more) as Schumacher won his
second championship, but the Englishman regrouped in 1996 to take the
title after Schumacher had switched to the uncompetitive Ferrari team.
They never did become the best of friends, not even after Hill retired in
1999 following stints with Arrows and Jordan.

Figure 1
Figure 2

Figure 3
Figure 4
■ SCHUMACHER–VILLENEUVE
1997

After a shaky start as Ferrari reorganised in 1996, the combination of the

Italian team and Schumacher (Figure 1, and Figure 2) began to come
good the following year and to lock into battle with the Williams-Renault
of Jacques Villeneuve. As in 1994, the championship went down to the
wire, but this time Schumacher lost out following another collision with
his rival in the last race. When Villeneuve (Figure 3, Figure 4) tried to
overtake during the European Grand Prix at Jerez in Spain, the French-
Canadian (son of Gilles Villeneuve) found the Ferrari turning in on him.
The deliberate move by Schumacher raised questions about the part he
had played in Hill’s demise three years before and also earned a
reprimand, Schumacher being stripped of his 1997 championship points.
Villeneuve would spend another eight seasons in F1, but would never
enjoy the same level of competitiveness.

Figure 1
Figure 2

Figure 3
Figure 4
■ SCHUMACHER–HAKKINEN
1998–2000

Ferrari’s bid to win the championship with Schumacher for the first time
since Jody Scheckter in 1979 was heavily compromised by the energetic
presence of Mika Hakkinen and McLaren-Mercedes (Figure 1), the Finn
edging out his rivals by narrow margins in 1998 and 1999. By and large,
the contest was clean. Schumacher would learn the hard way that his
rival was not a driver to be messed with when, in a pass of spine-tingling
commitment and bravery at Spa-Francorchamps, Hakkinen went one
side of a backmarker while Schumacher went the other as they braked
from 200mph for the following corner. The move gave Hakkinen the
lead; fair reward he felt for having had Schumacher cut in front of him at
the same spot a lap earlier. This was in 2000, the year Schumacher and
Ferrari finally became champions. Hakkinen would quit F1 at the end of
the following year.
 Figure 1

In 1998, Schumacher celebrates victory at Monza.

Schumacher heads for another win at a wet Silverstone and points the Ferrari towards a podium
finish in Austria.
Schumacher prepares to evacuate the cockpit in Germany.
■ IRVINE–HAKKINEN
1999

Marked out to play a supporting role to his Ferrari team-mate, Eddie

Irvine (Figure 1) was thrust into the championship equation halfway
through the 1999 season when Schumacher crashed and broke a leg
during the British Grand Prix. When the German made a return for the
last two races, roles were reversed as he did what he could to assist
Irvine’s fight with McLaren’s Mika Hakkinen (Figure 2). The Ulsterman
eased into the reckoning by winning the penultimate round in Malaysia,
with Schumacher demoting Hakkinen to third. But, in the final race in
Japan, Irvine was sidelined with a mysterious handling problem,
allowing Hakkinen to win both the race and the title. Irvine would never
come so close again during three seasons with Jaguar before retiring at
the end of 2002.

Figure 1
Figure 2
■ ALONSO–SCHUMACHER
2006

Fernando Alonso (Figure 1) and Michael Schumacher dominated the

2006 World Championship, each winning seven races for Renault and
Ferrari respectively. A very strong first half of the season kept Alonso
ahead but Schumacher fought back, victory in China putting the German
in front in the title race for the first time with two races to go. A first and
a second in Japan and Brazil were enough to make Alonso the youngest
driver to win back-to-back World Championships. Schumacher would
quit F1 at the end of the season, making a return with Mercedes in 2010
but showing none of the dominance that had effectively been ended by
Alonso’s two strong seasons.

Figure 1
■ HAMILTON–ALONSO
2007

Fernando Alonso joined McLaren-Mercedes for 2007 to lead Lewis

Hamilton in his first F1 season. It was a dream team that turned into a
nightmare thanks to the young Englishman’s precocious performances
and Alonso’s increasing paranoia when, in his view, Hamilton’s speed
should have been kept in check by McLaren management. Alonso led the
championship after winning the second race in Malaysia and the fifth in
Monaco, but then had to give best to his team-mate as Hamilton (Figure
1) won two races and led the title race all the way to the final round – by
which time the relationship had deteriorated to the point where Alonso,
despite winning in Italy (Figure 2), had become a disgruntled loose
cannon. Added to which, McLaren had to deal with the damage created
by allegations of spying by Ferrari, whose driver, Kimi Räikkönen, lifted
the championship at the final race, having led only briefly early on.
Alonso left immediately, while Hamilton stayed on for another five
years.

Figure 1
Figure 2
■ HAMILTON–MASSA
2008

In one of the greatest cliff-hangers in the history of the World

Championship, Lewis Hamilton (Figure 1, and Figure 2) won the title at
the last corner of the last race in Brazil. For ten seconds, Felipe Massa
(Figure 3), having won his home race, thought he was champion, until
Hamilton made up one crucial position a quarter of a mile from the
finish. It summed up a hugely dramatic season as Massa led the title
chase halfway through before Hamilton began a run of high point-
scoring, only to be taken out by a collision with Massa three races from
the end. Massa had his share of bad luck while leading in Singapore only
to be waved away from a pit stop with the fuel line still attached. It
would be the closest Massa has yet come to winning the title; he
survived a potentially fatal injury in 2009 and was still racing in F1 in
2016.
Figure 1
Figure 2

Figure 3
■ VETTEL–WEBBER
2010–13

Sebastian Vettel (Figure 1) won four championships in succession

between 2010 and 2013, the early years in particular being enlivened by
an increasingly tense battle with his Red Bull team-mate, Mark Webber
(Figure 2). There was little love lost between the Australian and Vettel,
particularly in 2010 when the pair collided as the German tried to take
the lead in Turkey. Vettel had become edgy after Webber’s victories in
the previous two races, including the difficult and prestigious Monaco
Grand Prix. Webber was ahead of Vettel on points going into the final
race in Abu Dhabi but pole position for Vettel and a clean race gave him
the title as Webber became bogged down in traffic. Webber would never
get a better opportunity during his remaining three years in F1 before
switching to become World Endurance Champion in 2015.

Figure 1
Figure 2
■ HAMILTON–ROSBERG
2014–16

This has been the headline-grabbing rivalry of recent years as Lewis

Hamilton made the move from McLaren to join Nico Rosberg (Figure 1)
at Mercedes for 2014. Hamilton knew the German well, the pair having
grown up together through karting and the junior formulae. Their lap
times in the dominant Mercedes were frequently separated by fractions
of a second – the click of a finger. But when it came to the ruthless bare-
knuckle fight needed to succeed in such a situation, Hamilton would
usually come out on top. Frustrated by his team-mate’s aggression,
Rosberg’s attempt at resisting a pass in Belgium resulted in Hamilton’s
left-rear tyre being punctured – and Rosberg being further upset by the
criticism that came his way. Hamilton won the title at the final race of
2014 and, emboldened by his second championship, drove better than
ever and took a third before the end of the 2015 season. But not before
more controversy as he eased Rosberg off the road in the US Grand Prix.
Released from the pressure of the championship, Rosberg then moved
onto a higher plane – with Hamilton possibly relaxing a little – and won
the final three races in truly dominant style, thus setting the scene for
2016.

Figure 1
A pensive Lewis Hamilton.

Rosberg has his share of spraying victory champagne.

 2
TEAMS AND CARS
A DESIRE FOR SPEED

Jean Alesi and Michael Schumacher (right) after the finish of the 1996 Portuguese Grand Prix at
Estoril.
It’s not all about winning. A battle-scarred Peter Collins at Reims in 1953 after finishing several laps
down in his HWM-Alta.

Reims in 1954 as the Mercedes of Juan Manuel Fangio and Karl Kling (20) line up alongside the
Maserati of Alberto Ascari.
Stirling Moss walks towards his Cooper-Alta before the start of the 1953 Italian Grand Prix at
Monza.

