21 – Jack Brabham

 

 

Career – 1955-1970

Teams – Cooper, Rob Walker Racing, Brabham

WC Starts – 128

WC Wins – 14 (+16 Non Championship)

WC Poles – 13

Best Finish – World Champion (1959, 1960, 1966)

 

Black Jack, as he was known, has one of the greatest legacies in all of Grand Prix racing not least through the team that bore his name, which lasted until the mid 90s.

Born and raised in Australia where he served with the RAAF at the tail end of WW2, Brabham developed his distinctive style on the dirt tracks of midget car racing, where it was all about full lock and power slides into the corners. By 1948 he was Australian Speedcar Champion and won the title again in 1950-51. By now he had become more interested in road racing and purchased a number of cars from the UK based Cooper Car Company. The mid engine racers were unusual for the time but had increased stability. He was an early pioneer of sponsorship too but was banned from having his car emblazoned with his own supporters logos in 1953. It was around this time he acquired his nickname, as much for his dark hair as it was for his ruthless driving style.

He moved to the UK in 1955 in order to compete at the top and despite not being employed by Cooper managed to become an ever present in their garage, and entered the British Grand Prix that year in an underpowered sports car. In 1956 he entered again with a privately bought Maserati and secured further outings in 1957. He achieved just enough to move to England permanently and win a full time drive with Cooper for 1958. It was a year of consolidation where he showed his talents in unremarkable cars..

For 1959 the Cooper T51 finally had an engine capable of challenging and Brabham won the opener at Monaco as well as the race in Britain – ahead of teammate Stirling Moss. Brabham, Moss and Ferrari’s Tony Brooks were all title rivals going in to the final race of the year. Brabham paced himself behind Moss, who shortly retired. Brabham lead the race until the final lap when his car ran out of fuel. He pushed it across the line to claim 4th place. Brooks finished 3rd and Brabham had won his first title.

His title defence began with a win a retirement in Argentina and he convinced Cooper that the car was no longer good enough. Brabham contributed heavily to the design of the T53. The car with Brabham at the wheel went on to win 5 of the next 6 races and Jack claimed a 2nd title in 2 years. The Australian’s skills at set up were given much credit.

The 1961 F1 season was a disappointment with the Cooper’s outclassed by bigger spending teams like Lotus, Porsche and Ferrari but there was a significant moment when Brabham entered the Indy 500. His rear engined car was largely ridiculed by the drivers but its superior handling saw it compensate for a power deficiency, allowing him to run in 3rd before finishing 9th. Within a few years all cars at Indy were rear engined.

In 1962 Brabham founded his own racing team but new engine regulations and an unwillingness to spend money saw the team struggle to compete for several years. By the end of 1965 Brabham was set to retire until lead driver Dan Gurney left to found his own team. Brabham chose to continue as head driver.

1966 saw yet more engine regulation changes and a 3 litre formula was proving difficult for existing manufacturers to perfect. Brabham approached Australian company Repco to build the engine for him. Repco were inexperienced in engine manufacture but it was agreed that a lightweight, reliable unit would compensate for lack of power. The Brabham-Repco BT19 gave Jack the honour of being the first driver to win a GP in a car of his own making. Only Dan Gurney and Bruce McLaren have since manage this feat. The car also gave him his 3rd championship title. The only man to do it in a car that bore his name.

Denny Hulme won the title the following year in the same car, Brabham had suffered greater mechanical issues as he continually tried new parts.

1968 and 1969 were more challenging as reliability proved to be an issue. He took one last season in 1970, which he always claimed should have been his year but a series of mistakes threw away race winning positions and he would eventually finish 5th. He retired at the season and walked away from the sport. The Brabham team would continue, eventually winning further championships under Bernie Ecclestone in the 1980s before folding for good in 1992.

Jack Brabham was knighted in 1978 and all three of his sons have been successful in motorsport in their own right. Jack passed away in 2014 at the age of 88, the last surviving World Champion of the 1950s.

 

The last word – ‘When the flag drops, the bullshit stops’ – Jack Brabham

 

I've been reading this over the last couple of days and have caught up now. I'm only a casual watcher of F1 so I've learned quite a lot of facts I didn't know before,it's been a great read. I'm looking forward now to seeing who is placed where in the top 20.

Jack Brabham what a legend he was. I doubt that will ever happen again a driver winning the world title with his own team.

Jack Brabham what a legend he was. I doubt that will ever happen again a driver winning the world title with his own team.

Agreed. It's a different world now

I've been reading this over the last couple of days and have caught up now. I'm only a casual watcher of F1 so I've learned quite a lot of facts I didn't know before,it's been a great read. I'm looking forward now to seeing who is placed where in the top 20.

Cheers! Glad to hear you're enjoying it.

"nd recap -

 

50 - Rubens Barrichello (BRA)

49 - Elio De Angelis (ITA)

48 - Jacques Villenueve (CAN)

47 - Juan Pablo Montoya (COL)

46 - Stefan Bellof (GER)

45 - Jean Pierre Wimille (FRA)

44 - Clay Regazzoni (SUI)

43 - Carlos Reutemann (ARG)

42 - Daniel Ricciardo (AUS)

41 - Didier Pironi (FRA)

 

40 - Francois Cevert (FRA)

39 - John Surtees (GB)

38 - Giuseppe Farina (ITA)

37 - Keke Rosberg (FIN)

36 - Gerhard Berger (AUT)

35 - Dan Gurney (USA)

34 - Jose Froilan Gonzalez (ARG)

33 - Jenson Button (GB)

32 - Jean Alesi (FRA)

31 - Bernd Rosemeyer (GER)

 

30 - Graham Hill (GB)

29 - Max Verstappen (NED)

28 - Luigi Villoresi (ITA)

27 - Kimi Raikkonen (FIN)

26 - James Hunt (GB)

25 - Alberto Ascari (ITA)

24 - Louis Chiron (MON)

23 - Jochen Rindt (AUT)

22 - Sebastian Vettel (GER)

21 - Jack Brabham (AUS)

 

 

 

 

Nationalities of the remaining 20 -

 

1 x Argentina

1 x Austria

3 x Brazil

1 x Canada

1 x Finland

1 x France

2 x Germany

2 x Italy

1 x Sweden

1 x Spain

5 x UK

1 x USA

20 – Ronnie Peterson

 

 

Career – 1970-1978

Teams – March, Tyrrell, Lotus

WC Starts – 123

WC Wins – 10

WC Poles – 14

Best Finish – 2nd (1971, 1978)

 

 

The man they called ‘SuperSwede’ was considered by many to be the outright fastest driver of his generation, driving a series of F1 cars as though he was Rallying, he would slide the car through corners and produce incredible qualifying times. Sadly, this style never transitioned to success in the races in quite the same way and a championship eluded him.

