Riccardo Patrese, egykori Formula 1-es versenyző elvitte egy bemutatókörre a feleségét.

Cosa succede se un ex pilota di formula 1 (Patrese) decide di portare la sua signora a fare un giro di pista su un’honda civic?
Questo video è un po’ vecchio ed è consigliato che abbassiate il volume visto che la signora Patrese si lascia andare ad urla (giustificatissime secondo me) decisamente acute.
Da incorniciare l’espressione di lui: calmo calmo anche mentre la moglie lo chiama in maniere poco edificanti. Insieme, comunque, sono splendidi.

La parte migliore è quando lei dice: “perfavore! ho bambini a casa che aspettano la loro mamma ed il loro papà…”

Former F1 driver Riccardo Patrese takes his wife out for a lap in a Honda Civic Type R at the Jerez Circuit.

Tras no poder parar de reir al ver este video, he aquí lo que sucede cuando Ricardo Patrese ex piloto de la Fórmula 1 maneja en un circuito de carreras acompañado de su esposa.

Ver las caras, los gritos y los berrinches es muy divertido, sobretodo que contrastan con el rostro sereno y burlón del expiloto. Have fun!

4. November – 1990 feierte die Formel 1 beim Grand Prix von Australien ein goldenes Jubiläum, denn es war der 500. WM-Lauf der Historie. Und was für eine Rennen da den Zuschauern in Adelaide geboten wurde. Ayrton Senna führte, von der Pole Position gestartet 61 Runden lang mit einem immer bockiger werdenden Getriebe, das dem frisch gekrönten Weltmeister sogar noch einen Ausfall durch Abflug bescherte. Nelson Piquet, von Startplatz 7 kommend, hatte sich bereits an Alesi, Patrese, Prost und Berger vorbei gearbeitet und erbte nun die Führung. Nigel Mansell hatte Senna Anfangs gescheucht, war nach Reifenproblemen und einem Dreher nun wieder auf dem Vormarsch. In der drittletzten Kurve, am Ende der langen Gegengeraden, versucht der Brite seinen letzten, verzweifelten Angriff. Doch Piquet bleibt vorn und gewinnt Grand Prix Nr. 500.

4/11/1968, Horace Gould stirbt.

Der Autohändler aus Bristol erinnerte mit seinem Körperbau und dem ruppigen Fahrstil an den argentinischen Kollegen Froilan Gonzalez und bekam folglich auf der Insel den Spitznamen “der Gonzalez aus dem Südwesten”. Er debütierte am 17. Juli 1954 in der Formel 1, nahm insgesamt an 16 Grands Prix teil und konnte 2 WM-Punkte einfahren.

Geboren: 20. September 1921 in Bristol, England.
Verstorben: 4. November 1968 in Southmead, England.

4/11/1919, Eric David Thompson wird geboren in Ditton Hill, England.

Hobby-Rennfahrer Eric Thompson machte mit zwei Klassensiegen in Le Mans und Siegen in Spa, Goodwood und bei weiteren Rennen von sich reden. Wie ein Amateur führte sich Thompson auf den Pisten wahrlich nicht auf. Bei seinem einzigen Grand Prix-Start, 1952 in England, schlug er keinen geringeren als Ex-Weltmeister Nino Farina im sauberen Zweikampf um Platz 5 und kassierte dafür 2 WM-Punkte.

4/11/1953, 54 years ago, Jacques-Joseph Villeneuve wird geboren in Saint-Jean-sur-Richelieu, Kanada.

Der Bruder des unvergessenen Gilles und Onkel von ex-Formel 1-Weltmeister Jacques versucht dreimal vergeblich sich für einen Grand Prix zu qualifizieren. Allerdings hatte er auch nie das Material zur Verfügung, das einem Formel Atlantic- und CanAm-Meister gerecht würde. Wie sein verstorbener Bruder, hat Jacques-Joseph an allem Spass, was mit Geschwindigkeit zu tun hat. Folglich ist der Kanadier schon mit allem am Start gestanden, was irgendwie die Freude am rasen befriedigt. Neben Autosport-Kategorien versuchte er sich auch bei Powerboat- und Schneemobil-Rennen. Letzte taten es ihm dann doch mehr an und nach drei WM-titeln in den 80ern geht JJ noch heute als Profi bei Schneemobil-Rennen an den Start.