M otorsport fans are intensely loyal. But while many attach their
allegiance to a particular driver, others remain devoted to a single team.
The cult of family and passion generated by an established team will
often outweigh dedication to the star performer. The driver is transient;
enjoying his moment before either moving on or retiring. The team will
be there, if not forever, then for quite some time. That, at least, is the plan.
A glance at the historical register of F1 teams, however, shows just how
difficult that can be.
Since the start of the F1 World Championship in 1950, more than
sixty-five teams have taken part. Only one – Ferrari – has stayed the
course. Of the current teams, McLaren has been in F1 since 1966;
Williams, in various guises, since 1973. The rest vary from twenty-five
years to novice, as demonstrated by the Haas team entering F1 in 2016.
The American name has been added to a list that actually began long
before the World Championship was invented sixty-six years ago. In fact,
the origins of the sport demonstrate the importance of machine over man,
as the first motor races at the turn of the twentieth century allowed one
motor manufacturer to show its superiority over another. The race from
Paris to Rouen in 1894 was all about Peugeot against Panhard and other
car companies rather than the skill of the drivers coping with these
spindly machines on rutted and dusty roads.
The trend would continue until the Second World War interrupted
dramatic battles between Auto Union and Mercedes-Benz who fought for
supremacy, not just in Germany but internationally. When sport resumed
in the mid-1940s, the value of racing continued to be of interest to car
companies, the Italians joining the fray with teams from Maserati, Alfa
Romeo and, significantly, Ferrari.
Enzo Ferrari may have started out as a driver, but he was astute enough
to see racing as a means of advertising his exotic road-going sports cars,
the sale of which funded his motor racing. Ferrari was living for the
moment and, much as he would have enjoyed the thought, it’s a fair bet
he did not dream of his racing team being viewed as a motorsport icon
several decades later.
He did, however, live through an era of change, one that would
accelerate even more dramatically in the years following his death at the
age of ninety in 1988. Before then, however, Ferrari had done more than
any other entrant to perpetuate the dramatic image and raison d’être of a
team pursuing motor racing at the highest level.
The undeniable fact is that much of the melodrama was created by the
Italian autocrat setting his drivers against each other at a time when safety
was not a priority and fatalities were common. In the view of Enzo
Ferrari, the best drivers may have been brilliant but they had to be
regarded as expendable. Indeed, in his openly expressed opinion, they
were lucky to be racing for Ferrari.
There is a certain amount of truth in the fact that a top driver is
impotent without a fast and reliable car but, equally, many promising
careers could be wrecked by a top team enduring a single season of
uncompetitiveness. In this cyclical business, Ferrari had several of those,
even though his personal desire for speed remained undiminished. But
when his crafty gamesmanship blended with clever technology, Ferrari’s
unstoppable force would add another chapter to the growing legend.
His handling of a change of engine formula for the 1961 season was a
perfect example of adroit political subterfuge. While the British teams
bemoaned the new formula, threatening boycotts and talking of lobbying
for a more attractive alternative, Enzo Ferrari agreed with them. But all
the while, his team was beavering away at being fully prepared for the
latest regulations as soon as the season started. While the British wrung
their hands and cried unfair, Ferrari dominated the championship. When
the opposition caught up in 1962, the Ferrari team was nowhere. Such is
the roller-coaster intrigue of F1.
Being one step ahead has always been the yardstick. When the formula
changed again in 1966, Jack Brabham was prepared. Instead of investing
in complex plans for the latest engines, the wily Australian developed a
unit based on a tried and trusted V8 from America. It may not have been
the most advanced engine ever seen in F1 but it was reliable – and ready.
His cars won the championship for two successive seasons.
As the years went by and technology advanced rapidly, Colin
Chapman tapped into it better than most. The mercurial genius dreamed
up the wedge-shaped Lotus 72 that would dominate the scene in the early
1970s. Not satisfied with that, Chapman took a huge step forward when
he invented so-called ‘ground effect’, a development that effectively
sucked the car to the track and allowed Mario Andretti to destroy the
opposition in 1978.
In between, there had been a bad patch for Lotus – as would happen to
Williams after their cars had been a major force throughout the early
1980s. Williams, in turn, were usurped by McLaren, as the team from
Surrey mated a purpose-built engine from Porsche with an equally
competitive chassis made from carbon fibre, a material that McLaren had
used to revolutionise F1 not long before. But unlike its rivals, McLaren
kept the ball rolling into the 1990s with a timely switch to Honda engines
and an equally powerful driving pairing of Ayrton Senna and Alain Prost.
Jim Clark in the Lotus 49 at Monza in 1967.

Clark and Colin Chapman in the pits at Zandvoort in 1965.

The heavy Maserati V12 in the back of John Surtees’s Cooper at Monza in 1966.
Dan Gurney contemplates the back of his Eagle-Weslake at Monaco in 1968.
Michele Alboreto was one of many Italians to carry the weight of national expectation as a Ferrari
driver.

And so it continued, the impetus shifting back to Williams, then on to

the newly formed Benetton team, back to McLaren (now with Mercedes
engines), followed by a long run for Michael Schumacher and the ever-
present red cars from Ferrari at the start of the 2000s. A brief period for
Renault led to a four-year domination by Red Bull until another change of
engine formula for 2014 saw Mercedes – now running their own team
instead of just supplying engines – being better prepared than most.
It has been a dictum of motor racing that Mercedes understood through
past experience. In 1954, the German team had returned to F1 and
steamrollered the opposition from the word go with their superior silver
machines. It was eloquent proof that the desire for speed has never
changed, no matter the colour of the car or who may be driving it – as any
F1 fan will confirm.
Brabham’s Nelson Piquet prepares for the start at Zolder in 1982.

Michael Schumacher and Ferrari at Imola in 2000.

James Hunt in the Hesketh 308 in the 1974 German Grand Prix.
■ McLAREN
Founded by Bruce McLaren (Figure 1) in 1963, the early days of
McLaren Racing are encapsulated by the images above. The two cars
parked randomly (Figure 2) with drivers Denny Hulme (left) and
McLaren sitting on the front wheels, casually preparing for a photo call in
the pit lane at Jarama, sum up the relaxed small-team atmosphere in 1968.
As does the shot (Figure 3) of Hulme sprawled across the front of the car
driven by his boss and Kiwi mate, Bruce. The cars were originally
sprayed orange when Gulf represented the leading sponsor, prior to the
arrival of Marlboro in the late 1970s. Alain Prost, in the foreground
(Figure 4), waits in the pit lane at Monza in 1985, the way barred by the
JPS Lotus of Ayrton Senna before the Brazilian joined Prost at McLaren.
The pair would win championships for McLaren before the arrival of
Mika Häkkinen (see here) and Lewis Hamilton (see here).

Figure 1
Figure 2

Figure 3
Figure 4
Mika Hakkinen.

Fernando Alonso.
Lewis Hamilton.
■ FERRARI
The images on the following pages illustrate the many shapes but
consistently charismatic red of Ferrari through the decades, as befits the
longest-serving team in F1. From the front-engine machines of the 1950s
(Phil Hill Figure 1) to the chisel-nose profile of cars three decades later
(Figure 2), all have carried the famous Prancing Horse insignia that
represents the most famous name in motorsport. The story of this great
team abounds with personalities, starting with Enzo Ferrari himself
(Figure 3, talking to Phil Hill) and moving through drivers such as
Froilán González, winner of Ferrari’s first championship Grand Prix
(Figure 4) to Giuseppi Farina (Figure 5), John Surtees (Figure 6) and
Mike Hawthorn (chasing the Vanwall of Tony Brooks at the Nürburgring
in 1958, centre) with brilliant engineers including a pensive Mauro
Forghieri, seated in the 1963 Ferrari at Silverstone (Figure 7).

Figure 1
Figure 2
Figure 3
Figure 4

Figure 5
Figure 6

Figure 7
Little can match the imposing sight of five Lancia-Ferraris, waiting for the start of practice at Monza
in 1956.
Niki Lauda and Carlos Reutemann: Monza 1977.

Patrick Tambay : Detroit 1983.

Mechanics at work: Estoril 1988 (top) and Interlagos 1991.
Kimi Raikkonen : Silverstone 2007.

Rubens Barrichello: Imola 2004.

Gerhard Berger : Argentina 1995.

Michael Schumacher’s Ferrari: post-race Bahrain 2004.

Gilles Villeneuve in typical power-sliding pose with his Ferrari during the 1980 French Grand Prix at
Paul Ricard.

Michael Schumacher at Magny-Cours in France after one of his seventy-two wins for the team.
■ MATRA
The aerospace company was in the vanguard of a French invasion of F1
in the late 1960s. Using aero industry techniques, Matra built chassis
notable for their stiffness and precise handling. The attack on F1 was two-
pronged. A works car, in the hands of Jean-Pierre Beltoise and powered
by a glorious-sounding V12 engine, made its debut at Monaco (Figure 1)
in 1968. Matra’s principal success came with chassis – powered by a Ford
V8 – farmed out to the British Tyrrell team and their driver, Jackie
Stewart. The Scotsman scored an outstanding victory with the Matra-Ford
MS10 in the 1968 German Grand Prix run in appalling conditions (Figure
2) and went on to win the championship for Tyrrell-Matra the following
year with the MS80 (Figure 3). That would be the high point of Matra’s
success. They lost the association with Tyrrell thanks to an insistence on
running their own car and V12 engine, before withdrawing from F1 at the
end of 1972.

Figure 1
Figure 2

Figure 3
■ JORDAN
This was a small but colourful team that arrived in F1 in 1991 after the
owner, Eddie Jordan, had won championships in the junior ranks. After
almost winning a Grand Prix during their first season, Jordan finished a
creditable fifth in the championship. Sometimes handicapped by
switching engine supplier in a bid to find the best deal, it would take
Jordan until 1998 to win their first Grand Prix, with two more the
following year bringing the British-based team within striking distance of
the title. It was a gradual downhill decline from there until the team was
sold in 2005 but, throughout, Jordan maintained a lively presence by
giving full value to sponsors, principally the tobacco company Benson
and Hedges (Figure 1, Martin Brundle at the wheel of the gold-painted
Jordan-Peugeot in 1996). Jordan is likely to remain one of the last of the
small teams ever to win a Grand Prix.