His F1 career began as a privateer entry driving a March at the 1970 GP. He finished 7th beating the works March cars and marked himself out as a star to watch. By 1971 he was driving for March. He finished 2nd in the championship to Jackie Stewart, the Scotsman at the peak of his powers in an unrivalled Tyrell. 1972 was more of a challenge as Peterson finished 9th as the March team lost some ground to their rivals and rising Brazilian Emerson Fittipaldi became the sports then youngest champion.

As luck would have it Lotus offered Peterson a drive for 1973 alongside Fittipaldi and Peterson looked set to finally seize his chance. Unfortunately, the two Lotus drivers were left to race each other for wins the Swede claiming 4 to Emerson’s 3 whilst the Tyrell’s of Stewart and Francois Cevert followed a strict number one driver policy and had superior reliability. Stewart won his 3rd and final title.

In 1974 the Lotus 76 was a failure by the team’s high standards and so they reverted to the Lotus 72 for the remainder of the year as well as for 1975 by which time it was redundant. Peterson left for March in 1976 but earned a promise from Colin Chapman that when the car was right he would offer him a drive again. For 1977 he drove the iconic six wheeled Tyrrell but Colin Chapman came calling for 1978.

It was to be a year of managing expectations. Racing legend Mario Andretti was to partner him and Peterson was act as ‘no. 2’ for the year. Speculation was that his turn was next year. The two drivers claimed four 1-2 finishes, with Peterson dutifully following Andretti home, often in close formation. However, Peterson was still Andretti’s only title rival going in to the 1978 Italian GP. What happened at Monza lead to repercussions that lasted for years. As the cars lined up for the grid with Andretti on pole and Peterson on the 3rd row the green flag was waved far too early – cars from the midfield right through to the back were still moving in to position giving them a rolling start. The front four of Andretti, Gilles Villenueve, Jean-Pierre Jabouille and Niki Lauda got away in time but those further back were swamped. Peterson, to compound matters made a bad start and was passed by three cars immediately. At the same time the fast starting Jody Scheckter and Riccardo Patrese surged up the right hand side of the track. As Patrese moved left just ahead of James Hunt, the Englishman moved left in response and clipped Peterson’s car. The Swede’s car lunged right and hit the barriers hard, rupturing the fuel tank in a burst of flame and bouncing back across the track. Fellow drivers Hunt, Clay Regazzoni and Patrick Depaillier pulled the still conscious driver from the wreckage. He received only minor burns but both his legs were badly broken. Peterson’s life was not considered at risk but Vittorio Brambilla was rendered comatose by a flying wheel and became the focus of attention. Due to circuit organisers, FIA doctor Sid Watkins was barred from the site at the race start and it took some time before a doctor arrived to inspect the drivers. Peterson died the following morning following renal failure brought on by a fat embolism that the doctors had failed to spot. Mario Andretti has suggested Peterson might have been saved had Professor Watkins been there. From that day forward, the medical car would now follow the drivers at lights out in order to guarantee a doctor at the scene as fast as possible.

Riccardo Patrese and the race director were both charged under Italian law with manslaughter. Both were acquitted but Peterson’s close friend, James Hunt never forgave Patrese and throughout his commentating career singled the Italian driver out for criticism, often unfairly. Peterson left behind a wife and 3 year daughter. In 1987 Peterson’s widow, committed suicide, unable to get over his death.

Ronnie Peterson was rated the 21st greatest ever F1 driver by an academic paper that gauged the relative influence of man and machine in 2016.

 

The last word – ‘Ronnie drives absolutely flat-out, all the time. If he’s off the pace, then it might be the car, not him’ – Colin Chapman

 

19 – Achille Varzi

 

 

Career – 1928-1948

Teams – Bugatti, Alfa Romeo, Auto Union

WC Starts – N/A

WC Wins – N/A (29 Grand prix wins)

WC Poles – N/A

Best Finish – Most successful driver of the season 1929, 1930

 

 

One of the most famous names of the pre-war era of Grand Prix racing, and one of two Italians drivers from the period whose exploits and bravery helped the country to dominate the era. He earned a reputation as one of the fiercest and most intense drivers on the circuit and would rival the likes of Tazio Nuvolari, Rudolf Carraciola and Bernd Rosemeyer for over 10 years.

Born a mere 2 years before the first Grand Prix ever held, Varzi grew up in thrall to the excitement of motor-racing but it was motorcycles that he first tried his hand at with great success, riding Graellis and Moto Guzzi in 7 attempts at the Isle Of Man TT race. Finally, in 1928, at the age of 24 he turned his attention to the automobile in the shape of a Bugatti Type 35. It wasn’t long however before the lure of Alfa Romeo proved too much and he won 4 races for the team in 1929 announcing himself to the European scene.

He further emphasised his dominance in 1930 by taking a further 5 victories alongside the Italian Championship. He also claimed the first of his 2 Targa Floria victories in a race that shocked the racing community as he upstaged Louis Chiron, who was expected to win comfortably.

For 1931 came the inaugural European Championship for drivers with each race lasting between five and ten hours. Varzi was back with Bugatti and yet despite winning one of the three races the title was taken by Alfa Corse driver Ferdinando Minoia who did so without a single victory to his name. Varzi consoled himself with a further two non-championship wins.

1932 was dominated by Alfa Romeo and their pairing of Nuvolari and Caracciola. Varzi managed only a solitary non-championship win.

There was no championship held for the next two years and whilst 1933 again belonged to Nuvolari, 1934 would have been Varzi’s year as he won six races for Alfa Romeo as well as his 2nd Targa Floria and the Mille Miglia.

Despite Alfa Romeo’s performances Varzi switched the the nascent Auto Union team for 1935 but at this point he began to struggle with his personal life as he had become addicted to morphine following a huge crash that he was lucky to survive. He was increasingly bested by the upcoming Bernd Rosemeyer and an ill judged affair with team mate Paul Pietsch’s wife proved further distracting. Additionally he was distraught by the implementation of team orders (which were in his favour). He won only three races in two years and by 1938 had dropped out of motor racing.

The outbreak of WWII put all racing in Europe on hold but Varzi managed to beat his addiction and found peace with his new wife. This calmness led him to relaunch his racing career, aged 42. He failed to qualify for the Indianapolis 500 in 1946 but did win the Turin GP driving for Alfa Romeo, and a further three more victories in 1947. They would prove to be his last.

During practise for the 1948 Swiss GP at Bremgarten a light rain began to fall. Varzi was caught out by it, skidded and the car flipped over. With no seatbelt he was thrown from his seat but the car landed on him and he was crushed to death.

