Current Formula 1 Constructors who’ve Won at Le Mans

Although when is an F1 Constructor not a winner at Le Mans?

 

Yeah, its another long winded No Fenders story turned into two part harmony. Or is that more groaning I hear?

 

As I’ve already covered the most successful Formula 1 constructor to win Le Mans overall. With the rest of the grid paling in comparison.

 

As I came up with the following trivia question. What do Mercedes and Williams share in common? As here’s what I came up with for winners, beside Ferrari.

 

Aston Martin: 1959

The Aston Martin DBR1 is the only other front engine winner at Le Mans. And yes, I realize that today’s Aston Martin F1 Team began life as Jordan Grand Prix, before Lawrence Stroll cleverly rebranded it as Aston Martin in 2021. Born out of the ashes of Force India and its interim name of Racing Point. Which dovetails nicely with His owning the controlling interest of their road car company.

 

As many will known, the David Brown owned Aston Martin Racing team designed the DBR1 for the 1956 Sports Car Championship season, before the upgraded 3.0-liter straight six cylinder lump’ was introduced in 1957.

 

After three years of frustration, Aston Martin achieved their greatest glory, winning that year’s 24 Heurs du Mans with Carroll Shelby and Roy Salvadori at its controls. While Aston Martin would also win the Sports Car Championship title that year. Only achieved three times that decade. With Ferrari doing likewise in 1954 and 1958.

 

Yet how many remember that Aston Martin during the David Brown Corporation era also entered Formula 1 briefly between 1959-60? Although by the time they got round to introducing the DBR4 it was obsolete. Along with the lighter, replacement DBR5, both being front engine layouts with straight six engines. When Sir Blackjack’, aka Jack Brabham was dominating the sport in His Cooper rear engine racecar…

 

Alpine: 1978

Alpine has a long, tangled relationship with Renault, its parent company. With today’s Alpine F1 Team having been rebranded from the latest iteration of Renault in 2021.

 

Although Alpine had been merged into Renault Sport in 1976. Nevertheless, it assimilation included its Sports Car racing programme.  Which Renault wished to win Le Mans for the prestige of winning on home soil.

 

Interestingly, there were actually four Renault-Alpine’s entered in the 1978 race, one being a customer entry, with different models entered. Including the controversial ‘Bubble” top roof which was only raced upon the winning Alpine A442B.

 

As Patrick Depailler and Jean-Pierre Jabouille in the latest A443, said the acrylic bubble top partial roof made them feel claustrophobic and trapped engine heat in the cockpit. Along with obscuring vision. Even though Depailler set a top speed of 236mph on the Mulsanne Straight! As the acrylic “canopy” gave the car an extra 5mph…

 

Thus it was Didier Pironi and Jean-Pierre Jaussaud winning aboard their bubble roof A442B.

 

And with the victory complete, Renault withdrew from endurance racing to focus their energies upon Formula 1. Before returning to endurance racing first with the A480, a rebadged Rebellion R13. Grandfathered into the ACO’sLMP1 Hypercar rules between 2021-22. And then today’s current factory Alpine A424 Hypercar programme. Which includes the likes of Mick Schumacher as one of the team’s six drivers.

 

Sauber: 1989

Peter Sauber began His long motorsports career by racing in Hill climbs in 1970 in a car of His own construction. While Sauber first competed at Le Mans in 1978 with its C5 Sports Car.

 

Sauber’s association with Mercedes Benz began in 1985, supplying engines for the Sauber C8 Group C chassis, with the C9 being introduced in 1987.

 

Sauber officially became the Mercedes Benz Werks Sports Car team the following year, and the C9 not only won at Le Mans in 1989, but also claimed the Constructors and Drivers titles that year.

 

The C9 was the second fastest car ever at Circuit de la Sarthe, recording a terminal velocity of 248mph, the magic 400kp/h on the Mulsanne Straight!

 

The renamed Mercedes Sauber C9 was replaced by the C11 for 1990, which also won the Constructors and Drivers titles again, before ultimately being replaced by the C291.

 

It was these “Silver Arrows” Sauber Sports Cars that I believe first brought my Attenzione to a young German driver named Herr Schumacher. As I tend to recall that Michael Schumacher, Heinz-Harald Frentzen and Karl Wendlinger drove together as Junior Drivers for Mercedes in Group C, before all three advanced to formula 1.

 

Sauber itself made the leap from Sports Car racing at the end of the Group C era to F1 in 1993 with Mercedes backing, taking over the supply of Leyton House March’s Ilmor V-10 lumps’. Having remained in F1 ever since under various guises. And will become the Werks Audi F1 Team next year.

 

McLaren: 1995

Presume everyone knows of the evocative McLaren F1 GTR winning le 24 Heurs du Mans with Lanzante Motorsports in 1995. With J.J. Letho, Yanick Dalmas and Kokusai Kaihatsu at the controls of the No. 59 LMGT1 entry.

 

As the racecar was developed from the original McLaren Supercar designed by Gordon Murray, with its unique three seat layout, seating the driver’s lone seat in the cabin’s centre.

 

As I’m guessing that McLaren is the only Constructor to have won Frederico Suave, nee Fred Alonso’s mythical “Triple Crown”, i.e.; Le Mans, Indianapolis 500 and either the Monaco Grand Prix or the F1 World Championship…

 

Williams: 1999

Yeah, technically Team Willy’s never won Le Mans, which I’m aware of. Yet I included them since Williams Grand Prix engineering designed, built and developed the winning BMW V-12 LMR Prototype that Yanick Dalmas, Pierluigi Martini and Joachim Winkelhock drove to victory that year.

 

RETRO: Remembering some of BMW’s Sports Racing Cars

 

The quick answer to my trivia question above is the year 1999. Although it was also when Mark Handlebarz’ Webber and other members of the Mercedes Werks team went airborne and spectacularly barrel-rolled their CLR Prototypes. Which had a nasty habit of somersaulting due to high speed aerodynamic deficiency, Youza! 