Figure 1
■ RENAULT
The French automotive giant has been in F1 in many guises over four
decades. Initially as a pioneer of turbocharged engines in their own car in
1977, Renault won Grands Prix but narrowly missed out on
championships, before withdrawing as a team to act as engine supplier for
others. They returned in 2002 to take over Benetton and went on to score
great success in 2005 and 2006 when Fernando Alonso (Figure 1) won
back-to-back championships. Then there followed a decline not helped by
the global financial recession and a reputation tarnished by allegations of
race fixing by team management in the 2008 Singapore Grand Prix.
Renault focussed solely on engine supply once more from 2012, before
making a return as an entrant by taking over their former team for 2016.
Figure 1
■ TYRRELL
Arguably the most successful new arrival of any small manufacturer, Ken
Tyrrell was forced to build his own car in 1970 when other car makers
were reluctant to supply a chassis to the reigning champion. Built in a
wood yard in Surrey, the first Tyrrell-Ford led its debut Grand Prix at the
end of 1970 and went on to provide the basis for Jackie Stewart’s second
championship the following year. With continuous backing from Elf,
Stewart and Tyrrell-Ford dominated again in 1973 (Figure 1). François
Cevert (Figure 2, left) was due to take over from Stewart as number one
when the Scotsman retired at the end of the year, but the Frenchman was
killed during practice for the final race at Watkins Glen in the USA.
Tyrrell produced a revolutionary six-wheel car (see here) and went on to
win a few more Grand Prixs with Jody Scheckter and Patrick Depailler
(Figure 3) but it was to mark the start of a slow and, at times, painful
decline for this very British team before being bought by British
American Tobacco in 1998.

Figure 1
Figure 2

Figure 3
Patrick Depailler.
Tyrrell produced a revolutionary six-wheel car.
■ LOTUS
Lotus is second only to Ferrari as an iconic name in F1 thanks to entering
F1 in 1958 and winning several championships, notably with Jim Clark in
the 1960s. The quiet Scot (bottom, middle) made the most of the
pioneering cars designed by Colin Chapman (peaked cap, top left), one of
the outstanding combinations being Clark and the Lotus-Ford 49 (above,
right). Clark was killed in 1968 before he could make full use of this car
and carry on great battles with his fellow countryman, Jackie Stewart
(with Clark, Figure 1). Chapman went on to win more titles with Jochen
Rindt (see here) and Emerson Fittipaldi (see here) after breaking further
new ground with the Lotus-Ford 72 (see here; Ronnie Peterson at
Monaco in 1973). When Chapman died suddenly in 1982, the team lost
momentum briefly and failed to give Elio de Angelis (see here) the
chance he deserved. The arrival of Ayrton Senna in 1985 helped regain
the impetus, as Lotus won more Grands Prix and were in the running for
the title. The decline was sudden in the early 1990s, the famous name
being bought and used by other teams to no lasting effect.
 Figure 1

Jochen Rindt.
Jochen Rindt with Colin Chapman.

Emerson Fittipaldi.
Emerson Fittipaldi with Colin Chapman.

Emerson Fittipaldi.
Ronnie Peterson with the Lotus 72 at Monaco in 1973.

Elio de Angelis.
■ EAGLE
The American Dan Gurney (Figure 1) created one of the most beautiful
cars in F1 when he built the Eagle, which he then took to victory in the
1967 Belgian Grand Prix (Figure 2). Powered by a Weslake V12 engine,
this car, entered by All American Racers (AAR), would be the highlight
of the team’s relatively brief association with F1. Initially intending to
compete in the Indianapolis 500 as well as F1, Gurney saw a change of
engine formula in 1966 as an advantageous moment. A smart engineer as
well as a world-class driver, Gurney used a stopgap 4-cylinder Climax
engine while waiting for the V12 to be completed by Weslake in Sussex,
England. The combination won the non-championship Race of
Champions at Brands Hatch in March 1967 before encountering various
difficulties in subsequent Grands Prix. It all came good in Belgium, the
victory at Spa-Francorchamps being the zenith of Gurney’s efforts with
the Eagle before AAR bowed out of F1 in 1969.
Figure 1
Figure 2
■ LIGIER
The French team was founded by Guy Ligier, a former international
rugby player who used money made in the construction business to fund
his passion for motorsport. A former private entrant and driver in F1,
Ligier created a team to successfully race sports cars before moving into
Grand Prix racing in 1976. Over the next twenty years, Ligier would use a
succession of engines, ranging from Matra and Renault to Lamborghini.
His greatest success came with Ford-V8-powered cars in 1979 when
victories with the JS11 in South America put Ligier at the forefront, only
to lose the championship because the drivers, Jacques Laffite (Figure 1)
and Patrick Depailler, had joint number one status and took points off
each other. Laffite (Figure 2, in the 1982 Swiss Grand Prix at Dijon)
remained a stalwart of the team over nine seasons and scored Ligier’s
maiden victory with a Matra-powered JS7 in the 1977 Swedish Grand
Prix. Ligier claimed nine Grands Prix wins in total, the last being an
unexpected victory in changeable conditions at Monaco in 1996. Guy
Ligier sold the team at the end of the year.
Figure 1
Figure 2
■ JAGUAR
The Ford Motor Company brought the Jaguar name into F1 in 2000 by
buying Stewart Grand Prix, a team founded three years earlier by former
champion, Sir Jackie Stewart. Whereas Stewart had won a Grand Prix
during their brief existence, Jaguar would fail thanks to dysfunctional
management during the course of eighty-five Grands Prix, the highlights
being third places for Eddie Irvine (Figure 1) in Monaco in 2001 and in
Italy the following year. Mark Webber replaced Irvine (Figure 2, storming
away from a pit stop in Spain in 2001) for the final two seasons, by which
time new management had begun to bring improvements – but no results
worth speaking of for the Ford-powered car. Having ventured into F1 to
promote the premium Jaguar brand, Ford did not feel the expenditure was
justified and called a halt at the end of 2004.

Figure 2
Figure 1
■ RED BULL
The Austrian energy drinks company bought the Jaguar F1 team in
November 2004 and renamed it Red Bull Racing (RBR). Investment
began to pay off in the first year when RBR won more championship
points than Jaguar had managed in the previous two seasons. A major
turning point came at the end of the year with the hiring of Adrian Newey
as technical chief and, for 2009, the promotion of Sebastian Vettel from
Toro Rosso, effectively a junior team for RBR. The combination took its
maiden win in China, a prelude to Vettel scoring four successive world
titles between 2010 and 2013, ending Ferrari’s dominance (Figure 1,
Vettel shakes hands with Fernando Alonso after the 2013 Singapore
Grand Prix). Along the way, Vettel also faced strong opposition from his
team-mate, Mark Webber (Figure 2 and Figure 3). Having briefly used
Ford and Ferrari engines in the early years, RBR’s success had come
through close ties with Renault, but the relationship came under strain
following the engine manufacturer’s failure to meet the demands of new
and complex technical regulations for 2014. For the first time in six years,
Red Bull failed to win a race in 2015.

Figure 1
Figure 2

Figure 3
■ COOPER
Cooper is best remembered for pioneering work in the late 1950s when
the British team set the trend by moving the engine from the front to the
rear of the car. Jack Brabham won successive championships in 1959 and
1960. The Australian is pictured (Figure 1) with Bruce McLaren, who
also won for Cooper in 1959 before starting his own eponymous team. As
others caught up with Cooper’s technical advances, success became
sporadic. Despite the sometimes spectacular efforts of Jochen Rindt
(Figure 2) with the hefty Maserati-powered car, it was Pedro Rodriguez
(Figure 3) who scored Cooper’s last win in the 1967 South African Grand
Prix. After sixteen wins, Cooper withdrew from Grand Prix racing in
1969.
Figure 1

Figure 2
Figure 3
■ MASERATI
Maserati competed in Grand Prix racing in the 1940s and 50s. The Italian
firm produced three classic Grand Prix cars, the most famous – and
certainly most enjoyed by its drivers – being the 250F. Luigi Musso
prepares to leave the pits at Spa in 1955 (Figure 1) while Juan Manuel
Fangio (Figure 2, and Figure 3) used this sleek front-engine classic to
win the last of his five world titles in 1957, shortly before financial
difficulties forced Maserati to close its racing team. Privateers continued
to campaign the 250F and Maserati had a presence in F1 thanks to
supplying engines to the Cooper team in 1966 and 1967. Maserati
competed in sixty-eight championship Grands Prix and won nine of them.

Figure 1
Figure 2

Figure 3
■ BRABHAM
Jack Brabham (Figure 1, and Figure 2) became the first man to win a race
and then a World Championship driving a car bearing his name. Having
won championships with Cooper, Brabham left to build and race his own
cars in 1962 and really came into his own in 1966 when a new formula
was introduced. Better prepared than most, Brabham won four races to
take the title, his team-mate Denny Hulme (Figure 3) winning the
championship the following year. Not long after Brabham retired at the
end of 1970, his team was bought by Bernie Ecclestone, who kept the
name and went on to win races and championships in the early 1980s.
Along the way, the team caused uproar during 1978 when Niki Lauda
won the Swedish Grand Prix (Figure 4) with a car fitted at the rear with a
huge fan that helped suck the car to the ground. Victory in the 1985
French Grand Prix would be the last for Brabham before the team
changed hands and went into rapid decline.