Following the accident the FIA mandated that all drivers must wear crash helmets.

 

The last word – ‘To me he was a God. He spoke with great simplicity and gave me priceless advice. A man who cared only for his art’ – Juan Manuel Fangio

 

Again another terrific piece there, Severin. So sad what happened to Ronnie Peterson and Achille Varzi.

 

 

18 – Mario Andretti

 

 

Career – 1968-1982

Teams – Lotus, March, Ferrari, Parnelli, Alfa Romeo, Williams

WC Starts – 128

WC Wins – 12 (+1 Non Championship)

WC Poles – 18

Best Finish – World Champion (1978)

 

 

If this were a countdown of the greatest racing drivers in history, then Andretti would certainly place above some of the individuals yet to appear in this list, such is his record of achievements – F1 World Champion, 4 x Indycar Champion, winner at Le Mans 24Hrs, Indy 500, Daytona 500, Sebring 12 Hrs, Pikes Peak Hill Climb and many more. And yet a cursory glance at his F1 stats suggests 12 victories in a 14 year career is slight return for one of his status. It is worth noting however that between 1968 and 1974 Andretti was competing full time in Indycar (and winning) and spending his off weekends flying across the world to drive part time in F1 in unfamiliar cars on unfamiliar tracks and occasionally winning.

His early years in F1 were spent driving a succession of outdated or underpowered cars and despite drives for Lotus, March and Ferrari his attention remained focused on the USAC Indycar championship although he claimed a debut win in South Africa for Ferrari in 1971. With 3 Indycar titles in the trophy cabinet he began to look to Europe and eventually committed full time with the Parnelli Jones team in 1975. The car was underpowered and not ideally suited to the European circuits with Andretti finishing 15th that season. The team pulled out of F1 two races in to the 1976 season and Andretti was picked up by the underperforming Lotus team. However, Andretti’s expertise at set up and development meant that by the end of the year the team was resurgent with Andretti claiming a win at Japan that was somewhat overshadowed by James Hunts title. Andretti also contributed heavily to Lotus developing the revolutionary ground effect.

1977 with a total of four, he won more victories than Niki Lauda, finishing ahead of the Austrian in the majority of races they both completed but the Lotus’ reliability let him down too many times and he finished 3rd in the title race. At the same time Andretti was flying back to the US to compete in Indycar every time there was no schedule clash. He finished 9th and 7th in the US series in ’76 and ’77 respectively.

By 1978 Lotus and Andretti had perfected what may be one of the most perfect race cars ever built – the stunning and utterly dominant Lotus 79 with its revolutionary ground effect design. Andretti and Ronnie Peterson swept the year before them. By the Italian GP Peterson was the only title rival and Andretti was expected to lead the pair home for the title in what should have been one of the greatest moments of his career. When Peterson was involved in an accident that would claim his life Andretti won the race and the title but took no joy from it.

After Peterson’s death Andretti lost some of his passion for F1. He’d always struggled with the politics and the 1979 Lotus pushed the ground effect idea to the limit at the cost of driver involvement and performance. With the 1980 car showing no signs of improvement he made the switch to Alfa Romeo for 1981 but was no longer enjoying F1, ‘the cars were getting absurd, really crude, with no suspension movement whatever. It was toggle switch driving with no need for any kind of delicacy...it made leaving Formula One a lot easier than it would have been.’

By 1982 Andretti was back in Indycar full time. He claimed his 4th title in 1984 and would continue to be a front runner in the US until his retirement from the series in 1994. In 1995 he came 1st in class at Le Mans. In 2000 after finishing 15th overall at Le Mans, he finally hung up his steering wheel aged 60, ending an unrivalled 47 year career that began in 1953 at a Formula Junior race in Italy.

 

The last word – ‘If everything seems under control, you’re just not going fast enough’ – Mario Andretti

 

17 – Mika Hakkinen

 

 

Career – 1991-2001

Teams – Lotus, McLaren

WC Starts – 161

WC Wins – 20

WC Poles – 26

Best Finish – World Champion (1998, 1999)

 

 

Any driver that Michael Schumacher cites as his toughest rival and the one he most enjoyed racing against is worthy of note and Mika Hakkinen was a clear potential champion from early on. Noted for his unusual driving style, preferring a car that oversteered and was ‘back heavy’, he also used his left foot to brake. He was also incredibly fast and on McLaren’s radar from as early as 1990.

In 1991 Hakkinen was offered a test in the Benetton team at Silverstone. The car was too small for his frame and he felt he hadn’t performed well. He’d actually set faster times than regular driver Alessandro Nannini. Not expecting an offer from Benetton he had signed with Lotus - a team in decline. Although he impressed with his pace the car wasn’t great. A 5th place at Imola in 1991 being highlight. 1992 proved equally as tough with another 5th in Portugal being the best result. However, his performances had garnered enough attention that he wasn’t short of offers for 1993. Lotus, for complicated reasons, threatened to veto Williams participation in the 1993 season if Hakkinen signed for them. His manager Keke Rosberg advised against signing for Ligier over contractual details. Eventually a contract was drafted with McLaren – subject to approval by the F1 contract board – for Hakkinen to be race driver for 1993. He was expected to partner Michael Andretti.

Expectations to a downward turn when Ayrton Senna suddenly agreed to race for McLaren. Prost had barred him from moving to Williams. The Finn was on a race contract but without a car. Depending on who you believe, the younger Andretti, a clearly gifted driver, was either forced aside or unable to adjust to the demands of F1 whilst still living in the USA. Andretti left the team by mutual consent and Hakkinen made his debut at Portugal where he made shockwaves by out-qualifying Senna. In only three races he claimed 4 points via a single podium and signed on with McLaren for three more years.

1994 was a poor year for McLaren. A strong pairing alongside Martin Brundle yielded little and Hakkinen even endured a three race ban for causing a collision two races in a row. He would finish 4th in the championship.

Nigel Mansell returned to F1 as his team mate for 1995 but quickly retired due to issues with the car. Hakkinen soldiered on but the season was difficult. The low point came at Adelaide when an accident caused a fractured skull, internal bleeding and he had had have an emergency tracheotomy at the trackside. It was life saving. He returned the favour by paying for the hospital’s new helipad.

1996 and 1997 saw him partner David Coulthard and it began to appear the Finn’s career was stalling. His performances were being hampered by cars that were off the pace. 3rd place was about their limit. The Williams’ and Schumacher’s Ferrari being the eternal obstacles. However, in the 1997 title decider at Jerez, Schumacher made a dubious move on Jacques Villeneuve that put the German out and compromised the Canadian’s car. Hakkinen was well positioned to take his first, long overdue, win.

