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… 

F1: What’s Going On at Alpine?

And who’s really in charge?

 

While IndyCar is Brickyard centric right now, with only eyes for Mother Speedway. As I’ve typed many times before, Motorsports never sleeps!

 

Alpine has long been Renault’s sports car brand and the two firms have long associations with Formula 1. With Alpine’s dating back to 1968 and Renault first being a Formula 1 Constructor in 1977.

 

Renault has been in and out of Formula 1 many times, with it’s zenith being double world champions, i.e.; winning both Drivers and Constructors titles back-to-back in 2005-06.

 

With the team’s low point being 2008’s Crash Gate, for which a disgruntled Nelson Piquet Jr. divulged the following year when sacked by Flavio Briatore…

 

Diehard f1 Afficionados will know that Renault bought Benetton in 2000, and became the Renault F1 Team in 2002. Before morphing into the Lotus F1 Team in 2012, then Lotus Renault GP, or visa versa? Next becoming Renault Sport F1 Team in 2016 and finally Alpine in 2021.

 

The team has had much staff turnover since becoming the BWT Alpine F1 Team, with then team principal Cyril Abiteboul leaving after their transition from Renault to Alpine. As Davide Brivio, former Suzuki MotoGP team boss took over for Abiteboul, albeit with mixed results.

 

In January 2022, Marcin Budkowski, who’d risen to the role of director at Alpine, previously Renault’s executive technical director. And non-executive director Alain Prost both left the organization. With Otmar Szafnauer, previously Aston Martin’s F1 team principal, taking over the same role at Alpine.

 

Meanwhile Bruno Famin was hired to lead Renault’s Power Unit organization at Viry-Chatillon. And somebody named Oscar Piastri replaced Daniil Kvyat as test driver, as we all know how that worked out, El Correctomundo!

 

http://www.nofenders.net/2022/08/i-will-not-be-driving-for-insert-race.html

 

In July 2023 Laurent Rossi was replaced by Philippe Kreis as CEO, before Szafnauer and longtime employee Alan “Bat” Permane, having risen to Sporting Director were “let go” following the Belgian Grand Prix. With Chief Technical Officer Pat Fry leaving at the end of the year for Williams. Which are just some of the staff exodus over the past four years…

 

Monsieur Famin, who’d taken over as team principal was replaced by Oliver Oakes during the 2024 F1 Summer Holiday and began as team principal at last year’s Dutch Grand Prix on August 25th. Which brings us full circle to the latest management shakeup.

 

As Renault hired the highly controversial HMS Monogram’, aka Flavio Briatore to an executive advisor role last May, having already noted Briatore’s role in Crash Gate, not to mention Benetton’s legendous’ “trick” Option 13 launch control on the B194 chassis that Michael Schumacher drove to the first of His eventual seven F1 world championships…

 

Briatore signed Franco Colapinto as one of the team’s reserve drivers this January. for which I tend to recall that before the season began, scuttlebutt suggested that Jack Doohan was only guaranteed six Grans Prix races, with cynics suggesting this was why Doohan’s F1 debut was pushed forward to last year’s season ending Abu Dhabi GP.

 

Naturally, Oakes shock resignation was confirmed just days following the Miami Grand Prix; Tuesday, May 6th. One day prior to Alpine making official Doohan being replaced by Colapinto on a five-race deal beginning at Imola, with the team’s statement saying nothing more would be said regarding Oakes sudden departure.

 

Yet 24 hours later, Briatore, now the acting team principal felt the need to comment further, claiming Oakes departure had nothing to due with Doohan’s demotion to reserve driver and Colapinto’s insertion into the Aussie’s race seat. And was of a personal nature instead. For which that all seems a wee Bitamyte’ too convenient, or just plain good ‘Ol CoInky-dense, eh? Since rumours suggest that Oakes felt under minded by Briatore’s drivers decision…

 

Yet two days after Oakes resignation, it was reported that His younger brother William Oakes, age 31 had been arrested by the Metropolitan Police on the charge of transferring criminal property. Claiming that He had a large amount of cash in His possession when detained nearby Silverstone, where Hitech Racing’s located.