Figure 1
Figure 2
Figure 3

Figure 4
■ WILLIAMS
This is a British team much admired and respected, largely through the
dogged determination and relentless efforts of its founder, Sir Frank
Williams. Having lived hand-to-mouth in the early 1970s, Williams
turned a corner in 1977 when he won sponsorship from the Middle East.
He rebuilt his team into a race winner, the first being the British Grand
Prix in 1979, one year before Williams’ Alan Jones became World
Champion, the team also winning the constructors’ title. Further titles
followed with Keke Rosberg in 1982 and Damon Hill in 1996 (see here).
Many top drivers have passed through the team, including David
Coulthard and Juan Pablo Montoya. But perhaps the best remembered for
more unfortunate reasons is Ayrton Senna (Figure 1) whose tenure was
brief in 1994 before a fatal accident at Imola. Williams have won seven
drivers’ titles and more than 110 races and continue to play a leading role
in F1 today.

Figure 1
Keke Rosberg.

The Williams of Carlos Reutemann chases the Brabham of Nelson Piquet during the 1980 Dutch
Grand Prix.
David Coulthard.

Damon Hill.
Juan Pablo Montoya.
■ MERCEDES
The reigning World Champions have a racing heritage stretching back not
only to the 1950s but, before the start of the World Championship in
1950, to the 1930s. Having been absent since the end of the Second World
War, Mercedes returned halfway through the 1954 season and wiped the
floor with his opponents, using streamlined cars that were peerless during
the French Grand Prix on the fast straights of Reims (this page).
Following a tragedy in the 1955 Le Mans 24-Hours sports car race,
Mercedes withdrew from motor racing, but not before Juan Manuel
Fangio had dominated the championship. The German firm returned as an
engine supplier in the 1990s, winning championships with McLaren
before becoming a team in their own right once more in 2010. Fully
prepared for a change in regulations at the start of 2014, Mercedes
dominated F1 with Lewis Hamilton (below right) winning back-to-back
titles.
Michael Schumacher: Malaysia 2012.

Lewis Hamilton: Abu Dhabi 2014.

■ BENETTON
Having sponsored Tyrrell and Alfa Romeo, the Italian fashion family
bought into F1 in a major way in 1985 by purchasing Toleman and
transforming the small British team. Benetton, powered by BMW
engines, scored their first win in Mexico in 1986, a one-off result largely
through being on superior tyres on the day. Nelson Piquet (Figure 1)
brought limited success, but it was not until a restructured team and the
arrival of Michael Schumacher (Figure 2) in late 1991 that Benetton
began to enjoy consistent success. The German driver won the first of two
back-to-back titles in 1994, the team boosted by a pair of wins for Johnny
Herbert (Figure 3) in 1994 and 1995. After accounting for nineteen of
Benetton’s twenty-seven victories, Schumacher’s departure to Ferrari for
1996 marked the beginning of a decline in fortune for Benetton, the
family selling out to Renault at the end of 2001.

Figure 1
Figure 2

Figure 3
 3
THE CIRCUITS
TRIUMPH AND TRAGEDY ON F1’S COURSES

Best of both worlds for Ferrari at Suzuka in 2003 after Rubens Barrichello (with crash helmet) has
won the Japanese Grand Prix and Michael Schumacher has become World Champion.
Monaco: the most famous of them all. Mika Hakkinen locks his brakes behind Michael Schumacher
as the Ferrari and McLaren-Mercedes lead the pack into the first corner at the start of the 1999
Monaco Grand Prix.

T here have been more than seventy different race tracks used to stage
Grands Prix since the start of the World Championship in 1950. Some
have been used just once. Others, such as Monaco and Monza, have
provided a perpetual showcase just as intoxicating and passionate as the
sport itself.
The striking difference between these two traditional venues sums up
the variety that makes F1 what it is. And the fact that both Monza and
Monaco have been responsible for the writing of racing drivers’
obituaries also underscores the tragedy that occasionally stalks the sport
and tarnishes its best intentions, no matter where or what form the track
may take.
 Monza is a purpose-built high-speed circuit, established in 1922 in the
Royal Park within a suburb of Milan. Monaco is the slowest on the F1
calendar thanks to the racing being constricted by narrow streets that
make up arguably the best-known Grand Prix track in the world. The
contrast may be stark and the challenge diverse but the end game is the
same as it has always been; to finish first and score maximum
championship points. Then move on to the next race track. And the one
after that.
Variety has always been an essential part of F1’s fabric. The first
motoring competitions were staged more than 100 years ago with races
from city to city. The inherent danger to spectators brought an awareness
of the need for more control in the shape of a circuit that could be more
easily managed and provide some form of crowd constraint. That said,
public highways and byways continued to provide the easiest, if not the
most socially convenient, form of race track, but permanent venues soon
became popular and offered more potential for profit.
Nonetheless, when the World Championship was introduced, the
seven-race calendar in 1950 was dominated, not by permanent fixtures,
but by road and street tracks such as Spa-Francorchamps, Reims, Berne
and, of course, Monaco. The diversity presented by these four ensured
their presence: Spa utilising nine undulating miles of roads sweeping
through the Belgian Ardennes; Reims being a flat and very fast triangle
of straight roads amid corn fields to the west of the French city; Berne, a
scary and relentless sequence of curves and high-speed corners through
woods on the northern outskirts of the Swiss capital; and Monaco has
been described above.
By their very nature, all four were bound to cause casualties. But,
even allowing for a more relaxed approach to safety in the decade
following the Second World War, Berne in particular was considered
excessively dangerous. The end of Grand Prix racing in Berne in 1955,
however, was not due to the inherent risks but because motor racing was
banned in Switzerland following the death of more than eighty spectators
that year in the Le Mans 24-Hour sports car race.
The starting grid at Monaco (shown in 1957) used to be on the straight that is now the pit lane run
in the reverse direction.

Riverside in California was used just once to stage the United States Grand Prix. The race gets under
way in 1960.
Heading off to the seaside: the first lap of the 1960 Dutch Grand Prix at Zandvoort.

Spa-Francorchamps in Belgium is notorious for fickle weather. Jim Clark heads for victory with his
Lotus-Climax in 1963.
Nigel Mansell sweeps through the exit of Paddock Hill Bend on his way to victory with the
Williams-Honda at Brands Hatch in 1985.

Danger was not confined to circuits on public highways passing

between trees. The Nürburgring, thought to be one of the greatest race
tracks ever built when opened in 1926, was also one of the most
hazardous. It could hardly be otherwise given that this leviathan snaked
its way through the Eifel mountains for fourteen tortuous miles, with no
two of more than 170 corners being the same. Not a year would pass
without casualties, the situation made worse by the impossible task of
marshalling this giant of a race track.
The same applied, albeit to a lesser degree, through the fast curves of
Spa, and yet each track survived through the 1960s, despite a litany of
sorrow. This in itself summed up the conflict of emotion that attended
such majestic tracks. Paradoxically, the knowledge that an error could be
severely punished brought a frisson of excitement as a driver measured
up to the challenge of getting through these corners faster than anyone
else. They were racing against the track just as much as their
competitors.
Under different circumstances because of lower speeds, the same test
of daring nevertheless applied to Monaco, where a wheel a fraction out
of line would bring instant retirement against a wall or kerb. The wide
grassy expanse of Silverstone – a former airfield – this most certainly
was not.
It was an immediate means of measuring a driver’s skill and precision
– with the added ingredient of maintaining concentration throughout a
race lasting, in the 1950s and 1960s, at least, for more than two hours,
often in searing heat. The price of the smallest misjudgement could be
horrific.
At Monaco in 1967, Lorenzo Bandini was carrying the hopes of
Ferrari – and by association, the whole of Italy – as he chased the leader
with 19 of the 100 laps remaining. A tiny miscalculation had massive
consequences as he clipped the high-speed chicane leading to the
harbour front. Thrown from its course, the Ferrari hit straw bales lining
the outside of the corner, overturned and caught fire. Even with marshals
in close proximity, Bandini could not be extricated and died in hospital
days later. There have been no fatalities at Monaco since.
In fact, the sport’s terrible record improved massively as F1 came to
terms with the fact that race tracks needed to offer the best possible
protection and medical support should a driver crash – not necessarily
through any fault of his own. From having close to one fatality every
month during the 1968 season, Grands Prix ran for twelve years without
tragedy until the 1994 San Marino Grand Prix when two drivers were
killed. The fact that one of them was Ayrton Senna, a three-time World
Champion and six-time winner at Monaco, brought home the fact that
circuits could never be completely safe.
 But that has not stopped the search for perfection. If anything, it has
accelerated it. The sport’s governing body, the FIA, examines every
detail of every accident, fatal or not. Circuits and facilities are improved
continuously.
Spa-Francorchamps remains proof that this can be done without
compromising the very reason a driver snuggles into the cockpit, has his
seat harness pulled painfully tight, closes his visor, grips the wheel and
prepares to take on the race track. Spa was heavily revised in 1983 and
yet retains much of its original character. It is a place where a hint of
sweat on a driver’s brow and a wide-eyed expression says everything
about man and machine versus race track. It’s about flirting with danger
and embracing triumph. Just as it always was.
Ayrton Senna’s Lotus-Renault charges down the hill at Spa-Francorchamps in 1985 and prepares to
tackle Eau Rouge, one of the classic corners in F1.
■ FRANCE
There have been more Grand Prix tracks in France than in any other
European country. Reims (Figure 1 and Figure 2) was an obvious choice
when the championship was instigated in 1950, the flat triangle of public
roads having been used for racing since 1932. Jim Clark and Lotus won
in 1963 (Figure 3 and Figure 4), three years before Reims was deemed
unsafe because of the extremely high speeds. Rouen, a fast but very
different type of road circuit, was first used in 1952 (Ascari’s winning
Ferrari pictured Figure 5), the cobbled hairpin being a feature of this
picturesque but dangerous track (Fangio’s Maserati negotiates the
hairpin Figure 6, on his way to victory in 1957). When introduced to the
F1 calendar in 1965, stunning roads around an extinct volcano above
Clermont-Ferrand were popular among drivers, if not the mechanics,
forced to use a rudimentary paddock. Here you see the March and BRM
teams cheek by jowl (see here) in 1970, two years before the final Grand
Prix was dominated by Chris Amon’s Matra (see here) until the luckless
New Zealander suffered a puncture. A purpose-built circuit at Paul
Ricard may have been considered safer when first used in 1971 but the
track, high above the Mediterranean coast, produced a spectacular
incident in 1989 (see here) when Mauricio Gugelmin misjudged his
braking at the first corner and became airborne, the turquoise March
wiping off the rear wing from Nigel Mansell’s Ferrari as Thierry
Boutsen’s Williams-Renault (number 5) locked a front brake in
avoidance. No one was hurt.
Figure 1

Figure 2
Figure 3

Figure 4
Figure 5

Figure 6
The March and BRM teams cheek by jowl at Clermont-Ferrand in 1970.
Chris Amon’s Matra.