The McLaren for 1998 was a much more capable machine, and crucially, the Williams of 1998 was poor. The door was left open for a Hakkinen, Schumacher, Coulthard three way battle for the title.

Hakkinen immediately asserted himself over Coulthard and the season became a gripping back and forth duel with Schumacher, Hakkinen, eventually taking a hard fought title at the season finale.

1999 was shaping up to be an equally enthralling repeat until Schumacher suffered an broken leg at Silverstone. It left the challenge with Ferrari’s number two Eddie Irvine, who, in all fairness wasn’t quite up to it despite his best efforts. Complacency crept in to Hakkinen’s drives and he almost conspired to throw it away, but he did eventually take a 2nd title.

2000 was set to see whether Schumacher or Hakkinnn would claim their third title, Schumacher taking the early lead before a run of failures mid season allowed the Finn back in the fight. Ultimately, Schumacher won the final four races and deposed Hakkinnen in style but not before the Belgian GP threw up one of the most stunning overtakes in history. Hakkinen, incensed by an aggressive block earlier, took Eau Rouge flat out, drafted Schumacher and him and Ricardo Zonta on the approach to Les Combes.

2001 would prove to be his final year in the sport. The McLaren was not as competitive and Schumacher set off on a run of consecutive world titles. Hakkinen won only two races and announced a sabbatical from the sport that merged, eventually, into retirement.

 

The last word – ‘Mika Hakkinen was the best opponent (I've had) in terms of his quality, but the biggest admiration I had for him was we had 100% fight on track but a totally disciplined life off track.’ – Michael Schumacher

Edited June 7, 20205 yr by Severin

Hunt of course one of the stars of Rush which I rewatched a few weeks back. Don't know much about his career aside from that famous 1976 season but seemed that beyond his reputation he was a bloody quick driver. The insight into his rivalry with Lauda was so fascinating. Great co-commentator too might I add!

 

Surprised to see Ascari as low as 25th actually! Think he has the second best race-to-win victory in F1 history after Fangio (not directly comparable to modern day though with fewer races of course) and certainly I feel would be even more revered if he wasn't racing at the same time as Fangio. That story about his Monaco crash is insane really, out course totally tragic he did perish from another incident.

 

Chiron is a name I do recognise from somewhere, another who most certainly would have better looking stats if the WC records stretched back further!

 

Rindt of course holds that posthumous distinction that hopefully will never be added to. I've always wondered how his rivals must have felt that season, literally trying to catch up with a dead man's points tally. Tho fatalities were unfortunately so rife in that era it may actually be somewhat surprising it wasn't more common.

 

To be honest I think you're not far off the mark with Seb's placing, I'd personally have him a little higher just for how ridiculously dominant he was at the start of the decade, I feel his failed Ferrari bids have largely tarnished his pretty immaculate record beforehand. Under pressure though we've seen him crack all too often recently and of course now has been twice upstaged by less experienced drivers in their first season joining his team. One wonders if we will ever see him on the top step of the podium again!

 

Brabham was an outstanding figurehead for the sport. As Mack pointed out that feat of winning in your own car seems a parallel universe away in this day & age! He's definitely someone who I need to research into a bit more. That's my fave "last word" segment so far too hehe.

 

Peterson quite high there! Reading into him a bit more I think you've given good reasons there. Yet another talent taken away too soon.

 

Varzi is a name I'm not familiar with but if the great Fangio is speaking of you like that you must be something special.

 

Andretti is another I don't know much about other than his F1 achievements & him having a less successful son driver in the sport. Looks like he achieved widespread success out of F1 too, woah!

 

Ahhh Mika Hakkinen, he was my favourite driver when I was youngster and only partially took notice of F1. Shame he retired before I became a full on fan. I remember always rooting for him ahead of Schumi and having mixed feelings after the latter's incident at Silverstone 1999. Quite peculiar that 1998-2000 all went down to the final race between him & a Ferrari driver! I just loved the way he came across & his style in general, a true ambassador. Big shame that 2001 season ended so unspectacularly for him really. The Les Combes overtake will be remembered for eternity...

Cheers again.

 

I get what you mean about Ascari but somehow he's never quite resonated with me in the way the others have.

 

As for Peterson, I can just about remember him and I loved him at the time, I recall. I might be placing him a tad higher than many would but I think if you mention him to anyone who followed the racing in the '70s there are few who would talk glowingly.

 

Hakkinen was my favourite back then too. A great driver and a brilliantly funny man.

16 – Emerson Fittipaldi

 

 

Career – 1970-1980

Teams – Lotus, McLaren, Fitipaldi

WC Starts – 144

WC Wins – 14 (+4 Non Championship)

WC Poles – 6

Best Finish – World Champion (1972, 1974)

 

 

In 1970 Colin Chapman frequently ran a third car in races to give young upcoming drivers a tryout, and midway through the 1970 season the Brazilian affectionately known as ‘Emmo’ was given the opportunity at the British GP alongside team leader Jochen Rindt and John Miles. Emerson immediately proved to be quick but with a super smooth, clinical style that protected the car and tyres. Fittipaldi came in 8th in his first race and 4th in the follow up at Germany. His career was showing much early promise but things changed drastically when Rindt was killed in Italy two races later. Miles left the team in the aftermath and Fittipaldi suddenly found himself team leader at only 23 years old. In the teams next race he finished 1st at the US GP at Watkins Glen.

The next year was spent developing the Lotus 72 which was by then over a year old in its design. He took no wins but earned 3 podiums in a year when Jackie Stewart was the champion with Tyrell.

By 1972 the car was ready and arguably one of the finest cars the sport has ever seen. Fittipaldi took it to victory in 5 of the 12 races that year with wins at Spain, Belgium, Britain, Austria and Italy. In doing so he became the sports youngest ever World Champion at 25 years old, a record that stood until Fernando Alonso’s first title some 33 years later.

His title defence began strongly, driving the same car, winning the opening two races and a 3rd in South Africa, but the updated car was launched mid season and although he won the Spanish GP in its first run out the car was difficult to drive and reliability allowed rival Stewart to overtake him and win his final title. He also found it difficult to work with team mate Ronnie Peterson whose reputation for speed often saw the Swede out-qualify him, although Fittipaldi would usually prevail come race day through his considered, thoughtful race craft.

For 1974 Fittipaldi switched to McLaren, claimed three wins and his second title, defeating the highly rated Clay Reggazzoni from Ferrari. Unsurprisingly, he became the sports youngest double World Champion, a record taken by Michael Schumacher in 1995.

