Spotlight: Graham Hill – A Racing Legend Unlike Any Others (video)

October 16, 2012

It’s a bit of an old cliche to say that ‘things were different back in the old days of F1′, but in the case of top-level/F1 motorsport and, more particularily, the drivers themselves and the people directly involved, nothing could be further from the truth.

The 1960s (and to some extent, the early ’70s) are often regarded as the golden age of motorsport and Formula One for many unique reasons. Most companies and manufacturers involved at the time were small independents and some survived race-to-race in the hopes of winning some prize money to further their livelihood and passion over the coming season.

Jackie Stewart and his earliest mentor, Graham Hill, at Monza in ’67

Comraderie between drivers was commonplace – everyone hung out with one another and most drivers became the best of friends. They all shared a common passion that few people could relate to. It was family, pure and simple as that. Families vacationed together, the wives of the drivers and team-owners assisted by time-keeping and keeping various things in line… It was people helping people that also cared about one another.

Graham and his son, Damon, playing around with reigning F1 world-champion Jim Clark at his home in ’66. Bette Hill threw Graham a party to celebrate his homecoming from America where he won the Indianapolis 500 in a Ford-Lola.

Whether you drove for Ferrari or Tyrrell or Lotus or Brabham, it didn’t matter… You were family. You looked out for one another… and also grieved together whenever there was a loss of life from an accident which, sadly, happened all too often.

Graham in his Lotus 49B during the Dutch Grand Prix at Zandvoort in ’69

One man from that era of Motorsport that seemed to shine in his own irrefutably unique way though, was Graham Hill. If there ever was a man to be labelled ‘a true gentleman’ of the sport, then Graham would easily claim that designation. He was a charismatic, charming, highly-knowledgeable, caring and incredibly talented driver that won the World Championship twice (in ’62 and ’68) and earned the unofficial title as ‘Mr. Monaco’ after winning that Grand Prix 5 times.

Graham ‘Mr. Monaco’ on the cover of Motor Racing magazine in ’68

Last night I was watching a documentary DVD called ‘Jackie Stewart: The Flying Scot’ and during a section of the interview, Jackie took a moment to talk about Graham, and how Graham was his earliest mentor during his formative F1 years in the early ’60s when Jackie was driving 2nd-string below Graham for the BRM team. What struck me was when Jackie said that in all of his years/decades of racing and being involved in Motorsport, never had he known a more intriguing, intelligent, handsome, witty, talented, ruthlessly skillful (he was also a phenomenal mechanic) and charming personality than Hill. He was one of a kind… And, as they say, they ‘broke the mould’ after Graham was born.

Graham, with his son Damon – the only father/son combo to be crowned F1 World Champions

It would be impossible for me to write about all of the amazing stories and various idiosyncrasies that made Graham Hill such a treasured, respected and sorely-missed man. It was such a sad and undeserving end for Graham when his private-plane crashed in ’75, killing himself and all his teammates onboard. Moreso, it saddens me that top-level Motorsport (especially F1) has gradually become the exact opposite of everything that Graham and the drivers/families/teams involved from that golden era represented and genuinely felt, experienced and discovered with one another…

Graham, enjoying one his several lifetime Grand Prix wins…

This well-made BBC Documentary on the life of Graham Hill offers a fine glimpse into the man himself – the sort of man that we’ll probably never see the likes of ever again. Enjoy…

-Blake J.

Video Duel: Remembering The Talented Gilles Villeneuve

May 8, 2012

May 8th, 1982 marks 30 years since the death of Gilles Villeneuve; one of the most-talented and fearless drivers the sport ever witnessed… Here, we bring you a short video-clip tribute narrated by the ever-colourful (and opinionated) Jeremy Clarkson to assist in documenting this incredibly entertaining jousting match (for 2nd place) between Rene Arnoux and Villeneuve at the ’79 French Grand Prix…

-Blake J.

Turbos in F1: Documentary Highlights Its Birth

March 26, 2012

A fascinating 2-part period-era documentary here from the 1980s focusing on the emerging computerized presence in F1. As the narrator aptly puts it – “Gone are the oily rags and the flat-capped amateurs… Here, computers, rubber, metalogy, synthetics, electronics and aerodynamics consume fortunes…”

Many have sustained that it was this exact movement/moment in F1 when the heavy focus on decimal-obsessed, precisional accuracy replaced the ‘fun’ aspect of racing… Few would argue that it definitely signalled the end of an era and the beginning of a new one that resides to this day though.