4/11/1976, Anton Ulmen stirbt.

Toni Ulmen gewann 1949 die deutsche Formel 2-Meisterschaft und war mit seinem Veritas-Meteor stets ein Siegesaspirant. 1950 lief er in Erlen lief er mit nicht einmal 10 Sekunden Rückstand auf die mächtigen Ferraris ein, wurde beim Eifelrennen Zweiter und Vierter beim Grossen Preis von Deutschland. 1951 holte er auf der Avus einen 2. Platz und fuhr die schnellste Rennrunde. Am superschnellen Grenzlandring wurde er anschliessend Dritter. 1952 trat Toni mit einem vollverkleideten Veritas ohne nennenswerten Erfolg bei zwei WM-Läufen teil, fuhr einen 5. Platz beim Eifelrennen heraus und gewann diesmal die Formel 2-Vollgasschlacht am Grenzlandring, sowie ein 2-Liter-Sportwagen-Rennen am Nürburgring. Anfang 1953 gab Toni Ulmen dann seinen Rücktritt bekannt, wurde dann aber am Steuer Roosdorps Jaguar kurz rückfällig und wurde Dritter bei den 24 Stunden von Spa.

Geboren: 25. Januar 1906 in Düsseldorf, Deutschland.
Verstorben: 4. November 1976 in Düsseldorf, Deutschland, 70 Jahre alt.

4. November – The 1990 Australian Grand Prix was the 500th Formula 1 World Championship round and what a race it was. Pole setter Ayrton Senna led the first 61 laps with a gearbox problem that got worse and worse to the extend that the newly crowned World Champion ended up crashing. Nelson Piquet, who started 7th and made his way past Alesi, Patrese, Prost and Berger, took the lead after Senna’s crash. Mansell had been chasing Senna earlier on but ran into tyre trouble, spun and then fought back to lunge at Piquet for the lead on the third last corner on the very last lap. In vain, Piquet won Grand Prix no. 500.

4/11/1968, Horace Gould dies.

Larger than life Bristol Motor Trader whose build and driving style led to him being dubbed “the Gonzalez of the West Country”. He participated in 16 grands prix, debuting on July 17, 1954. He scored 2 championship points.

Born: 20th of September 1921 in Bristol, UK.
Died: 4th of November 1968 in Southmead, UK.

4/11/1919, 88 years ago, Eric David Thompson is born in Ditton Hill, UK.

Thompson fitted his racing in with his work schedule. Twice winning his class at Le Mans and victories at Spa, Goodwood and other circuits, though he drove for fun, Thompson drove like no amateur. He only competed in one Grand Prix, the British in 1952, beating Farina in a straight fight for fifth place and two points.

4/11/1953, 54 years ago, Jacques-Joseph Villeneuve is born in Saint-Jean-sur-Richelieu, Canada.

Brother to the revered Gilles, uncle to F1 World Champion Jacques, Jacques Joseph failed on all three attempts to qualify for a Grand Prix. In fairness, he never got a ride a the height of his talent displayed by winning Formula Atlantic and Can-Am titles. Very much like his late brother in love with anything that goes fast, Jacques would race in all sorts of motor racing categories, including powerboats and snowmobiles. Already a triple World Champion in the 80s, he remains a front runner in snowmobile pro races.

4/11/1976, Anton Ulmen dies.

The outstanding Veritas driver Toni Ulmen was the German F2 champion in 1949 and always posed a real threat in his Veritas-Meteor. In 1950 he was third at Erlen, less than ten seconds behind two Ferraris led by Villoresi, second in the Eifelrennen and fourth in the German GP. In 1951 he took second place and fastest lap at Berlin’s Avus track, and third at the ultra-fast Grenzlandring circuit. For 1952 Toni entered his sports-bodied Veritas in two World Championship events without success, but took a fifth place at the Eifelrennen, and won the Formula 2 high-speed thrash at Grenzlandring and a 2-litre sports car race at the Nurburgring. Despite announcing his retirement in early 1953, he was soon back, albeit briefly, sharing Roosdorp’s Jaguar in sports car events and finishing third in the Spa 24 Hours.