The most successful Formula 1 Constructor at Le Mans

The 1965 winning Ferrari 250LM on display at the IMS Hall of Fame museum, a very long time ago. (The Tomaso Collection)

 

Although this should be Uber’ Obvious!

 

Suppose this is what happens when you’re deep into listening to several hours of le 24 Heurs du Mans on Zed Intrawoods’ via RS1. (Radio Show Ltd, Channel One)

 

Thus I found myself going down another endless Wabbit’ Hole, wondering out loud how many of today’s Formula 1 constructors had also won overall at Le Mans? Which perhaps some of you already know the answer.

 

As it’s a pretty significant 70% “Strike” rate, with only three teams not competing at Circuit de la Sarthe. Although I’m left wondering if one prominent F1 constructor has ever sponsored a winning entry? While arguably, 60% of the current F1 grid has actually won Le Mans.

 

(12) Ferrari: 1949, 1954, 1958, 1960-65, 2023-25

The Prancing Horse’s list of winners reads like a veritable Who’s who? Although not sure that could be said about most of today’s drivers, but who knows, Eh? Since thee Krakow Kid certainly is a “Star”.

 

Luigi Chinetti got the “Ball” rolling, no Hut-Hut Omaha jokes here! For Il Commendatore, nee Enzo Ferrari in 1949, some Gory 76 years ago! Driving the iconic “Red Barchetta”, the evocative Ferrari 166MM. With Chinetti driving an unheard of 23 Hours! While co-driver Peter Michell-Thompson, better known as Lord Selsdon, owner of the Ferrari. Drove for only an hour Sunday morning, around 4:25AM. As it was Chinetti’s third and final victory.

 

1954 saw Doce Argentinians winning for la Scuderia, with El Maestro and El Cabezon victorious. As Five-times F1 World Champion Juan Manuel Fangio needs no introduction! Teamed with Jose Froilan Gonzalez, better known as the Pampas Bull. Who also gave Ferrari its debutante Grand Prix victory at Silverstone in 1951.

 

F1: The British Grand Prix - Now and Then

 

As the Argentine duo were entered in a Ferrari 375+. With another four years passing by, before we get to la Scuderia’s Golden years.

 

In 1958, Olivier Gendebien and Phil Hill won Le Mans aboard a Ferrari 250 TR58. Which would be the first of Gendebien’s eventual four Le Mans victories, while Hill would claim three wins.

 

Driving the front engine Ferrari 250 TR58, the pair won Le Mans for the first of their eventual combined three wins. As not sure why? But in 1960, Gendebien won behind the wheel of a Ferrari 250 TR59/60 with Paul frere, whom I remember better as a longtime contributor to Road & Track.

 

As I now know the answer to this unasked question. Ironically Hill was paired with Wolfgang von Trips in one of that year’s five Ferrari’s. With both von Trips and Ludovico Scarfiotti running out of fuel on lap-22 on-track. While eventual winner Gendebien also ran out of petrol, but was able to coast into the pits, Momma Mia!

 

Next, Gendebien reunited with Phil Hill for the pair’s second victory at Circuit de la Sarthe in 1961. Behind the keyboard of the aging, or should that be ageless? Ferrari 250 TRI/61.

 

For 1962, Gendebien and Hill won for the third time together, with Gendebien becoming the first ever four times winner. Driving a Ferrari 330 TRI/LM Spyder, the final front engine winner at Le Mans.

 

While I just learned that the “I” designation in TRI stands for “Indipendente”, for independent rear suspension. As TR stands for Testa Rossa, arguably some of la Scuderia’s most beautiful racecars!

 

This Le Mans specific 330 TRI/LM Spyder began life as a 250 TRI/60 Fantuzzi Spyder. Being rebuilt twice after wrecks in the Targa Florio, along with contesting the 1960-61 24 Heurs du Mans.

 

Then regulations allowed Ferrari to rebuild the car into its final configuration with a larger 4.0-litre normally aspirated V-12 and new bodywork. Which obviously was a different era for racecars…

 

1963 featured the first rear engine winner, the Ferrari 250P piloted by Lorenzo Bandini and Ludovico Scarfiotti. With Jean Guichet and Mino Baccarella winning behind the wheel of an “enlarged” 3.3-litre v-12 Ferrari 275P the following year.

 

Then for 1965, Ferrari won for the sixth year in-a-row thanks to the largely unexpected triumph of the privateer North American Racing Team’s (N.A.R.T.) Ferrari 250LM. Driven primarily by Masten Gregory and Jochen Rindt. Along with the unrecognized Ed Hugus.

 

As I won’t even bother trying to explain the controversy surrounding the 250LM and Enzo not getting His way with Homologation! With Scuderia Ferrari racing at Le Mans until 1973, when they quit Sports car racing.

 

Arse-suming Y’all know the story behind Ferrari’s current 499P, which carry’s the Nos. 50-51 in deference to it being a half century since the last factory entry at Le Mans. As the 499P is built to the Le Mans Hypercar regulations, with two Werks’ entries, plus a third “customer” entry contesting the FIA World Endurance Championship. (WEC)

 

While the 499P shares the same 296 GTB 3.0-liter V-6 twin turbos architecture. It is a fully stressed member in the 499P Prototype. And its front axle electric motors generates an additional 268bhp, give the racecar semi-permanent All Wheel Drive.

 

Debuting at Sebring in 2023, the 499P was victorious at that year’s Centenary edition of the 24 Heurs du Mans. With the No. 51 of Antonio Giovinazzi, Alessandro Pier Guidi and James Calado ending Toyota’s five year win streak.