Ferrari’s Niki Lauda was simply too strong in 1975 and Fittipaldi finished 2nd once again. Then, at the height of his talents, and in a move that shocked everyone – especially McLaren, he walked out on them to join his brother Wilson’s fledgling team, Copersucar-Fiitipaldi for 1976. The car was poor and he managed only 3 points all season, never once troubling the podium. With his replacement James Hunt winning the title for McLaren, it made the decision seem even worse.

Incredibly, Fittipaldi stuck with his brother’s poorly funded and ill-executed team for another four years, taking two podiums, dragging the car into positions it had no right to finish in. In 1980, at a relatively young for the time, 33 years old he walked away from racing citing the loss of too many friends as a factor and his unhappiness with the teams struggles, and leaving behind questions of what if?

 

Incredibly, in 1984 the 38 year old Brazilian entered a handful of CART races in the US prior to a full season for 1985. He would go on the win the title in 1989, and the Indianapolis 500 twice. He retired from the series in 1996 following an accident that broke his neck, with 22 victories under his belt. He intended to race again but whilst recovering he was involved in a plane crash that broke his back and the career was all but over.

His last ever competitive race was at the 2014 6hr endurance race of Sao Paolo. He was 68.

 

 

The last word – ‘I do not speak the English so good, but then I speak the driving very well’ – Emerson Fittipaldi

 

15 – Nelson Piquet

 

 

Career – 1978-1991

Teams – Ensign, Privateer McLaren, Brabham, Williams, Lotus, Benetton

Starts – 204

Wins – 23

Poles – 24

Best Finish – World Champion (1981, 1983, 1987)

 

 

The Brazilian triple World Champion was for much of the 80s, one of the sports most divisive characters, loved and loathed in equal measure by both fans and fellow drivers, yet there was no disguising his talent. His aggressive style was always entertaining to watch, see his power slide passed Senna at Hungary (allegedly whilst giving him the finger) and even sometimes spilling out of the car, as his trackside fisticuffs with Eliseo Salazar memorably demonstrated. He was equally gifted at car setup and the technical side as well helping to develop the mid-80s Williams car to genuine front runners. He was also a practical joker, often the focus of some highly amusing paddock activity and he was also a bit of a jerk when it came to mouthing off on his rivals.

Piquet arrived in F1 at the tail end of 1978 driving a handful of races with Ensign and in a privately entered McLaren M23 before switching to Brabham for the final race. He was retained for 1979 and partnered Niki Lauda in what proved to be a difficult season though as the car was well below previous efforts. Piquet finished only four races with a best place of 4th. He did however, often out-qualify Lauda, at least until the Austrian abruptly quit the sport, leaving Piquet as number one driver.

In 1980 he scored three victories and entered into a season long duel with Alan Jones ultimately losing out by retiring from the last two races and handing the title to the Australian. The first title finally came the very next year. Piquet drove the revolutionary BT49C that helped secure a further three wins, aided somewhat by the Williams pairing of Jones and Carlos Reuteman falling out and refusing to assist each other. He won the title by a solitary point in Las Vegas. By the race end he was exhausted, dehydrated, covered in his own vomit and unable to remove himself from the car.

The 1982 Brabham was fast enough again to be a true race winner and lead many races but results never quite fell for him and too many retirements dropped him from the challenge earlt on. Piquet won only a single race in Canada.

A second title arrived in 1983, driving the stunning arrow-shaped BT52. There were only 3 wins but it was almost always on the podium and he eventually denied rival Alain Prost by only 2 points in the end.

He was clear favourite to retain the title in 1984 but Niki Lauda and McLaren sprung something of a surprise by proving to strong to beat. Additionally, the Brabham’s BMW engine would fail so often that it was almost a given. Piquet finished a disappointing 5th that year.

1985 resulted in McLaren’s continued success and Alain Prost walked away champion with Piquet managing only a solitary win in France. He was out of contract at the end of the year and there was much speculation as to where he would be next year.

Williams would be his destination and it paired him with the man who would become his fiercest rival, Nigel Mansell. Both were considered difficult individuals and they fell out almost immediately. Piquet was to all intents signed as number one driver but Frank Williams debilitating accident kept him away from the sport for some time and Mansell’s race engineer was also the teams Technical Director and there were accusations of favouritism toward the Brit. Either driver could have won the title but fighting between them eventually handed the title to Prost. With a nascent Ayrton Senna also winning races it stands as one of the toughest title battles ever.

The rift between Piquet and Mansell continued in 1987 but Piquet’s greater consistency earned him the his elusive third title despite winning fewer races than Mansell. Piquet also suffered a terrifying crash in Imola at the Tamburello curve that he admitted many years later permanently affected his sight and after which he was never the same having lost much of his depth of vision. He had to make regular appointments with his doctors that he kept secret for until many years later.

The Mansell rift led to him switching to Lotus for the next two years with Senna going to McLaren. It was here where his reputation faltered as he failed to win a race in 1988 or 89 and began publicly attacking his rivals in the media. The low point came when he failed to qualify for the Belgian GP in 1989.

He was fortunate to earn a drive with Benetton in 1990 and remarkably scored two wins. The first after, somewhat fortuitously, Senna and Prost collided in Japan and the latter in Australia after a drive that reminded of his once great talent.

He remained at Benetton for 1991 and scored a final win in Canada but late in the year a young driver named Michael Schumacher joined and outpaced him so much that it was clearly time to retire from F1. He was invited back in 1992 by Benetton to help develop the car as Schumacher and Martin Brundle were finding it a handful but an attempt at the Indianalpolis 500 resulted in a serious accident that shattered his ankles and effectively ended his racing career.

 

In 2006 he said he would ‘never sit in a cockpit again’. He has since concentrated on promoting his sons’ careers.

 

The last word – ‘I don’t give a shit for fame, I don’t give a shit for society. I don’t want to make friends with anybody who’s important. I just want to win’ - Piquet

 

Mika Hakkinen he was my favourite driver growing up when watching ITV F1 those were the days. I say his best drive was his fightback in Belgium 2000 and Luxembourg 1998. He kept cool under pressure twice it went down to the final race in Japan in 98 and 99.

 

I'm sure Emerson Fittipaldi would have been more a two-time world champion if he hadn't joined his brother's team, just why make that move only he knows the answer to that.

 

Nelson Piquet he was a great driver that era of him, Mansell, Senna and Prost is legendary. His son, Nelson Piquet Jr will go down in F1 infamy over Singapore 2008.