The 1971 purpose built track at Paul Ricard that produced a serious crash in 1989 – fortunately no
one was hurt.
■ MONACO
This is the most famous race track in the world, if only because 70 per
cent of what you see today was used for the first Grand Prix in 1929. The
setting could not be more glamorous, from the steep climb towards the
Hotel de Paris and the Casino, to the tunnel and the dash along the
waterfront, the entire glittering scene overlooked by the Royal Palace.
The Mercedes of Stirling Moss (6) and Juan Manuel Fangio lead the pack through Gasworks Hairpin,
the first corner in 1955.
Moss looks on as Mike Hawthorn receives a light.

Graham Hill tweaks his famous moustache with the bearded Jo Bonnier and Raymond Mays, the
boss of BRM, in the background.
Surtees, Hill and Bandini in 1965.

Jackie Stewart congratulates his BRM team-mate Hill after winning in 1965.
The Maserati (28) of eventual winner Stirling Moss fights with the Ferrari (22) of Eugenio Castellotti
from the start in 1956.

The backdrop may have changed, but the hairpin remains exactly as it was; the Ferraris of Lorenzo
Bandini and John Surtees negotiate the tightest corner in F1 in 1965.
Chris Amon’s March leads the Brabham of Jack Brabham, Jacky Ickx’s Ferrari and the Matra of Jean-
Pierre Beltoise away from the hairpin in 1970.
Hill’s winning Lotus is parked by the kerb in what was the pit lane in 1968.

The original track was shorter than today, the start and finish area being where the pit lane is
presently located. The addition around the swimming pool in 1973 began just after Tabac (above,
being negotiated by Luigi Musso’s Ferrari in 1958) and allowed the pits to be removed to safety from
the side of the main start and finish straight.
Ayrton Senna’s McLaren-Ford climbs the hill in 1993 on his way to the last of a record six wins at
Monaco.

Nico Rosberg points his Mercedes up the hill towards Casino.

David Coulthard won twice in the Principality.

The Williams of Valtteri Bottas kicks up sparks.

Kimi Räikkönen’s Ferrari tackles Tabac in 2015.
■ ITALY
The Italian Grand Prix is all about the madness of Monza, captured
perfectly in 1970 as Clay Regazzoni’s winning Ferrari was engulfed as
an enthusiastic mob invaded the track (Figure 1), the huge numbers
indicating many had actually climbed the fence before the race had
finished. This shot also catches the historic sense of the famous
autodrome, opened in 1922 with the banking, no longer used, arcing
across the background. The flat-out nature of the long straights has
produced epic battles with Italian red cars usually in the midst of them.

Figure 1
Juan Manuel Fangio’s Maserati leads the Ferraris of Alberto Ascari and Giuseppe Farina in 1953.

Fangio drifts his Maserati 250F while chasing the Vanwall of Tony Brooks in 1957, the same pair
poised on the grid before the start.
A happy Jim Clark, victor at Monza in 1963.
A study in concentration as Stirling Moss prepares to start the same race in his Vanwall.

Sebastian Vettel prepares for the start at Monza in 2015. The emergence of Imola as an alternative
saw the Italian Grand Prix shift to the picturesque track in the province of Bologna in 1980 before
assuming the title San Marino Grand Prix in 1981.
The atmosphere was no less passionate despite Ferrari not being part of a battle between the
McLaren-Hondas of Ayrton Senna and Alain Prost in 1988.
Ferrari adulation at the exit of Imola’s Tosa corner.

There was little in motorsport to match the pulsating atmosphere on the hillside at Imola.
Jenson Button produced stirring performances in the BAR-Honda at Imola.

Sadly, Imola will also be remembered for the death of Senna. Memorabilia in tribute adorns the
fence at Tamburello, the corner where the Brazilian’s Williams-Renault crashed on 1 May 1994.
Michael Schumacher brought joy to the home crowd with no fewer than six wins for Ferrari.
■ HOLLAND
The seaside track at Zandvoort was hugely popular from the moment it
hosted the first Dutch Grand Prix in 1952, the sand dunes forming
excellent viewing points. Located a train ride from Amsterdam, the race
became a regular feature of the F1 calendar and attracted spectators from
France, Belgium and Germany, as well as from across the English
Channel. British fans were thrilled to witness James Hunt score his first
Grand Prix win after his Hesketh-Ford held off Niki Lauda’s Ferrari in
1975. The long main straight, illustrated in the start shot from 1965
(Figure 1), contributed to close racing as cars braked heavily for the first
corner. In 1966 Jack Brabham led Jim Clark away from that corner
(Figure 2). Twelve years later, Mario Andretti and Lotus team-mate
Ronnie Peterson dominated the race, 1985 providing a livelier Grand
Prix as Alain Prost (Figure 3) battled with his McLaren team-mate Niki
Lauda. René Arnoux’s Renault led the field at the start in 1980 (bottom,
right).

Figure 1
Figure 2

Figure 3
■ PORTUGAL
Jim Clark’s set expression (Figure 1) summed up a rare driving error as
the Scotsman walked away from his damaged Lotus in Porto in 1960.
Attempting to take the first corner flat out during practice while avoiding
the tramlines that were part of the street circuit, Clark clipped a kerb and
spun into the straw bales. The car was patched up and Clark went on to
score his first podium finish the next day. The street circuit, with its
mixed surfaces and cobblestones, was only used twice, one more time
than a road circuit at Monsanto near Lisbon where Dan Gurney is
pictured (Figure 2) in his Ferrari on his way to third place in 1959.
Portugal would be without a Grand Prix until the upgrading of Estoril in
1984. This permanent track would stage thirteen Grands Prix and prove
popular for testing.

Figure 1
 Figure 2

Niki Lauda raises an arm in triumph at Estoril in 1984, second place being good enough to give the
McLaren driver the championship by half a point.
The Benettons of Alessandro Nannini and Thierry Boutsen are prepared in the cramped garages in
1988.

Gerhard Berger’s Ferrari raises sparks on the narrow and bumpy main straight in 1989.
■ HUNGARY
F1’s first venture into an Eastern bloc country in 1986 saw the
introduction of the Hungarian Grand Prix at the Hungaroring. The
purpose-built track was tight and twisting, the only overtaking place of
note being into the first corner, where the Ferraris of Rubens Barrichello
and Michael Schumacher led the Williams-BMW of Ralf Schumacher in
2002 (Figure 1). Although the races tend to be processional, the
Hungaroring has set statistical landmarks by settling the championship
twice (Nigel Mansell in 1992 and Michael Schumacher 2001) as well as
listing several first-time winners (Damon Hill in 1993, Fernando Alonso
in 2003, Jenson Button in 2006 and Heikki Kovalainen in 2008).

Figure 1
■ GERMANY
The German Grand Prix has been staged on four different circuits, none
more infamous than the Nürburgring Nordschleife, twisting and turning
for fourteen miles through the Eifel mountains. Opened in 1926, the
circuit joined the World Championship trail in 1951 and remained on it
until deemed too dangerous following Niki Lauda’s near-fatal crash in
1976. In 1957 the race produced one of the most mesmeric performances
of all when Juan Manuel Fangio (Figure 1) chased, caught and overtook
the Ferraris of Peter Collins and Mike Hawthorn after making a pit stop.
Fangio posed in his Maserati (number 1) alongside Hawthorn’s Ferrari
(Figure 2) before the start. The field gets away in 1956 (Figure 3) and
John Surtees takes his first Grand Prix victory for Ferrari in 1963 (Figure
4).

Figure 1
Figure 2

Figure 3
 Figure 4

Jim Clark (1) leads Graham Hill’s BRM into the first corner of the 1965 Grand Prix.
Clark going on to win, his Lotus-Climax casting a shadow in 1964 as the circuit weaves its way
through the forest.