 

Ferrari repeated at Le Mans the following year, this time with the Seester Factory entry #50 of Antonio Fuoco, Miguel Molina and Nickolas Nielsen. While AF Corse introduced the third “customer” 499P with Robert Kubica, Robert Shwartzman and Yifei Ye. With the No. 83 winning the Lone Star Le Mans race at Circuit Of The Americas. (COTA)

 

This June, Ferrari completed a Hat trick of Le Mans victories, this time with the customer No. 83 entry of Kubica, Ye and Phil Hanson. Bringing the Prancing Horse’s Le Mans win tally to twelve, one behind Audi. (13) As Audi ranks second overall, while Porsche leads the way with an astounding 19 Le Mans victories!

Talking “Tech” with Tino Belli

Although the Dallara DW12 Ain’t going anywhere soon…

 

Back when I could easily read Racer’s website before the maligned Racer 2.0 launch of its graphically laden website on May  12th. Which doesn’t conform to WCAG 2.2 (Web Content Accessibility Guidelines) standards, Urgh! Which reputedly Racer’s working to rectify. Although I’ve been holding my breath for several weeks now, eagerly awaiting its update, chirp-Chirp, Bueller?

 

As the website’s got other issues or bugs to iron out, which I doubt will happen, but I digress…

 

Marshall Pruett’s story Wayback’ in March regarding Tino Belli being called upon to “Beautify” the next generation Dallara IndyCar, has a very interesting podcast associated with it.

 

As Pruett spent nearly 90mins talking with Belli Wayback’ in 2018 after the introduction of the UAK 18, i.e.; Universal Aero Kit, which being unable to “See”, know it’s vastly superior to those dreaded, and thankfully forgotten about Chevy v Honda Aero Kit Wars of 2015-17.

 

As it’s a great interview worth listening too…

 

IndyCar turns to Tino Belli to enhance looks of next Chassis

 

Reading between the proverbial tea leaves, it sounded to Mwah that IndyCar is planning on sticking with just presenting a “warmed” over updated version of the current Dallara DW12 as the next generation IndyCar, with Belli leading the design of its aesthetics…

 

Yet we all know that on Friday of this year’s Road America IndyCar race weekend, IndyCar and IMS leader Doug Boles announced that IndyCar would be debuting the long awaited next generation chassis in 2028.

 

The racecar will once again be produced by Dallara, targeting to be 85-100lbs lighter. Which basically gets back to pre-Hybrid, Err Energy Recovery system (ERS) weight, since the ERS added an ungainly 100lbs to the DW12’s rear!

 

Xtrac, the current gearbox supplier will continue in this role, providing a new 25lbs lighter unit that shares components with the Indy NXT chassis, for those running in both series.

 

While current brake supplier Performance Friction Corporation (PFC) will continue as sole supplier of braking systems.

 

A new ergonomic cockpit will be utilized, including the integration of the Aeroscreen, which was an “Add-on” component to the current DW12 chassis.

 

On the power side, the new racecar will get the previously announced 2.4-litre V-6 twin turbocharged lumps’, ergo Internal Combustion Engine. (ICE) Replete with ERS, albeit the Hybrid unit will feature more power and improved performance…

 

As you’d like to Arse-sume this new “clean-sheet” chassis design will allow for better weight distribution, leading to better handling and better performance overall.

 

Track testing of the new Dallara chassis will commence in 2026, and then once again, all teams will have to buy brand new racecars for the 2028 IndyCar season, when the venerable 15yr old DW12 is finally retired! 

RETRO: Renault’s Glory Years

Suppose that’s a sad takeoff upon an ‘Ol Bruce, the Boss’s song, Eh?

 

Formula 1 mandated the use of naturally aspirated 3.5-litre engines for the 1989 F1 season, with seven engine manufacturers supplying their wares in various guises.

 

As Ferrari and Lamborghini were the only V-12 producers, while the majority of the field relied upon the Ford Cosworth DFR V-8 unit. Although Benetton who had Ford Cosworth Werks’ status, received the “clean sheet” design HB unit at Circuit Paul Ricard. Judd provided its V-8 lumps in both CV and EV guise. Whilst Zakspeed had a Yamaha v-8, and Honda and Renault opted for the V-10 solution.

 

After a three year hiatus, Renault returned to Formula 1 as an engine supplier to Sir Frank’s Team Willy’, aka Williams Grand Prix Engineering. And once again pioneered another first in motor racing. As the Williams FW12C would use the Renault RS1 V-10 that introduced today’s de riggour pneumatic valve spring technology. Which allows valve springs being pushed by compressed air or nitrogen to operate at higher RPM’s without the dreaded valve “float” of traditional wire, coil valve springs past 12,000RPM’s; if I understand this technology somewhat correctly?

 

Although I just heard Bobby Rahal claiming that Toyota were running their IndyCar engines at 18,000-19,000RPM during the latter stage of CART with normal coil valve springs on Unchained with Paul Tracy…

 

Williams had struggled mightily the year prior with the underperforming and “sluggish” FW12 powered by the Judd 3.5-litre CV V-8 normally aspirated lump’. As reportedly, the Judd engine produced 400bhp less than the all conquering Honda 1.5-litre V-6 turbo, that McLaren almost completed a Clean sweep season with in 1988. Ironically, with the exception of Jean-Louis Schlesser tangling with race leader Ayrton Senna at Monza, gifting Ferrari an unexpected 1-2 finish just a month after Enzo Ferrari’s death! With Schlesser deputizing for Nigel Mansell at Williams; as the Brit was suffering from chicken Pox…

 

The FW12C was designed to accommodate the narrower angle, longer Renault V-10, which Riccardo Patrese would qualify second at the season opening Brazilian Grand Prix. The Italian driver’s 176th Grand Prix start, tying the record jointly held by Graham Hill and Jacques Laffite. As Patrese would go onto set the Ironman mark at 256 Grands Prix, before being bested by Rubino’, nee rubens Barrichello. For which Honda decided that the 2008 Turkish Grand Prix was Rubino’s 257th start, with Barrichello the first to surpass 300. And so it goes, now that Fernando Alonso has surpassed 400 Grands Prix starts, Aye Karumba!