 

As William is listed as a director of Hitech Racing, founded by older brother Oliver, with the latter not being implicated of any wrong doing.

 

Whilst I’m doing my best to stay away from the previous majority owner Dmitry Mazepin angle to this story. Yes, that’s former Haas F1 driver Nikita “Mazaspin’s” father…

 

Although it’s also been pointed out by Racer’s Chris Medland that the writing for Doohan as been on the wall ever since Colapinto was signed to Alpine’s cast of rotating test and reserve drivers due to His sizeable sponsorship backing from Argentina and previous race pace at Williams last season.

 

But I simply do not understand how a rookie F1 driver is supposed to flourish in such a hostile environment! Since Doohan was Alpine’s first Driver Acadamey member to actually graduate to a race seat, albeit briefly. Meaning is it worth being an Academy member after all?

 

Since former Alpine Academy member Christian Lundgaard is doing quite nicely in IndyCar now, currently lying second in the championship – when I began scribbling this.

 

Alpine currently sits ninth in the vaunted F1 Constructors championship, only ahead of Sauber, who are in a transition year before becoming the Audi Werks’ outfit next season.

 

As Briatore, who’s now 75 is tasked with making Alpine into a winner once again, albeit for Mwah, it’s completely sacrilegious over Alpine becoming a Mercedes customer team next year! But that’s another story waiting to be laboriously poonded’ out here on No Fenders…

 

As can Alpine ever claw it’s way back to the sharp end of the grid? Since they’ve only one once as a F1 Constructor, when Esteban Ocon took an unlikely victory at the Hungaroring in 2021.

 

Prior to that, Renault hadn’t won a Grand Prix since the 2008 Japanese Grand Prix as a constructor. Albeit Red bull ran le Reggie’s 2.4-litre normally aspirated V-8 enginesas a customer between 2010-2013 enroute to four consecutive doubles championships, i.e.; F1 Drivers and Constructors titles… 

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? 

A Soothing Lullaby

Sure to induce Sleep in some of Yuhs…

 

Just a brief Jot’ as Grizzled F1 Journo Joe Saward would say. To let Y’all know that your Humble No Fenders scribe Tomaso’s On Holiday again, Groan!

 

Meaning Thar  won’t be any riveting recaps of the season’s first IndyCar race, since I’m busy pushing the P2P button Schlick! Having methodically poonded’ away some 26 No Fenders Blog stories for your dining pleasure, Err consumptions…

Hmm, perhaps that will give Colton Herta some No Fenders Mojo’ for Saint Pete, Eh?

Not to mention totally missing the Thailand MotoGP season opener. Along with there not being  any other mesmerizing No Fenders rants upon the latest ‘n greatest whatever, like I dunno?? But its always a goody thingy’ to push away from the All consuming Confuzer and keyboard. Especially when I get to visit a very special lap Hoond named Hang 10’ Hilo!

 

Although I’m Arse-suming that Mary Ellen will be able to furnish the St Pete IndyCar race via IndyCar Radio from Ye Apple Orchard…

 

As I’ll leave Y’all with the soothing, Eh? I said speak up sonny! Thars some darn blasted v-12 contraption making a Bloody racket in the background…

 

As the Aston Martin Valkyrie LMH-spec Hypercar makes its racing debut at Sebring this March 15th. And although its been out for awhile now. Like Marshall Pruett says on the Podcast. The exclusive in-car audio recording from the Valkyrie’s right hand sidepodon the High Banks of Daytona during testing should definitely leave a smile on your face! Not to mention some of the Heavy Hitters giggling afterwards.