When the Nordschleife fell from favour, and before a new track was built alongside, the Grand Prix
moved to Hockenheim, where Rubens Barrichello scored an emotional maiden victory in his Ferrari
in 2000.
■ SPAIN
Spain has been part of F1’s fabric since the early days with no fewer than
six different tracks staging the Grand Prix. Jarama, used nine times
between 1968 and 1981 (Figure 1, Figure 2 and Figure 3), was arguably
the least popular, the 1970 race being marred by a fire when two cars
collided, leaving victory to the blue March of Jackie Stewart. Gilles
Villeneuve scored a spectacular and unexpected win in 1981 when he
managed to withstand huge pressure and hold everyone back with the
cumbersome Ferrari (number 27). Jerez (Figure 4; Figure 5) was used
seven times between 1986 and 1997 before the Spanish race found a
more permanent home outside Barcelona at Circuit de Catalunya. The
Williams-Renault of Nigel Mansell and Ayrton Senna’s McLaren-Honda
engaged in an epic wheel-to-wheel contest at the first race in 1991
(above). McLaren’s Lewis Hamilton and Fernando Alonso (Figure 6)
sprayed the champagne after finishing second and third in 2007, with
happier times for the home hero as Alonso greeted his fans after winning
for Ferrari in 2013 (Figure 7).

Figure 1
Figure 2

Figure 3
Figure 4

Figure 5
Figure 6

Figure 7
■ BELGIUM
Despite ten visits to Zolder, Spa-Francorchamps is considered to be the
spiritual home of the Belgian Grand Prix. The awesome circuit in the
Ardennes was first used for a Grand Prix in 1925, its nine-mile length
causing havoc in 1966 when the race started in the dry and competitors
ran into a rainstorm a quarter of the way round the first lap. It was wet
for the start in 1965 (opposite bottom left) as the field left the downhill
grid and headed into Eau Rouge before the steep, curving climb through
the trees towards Les Combes. The Ferraris of Phil Hill and Ricardo
Rodriguez fight it out in 1962 (Figure 1). The Cooper-Maserati of Jo
Siffert crests the rise at Eau Rouge in 1967 (Figure 2). Spa had become
the fastest road circuit in use by 1960 when two British drivers were
killed in separate accidents. Growing concern over safety brought a halt
to Spa’s inclusion on the calendar after the 1970 Grand Prix, but a first-
rate piece of modernisation saw the race return in 1983. The circuit had
virtually been cut in half but the atmosphere and challenge remained,
particularly the swoop through Eau Rouge. The climb to Les Combes
(above) had been straightened to allow speeds approaching 200 mph,
contributing to Spa’s continuing reputation as a fast and demanding
track. Nigel Mansell (top, right), heads back to the pits after retiring in
1991.
Figure 1

Figure 2
■ JAPAN
Japan has used three circuits: Suzuka, Mount Fuji and Aida. Suzuka
stands head and shoulders above not only the other two Japanese venues
but just about every other race track on the F1 calendar. It is unique in
being the only figure-of-eight layout in Grand Prix racing thanks to a
design generated in the early 1960s, one that made Suzuka a fascinating
and difficult proposition for the drivers when the Grand Prix arrived in
1987. By comparison, Fuji is relatively simple and was used in 1976 and
1977, the first visit being famous for settling a season-long
championship battle between James Hunt and Niki Lauda during a race
run in atrocious conditions. There was heavy rain when the Grand Prix
returned in 2007 (Figure 1), the following year being the final visit to
Fuji before it reverted to Suzuka. Being at or near the end of the season,
Suzuka has seen the crowning of several champions, often under
controversial circumstances, none more so than in 1990 when Alain
Prost and Ayrton Senna collided at the first corner (top, right). Nigel
Mansell and Williams team-mate Riccardo Patrese (6) run neck-and-
neck into the first corner in 1992 (bottom, right), Mansell having gone
off at the same corner in 1991 (bottom, left). Mansell’s Williams chases
the Ferrari of Jean Alesi in 1994 (Figure 2). Mika Hakkinen wins the
championship for McLaren in 1998 (Figure 3).
Figure 1

Figure 2
Figure 3
■ CANADA
Canada has hosted a round of the championship since 1967, starting with
Mosport Park and moving to Saint-Jovite the following year, where it ran
twice. The race stayed at Mosport until 1977, by which time a new venue
on a man-made island in the Saint Lawrence River was ready to become
the permanent home for the Canadian Grand Prix. Despite a flat and
straightforward profile, the Circuit Gilles Villeneuve (named after
Canada’s favourite motor racing son) is a tough proposition, mistakes
being punished by the close proximity of concrete walls. It is a popular
venue thanks to its location close by the city of Montreal and a
knowledgeable and enthusiastic crowd. Originally placed at the end of
the season, Montreal settled the championship in favour of Alan Jones in
1980, but a move to the summer months was favoured because of better
weather conditions.
The Benetton of Michael Schumacher (right) leads Damon Hill’s Williams (left) into the first corner
during their championship battle in 1995.

Montreal was the scene of Lewis Hamilton’s first Grand Prix win in 2007, and another victory in
2012. In 2005, Kimi Räikkönen took his only victory in Canada, the McLaren driver finishing ahead
of Ferrari’s Michael Schumacher (next image).
■ AUSTRIA
A simple but fiercely bumpy airfield track at Zeltweg provided a spartan
venue for Austria’s first championship Grand Prix in 1964. The circuit
was never used again and when a brand new track was built in the
foothills overlooking the airfield, the comparison could not have been
more dramatic. Ready for a Grand Prix in 1970, the Österreichring was a
magnificent collection of fast, sweeping curves making full use of the
natural majesty of its surroundings in Styria. Thousands of spectators
from across the Italian border enjoyed a dream result when Jacky Ickx
and Clay Regazzoni finished first and second for Ferrari. Eighteen
Grands Prix were staged here until the track was considered too remote a
location and out of step with the changing commercial requirements of
F1. The average speed had risen to more than 150 mph and concern had
grown over the lack of run-off at quick corners such as the Bosch Kurve
(Figure 1). A ten-car pile up on the narrow pit straight at the start of the
race in 1987 added to the pressure to have the race removed from the
calendar. The Grand Prix returned ten years later to a shortened track
known as the A1-Ring, where the race was staged until 2003 and
included two wins for Michael Schumacher (Figure 2). After much
debate over future plans, the site was bought by Red Bull and upgraded
in readiness for a round of the championship in 2014.
Figure 1

Figure 2
■ MEXICO
A passion for motorsport in Mexico was answered in 1961 by the
building of an impressive track within Magdalena Mixhuca, a municipal
park in the suburbs of Mexico City. Granted a round of the World
Championship in 1963, the race soon established itself as a welcome part
of the calendar (Figure 1: Jo Siffert takes his Lotus-BRM to ninth place
in 1963). The Mexican Grand Prix settled the championship in favour of
John Surtees in 1964 and Graham Hill in 1968. Hill led Chris Amon’s
Ferrari on the first lap in 1967, but victory would go to Hill’s Lotus
team-mate, Jim Clark, lying third behind Amon (Figure 2). The previous
year’s race was won by the Cooper-Maserati of Surtees, seen leading
Jack Brabham’s crossed-up Brabham-Repco at the hairpin (Figure 3).
The Mexican race would not be without its controversy, particularly in
1970 when the overenthusiastic crowd encroached onto the edge of the
track and a large dog was fatally hit by Jackie Stewart’s Tyrrell.
Removed from the calendar, the race was revived on a shorter version of
the track between 1986 and 1992, returning once more with further
revisions in 2015.

Figure 1
Figure 2

Figure 3
■ BRAZIL
The emergence of Emerson Fittipaldi as Brazil’s first World Champion
in 1972 accelerated the desire to stage a Grand Prix in his home country.
The obvious choice was Interlagos, a permanent track opened in 1940
and twisting and turning within itself on land on the edge of Sāo Paulo’s
sprawling southwest suburbs (Figure 1, Jean-Pierre Jarier’s Shadow-
Ford in 1975). Appropriately, Fittipaldi’s Lotus-Ford won the first
championship Grand Prix in 1973, Interlagos staging the race until 1980,
by which time it was deemed to be too bumpy and dangerous.
Jacarepaguá (p.252, top row, left), a new track near Rio de Janeiro, was
favoured from 1981 until the rise of Ayrton Senna from Sāo Paulo
prompted a major facelift at Interlagos in readiness for a return in 1990.
The circuit length had been reduced by almost half but the huge
enthusiasm of the Brazilian fans remained and often needed cooling
down in the torpid heat of race day (Figure 2). Passion would run even
higher if a Brazilian driver was in the reckoning, as was the case when
Felipe Massa (p.252, bottom right, and p.253) fought with Lewis
Hamilton for the title in 2008, only to lose on the final lap.

Figure 1
 Figure 2

Nigel Mansell heads for a surprise victory for Ferrari at Rio de Janeiro in 1989.
The Williams of Damon Hill (left) sits it out with Rubens Barrichello’s Jordan into the first corner of
the 1996 Brazilian Grand Prix at Interlagos.

Michael Schumacher blasts his Ferrari away from the pit box at Interlagos in 1999.
Felipe Massa savours the home support after winning the 2006 Brazilian Grand Prix for Ferrari.

Kimi Raikkonen celebrates winning the world title at the final race of the 2007 season at Interlagos.
■ MALAYSIA
A desire to promote Malaysia as an international force led to the
construction of a 3.4-mile track at Sepang, close by a new airport serving
Kuala Lumpur. Costing 12 million US dollars, the venue was well
received when the F1 teams arrived for the first Grand Prix in 1999. The
track utilised the rolling landscape to include corners of every type and
two wide straights with tight turns at the end of each to encourage
overtaking. The first corner was unique in that it turned in on itself
initially and offered drivers different lines to help promote close racing.
Apart from the G-forces generated by several of the quick corners,
drivers had to cope with high levels of humidity, making this one of the
toughest races on the calendar.