 

Now It’s a Record!

 

Theirry Boutsen would give Williams Renault its maiden victory at the rain swept Canadian Grand Prix at Circuit Gilles Villeneuve that summer, the team’s only win of 1989.

 

Initially announcing His retirement at the end of 1990, Sir Frank wooed Nigel Mansell to return to Williams for the 1991 Formula 1 season, after giving Him clear number one status in writing. While Adrian Newy joined Williams from Leyton House March, designing what would become the technological tour de force, the FW14B of 1992. As the B spec model featured active suspension, semi-automatic gearshift, traction control and anti-lock braking.

 

Mansell would dominate the 1992 season with a crushing nine victories and 14 pole positions enroute to that year’s F1 Drivers title! With Williams claiming the first of four F1 constructors Championships with Renault engines; its fifth of nine eventual titles. While le Reggie’s V-10 engines took six Constructors titles on the trot, i.e.; 1992-97.

 

With thee Professor Alain Prost joining Williams for 1993, Mansell made His shock move to IndyCar with Newman Haas Racing, while Prost secured His fourth and final Drivers Crown with Williams Renault that season.

 

We all know that Michael Schumacher effectively turfed off Williams driver Damon Hill for the 1994 title at Adelaide, and then repeated as F1 World champion in ’95, when Benetton had switched to Renault V-10 engines. Before Hill was victorious in 1996, followed by Jacques Villeneuve in ’97, becoming the seventh and final Williams driver to win the championship.

 

Following the ’97 F1 season, Renault quit Formula 1 again, and instead supplied Williams with Mecachrome 3.0-litre normally aspirated V-10 lumps’. Being followed by Supertec V-10 units being supplied to Williams, Arrows and BAR. While Benetton ran the customer badged Playlife V-10 engine for three season; All being based off of the championship winning Renault RS V-10 engine.

 

Renault then bought the Benetton team, which became the Werks’ Renault F1 team between 2001 and 2010. Although running the ’01 season as Benetton…

 

The team’s zenith was Fernando Alonso winning back-to-back F1 Drivers titles in 2005-06. Along with Renault winning both years Constructors championship, led by the imperious HMS Monogram’, aka Flavour Flav’, nee Flavio Briatore. Hmm, why is that name familiar, eh?

 

Although it was also under Briatore’s reign that Renault had its darkest day, simply known as Crashgate! When Nelson Piquet Jr. deliberately crashed to enable Alonso to win the 2008 Singapore grand Prix!

 

Renault pulled the plug as a Constructor once again, at season’s end of 2010. Seeing dueling Lotus-Lotus F1 Teams on the grid for 2011, i.e.; Team Lotus v Lotus GP. For which the most memorable portion of the Lotus era was thee Kimster’, nee Iceman, aka Kimi Raikkonen famously telling the team to “Just leave Me Alone, I Know What to do!” Over the In-car radio enroute to winning the 2012 Abu Dhabi Grand Prix.

 

Renault once again returned to Formula 1 as a Werks’ outfit under the Renault Sport banner in 2015. Then being rebranded as Alpine in 2021, and now once again under the tutelage of Briatore…

 

Renault also supplied its 2.4-liter normally aspirated V-8 engines to Scuderia Toro Rosso and Red Bull Racing. With Red Bull scoring a quadruple “double” between 2010-13.

 

With ‘lil syd Viddle’, aka Sebastian Vettel setting many F1 records during this period. Including then setting the record for most wins in a season with 13, which included the record of nine consecutive wins in 2013; both since eclipsed by Max Verstappen’s 2023 season.

 

As Vettel still holds the record for most poles in a season at 15. Along with winning the Drivers title and Red Bull the Constructors title four consecutive years. Before le Reggie’s engine dominance waned, having scored just one single victory during the Power Unit (PU) era. When Esteban Ocon scored a surprise victory for Alpine at the 2021 Hungarian Grand Prix.

 

Yet its sad to “See” Renault, who’ve wone twelve F1 constructors and eleven Drivers World Championships with the fourth most wins as an engine manufacturer leave the sport, again… 

RETRO: A Sad Day for French Motorsports

Will le Reggie’ ever return as a Power Unit manufacturer?

 

Strange how the Renault in Motorsport’s website proclaims that Motorsport is written in their History. And that they’ve Always been motivated by the challenge and yearn for something new. Hmm, then how come you’ve given up on producing your own Formula 1 Power Units, especially when the new regulations commence in 2026, merci?

 

Denoting that founder Louis Renault’s first major technological achievement was His direct drive transmission in the Model A voiturette, being the first to climb Montmartre’s Rue Lepic in the fall of 1898.

 

Other early models I’ve never heard of before include the Model K, the first equipped with a Renault engine,  and the 40CV, winner of the 1925 Monte Carlo Rally. Or the modern day Megane RS, which just ended production in 2023.

 

As we all know, the Alpine F1 Team will brazenly become a Mercedes PU customer beginning next season after nearly a half century of racing with Renault engines in the pinnacle of motorsports, nee formula 1. Which I find to simply be blasphemy!

 

Reportedly, Renault has the fourth most Grands Prix victories with 169, with only ford, Mercedes and Ferrari ahead of them. With Ferrari’s next victory being the firm’s momentous 250th Grand Prix win…

 

Ultimately, Renault’s Formula 1 history goes Wayback’ to the 1930’s and Amedee Gordini, who was then tuning engines for Simca, FIAT’s French car assembler. With the Simca-Gordini Type 5 Le Mans contesting the event in 1937, for example. As Gordini would contest Formula 1 with little success between 1950-57, albeit having success in Formula 2.

 

The Simca-Gordini relationship began dissipating in 1951, and by the 1960’s Gordini was tuning engines for Renault, along with entering Renault-Gordini works at Le Mans. Amedee retired in 1968 and sold a majority 70% stake of His company to Renault.