 

So check it out, if you want to hear a proper ‘Ol school 6.5-litre normally aspirated glorious sounding V-12 motor getting a proper workout on Daytona’s 3.56-mile road course!

 

https://marshallpruettpodcast.com/podcast/mp-1569-aston-martin-valkyrie-amr-lmh-in-car-at-daytona/ 

RETRO: Remembering BMW’s Le Mans Winner

As today’s Hybrid BMW V-8 racecar is a totally different Animal…

 

As noted, BMW effectively “scrapped” it’s V-12 LM racecar following it’s unsuccessful debut at the 1998 24 Heurs du Mans. Selling chassis No. 1 to German racer Thomas Bscher, and chassis No. 2 to Japan’s Team Goh.

 

As both of these chassis would compete in the 1999 24 Hours of Le Mans race with mixed results…

 

While the V-12 LMR retained it’s 6.0-litre normally aspirated lump’, the rest of the car was completely redesigned. With all new bodywork to correct it’s aerodynamic deficiencies. Most notably it’s cooling ducts being moved topside, vs. the V-12 LM’s being on the chassis bottom and being compromised by track heat.

 

The LMR’s most striking feature had to be the use of a rules loophole to fashion a single seater style roll hoop just behind the driver’s helmet, which allowed for better airflow to it’s rear wing. Not to mention causing less drag. As the LMR is claimed to have reached 342 kph on the Mulsanne straight. Or 214mph for us metrically challenged Yanks’, Aye Karumba!

 

A further four chassis were built, with Schnitzer Motorsport running the entries, including a two car effort for the newly created American Le Mans Series. (ALMS) With the new LMR making it’s racing debut at that year’s 12 Hours of Sebring.

 

The car was fast, claiming it’s maiden Pole position, with both Schnitzer entries running up front, before the No. 43 suffered a massive crash. Effectively writing off this chassis! While the No. 42 with Jorg Muller, Tom Kristensen and JJ Letho were victorious.

 

Next Schnitzer showed up at Circuit de la Sarthe with three BMW V-12 LMR’s for the requisite test day. With the Nos 15-17. The third LMR chassis being the striking BMW #16 Art Car designed by Jenny Holzer. Yet that would be it’s lone outing at Le Mans.

 

Having scribbled about BMW’s Art Cars in a multi-part tome, for which I’ll point Y’all to one of these No Fenders stories below…

 

http://www.nofenders.net/2022/04/retro-more-bmw-competition-art-cars.html

 

Thus the two V-12 LMr’s (Nos. 15 & 17) lined-up third and sixth on the grid when the Tricolour was waved on June 12, 1999. As both cars proved reliable and able to circulate at the sharp end. Before JJ Letho driving the No. 17 reportedly suffered a struck throttle late in the race, crashing out!

 

This left Yannick Dalmas, Joachim Winkelhock and Pierluigi Martini’s No. 15 in the lead, which they retained to the chequered flag – despite heavy pressure from one of the Toyota GT-1’s, before it suffered a high speed tyre puncture!

 

Ironically, the second highest finishing BMW was the No. 18 Price + Bscher BMW V-12 LM in fifth overall. With Thomas Bscher, Bill Auberlen and Steve Soper at it’s controls, albeit 20 laps behind the winner.

 

The No. 19 Team Goh privateer V-12 LM entry retired on lap-223 with gearbox issues. Having just learned that part of it’s Japanese drivers trio included King Hiro’, aka Hiro Matsushita! A name Hardcore IndyCar Fans should remember.

 

Now I’m feeling S-L-O-W! Since I’ve just finally realized that’s the exact same Team Goh that partnered with Dale Coyne Wayback’ in 2020 to run some rookie IndyCar driver named Alex Palou…

 

Whilst Team Goh won the 2004 24 Heurs du Mans with a privateer Audi R8 with Seiji Ara and Audi Factory drivers Tom Kristensen and Rinaldo Capello behind the wheel. As it was then “Mr. Le Mans” fifth consecutive Le Mans victory!