14 – Nigel Mansell

 

 

Career – 1980-1995

Teams – Lotus, Williams, Ferrari, McLaren

Starts – 187

Wins – 31

Poles – 32

Best Finish – World Champion (1992)

 

 

As far as the British public goes ‘our Nige’ as he became known is probably the single most popular driver this country has ever produced. Others came close, notably Stirling Moss, Damon Hill and James Hunt but even Lewis Hamilton with his unprecedented success has not caught the public’s imagination in the same way Mansell Mania did. Much of this was not down to his personality, a rather dour Brummie who came across as a bit surly and prone to fits of pique. It was down entirely to two things, he was British, and he drove every lap like it was an emergency. Not a smart thinker like Prost, not as technically adept as Piquet and not as naturally gifted as Senna, it stands as testament to his desire, passion and ‘elbows out’ style that he remains considered at home in their company.

It wasn’t always that way. A promising test for Lotus in 1980 gave him a tryout in three races that year with little success but a close relationship with Colin Chapman rewarded him with a contract until 1984. In his four years with the team he regularly upstaged by newcomer Elio De Angelis, he was faster and trounced Mansell in qualifying and race performance becoming the teams outright number one in 1983 following Chapman’s death. Prior to this the two drivers had equal status. By 1984 results were improving, his most memorable moment coming in Dallas as he collapsed pushing his car across the line for 6th having led the race. He was still winless however, and Lotus signed Ayrton Senna leaving Mansell without a seat for 1985.

He found a drive with Williams alongside Keke Rosberg, and took the number 5. It was painted red to differentiate from the similar looking 6 of Rosberg and a new nickname was born as Murray Walker often red to ‘Red 5’ instead of Mansell by name. Despite a poor start to the season and a record breaking 200mph crash as Paul Ricard things improved as the year progressed. Winning the British GP at Brands Hatch endeared him to the British fans and a second win at South Africa made him a genuine star.

With Rosberg leaving Williams, 1986 saw arch rival (and the sports biggest star) Nelson Piquet arrive. They fell out immediately, the canny Piquet using every tool he could to unsettle Mansell. The two fought a pitched battle all season with Mansell having the upper hand with five wins but the final race in Adelaide saw his dramatic tyre explosion. He amazingly kept the car from hitting the wall and lost the title to Prost. With the majority of the race run, had he hit the wall the race would likely have been red flagged and the title his.

Piquet had the better of Mansell in 1987, his consistency winning out of Mansell’s higher number of wins and tendency to overdo it. A qualifying accident kept him out the final two races as evidence.

By now Mansell was a public hero in the UK and with Piquet leaving he was de facto team leader for the first time in 1988 but Honda had taken their engines to McLaren leaving Williams underpowered. Results dried up and Mansell announced he would join Ferrari for 1989, the last ever driver personally selected by Enzo Ferrari. It was expected to be a development year before a full challenge but Mansell shocked everyone by winning in the first race at Brazil, a track he hated. The rest of the year was indeed a struggle but a win from 12th on the grid in Hungary remains one of his greatest. The arrival of Prost as team mate in 1990 caused yet more problems, with Prost now number one driver and fluent in Italian, Mansell felt himself becoming more and sidelined. He managed only a single win all season and announced his retirement from the sport following the British GP. In his time with Ferrari he had again proved to be difficult to manage but was again adored by fans. The Tifosi dubbed him ‘Il leone’ – the lion – for his fierce driving style.

His retirement didn’t last long, by November he had singed for Williams again as undisputed number with all kinds of assurances of of a title challenge. His demands were initially termed ‘impossible’ but Frank Williams somehow made it happen. With Renault power Williams were again front runners and although Senna took his third title Mansell won five races finishing 2nd in the title for a third time.

Then came 1992 and the Williams was unstoppable. He won 14/16 poles, 9/16 races and the first five races of the season, only being beaten by Senna at Monaco through bad luck and Senna’s unrivalled brilliance at the track. He won the British GP in style with crowds invading the track in jubilation before the rest of the field had crossed the line. He was crowned champion as early as the Hungarian GP in mid August. Behind the scenes however, Williams had signed Prost for 1993 and not told Mansell. In addition Senna had offered to drive for Williams for free, and Mansell found his position untenable and left the team.

Mansell retired from F1 and announced a deal to race in the US CART series for two years. He won his first race, came close to winning the Indianapolis 500 until a mistake threw it away and eventually with a total of five wins became the only driver in history to hold both the Indycar and F1 titles simultaneously. Unfortunately, the following year the usual problems reared their head. Mario Andretti described him as the worst team mate he ever had, a series of fall outs with sponsors and media saw Mansell’s public perception in America change quickly and he returned to Europe.

Williams (and the sport) had been thrown in to turmoil following the death of Senna and with Prost’s retirement there were no champions on the grid. The way was made clear for Mansell to compete in four races as back up for Damon Hill’s challenge. Mansell was off the pace, unused to the new vehicle regulations but he was beginning to regain his speed by the season end, taking a final win in Adelaide after Hill and Schumacher collided.

Although Mansell expected to re-sign for 1995 Williams opted for David Coulthard and youth. Mansell signed with McLaren but the car was designed around smaller drivers and Mansell had difficulty fitting in the cockpit comfortably. It was hastily redesigned in time for the San Marino GP but after only two races Mansell opted to retire, citing the cars uncompetitve nature and an unwillingness to ‘make up the numbers’. He later regretted the decision.

It was a sad and somewhat typical end to a remarkable career in F1. Mansell had been for years, one of the most exciting drivers in the world and he was the last man standing of the truly great drivers of the 80s.

 

 

The last word - 'Nigel's great in the car, and a pain out of it' - Frank Williams

 

13 – Gilles Villeneuve

 

 

Career – 1977-1982

Teams – McLaren, Ferrari

WC Starts – 67

WC Wins – 6 (+1 Non Championship)

WC Poles – 6

Best Finish – 2nd (1979)

 

 

Gilles Villeneuve – the very mention of his name makes people of a certain age go misty eyed, such is the little Canadian’s iconic status and is testament to just how brilliant he was and how hugely popular he was and indeed still is. I very much wanted and expected to place Villeneuve higher in this countdown, his talent deserved it, but I had to let the head rule the heart and consider the brief nature of his career and the lack of a Championship to his name (although 1982 may well have changed that had he lived long enough). Villeneuve was a driver quite unlike any other before or since, learning his racecraft driving snowmobiles meant the rain held no fear and he was able to control his cars in situations and slides others would end up wrecked by and he became well known for driving F1 cars that were literally falling apart at full speed when others would have long given up. He also became so heavily associated with the number 27 that any driver who has run with the number since has done so knowing the implications, especially if on a Ferrari. He was also loved for his quiet unassuming, gentle nature off the track as much as his passion and fire on it.