 

Renault-Gordini moved to Viry-Chatillon in 1969, becoming Renault’s Sport division before merging with Alpine in 1976 to become Renault Sport.

 

We know that the first formula 1 turbocharged racecar was the Renault RS01 powered by the Renault Gordini EF1 1.5-litre V-6 engine, but try finding anything substantive upon how we arrived at this point in history?

 

Other than being able to vaguely discern that Alpine was racing in the European Formula 2 Championship for many years, while Gordini was busy building race engines. As the Renault Alpine A442 racecar, propelled by a Renault-Gordini 2.0-litre turbocharged 90 degree V-6 lump’, won the 1978 24 Heurs du Mans.

 

As Alpine had turned its attention towards endurance racing in 1973, and its A441 dominated the 1974 Group 5 European 2.0-liter championship. With the A441 Sports prototype winning seven of seven races and that years manufacturer and driver titles. For which I’d Arse-sume that this was the basis of the future Renault-Gordini EF1 Formula 1 engine…

 

Derisively known as the Yellow Peacock, Renault made its Formula 1 debut at the 1977 British Grand Prix with Jean-Pierre Jabouille as its chauffeur. And like all new technology, suffered many technical issues during its teething period. Before finally scoring its first points at the 1978 USGP at Watkins Glen, finishing fourth.

 

For the 1979 F1 season, Renault added Rene Arnoux as the team’s second driver. As the team began the season with its RS01 chassis, while its Ground Effects RS10 was completed.

 

After Jabouille claimed the first ever pole position for a turbocharged car at the South African Grand Prix at Kyalami. Appropriately, Jabouille claimed the first ever turbocharged victory at the team’s home race at Dijon. As Monsieur “Jelly Belly” started from pole with Arnoux second, with the duo finishing one-three, with Ferrari’s Gilles Villeneuve sandwiched in-between le Reggie’ teammates.

 

Jabouille claimed pole for the German Grand Prix at Hockenheim, followed by Arnoux scoring His debutante pole the following round at the Osterreichring in Austria. Arnoux claimed pole at Zandvoort and Jabouille took P1 at Monza, seeing Renault score four consecutive pole positions. As Arnoux would finish eighth overall with three podiums vs. Jabouille finishing P13 with two wins.

 

1980 saw Jabouille score two poles; Brazil and South Africa. While Arnoux claimed victory at Brazil and Kyalami. Along with claiming a Hat trick of pole at Austria, Zandvoort and Monza.

 

Jabouille scored His second and final Grand Prix victory that year in Austria, before suffering a nasty crash at Circuit Gilles Villeneuve, breaking a leg. As the crash effectively ended His F1 driving career, being replaced by Alain Prost for 1981.

 

The Professor, aka Prost would appropriately win His debutante Grand Prix at Dijon in His sophomore season, eventually scoring more than one fifth of His career wins driving Renault powered racecars. Finished fifth overall with three wins that season.

 

Prost and Arnoux were a front running affair, finishing fourth and sixth overall respectively in 1982. Before Arnoux moved onto “Greener” pastures at la Scuderia, nee Ferrari, partnering countryman Patrick Tambay.

 

Although scoring four wins, Prost missed out on the 1983 F1 World Championship by two points, with rival BMW becoming the first ever turbocharged engine to win a world title with Nelson Piquet. While Prost was fired two days afterwards for supposedly berating Renault over its lack of development upon the RE40, after finishing Vice Champion, Err runner-up.

 

Prost was immediately snapped-up by thee Ronster’, nee Ron Dennis to drive for Mclaren, and the rest was history…

 

For 1984, Renault hired Tambay and Derek Warwick as the team’s two drivers, while Renault provided customer turbo engines for the first time to rival F1 constructors Ligier and Lotus.

 

As le Reggie would go scoreless in the wins column that season. With Lotus’s Elio de Angelis’s pole at the season opening Brazilian Grand Prix and Tambay’s pole at the French Grand Prix being Renault’s season’s highlights. As the Mclaren duo of Prost and Niki “The Rat” Lauda ruled the championship with their TAG-Porsch turbos.

 

1985 saw Renault expand to a third customer team, supplying Ligier, Lotus and Tyrrell with its engines, in what would be Renaults final season as a F1 Constructor. (During its first foray)

 

This would be Ayrton Senna’s breakout year, having moved to Lotus. Sweeping the season’s second round in Portugal. Claiming His maiden pole, fastest lap and win. As Senna would go on to win again at Spa-Francorchamps and rack up an impressive tally of seven poles. While Italian teammate Elio de Angelis would score victory at Imola, being Renault engine’s only three wins that season.

 

With Renault suffering heavy financial losses, CEO Georges Besse declared they could no longer afford to maintain the commitment to a Formula 1 team. Hmm, sound familiar to just departed Renault CEO Luca de Meo, who consigned the Alpine f1 Team to become a Mercedes PU (Power Unit) customer beginning in 2026, curtailing production of Werks’ PU at Viry-chatillon, Merci!

 

Thus Renault became just an engine supplier one final year in 1986, once again supplying Ligier, Lotus and Tyrrell. With Senna once again being the Renault’s highlight reel. Winning the Spanish and Detroit Grands Prix, and capturing a further eight poles, before le Reggie quit formula 1 for the first time… 

RETRO: A somewhat forgotten Alfa Romeo racecar

Long ago photo of the No. 33 Alfa Romeo Tipo 308 on display in the Indianapolis Hall of Fame museum. (The Tomaso Collection)

 

When Alfa Romeo raced on Both Sides of the Pond…

 

No idea why this story got so waylaid here upon thoust Gory Isle ‘O Nofendersville, other than time simply flies bye-bye!

 

Having long ago read an interesting Blog post about an Alfa Romeo Tipo 308 that had raced in the Pikes Peak Hill Climb. So many years ago now, that the story’s link has been “Dead” for years!