Sebastian Vettel leads the Ferraris of Fernando Alonso and Felipe Massa at the start in 2013.
■ SWITZERLAND
Switzerland’s history of Grand Prix tracks is a slim volume thanks
largely to motor racing being banned within the country’s borders
following the death of more than eighty spectators during the 1955 Le
Mans 24-Hour race. The one track the country had used to stage five
championship Grands Prix between 1950 and 1954 was also deemed too
dangerous. The Bremgarten circuit was made up of roads running
through a forest on the northern edge of Berne. With no straights worthy
of the name, the 4.5-mile track formed a relentless series of curves and
high-speed corners made even more difficult by constant changes of
surface that would become treacherous in the wet. Add the close
proximity of trees on both sides of a track with an average speed of
around 100 mph and it was no surprise to find fatalities were common.
The final race in 1954 was won by the Mercedes of Juan Manuel Fangio
(below), the rudimentary crowd safety arrangements clearly shown. The
title ‘Swiss Grand Prix’ was given to a round of the World
Championship at Dijon in France in 1982, the French Grand Prix having
been run at Paul Ricard earlier that year.
■ UNITED KINGDOM
Chosen as the first-ever round of the World Championship in 1950, the
British Grand Prix has been a kingpin in the series, never failing to host a
round, with Silverstone being the constant throughout. Aintree was the
first alternative, the roads around the famous Grand National horse race
course being used five times between 1955 and 1962. Stirling Moss
scored his first Grand Prix win driving for Mercedes in 1955 (Figure 1),
the sun shining that day, unlike the wet 1961 race (Figure 2) as the field
lined up in view of Aintree’s imposing grandstands. Juan Manuel Fangio
(Figure 3) won the British Grand Prix once and finished a close second
to Moss in 1955. One of the greatest contests occurred at Silverstone in
1969 (Figure 4) as the Lotus-Ford of Jochen Rindt and Jackie Stewart’s
Tyrrell-Ford (number 3) blasted off the line at the start of a wheel-to-
wheel tussle that would last for over an hour, the pair lapping the field,
including the McLaren-Ford of Denny Hulme (number 5).

Figure 1
Figure 2

Figure 3
Figure 4
Jack Brabham won the British Grand Prix for Cooper at Aintree on his way to the first World
Championship for a rear-engine car in 1959.

Donington Park hosted a championship round just once, the 1993 European Grand Prix being
memorable for a stunning drive by Ayrton Senna. The Brazilian’s McLaren-Ford lay fourth behind
the Williams-Renaults of Alain Prost and Damon Hill and Karl Wendlinger’s Sauber not long after
the start of the opening lap. Senna would be leading at the end of it.
Brands Hatch hosted the race fourteen times, starting in 1964 and including 1986 (Nelson Piquet’s
Williams-Honda leads the pack through Paddock Hill Bend).
■ UNITED STATES
With no fewer than ten different venues since 1959, the United States
Grand Prix has tried everything from permanent tracks to street circuits
and an adaption of the famous Indianapolis 500 oval. Following brief
visits to Sebring in Florida and Riverside in California, Watkins Glen
became the most successful, the purpose-built track in New York State
being used twenty times before it was no longer considered suitable in
1981. In 1982, there were three Grands Prix in the USA: on the streets of
Long Beach and in a converted car park in Las Vegas in the west, and in
downtown Detroit (Figure 1), a street circuit that went on to host the US
Grand Prix East seven times. For various reasons – mainly finance and
an inability to meet required standards – all three faded, to be replaced
by unsuccessful attempts on the streets of Phoenix and Dallas.
Indianapolis, never totally satisfactory, lasted for eight years until,
finally, a brand new circuit near Austin in Texas appeared to answer all
the questions when introduced in 2012, the race being won by the
McLaren-Mercedes of Lewis Hamilton (Figure 2).

Figure 1
Figure 2
■ AUSTRALIA
Grands Prix in Australia may have been limited to just two venues across
more than thirty years but each has been considered an outstanding
success. Adelaide set new standards for a temporary track when
introduced to the calendar in 1985, the South Australian venue settling
the championship in a spectacular manner for Benetton’s Michael
Schumacher in 1994. A heavyweight political battle saw the state of
Victoria wrench the country’s Grand Prix away from Adelaide to
Melbourne in 1996, switching from the end to the beginning of the year
in the process. Jacques Villeneuve (Figure 1) caused a sensation on his
F1 debut by taking pole position in his Williams-Renault in 1996, while
Michael Schumacher (Figure 2, in 1999) won four times for Ferrari.

Figure 1
Figure 2
■ SINGAPORE
Singapore delivered high standards when it arrived on the F1 scene in
2008 and not only established a challenging track on the streets of the
business district alongside Marina Bay but also chose to become the first
Grand Prix to be run at night. Powerful overhead lights successfully
replicated daylight conditions for the drivers while producing a
spectacular sight as the three-mile combination of boulevards and
highways passed iconic landmarks such as the City Hall and the cricket
ground, as well as crossing the ancient Anderson Bridge. A bumpy
surface, angular corners and sapping humidity made this a tough test for
the drivers in a race lasting an hour and three-quarters. A contract
extended until 2017 was proof of the popularity and success of such a
unique addition to the calendar.
INDEX
Abu Dhabi 105, 179
Alboreto, Michele 116, 118–19
Alesi, Jean 112–13, 115, 240
Alfa Romeo 115, 180
Alonso, Fernando 96–9, 126, 145, 163, 226, 235, 254
Amon, Chris 193, 197, 204, 248, 249
Andretti, Mario 116, 221
Angelis, Elio de 150, 157
Arnoux, René 60–1, 221
Arrows 82
Ascari, Alberto 26–7, 114, 115, 193, 209
Australia 82, 264–5
Austria 93, 246–7

Bandini, Lorenzo 40, 190, 202, 204

BAR-Honda 218
Barrichello, Rubens 135, 184–5, 226, 231, 252
Belgium 20, 27, 58, 62, 70, 91, 107, 158, 187, 189, 190, 191, 199, 236–9
Beltoise, Jean-Pierre 140, 204
Benetton 82, 121, 145, 180–1, 224, 243, 265
Berger, Gerhard 135, 225
BMW 64, 180, 226
Bonnier, Jo 21, 202
Bottas, Valtteri 206
Boutsen, Thierry 193, 198–9, 224
Brabham 56, 58, 64, 116, 120, 170–1, 204, 248
Brabham, Jack 45, 116, 167, 170, 204, 221, 248, 256, 257, 261
Brazil 46, 48, 58, 97, 100, 134, 250–3
BRM 40, 42, 43, 193, 196, 202, 203, 230, 248
Brooks, Tony 21, 128, 209
Brundle, Martin 143
Button, Jenson 218, 226

Cahier, Bernard 12, 21

Canada 55, 56, 80, 242–5
Castellotti, Eugenio 21, 204
Cevert, François 146, 147
Chapman, Colin 21, 42, 116, 117, 150, 154, 155
circuits 182–269
Clark, Jim 21, 40–3, 117, 150, 189, 193, 209, 221, 222, 230, 248
Collins, Peter 21, 32–5, 114, 115, 229
Cooper 114, 115, 117, 166–7, 168, 170, 237, 248, 256, 257, 261
Coulthard, David 173, 174, 206

Depailler, Patrick 147, 148, 159

Eagle 117, 158

Ecclestone, Bernie 170

Fangio, Juan Manuel 18–19, 28–35, 114, 168, 177, 192–3, 202, 209, 229,
255, 256
Farina, Giuseppe ‘Nino’ 26–7, 128, 130, 209
Ferrari 12, 17, 20, 21, 22, 23, 27, 30, 31, 33, 34, 37, 38, 42, 43, 48, 50,
55, 62–3, 70, 77, 82, 86, 91, 92, 93, 94, 97, 98, 115–16, 117, 120,
121, 128–39, 150, 163, 186, 190, 194, 198–9, 207, 208, 209, 214,
215, 218–19, 221, 222, 225, 226, 229, 231, 234, 235, 237, 240, 244,
246, 248, 250, 252, 254, 265
Ferrari, Enzo 33, 115, 116, 128
Fittipaldi, Emerson 46–9, 150, 155, 251
Ford 45, 46, 50, 56, 140, 147, 150, 159, 160, 163, 206, 221, 251, 256,
261
Forghieri, Mauro 128
France 18–19, 34, 42, 136–7, 138–9, 170, 177, 187, 192–9, 255

Germany 21, 33, 34, 42, 50, 93, 121, 130, 140, 190, 228–33
González, Froilán 128
Gugelmin, Mauricio 193, 198–9
Gurney, Dan 21, 117, 158, 222

Haas 115
Hahne, Herbert 21
Hakkinen, Mika 90–5, 122, 126, 186, 241
Hamilton, Lewis 20, 22, 98–103, 106–9, 122, 127, 177, 179, 234–5, 244,
251, 262
Hart, Brian 21
Hawthorn, Mike 17, 21, 34–5, 36–7, 128, 130, 202, 229
Herbert, Johnny 180
Hesketh 23, 121, 221
Hill, Damon 20, 82–5, 173, 174, 226, 243, 252
Hill, Graham 40–3, 202, 203, 230, 248
Hill, Phil 38–9, 128, 130, 237
Holland 23, 27, 40, 42, 64, 174, 189, 220–1
Honda 70, 73, 77, 80, 121, 190, 214, 218, 234, 261
Hulme, Danny 21, 122, 170, 256, 257
Hungary 22, 73, 226–7
Hunt, James 23, 50–3, 121, 221, 240