Gilles earned his first F1 drive after beating several F1 drivers in a 1976 Formula Atlantic race. One of those drivers was James Hunt who urged McLaren to give him a seat. He was signed for five races in 1977, running the 1973 McLaren M23. In the British GP he qualified 9th, splitting McLaren’s full time drivers and drove and impressive race that led the British press to state ‘Anyone seeking a future World Champion need look no further’.

McLaren however Villeneuve might prove costly and he was released. Enzo Ferrari stepped in, saying Gilles reminded him of the legendary Tazio Nuvolari and he was signed to replace Niki Lauda for the last two races of the year, both ending with retirements. 1978 continued in much the same vein initially, a bad year for Ferrari and it wasn’t always the cars fault. As the Italian press began to turn on him results picked up and he took his debut win at the season ending Canadian GP, on the circuit that now bears his name.

For 1979 Jody Scheckter joined him at Ferrari as team leader. Villeneuve won three races and even came close to winning the title but team orders ensured Scheckter’s title in the end. 1979 was particularly memorable for Villenueve’s incredible duel with Rene Arnoux at Dijon and for his disgust at being forced to retire having driven a near complete lap, with a puncture, at full speed that ripped the rear wheel off the car. He had insisted the team repair the car so he could continue. Then there was perhaps his greatest moment, a wet Friday practice at the US GP. Scheckter went out and topped the timesheets with a stunning lap. Villenueve’s time then came in, reported to be either 9.5 or 11 seconds faster!

1980 would be a forgettable year for both Ferrari and Villenueve who only scored 6 points all season. Scheckter scored only 2 points and retired at the end of the year.

Didier Pironi joined the team for 1981 and the pair were initially amicable. The Ferrari was seriously underpowered but Villenueve scored two wins that year, one the Spanish GP where is his incredible positioning and control kept five faster cars behind him for almost the whole race, one fellow driver reportedly stating ‘only Villeneuve could have passed Villenueve today’. The other win came at Monaco, another track not suited to the car. In Canada, Villenueve drove much of the race with his front wing bent over, partially blocking his view. There was talk of him being black flagged but it broke off and he finished the race with no nose on the car.

The 1982 Ferrari was a good car and Villeneuve was favourite for the title finally. The year began well but he fell out with Pironi following a perceived betrayal over team orders at San Marino. Gilles vowed never to speak to Pironi again.

The end came at Zolder, with Villenueve attempting to better Pironi’s time, he came up on a slow moving Jochen Mass at about 140mph. Mass moved off the racing line to allow him through just as Villeneuve took the same line to pass the German. The Ferrari was launched in to the air for over 100m in a series of somersaults. Villeneuve, with his seat still attached was flung from the car traveling 50m in the air before colliding with the catch fencing. The doctors arrived within seconds to find he wasn’t breathing, although there was a pulse. He was treated at the trackside before being taken to the medical centre (all on live TV) and then hospital, where he was kept on life support until his wife arrived. He was pronounced dead at 9.12 pm. 8th May 1982.

At his funeral Jody Schekter stated ‘I will miss Gilles for two reasons. First, he was the most genuine man I have ever known. Second, he was the fastest driver in the history of motor racing. ‘

 

The last word – ‘Gilles was the craziest devil I ever came across in Formula 1. I liked everything about him’ – Niki Lauda

 

12 – Lewis Hamilton

 

 

Career – 2007-Current

Teams – McLaren, Mercedes

WC Starts – 250

WC Wins – 84

WC Poles – 88

Best Finish – World Champion (2008, 2014, 2015, 2017, 2018, 2019)

 

 

And this is where I upset and alienate everyone. How can Hamilton not be top 10? Top 5 even? 84 wins! 6 titles, 3431 career points etc. etc. I acknowledge all of that, but most of it is irrelevant. He IS a brilliant driver, one of the best ever, but if I’m honest, as great as he is, I think the individuals to come are (or were) all better drivers and I will explain why in detail shortly. First, though, the resume, and I’ll keep it brief as I suspect we are all familiar with his career.

Signed by McLaren at 13 and allowed to develop he was finally given a F1 drive in 2007 as partner to then World Champion Fernando Alonso. He quickly proved his pace and to his credit he even unsettled Alonso, with the pair falling out badly. The pair had numerous issues with each that led to Alonso leaving the team after just one season. The two McLaren drivers finished equal on points but their infighting somehow allowed Kimi Raikkonen to take the crown.

2008 saw Hamilton as team leader alongside the, frankly mediocre, Heikki Kovaleinen. Hamilton duly won his first title at Brazil, somewhhat fortuitously (but deserved) thanks in part to Timo Glock and especially to Felipe Massa, who during the year somehow threw away golden opportunities to collect extra points.

What should have been a strong title defence in 2009 quickly fell apart after Brawn surprised everyone, McLaren were a little off the pace and Hamilton’s driving became erratic and even reckless. The loss of focus continued from 2010 until the end of the 2012 season. He was partnered with the very capable Jenson Button who outscored and often outperformed him in their time together. In the four years since celebrating his title he had not finished higher than 4th in the standings.

To much surprise Hamilton announced he would join the nascent Mercedes team for 2013. The team had begun as midfielders with the all German driver pairing of Nico Rosberg and Michael Schumacher, but had been getting progressively stronger each year, with Rosberg in 2012 taking their first win in F1 since 1955. Hamilton finished 4th in the title with a single win.

2014 saw sweeping changes to the regulations with Hybrid engines now mandatory and it became apparent very quickly that only Mercedes had produced a car that flourished under the new regs. Things improve for their rivals by the end of 2019 but the truth is stark, Mercedes won 89 of 121 races in the following six years. During that time Hamilton and Rosberg formed an entertaining rivalry. Rosberg won the title only once in their four years together compared to Hamilton’s three. Since then Valtteri Bottas has played second fiddle to Hamilton and Hamilton looks favourite to claim a record equalling 7th title in 2020.

So, why place him 12th you ask? I’ll try to bullet point it.

 

Compared to team mates – He’s clearly better than Bottas. Had the edge on Rosberg but Nico was never that far behind. Although, Button outscored him I would say Hamilton is overall the better driver but again, not much between them at the time. Kovaleinen isn’t really worth mentioning, sorry Heikki. Which leaves Alonso, a genuinely great driver (conspicuously absent from this countdown so far). Personally, I edge Alonso ahead marginally overall. In their year together, Hamilton certainly surprised and unsettled Alonso and whether rightly or wrongly, he absolutely felt that McLaren were favouring Hamilton. Lewis would have had the better relationship with people he’d known years, he was part of the family. Alonso handled it terribly, but it’s clear it affected his demeanour and I believe his behaviour and performances. That they finished equal feels right.

Rivals in other teams – There’s only two really, Felipe Massa who Hamilton was far better than and Sebastian Vettel who isn’t on Hamilton’s level.