 

Back in the good ‘Ol days when it was still a dirt road, and it was the Unser’s playground, before ‘Ol Uncle bobby became the ultimate King of The Mountain! When His uncle Louis (Unser) was trading blows for victory with Al Rogers. As ironically Louis Unser won twice aboard an Maserati 8CTF, but that’s a story for another day…

 

As here’s a link about Pikes Peak history Y’all may enjoy…

 

https://ppihc.org/history/

 

Yet some of Y’all may be way ahead of me, knowing the car I’m referring to, Eh?

 

History denotes that a scant total of four Alfa Romeo Tipo 308’s, also known as Alfa Romeo 8C-308’s were built. Having been designed by famed engineer Gioacchino Columbo, who’d go onto fame at Scuderia Ferrari.

 

These racecars were built for the three litre Grand Prix category and campaigned by Enzo Ferrari, then running Alfa Corse, Alfa’s factory racing department. With the likes of Tazio Nuvolari and other legendary Alfa Corse drivers.

 

Although the Tipo 308 wasn’t overly successful in what then was the European Grand Prix series. With Alfa Romeo going up against the likes of the dominant Auto Union and Mercedes Grands Prix teams.

 

Yet Raymond Sommer driving for Alfa Corse did win a pair of Hill Climb events at La Tubrie in 1938-39 behind the wheel of an Tipo 308 with its 2991cc Straight-8 cylinder Roots supercharger engine.

 

I suppose the part that always inspires me about this era of racing cars is their amazing longevity, since the Tipo 308 would race for some twelve-plus years. Hmm, sort of like today’s Dallara DW12, Oh Never Mind!

 

With war brewing in Europe, and soon to engulf the globe, i.e.; World War II. Sommer enlisted in the French Army in early 1940, and the Tipo 308 was sold to two wealthy American’s Richard Wharton and Thomas Dewart.

 

The duo hoped of reuniting Nuvolari with the Alfa for that year’s Indianapolis 500, but later hired Clarence Chester “Chet” Miller as the Alfa Romeo’s race driver. Miller qualified the Tipo 308 27th, with a speed of 121.392mph.

 

Unfortunately, Miller handed off to relief driver Henry Banks on lap 148, just before the race ran under caution the rest of the way due to rain. As the car would be classified P17, with 189 laps completed.

 

The car wasn’t entered in the 1941 Indianapolis 500, the last before the United States entered World War II, and was eventually sold to Milt Marion. Before racing resumed at the Speedway in 1946 with pre war machinery, including the Alfa.

 

For 1946, Louis Durant; no relation to William Crapo Durant, founder of General Motors and Chevrolet. As Durant’s birth name was Durant Oscar Lewis whom drove under the nom de plume Louis Durant. Qualifying the No. 33 Alfa an impressive sixth, albeit with a slower speed of 118.973mph vs. Miller’s 121-plus qualification six years earlier.

 

Durant ran a slow but steady race, being the final finisher to complete all 200 laps also in sixth place. Before the car’s future owner gained notoriety for being involved in the ASPAr (American Society of Professional Auto Racers) “Affair.” When drivers were demanding a larger slice of the pie, Err larger purse and Arse-sumedly larger payout. Sondd familiar? Can Y’all say NASCAR and the ensuing Anti-trust lawsuit currently playing out…

 

Durant who’d aligned Himself with the ASPAR crowd, saw Indianapolis rookie Walt Brown assigned to drive the #33 Alfa for 1947. With Brown qualifying with a speed of 118.355mph and finishing seventh. With only fellow rookie Bill Holland’s second place finish besting the impressive rookie.

 

Although Marion entered the car for the 1948 Indianapolis 500, apparently there were no takers, before a deal was struck to sell the Alfa Romeo to Johnny Mauro, who’d caused quite a kerfuffle during 1947 with His controversial entry form involving the aforementioned ASPAR affair, before ultimately failing to qualify for that year’s race.

 

For 1948, Mauro qualified P27 with a speed of 121.790mph. And then drove the trusty #33 Alfa Romeo racecar to its third consecutive top ten finish, crossing the finish line in ninth place. With Louis Durant driving as relief driver for 19 laps. Mauro was then elevated to eighth place the following day, after officials reviewed the scoring tape.

 

That year, Mauro from Denver, Colorado drove the Tipo 308 in the Pikes Peak Hill climb. Finishing third with a time of 16 minutes, 55 seconds. When the International Hill climb was part of the AAA Championship. With Mauro’s accomplishment celebrated in a nationwide Mobil 1 newspaper advertisement.

 

Although Mauro entered the Alfa for the 1949 Indianapolis 500, He never attempted to qualify it Himself. Yet Tony Bettenhausen tried bumping His way back into the field with the Alfa, the eleven year old chassis simply wasn’t quick enough, with Bettenhausen failing to make the Show.

 

Reportedly Mauro qualified the Alfa Romeo fourth in 1949, for the annual Labour Day Pikes Peak Hill climb event. But two women with cameras wandered out on-track, causing Mauro to have to swerve to avoid hitting them. Instead, crashing into a parked car!

 

Mauro brought the Alfa to Mother Speedway one final time in 1950, but technology had passed the twelve year old Tipo 308, with the car once again failing to qualify. Ending the car’s competition days, before ultimately being donated to the Indianapolis Hall of Fame museum, where it still resides today…

 

Information shamelessly pilfered from Kevin Triplett’s Racing History Alfa Romeo 308 story. 

Clearing the Air

And I’m not talking about the overwhelming amounts of particulates in the environment these days…

 

First off, I am not an Engineer, nor an Aerodynamicist. Or pretend to know the intricacies of either profession. That said, I have become disappointed over how much the term “clean” and “Dirty” Air’s being thrown round in current Formula 1 Grands Prix.