 

Meanwhile, after winning Le Mans, “Team Schnitzer” returned to the ALMS, enroute to winning a further three races that season. With JJ Letho and Steve Soper in the #42 winning at Sears Point, Laguna Seca and Las Vegas’s November 7th season finale.

 

The year 2000 would be BMW’s swan song for it’s Werks’ prototype V-12 LMR. Although sadly, BMW chose not to defend its 24 Heurs du Mans victory, having checked that box. Instead focusing upon its new Formula 1 effort with Williams F1. Supplying Sir Frank 3.0-litre normally aspirated V-10 lumps’.

 

Schnitzer Motorsport did campaign two cars in that year’s ALMS season. Yet the Sebring 12 Hours season opening round saw Audi flexing its muscles with its soon dominant Audi R8. Seeing the BMW’s settling for third and fourth place finishes.

 

The BMW V-12 LMR would play second fiddle to the Audi R8 the entire 2000 ALMS season. Scoring its final two wins at Charlotte and Silverstone, which Audi had skipped in order to prepare for Le Mans.

 

As the No. 42 with JJ Letho and new teammate Jorg Muller won both races. Whilst its Seester’ No. 43 entry of Jean-Marc Gounon and Bill Auberlen fought for “crumbs”.

 

Meanwhile, Thomas Bscher who’d campaigned His BMW V-12LM, prepared by David Price Racing in the 1999 ALMS season. Returned to Le Mans one final time, being the lone BMW Le Mans Prototype (LMP1) entry for 2000, with the chassis once again prepared by David Price Racing.

 

Yet the #15 entry with Bscher, Geoff Lees and Jean-Marc Gounon behind its keyboard retired on lap 180 with gearbox damage, due to an accident. Before the car made its final race outing later that Fall at the Nurburgring. Followed by Bscher retiring from racing.

 

Although Team Goh’s V-12 LM was supposedly heavily updated by Dome, the car never raced again…

 

For that year’s Petit Le Mans, BMW brought the V-12 LMR Art Car out of mothballs, seeing three V-12 LMR’s entered at Road Atlanta. As the Art Car would be the only LMR to finish in fifth place – during its lone race outing.

 

Schnitzer ran the final two North American ALMS races, finishing a best of third behind both Audi R8’s again. Before BMW decided to skip the season finale Australian round. Closing the book upon the V-12 Le Mans Prototype effort.

 

Thus it would be nearly a quarter of a century before BMW returned to Circuit de la Sarthe with a factory Le Mans Prototype category. This being the BMW M Hybrid V-8 which made its debut at the 2023 Rolex 24 at Daytona. With longtime BMW partner Rahal Letterman Lanigan Racing running the program’s two Le Mans Daytona Hybrid-spec (LMDH) racecars.

 

Having scribbled about the BMW M Hybrid V-8 and its German IMSA GTP contemporary in the following No Fenders tome…

 

http://www.nofenders.net/2023/01/rolex-24-iconic-german-brands-join-gtp.html

 

With Belgium’s multiple championships winning W Racing Team, better known as WRT campaigning a brace of BMW M Hybrid v-8’s in the FIA World Endurance Championship (WEC) Hypercar class under the banner of BMW M Team WRT. 

RETRO: Remembering some of BMW’s Sports Racing Cars

As I can only imagine how glorious those BMW V-12 lumps sounded at full “Chat” upon thoust Mulssane Straight!

 

Another story waylaid in the mountainous driftwood piles upon thoust Isle ‘O Nofendersville. Shipwrecked some five years Mateys…

 

As it seems apropos to uncork this No Fenders yarn now that BMW M Team RLL has just been victorious at the Battle on The Bricks this fall.

 

Although I didn’t painstakingly go thru the two prior years Le Mans results. I did manage to discover that a total of three BMW 328 2.0-liter Inline six cylinder racecars contested the 1939 24 Heurs du Mans.  With All three finishing in the top ten overall. With the top BMW entry finishing fifth overall and first in class.