Born: 25th of January 1906 in Düsseldorf, Germany.
Died: 4th o November 1976 in Düsseldorf, Germany, aged 70.

A realidade do final da temporada de 1991, com uma leve superioridade do Williams FW14, foi amplificada em 1992, onde o novo modelo Williams FW14B dominou com propriedade a temporada inteira, fazendo todos os outros bólidos parecerem carroças. Nigel Mansell a bordo do FW14B finalmente ganhou o campeonato de pilotos com uma vantagem esmagadora em cima de Patrese, companheiro de equipe, 108 a 56 e com um adiantamento assustador: em 16 de agosto em Hungaroring, faltando ainda 5 GPs para o término do campeonato.

Williams FW14B

Ayrton Senna reclamou muito durante toda a temporada de ambos os bólidos McLaren, o MP4/6B e o MP4/7A, esperando pelas melhorias prometidas. Ele só ficou esperando, pois elas nunca deram resultado algum e em certa altura, a Honda anunciou que estava se retirando da Fórmula 1. O FW14B era imbatível naquelas circunstâncias e as diferenças de aproximadamente 1 segundo deixavam Senna claramente inquieto. Ele procurou fazer contatos com Ferrari e Williams, para a temporada de 1993.

McLaren MP4/7A

Porém a Ferrari, através de Niki Lauda, foi sincera e não prometeu um carro campeão para a próxima temporada, portanto ficou fora dos planos de Senna. A Williams, após demitir Nigel Mansell logo depois da confirmação do seu título mundial, fez o anúncio da contratação do tricampeão Alain Prost para 1993. Ainda havia teoricamente uma vaga na Williams, porém uma cláusula contratual imposta por Prost não permitia a contratação de Senna como seu companheiro. Desde este ponto até o final do campeonato, Senna declarou diversas vezes que tiraria um ano sabático em 1993, porém no final das contas competiu como piloto da McLaren.

Grazie alla Honda, l’italiano ex pilota di formula 1 è tornato ad indossare il casco a Jerez, per provare una Honda RA107. In quell’occasione, però, c’è stato anche il tempo per portare la moglie a fare un giro di prova con una Civic Type-R ed i risultati sono stati “comici” !

www.autoblog.it/post/15609/patrese-a-jerez-gira-anche-la-moglie

Il sogno di ogni fidanzato/marito:

dArio

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

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

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

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

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

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

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

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

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

So long, James.

Próximo confronto entre os pilotos do time líder, Alain Prost e Ayrton Senna. O brasileiro disposto a provar mais uma vez que era o melhor piloto em uma única volta. E ele estava determinado a deixar a sua marca na corrida.

Ayrton marcou a pole com 1min 27.148s enquanto Prost, na segunda posição ficou com 1min 27.919s. Nelson Piquet e sua Lotus ficaram em terceiro enquanto Sandro Nannini’s, representando as cores locais, com a sua Benetton, ficou em quarto. O outro piloto local, Michele Alboreto, ficou apenas em 10º lugar com a sua Ferrari, mas ele acabou largando do fim do grid depois de um problema na sua embreagem durante o warm-up.

Durante a volta de apresentação o motor de Prost começou a falhar e na largada o V6 quase morreu completamente, causando o francês perder varas posições enquanto o grid disparava rumo a Tamburello. Senna era o líder e Piquet se defendia com vigor da Benetton de Alessandro Nannini. No final da segunda volta os dois brasileiros corriam livres na frente de todos e Prost estava em sexto lugar. Essa foi a última vez que muitos viram Senna no resto da tarde, ele simplesmente disparou na corrida.

Prost se recuperando da sua péssima largada começou a confirmar os temores das outras equipes sobre a capacidade da McLaren. Na sétima volta Piquet já enxergava o francês no seu retrovisor, enquanto Senna continuava a disparar, abrindo mais de um segundo por volta. Piquet foi ultrapassado na oitava volta da corrida e as McLaren estavam correndo na liderança.