Only three of his rivals make this list and only one is genuinely close to his level.

 

Hamilton’s driving ability – This is what it’s really all about on this list and Hamilton is fast and exceptionally gifted as a driver BUT, like Vettel he is formidable when out front and he’s very good at putting on pressure from behind yet when under pressure himself he is erratic and prone to mistakes (true these have been less prevalent in recent years but so has the pressure from others). Witness his driving between 2009 and 2013, driving in to other drivers (Raikkonen in the pits), risky and even dangerous moves. He’s had his fair share of penalties and warnings (sometimes for blatant rule breaking and even lying to stewards). If he’d retired when he left McLaren I’d place him around the mid 20s on this list but he has ironed out those mistakes in his Mercedes years. His Mercedes years have basically been Nigel Mansell’s 1992 season on repeat. For me he’s never even been the best driver on the grid.

 

The car – It’s the thing you don’t want to have to mention but you can’t avoid. Mercedes has won approximately 73% of all races in the hybrid era. Of course Hamilton is to take some credit for that but by the time he sat in it much of the hard work on development had been done by Michael Schumacher (known for his skill in this area) and perhaps Rosberg. Hamilton has never been a driver renowned for this aspect, capable but not gifted in this way. Additionally, imagine a different driver had signed for Mercedes instead of Hamilton. Looking at the likeliest contenders of the time –Nico Hulkenberg or Sergio Perez were available. If nothing else changed we’d be looking at Rosberg being five or six time World Champion with one of the others maybe earning one or two. Hulkenberg might even have got his podium.

 

As for his records? Many are meaningless. In two and a half seasons he’d completed more GP than Juan Fangio did in his 8 year career. Only 9 pts were on offer for a win for over 30 years but you can outscore that by coming 5th theses days. Win percentage is the only record that truly matters and even that is clouded by cars driven – for the record Hamilton is 4th best on that list.

Hamilton has much improved recently from the untempered raw speed of his youth and although I’d love to see him up against a great team mate once more, he is a true ambassador for the sport and his legacy will only be properly appreciated in the years after he’s gone.

 

 

The last word – If you don’t have the balls to brake late that’s your problem.

 

11 – Fernando Alonso

 

 

Career – 2001-2018

Teams – Minardi, Renault, McLaren, Ferrari

WC Starts – 311

WC Wins – 32

WC Poles – 22

Best Finish – World Champion (2005, 2006)

 

 

 

Really, this is joint equal with Hamilton but I’ve had to separate and placed Alonso one place higher because I feel he is the slightly more gifted driver.

Legend has it that Alonso was offered a contract as a goalkeeper at Celta Vigo FC during his karting days. It would no doubt have led to obscurity in the sporting world. Thankfully, his father turned it down, despite the families financial situation, as karting was clearly were his talents lay. Another tale suggests that his driving style was developed through being unable to afford rain tyres, forcing him to run slicks even in the wet. Through a series of fortunate contacts Alonso made his way up in the karting world and soon found himself in Formula 3000 at Astromega and by August 2000 had a verbal agreement with Jean Todt to sign for Ferrari. However, Benetton’s Flavio Briatore stepped in, signed him and became his manager. Benetton loaned Alonso to Minardi for 2001 where he impressed and developed his skills.

Alonso almost replaced the under-performing Jenson Button at Renault in 2002 but deferred his Renault debut until 2003. He took his first pole in Malaysia, as the youngest driver ever to do so, and in Hungary won his first victory at 22 years old – the youngest ever at the time. Alonso finished 6th in the title for 2003 and although 2004 would not deliver further wins he improved his placing by ending the season in 4th place.

Fernando stayed at Renault for 2005 and (with the Ferrari’s being markedly substandard) fought a season long duel with Kimi Raikkonen. Whereas the McLaren was faster the Renault had the reliability and Alonso took seven wins and Emerson Fittipaldi’s 23 year record as the youngest ever champion.

Alonso stayed at Renault for 2006 but this time Ferrari were back and Michael Schumacher was a serious title challenger once more. Although the German’s performances showed signs, on occasion, of declining skill level he was still a force to be reckoned with, his challenge finally dying with his engine at the penultimate race in Japan. Alonso also took Schumacher’s record of youngest double World Champion, and arguably convinced Schumacher to retire, his time effectively over.

Despite Ferrari’s repeated interest, Alonso moved to McLaren alongside newcomer Lewis Hamilton for 2007. Alonso had been informed by team boss that he was the team’s number one but he felt Hamilton was receiving preferential treatment and the relationship with both Hamilton and McLaren fell apart in dramatic style. Raikkonen won the title after the McLaren drivers finished equal on points. He was released by mutual consent on the proviso he did not sign with a competitive team and so returned to the flailing Renault team for two seasons. Claiming two wins in 2008 (one courtesy of ‘crashgate’ for which he was not implicated) and a 2nd in Singapore, purely on merit.

Alonso left the imploding Renault team for Ferrari in 2010 further demonstrating his ability to join the right team at the wrong time. Despite a win in his debut for Ferrari, the team was entering a period of slow decline. Alonso has never been a driver noted for setup or car development and his years with Ferrari were painful exercises in watching a great talent wring every last amount of performance from bad cars. It started well enough in 2010 where he may have won the title but for an obstinate Vitaly Petrov proving impassable assisting Sebastian Vettel’s first Championship win. The 2011 Ferrari was way down on power, with Alonso never in the fight but his 2012 and 2013 seasons may be his greatest, taking five wins in cars that had no place at the front of the grid and again coming close to a 3rd title win in 2012.

For 2014 he was paired with the highly rated Raikkonen and whilst the car was well outclassed, Alonso destroyed the Finn performance wise scoring almost three times the number of points as Kimi. However, Alonso had become frustrated by the Scuderia’s lack of performance and exposed his other great weakness, an unparalleled ability to alienate his teams. With no front running team willing to take him he wound up back at McLaren in 2015 where he spent the remainder of his career dropping down the grid, decrying GP2 engines and Jolyon Palmer and retiring almost on cue 13 laps in. Or so it felt. Alonso’s career is a great story of missed opportunities. Just a mere 10 extra career points in the right races would’ve made him a five times World Champion.

Fernando has since spent his later years chasing motorsports ‘Triple crown’. He has won Monaco and Le Mans and needs only the Indy 500. He missed out on a good chance in 2017 when his engine blew whilst running at the front but failed to qualify in 2019. He’s set to try again in 2020. If he does he would equal Graham Hill as the only driver to achieve it. Juan Pablo Montoya is the only other active racing driver with two of the three – he requires Le Mans.

 

The last word – ‘Fernando is faster than you’ – Rob Smedley