 

I would Arse-sume that cheating the air has existed in the design of modern racing cars since they began being created. Not to mention this aspect of aerodynamics has been applied to production automobiles forever, with modern cars lowering of their “CD” number, i.e.; Coefficient of Drag being pursued vigorously. While I’m not certain if locomotive trains from the 1930’s benefitted from this practice?

 

The first modern Grand Prix racecar that popped up upon thoust radar’s internal Jukebox was the 1937 Auto Union Streamliner, known as the Type C Stromlinie. Having competed at the world’s fastest race course AVUS in Germany  in 1937 vs. Mercedes Benz All conquering Stromlinienwagen. A series of three Mercedes Benz, Err Daimler AG Grand Prix racecars fitted with streamlined bodywork. With both the W125 and W25 chassis utilized.

 

Herman Lang won the “One-off” high speed event at AVUS, replete with it’s “Wall of Death” turn, a banked curve of some 42-45 degrees banking constructed from brick. Hmm, that bricks idea sounds familiar to Mwah…

 

Lang won the event aboard a W25 Grand Prix racecar with said streamliner bodywork. Where the long straightaways allowed for top speeds nearing 400kph, or a remarkable 248.50mph, Sheisa!

 

Whilst fast forwarding to today. The Indianapolis Motor Speedway’s Mercedes W196 Streamliner driven by Juan Manuel Fangio just sold at auction for a whopping $53 million, the second most expensive racecar ever!

 

Scary to think I’ve been following Formula 1 for nearly four decades now, meaning it’s really hard to remember everything that’s happened over that time span, Ja volt! But I tend to believe that aerodynamics became the rage in F1 in the early 1960’s, when the first wings sprouted on Grand Prix machinery. With this push for these Aero’ gains culminating with the failures of high mounted rear wings. For which a certain Pete Lovely’s late 1960’s Lotus racecar comes to mind. Which I think was a Lotus 49?

 

As the win “pylons” were simply failing due to being overstressed by the aerodynamic downforce loads being exerted upon them!

 

Then I’ve just been reminded about the foray into the sliding skirt era by Racer’s Marshall Pruett. As this early 1980’s F1 era saw designers trying to create a vacuum of low pressure? Underneath said racecar to “glue” it to the circuit with the aid of ground effects and the car’s wings, which were basically inverted airfoils to push the chassis down to increase cornering speeds. If I understand the concept correctly?

 

As it was the late colin Chapman and His legendary Team Lotus that pioneered this concept with the Lotus 78 that Mario Andretti claimed the F1 Drivers World Championship with.

 

Aerodynamics have always been at the forefront of Formula 1 chassis design as long as I can remember. Although it seems like we enjoyed great on-track skirmishes over the decades, or at least from the 1980’s to the early 2000’s. Which may have been due to the cars massive amounts of horsepower? Although today’s racecars are no slouches!

 

Whilst the last, great scrum I recall seems to be Nico Rosberg v Lewis Hamilton in equally prepared Mercedes in 2016. Along with the superb “Dust-up” between Hamilton and Max Verstappen over the 2021 season…

 

Making me wonder if today’s Formula 1 chassis have simply become too Aero-efficient? As I don’t know what year the Drag Reduction System (DRS) came into effect? But I do know that the current chassis were hailed as the biggest overhaul in quite awhile for their 2022 technical rule changes. Specifically designed to encourage closer following of a leading car, and promote overtaking. Which we’re now seeing a total lack of, regarding who’s leading the Grand Prix.

 

DRS was implemented in Formula 1 in 2011, and ceases at the end of 2025, when the new Aerodynamic Aids come into effect…

 

The current Grand Prix races have seen nothing more than the pole sitter either lead start to finish, or the car that get’s out front, i.e.; Oscar Piastri at the first corner in Jeddah going on to win. As the cars simply run best in “clean” Air and I suppose due to the convergence of design. Now struggle to run faster in what the Pundits call “Dirty” Air, which seemingly is the wake or vortex created behind the leading racecar…

 

As I don’t know if my example’s correct? But this is somewhat akin to being buffedted by the “Dirty” Air coming off a semi-truck from a far distance behind it. As we won’t digress into the realm of draftin…

 

IndyCar doesn’t seem totally adverse to this situation either, as it seems that I’ve heard drivers saying you don’t want to be too far in the pack at Mother Speedway. Although the cars do seem to “suck-up” better, where you don’t necessarily wish to be the leading car at the end of the Indianapolis 500. As just ask both Marcus Ericsson and Pato O’Ward about that!

 

Sadly, I feel that la Scuderia boss Frederic Vausser’s words are poetic? Err, Uhm prescient. With the Scuderia Ferrari team principal noting at Suzuka that this year’s F1 Championship will most likely be won during qualifying, Sigh! Since apparently the design staffs have clawed back the lost performance, which they always do. And now the F1 cars are simply too similar in performance, leading to lack of overtaking at the front of the grid, leading to rather dull races.

 

And yeah, I know that both Charles Leclerc and Lando Norris  managed to overtake George Russell for positions on-track with the aid of their DRS at Jeddah. Yet it was only third and fourth place. With Oscar Piastri controlling the race ahead of Max Verstappen.

 

Yet recall that even when Piastri got within DRS range of Verstappen, He was unable to pass Him. While Williams Carlos Sainz Jr. brilliantly led, and allowed teammate Alex Albon to follow in DRS range andeffectively create a DRS “train” which Racing Bulls Isack Hadjar couldn’t overcome. With the trio finishing P8-9-10 respectively…

 

Next year, Formula 1 is set to implement it’s biggest raft of technical rule changes with the advent of both new chassis and Power Units. (PU) As the chassis are said to be “smaller”, more nimbler and weigh less, and feature moving aerodynamic “devices”, i.e.; front and rear wings. With just two fixed positions available, i.e.; fuel efficiency or “High” downforce modes.