Quando os líderes começaram a ultrapassar os retardatários Senna demonstrou sua incrível habilidade para superar o tráfego sem perder tempo, enquanto Prost foi mais cuidadoso com a sua máquina. Agora a McLaren estava correndo 3 segundos mais rápido que a Lotus de Piquet.

Para descontração da multidão o pelotão intermediário, com Nannini, Patrese, Boutsen e Berger tornou a corrida emocionante com alguns duelos roda-a-roda.
No entanto, o final da corrida foi um desastre para os carros vermelhos da Ferrari que não conseguiram manter nem a velocidade da Lotus. Com Senna vencendo, Prost conquistou pela 24ª vez em sua carreira um 2º lugar. Aliás, um novo recorde do francês que talvez ele provavelente não tinha desejo de alcançar.

Grande Prêmio de San Marino de Fórmula 1 de 1988 , Ímola, Itália.

Pole Position: Ayrton Senna, McLaren MP4/4-Honda, 1m 27.148s, 208.198 km/h de média.

Race Result: Winner – Ayrton Senna, McLaren MP4/4-Honda, 60 laps x 5.040 km (3.132 miles) = 302.400 km (187.920 miles) distância total da prova em 1h 32m 41.300s.

2) Alain Prost, McLaren MP4/4-Honda + 2.334s
3) Nelson Piquet, Lotus 100T + 1 volta
4) Thierry Boutsen, Benetton B188 + 1 volta
5) Gerhard Berger, Ferrari F187/88C + 1 volta
6) Alessandro Nannini, Benetton B188 + 1 volta

Fastest Lap: Gerhard Berger, Alain Prost, McLaren MP4/4-Honda, 1m 29.685s on lap 53 = 202.308 km/h (121.085 mph) average.

Milestones among drivers:

- Alain Prost scores his 57th podium finish (new record).

Milestones among teams, constructors and suppliers:

- 5000th F1 Grand Prix for Goodyear as a tire supplier;

- 75th F1 Grand Prix for Zakspeed as constructor, engine builder and team.

Next round of the fight of dominance between team-mates Alain Prost and Ayrton Senna as the Brazilian once again proves in qualifying that he his the ultimate driver over a single lap. And he was determined to make his mark in the race asa well.

Ayrton clinched pole with a time of 1m 27.148s while Prost, on 1m 27.919s, was forced to settle for second place. Nelson Piquet, took his Lotus to third place while local colour was provided with Sandro Nannini’s snatching fourth slot on the grid with his Benetton. The other local boy, Michele Alboreto, managed only tenth place in his Ferrari but he ended up starting from the back of the grid after his clutch caused him to stall on the warm-up lap.

During the warm-up lap Prost’s seemd to fail and when the lights went green it almost died completely, leaving the Frenchan struggling away from his starting Postion. Senna to lead the packahead of Piquet who had to free himself from a charging Alesandro Nannini in the Benetton. By the end of the second lap the Brazilians were running clear at the front of an hard-chasing pack, with Prost back in sixth place. That was the last most people saw of Senna for the rest of the afternoon as he simply ran away with the race.

Prost recovered from his poor start and began to confirm the other team’s worst fears about the capabilities of the McLaren. By the seventh lap he was in Piquet’s mirrors, while Senna continued to increase his lead by more than a second a lap. Piquet was taken on lap eight and the race was bound for a McLaren 1-2.

When the leaders began to overtake back-markers Senna displayed his awesome ability to cut through traffic without losing momentum time and time again, while Prost, always concerned for his machinery, was more careful on his way through the field. By now the McLaren were running a full three seconds a lap faster than Piquet’s Lotus.

For entertainment the crowd had to look to the midfielders of Nannini, Patrese, Boutsen and Berger who spent the race engaging is some thrilling wheel-to-wheel duels. However in the end the race was a disaster for Ferrari with the red cars unable to muster even Lotus-like speed. With Senna winning, Prost scores his 24th runner-up finish, a new record the Frenchman was perhaps less keen to achieve.

1988 San Marino Formula 1 Grand Prix, Imola, Italy.

Pole Position: Ayrton Senna, McLaren MP4/4-Honda, 1m 27.148s, 208.198 km/h average.