Ickx, Jacky 21, 205, 246

Irvine, Eddie 94–5, 160
Italy 27, 31, 33, 38, 45, 92, 98, 114, 117, 122, 128, 132, 134, 160, 187,
208–21

Jaguar 94, 160–1

Japan 20, 50, 82, 94, 97, 184–5, 240–1
Jones, Alan 56–9, 173, 242
Jordan 82, 142–3, 252
Jordan, Eddie 143

King, Louise 21
Kling, Karl 114

Laffite, Jacques 159

Lamborghini 159
Lancia 27, 33, 128, 132–3
Lauda, Niki 22, 23, 48, 50–3, 68–9, 134, 170, 221, 225, 229, 240
Le Mans 24-Hour race 21, 177, 190, 255
Ligier 159
Lotus 21, 40, 42, 43, 45, 46, 48, 70, 116, 117, 122, 150–5, 187, 189, 190,
193, 204, 221, 222, 230, 248, 251, 256

Malaysia 94, 98, 178, 254

Mansell, Nigel 70–81, 190, 193, 197–8, 198–9, 226, 234, 237, 240, 241,
252
March 193, 196, 197, 204, 205, 234, 248
Maserati 31, 34, 114, 115, 117, 167, 168–9, 193, 194, 204, 209, 229,
237, 248
Massa, Filipe 100–3, 251, 252, 254
Matra 45, 140–1, 159, 193, 197, 204
McLaren 12, 20, 22, 24–5, 48, 50, 64, 69, 70, 77, 80, 91, 94, 98, 107,
115, 121, 122–7, 177, 186, 187, 206, 214, 221, 225, 234–5, 240, 241,
244, 257, 262
McLaren, Bruce 122, 167
Menditeguy, Carlos 17, 18–19
Mercedes 20, 22, 28, 31, 91, 97, 98, 107, 114, 115, 121, 176–9, 186, 202,
206, 255, 256, 262
Mexico 180, 248–9
Monaco 21, 23, 24–5, 27, 42, 43, 45, 69, 80, 98, 105, 117, 140, 148, 150,
156, 159, 160, 186, 187, 190, 200–7
Montoya, Juan Pablo 173, 175
Moss, Stirling 16, 17, 21, 28–31, 36–7, 114, 115, 202, 203, 204, 209,
210–11, 256
Musso, Luigi 168, 204, 205

Neubauer, Alfred 28
Newey, Adrian 163

Panhard 115
Patrese, Ricardo 240
Peterson, Ronnie 50, 53, 148, 150, 156, 221
Peugeot 115, 143
Piquet, Nelson 56–7, 58, 64–7, 72–5, 120, 121, 174, 180, 261
Pironi, Didier 62–3
Portugal 17, 37, 77, 79, 112–13, 115, 134, 222–5
Prost, Alain 20, 22, 24–5, 60–1, 64–7, 68–9, 73, 76–9, 121, 122, 214,
221, 240, 261

Räikkönen, Kimi 98, 135, 207, 244, 253

Red Bull 104–5, 121, 162–5, 247
Regazzoni, Clay 22, 23, 48–9, 208, 246
Renault 60, 64, 77, 80, 82, 86, 97, 121, 144–5, 159, 163, 180, 191, 194,
198–9, 218, 221, 234, 261, 265
Reutemann, Carlos 58–9, 134, 174
Rindt, Jochen 44–5, 150, 154, 166, 167, 256
rivalries 15–109
Rodriguez, Pedro 21, 166, 167
Rosberg, Keke 173, 174
Rosberg, Nico 20, 22, 106–9, 206

San Marino 62, 77, 80, 190, 213

Sauber 261
Scheckter, Jody 54–5, 91, 147
Schlesser, Jo 21
Schumacher, Michael 20, 82–93, 94, 96–7, 112–13, 115, 120, 121, 135,
138–9, 178, 180, 184–5, 186, 218–19, 226, 243, 244, 247, 252, 265,
268–9
Schumacher, Ralf 226
Senna, Ayrton 20, 22, 24–5, 70–1, 76–81, 82, 121, 122, 150, 190, 191,
206, 218, 234, 240, 251, 261
Siffert, Jo 20, 21, 237, 248
Singapore 100, 145, 163, 266–9
Spain 80, 86, 160, 234–5
Spence, Mike 21
Stewart Grand Prix 160
Stewart, Jackie 21, 44–7, 140, 147, 150, 160, 203, 234, 248, 256
Surtees, John 17, 21, 40–3, 117, 128, 130, 202, 204, 229, 248
Switzerland 189, 190, 255

teams and cars 110–81

Toleman 180
Tyrrell 46, 140, 146–9, 180, 248, 256
Tyrrell, Ken 147

United Kingdom 28, 45, 73, 80, 92, 94, 128, 135, 190, 256–61
United States 20, 46, 48, 55, 107, 147, 187, 189, 262–3

Vanwall 20, 21, 31, 37, 128, 209

Vettel, Sebastian 104–5, 163, 212–13, 254
Villeneuve, Gilles 54–5, 62–3, 86, 135, 234, 242
Villeneuve, Jacques 20, 86–9, 265
von Trips, Wolfgang 38–9

Webber, Mark 104–5, 160, 163

Williams 20, 56, 58, 64, 70, 73, 77, 80, 82, 86, 115, 116, 121, 172–5,
190, 194, 198–9, 206, 218, 226, 234, 240, 252, 261, 265
world championship: 1950 27, 150, 256; 1951 26–7, 229; 1952 27, 193,
221; 1953 27, 34, 114; 1954 28, 177, 255; 1955 28–31, 177, 202,
256; 1956 31, 32–3, 130, 132, 204, 222; 1957 18–19, 21, 159, 194,
209; 1958 17, 34–7, 55, 150; 1960 189; 1961 38–9, 116; 1962 40,
116, 235; 1963 40, 43, 189, 193, 209, 229, 248; 1964 17, 21, 38, 40,
230, 246, 248; 1965 40, 43, 117, 202, 203, 204, 221, 230; 1966 21,
116, 117, 170, 237; 1967 21, 40, 117, 158, 167; 1968 117, 140, 205,
248; 1969 44–5, 167, 256; 1970 46, 196, 205, 208, 234, 246, 248;
1972 46–7, 251; 1973 46–7, 156; 1974 48–9, 121; 1975 50, 221, 251;
1976 50–3, 229, 240; 1977 50, 134, 145, 159, 173, 240; 1978 170;
1979 54–5, 173; 1980 56–7, 135, 174, 221; 1981 58–9, 213; 1982
60–3, 120, 262; 1983 64–7, 134; 1984 50, 68–9, 222, 225; 1985 70,
122, 191, 221; 1986 72–9, 180, 261; 1987 72–9, 240; 1988 22, 134,
214, 224; 1989 20, 79, 225, 252; 1991 80–1, 134, 143; 1992 80–1,
226; 1993 80, 206, 226; 1994 20, 80, 82–5, 86, 180, 218; 1995 82–5,
135, 180, 243; 1996 82, 112–13, 143, 159, 265; 1997 20, 86–9; 1998
90–3; 1999 94–5, 186, 252, 254; 2000 121, 231; 2001 160, 226; 2002
145, 226; 2003 184–5, 226; 2004 135; 2005 145, 244; 2006 96–7,
145, 252; 2007 98–9, 135, 235, 240, 244, 253; 2008 100–3, 145, 226,
266; 2009 100; 2010 163; 2011 163; 2012 145, 163, 178, 244, 262;
2013 163, 235, 254; 2014 20, 107, 121, 177, 179, 247; 2015 20, 22,
107, 163, 207, 212–13
ACKNOWLEDGEMENTS
I would first like to thank my father, Bernard Cahier. This book is the
result of a father and son collaboration, and even though my father is
sadly no longer with us, he was by my side every day when working on
this beautiful book. Searching through the negatives of the incredible,
glorious days of Grand Prix Racing, I could feel his strong presence
imbedded in the gelatine of the black and white films which I was
scanning. He was behind the camera, and inside the film.

I would also like to thank Lucy Warburton from Aurum Press, my Editor,
who was curious enough to search and discover the unique photographs
from the Cahier Archive, and brave enough to push and make this book
happen. What a great idea that was!

Finally, a big thank you to Sir Jackie Stewart for writing his heartfelt
foreword to Formula One: The Pursuit of Speed. As it happened, I took
my first photos of Formula 1 racing in Monza 1965, when I was a
twelve-year-old boy and he won his first ever Grand Prix. Ever since
those days, the Stewart and the Cahier families have remained friends,
and nobody was in a better position to write the foreword than Jackie.
First published in Great Britain
2016 by Aurum Press Ltd
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Photography copyright © The Cahier Archive 2016

Text copyright © Maurice Hamilton 2016
Foreword © Sir Jackie Stewart 2016

Maurice Hamilton has asserted his moral right to be identified as the Author of this Work in
accordance with the Copyright Designs and Patents Act 1988.

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