 

While the PU’s will feature a 50/50 split between Electric and Internal Combustion Engine (ICE) power output. With a third item of consideration being the redesigned, narrower 18-inch Pirelli tyres for said racecars…

 

And so it goes, as will 2025 be the season that diminishes Formula One’s current wave of popularism? And how will the 2026 F1 season pan out? 

Talking Trains, Not Turkeys

As No Lucas lectrics’ Jokes Here!

 

Yeah, bare with me Y’all, or indulge Mwah. Since after all it’s my Blog and I can Jolly well scribble’ whatever I want. Although I’m probably Preaching to The Choir. Or more likely Talking to The Hand! As what’s that ‘Ol Pressdog saying about Don’t Engage the Crazies George?

 

Having regaled Yuhs about my latest train adventure home, I’ve learned more than I’ve ever known about the Amtrak Cascades Express trains.

 

Whilst I can no longer recall when the first time I ever rode an Amtrak train was? Although I do recall riding home from Portland circa 1996. And then believe I started riding them Up North eh! To Vancouver, BC in the early Ought’s’. And then definitely took it once-a-year to Portland for the final three years of Champ Car at Portland International Raceway, (PIR) but I digress…

 

Was surprised that I found an immediate answer to what type locomotive the Cascades Express No. 503 train route uses. Being a Siemens SC-44 Charger. With these Diesel-electric locomotives beginning production in 2016 in Florin, California. And the first SC-44 Charger going into service on the East Coast in 2017.

 

Also learned that the SC Charger model generates it’s own Head-End Power (HEP) in it’s locomotive car. Generating the 60Hz used to create the necessary electrical demands for the passenger cars Heating/Cooling, (HVAC) lighting, WiFi’, etc. Including electrical power to individual business class seats and the Bistro/Dining car.

 

Thanks to Ray, I also learned that one week after my trip home, where the power failed on our train, albeit guessing it was the passenger cars connections. That Amtrak had to suddenly pull all of the Cascade Express railway “Sets” out of service after finding severe corrosion on the passenger cars, Say What?

 

As these Horizon passenger rail cars were built in-between 1988-90, or 1992? By a now defunct division of Bombardier, and had aluminum bodies on steel chassis, which is a recipe for corrosion.

 

Although there was one train set that wasn’t comprised of Horizon rail cars that remained in service. As this lone Cascades Express train apparently used the old Talgo rail cars? And ironically I believe it was the very same 503 route from Seattle to Eugene…

 

Full Cascades Express service was restored eleven days later, albeit with reduced rail cars comprising each train set. As rail cars were diverted from the east coast and other Amtrak routes. While the Washington State Department Of Transportation (DOT) has reportedly, already ordered eight replacement train sets from Siemens. Along with a further two SC-44 Charger locomotives.

 

These Venture rail cars are slated to be acquired this year, but not go into service until 2026. Whilst I still don’t comprehend the difference between Talgo and Horizon passenger rail cars? Other than I tend to recall that the initial Cascades Express routes began with the Talgo rail cars.

 

Now having learned that indeed the initial Amtrak Cascades Express service that began in 1998 utilized Talgo Series VI train sets, with two Series 8 sets joining in 2013. With the older Series VI sets being retired in 2020 and replaced with those corroding Horizon sets, which will inturn be replaced by the Siemens Venture “Rolling Stock” coming online shortly.

 

Whilst I just learned that Talgo is a Spanish company, and not French as I’ve always Arse-sumed, especially after riding a high-speed Talgo TGV train from Colone, Germany to Paris, France Wee-Wee! With the late-Canadian lass Clare nearly two decades ago, but I digress further…

 

Prior to my latest train excursion, I “read”, Err listened to an article on the Boseman Daily Chronicle titled Are Passenger Trains entering the Golden age, or End of the line?

 

As the article points out how the “Double Decker” passenger rail cars utilized on on the Empire Builder and Coast Starlight are Amtrak’s most used passenger cars. Racking up enough miles to circumnavigate the world seven times a year!

 

Yet these same rail cars were built during the 1970’s and 1980’s and are just one major collision away from wiping out the fleet! Although a tender was put out for new passenger rail car construction last year, as part of the Infrastructure Investments and Job Act of 2021. These cars won’t be put into circulation until the 2030’s, provided you-know-who doesn’t torpedo those plans…

 

As Amtrak was created in 1971 and has basically suffered fifty years of neglect regarding it’s rolling stock, primarily it’s passenger rail cars, due to a constant lack of investment, penny-pinching and outright slashing of funds over the decades.

 

Last year, Amtrak recorded an increase to nearly three million riders, while the Cascades Express services from Vancouver, BC to Oregon carried a stout one million riders. Which I don’t know about Y’all, but that’s a lot of cars off of the roads, freeing up the Interstate for other travelers!

 

Not to mention that everyone cannot drive a motor vehicle, like your Blind No Fenders scribe Tomaso. As have I reminded Y’all lately I’m blind?

 

Reportedly, in fiscal 2017, the Cascades Express routes, which travel 467 miles from Eugene, Oregon to Vancouver, BC, was Amtrak’s eighth busiest route.

 

Amtrak, like many Government agencies is working quite good right now, as I’d say a large portion of it’s daily delays are caused by sharing the BNSF railways and that Freight trains get priority. And privatization would only benefit whomever got the contract. Not to mention the scores of employees who’d lose their current jobs!

 

As here’s a novel idea. Instead of some Emperor wearing new clothes, whose easily distracted by shiny things. And publicly lambasting our nation’s current rail system. How about stepping up and increasing spending on this vital network of transportation that millions depend upon?

 

Hey, I know, how ‘bout we go back to steam powered locomotives, as I hear that coal’s making a comeback. As who cares about that mercury or arsenic in the air, All Aboard!

 

Yeah-Yeah, I know. The future’s so bright, Uhm where’s my Gory sun glasses, OH Never Mind!