Race Result: Winner – Ayrton Senna, McLaren MP4/4-Honda, 60 laps x 5.040 km (3.132 miles) = 302.400 km (187.920 miles) total race distance in 1h 32m 41.300s.

2) Alain Prost, McLaren MP4/4-Honda + 2.334s
3) Nelson Piquet, Lotus 100T + 1 volta
4) Thierry Boutsen, Benetton B188 + 1 volta
5) Gerhard Berger, Ferrari F187/88C + 1 volta
6) Alessandro Nannini, Benetton B188 + 1 volta

Fastest Lap: Alain Prost, McLaren MP4/4-Honda, 1m 29.685s on lap 53 = 202.308 km/h (121.085 mph) average.

Milestones among drivers:

- Alain Prost scores his 57th podium finish (new record).

Milestones among teams, constructors and suppliers:

- 5000th F1 Grand Prix for Goodyear as a tire supplier;

- 75th F1 Grand Prix for Zakspeed as constructor, engine builder and team.

Winning a Grand Prix can be an emotional affair at the best of times but never was the magic as strong as this one. The crowd got exactly what they wanted, the victor was perhaps the most popular man in the paddock, and the whole affair seemed to be guided by an unseen force.

Raceday was one of those stunning Italian days with clear skies and bright sunshine, and 100,000 tifosi arrived at the circuit with high hopes of a Ferrari victory. The Frenchman was starting third behind Arnoux and Piquet in the same spot Villeneuve had started his last race. During the night fans had painted maple leaf on the grid in honour of Villeneuve, an act that moved Tambay to tears before the race began.

Piquet stalled on the grid leaving Patrese as the sole Brabham while Arnoux got away cleanly from the front with Tambay close behind. The crowd went insane at the site of the Ferraris in the lead. The Frenchman lost his place to Patrese after just two laps and was forced to watch as the Brabham shot off in pursuit of his team-mate. Patrese took the lead after six laps and looked as if he had the race sewn up before he made a disastrous pit-stop on lap 34. In his eagerness to get in and out quick Riccardo overshot his pit. An overstretched air hammer lost its hose and Patrese made it even worse by failing to keep his brakes on during the wheel change. By the time he rejoined the race, Tambay had taken the lead and built up a comfortable ten second cushion.

Patrese chased hard and by lap 47 the gap was down to five seconds. Five laps later and Tambay’s lead had been slashed to just 1.5 seconds. The crowd were on tenterhooks. On lap 55 the Brabham got ahead as the pair entered the Tosa hairpin. With just two corners to go it looked as if Ferrari would fall at the final hurdle, then Patrese made another mistake and ran wide at Acque Minerali. He hit the ‘marbles’ and speared off into the tyre-wall. The race belonged to Tambay, Ferrari and the memory of Gilles Villeneuve. On the podium the Frenchman said: “I swear it wasn’t me driving that car that day. It felt as if Gilles was there with me.”

1983 San Marino Formula 1 Grand Prix, Imola, Italy

Pole Position: René Arnoux, Ferrari 126C2B, 1m 31.238s, 198.865 km/h (123.595 mph) average.

Race Result: Winner – Patrick Tambay, Ferrari 126C2B, 60 laps x 5.040 km (3.132 miles) = 302.400 km (187.920 miles) total race distance in 1h 37m 52.460s, 185.381 km/h (115.215 mph) average.

2) Alain Prost, Renault RE40 + 48.781s
3) René Arnoux, Ferrari 126C2B + 1 lap
4) Keke Rosberg, Williams FW08C + 1 lap
5) John Watson, McLaren MP4-1C + 1 lap
6) Marc Surer, Arrows A6 + 1 lap

Fastest Lap: Riccardo Patrese, Brabham BT52, 1m 34.437s on Lap 47 = 192.128 km/h (119.408 mph) average.

Milestones among teams and suppliers:

- French fuel and lubricants supplier Elf’s 750th Formula 1 Grand Prix;

- 75th Formula 1 Grand Prix of Osella Squadra Corse as contructor and team.