 

Reportedly this was the Bavarian Motor Werks’ initial automobile racing car, in what’s ultimately become a long, storied Motorsports activity, which includes winning the 1983 Formula 1 World Championship. Whilst it’s hard to believe it’s now a quarter century since they won at Circuit de la Sarthe!

 

Hardcore Sports Cars enthusiasts will presumably know that the BMW V-12 LM Prototype racecar, a collabouration between BMW and Williams Grand Prix Engineering, owes it’s linage to McLaren’s F1 GTR.

 

Although the McLaren F1 GTR was a development of the initial Gordon Murray designed McLaren F1 road car, which utilized a BMW S70/2 naturally aspirated V-12 lump’ at just over six litres.

 

After much pressure from aspiring privateer racers, Murray relented and produced the McLaren F1 GTR racing version, which sported an updated BMW S70/3 DOHC 6.0-litre normally aspirated v-12 lump. Competing in such series as the BPR Global GT Series, which then became the FIA GT Championship amongst others.  With these GT1 racecars being the top class at le 24 Heurs du Mans in the mid-1990’s.

 

Suffice it to say, without rehashing the entire McLaren F1 GTR’s history. The #59 car won the 1995 24 Heurs du Mans at the hands of JJ Letho, Yannick Dalmas and Masanori Sekiya. Yet by 1997 was deemed “obsolete”, with McLaren withdrawing from Sports Car racing.

 

Yet BMW wasn’t ready to Pull-the-Pin’ upon Sports car racing, and hence hired Sir frank’s (Williams) outfit to design a full blooded LMP1 spec prototype racecar utilizing it’s V-12 engine.

 

Thus Williams produced the BMW V-12 LM racecar for the 1998 24 Heurs du Mans. With two prototype chassis being built. Campaigned by longtime BMW Factory team Schnitzer Motorsport, although entered under the banner of Team BMW Motorsport.

 

No idea how the numbering sequence was done, unless these were just the first two LMP1 entrants that year? As car No. 1 featured Hans-Joachim Stuck, Steve Soper. And somebody then relatively unknown named Tom Kristensen, then just a single winner of the race…

 

The No. 2 entry saw Pierluigi Martini, Jochim Winkelhock and Johnny Cecotto behind it’s keyboard.

 

Making it’s debut during the Le Mans test day, the BMW V-12 LM’s were slower than the Werks’ LMGT1 entries of Porsche, Toyota, Nissan and Mercedes-Benz. Reportedly clocking in at 11th behind the likes of the Porsche 911 GT1, Nissan R390 GT1, Toyota GT-1 and Mercedes-Benz CLK-GT, which claimed Pole.

 

Pierluigi Martini qualified the No. 2 entry in sixth place, with Tom Kristensen putting the No. 1 in a distant 12th.

 

 

The first BMW V-12 LM to retire from the race was car #2 at a meager 43-laps. While it’s Seester

#1 was retired shortly after, at 60-laps. As both cars suffered from “harmonic: vibrations in their drivetrains and were retired in order to prevent catastrophic detonation!

 

Subsequently it was determined that the chassis suffered from lack of aerodynamics, and more importantly. It suffered cooling issues. Prompting BMW to discard the two V-12 LM chassis in favour of a total redesign for the next year’s competition.

 

On a somewhat interesting sidenote, or going down another Wabbit’ Hole; You make the Call! Having surfed thru Bill Auberlen’s extensive racing career. Whom I’ve long taken to calling Him Bimmer Billy’, due to His longtime BMW affiliation.

 

Auberlen, Steve O’Rourke and Tim Sugden were that year’s highest finishing powered BMW entry at Le Mans. With their #40 Gulf Team Davidoff McLaren F1 GTR finishing fourth overall.