Assistindo ao treino de classificação para o GP da Espanha ao vivo pela Globo, fiquei um pouco ‘alternada’ (não sei uma melhor palavra) quando falaram a respeito do Barrichello igualando o recorde do Patrese em número de gps disputados. Não foi pela estória cômica de Patrese pegar um carro para não deixar Schumacher alcançar o seu número. Mas pelo modo como Reginaldo mencionou que Schumacher queria quebrar o recorde de Patrese. É esse o tipo de coisa, que pode parecer bem pequeno e ridículo, mas me irrita profundamente. Pois conhecendo ou pelo menos indo em busca do que Schumacher disse e diz, ele nunca se referiu a esse recorde e enfatizou ‘irei alcançá-lo’.

E na minha opinião, esse tipo de coisa passa a impressão errada de que Schumacher corria para quebrar recordes. O que é uma completa inverdade, pois ele sempre disse que não se preocupava com eles, que apenas teria tempo de pensar sobre isso quando estivesse aposentado, ou seja, agora. Talvez a única declaração, irônica e falsa, que ele disse a respeito disso, foi que correria até completar 50 anos.

E eu pessoalmente não acredito que Patrese esteja satisfeito com o fato de seu recorde ser quebrado por Barrichello ou por qualquer outro piloto. Ele, sim, dava muito valor a isso. Afinal era o único fato que não deixava as pessoas o esquecerem ou pior ser lembrado como o piloto que deixou a F1 após brigar com todo mundo na Benetton e amargurar a posição de companheiro de equipe do Schumacher em 93. (Coincidência?!) De qualquer maneira, Barrichello poderá ser lembrado de forma mais justa. (Até alguém quebrar seu recorde, ou não?)

For the first time the French Grand Prix at the Paul Ricard circuit in Le Castellet was staged in the spring as opposed to the traditional high-summer venue.

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

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

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

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

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

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

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

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

Milestones among drivers:

- Eddie Cheever’s 50th F1 Grand Prix

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

17.04/1951, Riccardo Patrese nasce em Pádua na Itália

Após um belo recorde de conquistas no kart e na Fórmula 3, Patrese entrou para a Fórmula 1 pela Shadow em 1977. Quando membros da equipe se transferiram para a Arrows, Patrese foi com eles. Rapidamente ganhou a reputação de ser agressivo demais e arrogante, na pista e fora dela, mas foi injustamente acusado por seus pares por ter desencadeado o acidente que matou Ronnie Peterson em Monza em 1978. Em 1982 Patrese mudou para a Brabham, de Bernie Ecclestone, ao lado de Nelson Piquet, foi para a Alfa Romeo (1984-85), voltou à Brabham (1986-87), e então para a Williams de 1988 a 92 quando foi parceiro de Nigel Mansell durante o título do inglês em 92. Patrese teve sua temporada de canto do cisne com a Benetton como companheiro de Michael Schumacher em 1993 e se retirando da F1 com o recorde de 256 Grandes Prêmios disputados. Ele mantém o recorde de pontos conquistados em Mundiais pelo mais longo período do que qualquer outro piloto na história da F1, 17 temporadas começando pelos primeiros pontos em 1977 e sua ultima pontuação em 1993.

17/4/1954, Riccardo Patresse is born in Padua, Italy.

After a distinguished record of achievement in karting and Formula 3, Patrese graduated to F1 with the Shadow team in 1977. When members of the team split to set up Arrows, Patrese went with them. He quickly gained a reputation for being over-aggressive and arrogant, on circuit and off, but he was unjustly accused by his peers of having triggered Ronnie Peterson’s fatal accident at Monza in 1978. In 1982 Patrese switched to Bernie Ecclestone’s Brabham team alongside Nelson Piquet, went to Alfa Romeo (1984-85), back to Brabham (1986-87) and then to Williams from 1988 to 92 where he partnered Nigel Mansell during the Englishman’s World Championship winning season. Patrese had an F1 swan song season with Benetton alongside Michael Schumacher in 1992 before retiring from the F1 stage with a record of 256 Grand Prix starts. He remains a World Championship points scorer for a longer period than any other driver in F1 history, seventeen seasons separating his first points score in 1977 to the last in 1993.