 

While interestingly, part of Bimmer Bily’s extensive racing exploits – which I’ve previously scribbled about in,

 

http://www.nofenders.net/2023/03/reminiscing-briefly-over-great-bimmer.html

 

Includes being half of the driving Duo that won BM's lone World Sports Car (WSC) victory overall at the 1998 Monterey Sports Car Championship.

 

With Auberlen and Belgium co-driver Didier de Radigues taking the cheqered flag aboard Team Rafanelli’s BMW Motorsport backed Riley & Scott Mk III BMW 4.0-litre V-8 during the Laguna Seca IMSA GT Championship’s season finale. Forbearer of the American Le Mans Series. (ALMS)

 

Reportedly Italian Team Rafanelli (Rafanelli Engineering) was running it’s Riley & Scott prototype that year in the FIA International Sportscar Racing Series (ISRS) as part of BMW’s preparations for racing it’s BMW V-12 LM chassis fulltime in 1999.

 

Yet Rafanelli was replaced by Schnitzer Motorsport instead, racing the BMW V-12 LMR. Including two cars in the ALMS.

 

Yet Team Rafanelli persevered another season with it’s updated Riley & Scott Mk III chassis. Now sporting it’s own aerodynamic revisions, along with switching to a Judd GV 4.0-litre V-10. Winning the 1999 Grand Prix of Atlanta, albeit the Werks BMW V-12LMR’s weren’t present…

 

To continue reading this No Fenders story, please visit the ling below…

 

RETRO: Remembering BMW’s Le Mans Winner                

F1: When is a Grand Prix not a Grand Prix?

Gran Primio de Cuba 500km magnet with the date February 25th on it. (The Tomaso Collection)

 

As no Jokes about Lions, Tigers, Cheetah’s, alligators, Crocodiles, or other “spotted” critters here, Oh Never Mind!

 

Like countless stories stuck upon Ye Driftwood here upon thoust Isle ‘O Nofendersville Mateys! This one’s been high-centered quite awhile…

 

As prior to Christmas, 2021, former Florentine F1 Spotter Jeannie “innocently” asked me if there had ever been a Cuban Grand Prix? To which I said I don’t think so? Even though I vaguely knew that El Maestro’, aka Juan Manuel Fangio had been Kidnapped in Cuba. Being held captive briefly in 1958 during the Castro revolution…

 

Thus try as I might briefly before Christmas, I couldn’t find anything confirming that an actual, honest to goodness Formula 1 Grand Prix had ever been held in Cuba! For which perhaps some of you are way ahead of me, Ci?

 

As little did I know I was being “teased” over my awesome Christmas presents that year, when Jeannie & Jonathan, and Beverlee gave me an awesome assortment of eight vintage racing magnets, which proudly adorn my “Icebox’s” (refrigerator) side. And naturally, one of them is for the Gran Primio de Cuba!

 

Since indeed, there would be a total of three Cuban Grands Prix held between 1957-60, with the first two back-to-back being run on the streets of Havana! While the third and final event was held on a military base in 1960.

 

As the Bitchin’ magnet  denotes the Gran Primio de Cuba being a 500km race held on February 25th. For which amazingly, I just found the following 2007 story commemorating the 50th Anniversary of the inaugural Cuban Grand Prix below. Although be aware that it’s obviously dated now, since All of the Star names have passed away, i.e.; Fangio, Phil Hill, Carrol Shelby, etc.

 

Whilst the author also notes that the official poster was printed with the wrong date upon it! Since February 25, 1957 was a Monday and the race was most definitely held upon Sunday, February 24, 1957 instead! Meaning my reproduction magnet also contains this mistake upon it…

 

As it’s a fairly long article, but full of vintage photographs of the various racing drivers participating, along with some of the race circuit’s surroundings, and worth a read.

 

Havana-May 1950-Nov 1960: Gran Premio de Cuba - 1957 (havana5060.blogspot.com)

 

As the author notes that the races two main protagonists were Juan Manuel Fangio driving a Maserati 300S vs. Alfonso de Portago behind the wheel of a Ferrari 860 Monza! Hmm, why do I recognize the latter’s name? Oh yeah, because I’ve previously pointed Y’all to my No fenders story about the man who died during the 1957 Mille Miglia, recently portrayed in Michael Mann’s excellent movie Ferrari. Which fortuitously I got to see the final showing here in Bumfiddle’ Florence Wayback in mid-February!

 

http://www.nofenders.net/2017/05/de-portago-who-lost-formula-1-bobsledder.html

 

Interestingly, the 860 Monza was one of a multitude of Ferrari Monza Sports Cars built between 1953-57, with reportedly only three 860’s being built. Culminating with a triumphant 1-2 finish in the 1956 12 Hours of Sebring. Where Fangio and Eugenio Castellotti won ahead of Ferrari teammates Luigi Musso and Harry Schell. Although interestingly, the Monza models were fitted with inline four cylinder engines vs. la Scuderia’s then traditional twelve cylinder lumps’. 

 

As noted above, other Big Name racers included the likes of Phil Hill, Eugenio Castellotti, Carrol Shelby and apparently a rather snobbish Stirling Moss! With Fangio winning after De Portago retired with a blown engine on lap-68.

 

The ’58 race was filled with much Hijinxs. Most notably the Kidnapping of Fangio in order to draw Attenzione to Castro’s revolution. Although the Five-times F1 World Champion went unharmed and was returned to the Cuban Embassy following the conclusion of the race.

 

Reportedly the second race drew some 200,000-plus spectators and was another Ferrari v Maserati scrum. With such notable drivers as Hill, Moss, Shelby, Wolfgang von Trips, Masten Gregory, Jo bonnier, Harry Schell and Bruce Kessler participating. Whilst Maurice Trintignant was drafted in as Fangio’s replacement.

 

Yet a local driver in a Ferrari spun on an oil patch and crashed into the crowd lining the streets, killing six spectators! With the race being Red-flagged and ultimately completed on lap-6! With Stirling Moss being declared the winner, driving a Ferrari 4.1-litre V-12 335 S racecar ahead of Masten Gregory.

 

Gregory initially planned to protest the outcome. Before Moss convinced Him to pool the first place ($10,000) and second place ($7,500) prize money and split it evenly. And Hightail it out of Cuba before a revolution erupted!

 

Ironically, the 335 S is the very model that De Portago crashed and dide-in during the ’57 Mille Miglia…

 

While Y’all can read about that and more of the second race in the Sports Car Digest articled titled The infamous 1958 Cuban Grand Prix…

 

The ’59 event was cancelled due to Castro’s revolution being in it’s final stages, before the event returned to be run upon support roads at a military Airfield. As Stirling Moss won again, this time driving a privateer Maserati Tipo 61 Birdcage ahead of Pedro Rodriguez in a Ferrari and Masten Gregory in a Porsche 718 Spyder.

 

As Bruce Kessler appears to be the only Yank’ living who participated in thosewild street races in Havana! And is a most colourful Chap’. Who just so happened to be Pals with the late Lance Reventlow, and reportedly is the last living person to see James Dean alive…

 

As All three of these Sports Car races featured many of the days top Formula 1 drivers, it was a much different era back then. When F1 drivers were not only allowed to dabble in other events, they were expected to do so driving for their respective marques!

 

Thus as Y’all can “See”, the words Grand Prix have been ridiculously overused for any and All motor races! A practice that IndyCar continues doing today! Like is it really the Grand Prix of Alabama? Not to mention its newest edition, the Grand Prix of Arlington.

 

Since when I hear the words Grand Prix, I immediately think of formula 1, not Indy Cars, MotoGP or Sports Cars, Oh Never Mind!

 

Photograph c/o J&J Images