At nearly 2 hours in length (in 2 parts), it’s a bit of a long-haul, but I cannot stress how interesting this documentary is in exposing the newfound troubles, clashes and endless headaches that permeated throughout the sport in the ’80s when these technologies were new and fresh yet bewilderingly complicated for their creators…

Jean-Pierre Jabouille in the Renault of 1977 - the first-ever (yet highly problematic) Turbo F1 car


-Blake J.

The Legendary Monza High-Speed Oval: Then and Now

December 30, 2011

Very few racetracks invoke genuine fear within racecar drivers and the high-speed Autodromo Nazionale Monza circuit (located near the town of Monza, Italy) is one such track with a lucrative history of legendary speeds and spectacular crashes resulting in many high-profile and unfortunate deaths. From its inception in 1922, 9 drivers and 27 spectators lost their lives within the first 10 years of its existence – the sheer number of crashes alone, was extraordinary.

The high speeds attained on the original design of the track (with little to zero run-off area, mind) pushed both car and driver to the limits of their capabilities, with any major mechanical (or driver) failure linking with road-holding manageability often resulting in a life-threatening crash of an extremely violent nature. Over the decades though, safety concerns were addressed and many revisions to the circuit were added and improved upon with various chicanes and extended run-off areas being added.

Monza - then

After extensive damage to the track occured during World War II, the Monza circuit was repaired for the 1948 season and then revamped, yet again, in 1954 - this time with a newly-built, steeply-banked 2.64 mile re-introduction of a section of the original oval track that was used from 1922 to 1933. The ‘new’ high-speed oval section was incorporated into the existing circuit design and saw truly incredible speeds… along with growing concerns.

Various manufacturers (and drivers) deemed the new banking section unsafe, especially as the tires used in the day simply weren’t capable of providing adequate enough performance to withstand such conditions and were usually prone to disintegrating along the bumpy, rough surface of the oval. The controversial banked oval-section only saw F1 action in 1955, 1956, 1960 and 1961 along with various other races such as the ’57/’58 ‘Race Of Two Worlds’ series - a race-series utilising the oval circuit alone and saw pole-position speeds of 177 mph… Astonishing when you consider the pole-position speed for the Indy 500 in the same year was 144 mph.

Start of the 1958 'Race of Two Worlds'

The end for the oval came in 1961 after the horrific crash and subsequent death of Wolfgang von Trips along with 15 spectators when Trips’ Ferrari collided with Jim Clark’s Lotus and hurled the car airborne into the crowd. Although the crash happened just prior to the Parabolica curve section (and nowhere near the oval itself), it was enough of a shock and blow to the circuit owners who then took precautions of further reducing speeds on the legendary track and eliminating competitive F1 usage of the high-speed banked oval section outright.

Sections of the oval were altered throughout the 1960′s and remained in use (albeit, in a slightly neutered/shortened/chicaned state) until 1969, yet the original high-speed circuit was captured on film one last time in the 1966 film ‘Grand Prix’….

The famously daunting (and slowly disintegrating) oval section barely escaped complete destruction in the 1990s and (thankfully) remains a cherished, historical view of a dangerously frightening time in motor racing negotiated by incredibly brave drivers achieving speeds that must have been beyond the realms of ‘unbelievably scary’.

-Blake J.

Photos of the Day: Jackie Stewart vs. The Nurburgring

December 19, 2011

Today’s POTD focuses on Sir Jackie Stewart and his nemesis: The Nurburgring Nordschleife.

Flying at the Nurburgring in 1969

It was Sir Jackie himself who coined the famous term ‘The Green Hell’ towards the demanding and terrifying circuit, yet it was also Sir Jackie who studied it, mastered it and conquered it. And nowhere was this most impressively evident than in 1968 during the German Grand Prix held at the Nurburgring amidst simply appalling weather conditions…

Starting grid at the rain-soaked/fog-blinding 1968 German Grand Prix

The notorious heavy rain and thick fog of the region had descended upon the Eiffel mountains with a vengeance that day and, even then, teams and spectators were surprised that the race wasn’t cancelled.

Accidents were a-plenty and many cars retired within the first few laps of the race, but Sir Jackie drove on throughout the rain-battered, fog-engulfed mellee with exquisite, precisional concentration – almost ‘feeling’ his way around the course lap after lap, usually relying on his memory of the endless dips and cambers as the blanketed fog prohibited any real view of what lay ahead… Incredible.

Stewart 'feeling' his way around the terrifying circuit

As the chequered flag fell, Jackie crossed the finish line a full 4 minutes ahead of the next car and soon after offered-up his descriptive ‘Green Hell’ tag that has stuck with the challenging circuit to this very day.

Brave brave man...

A short vid from the ‘Murray Walker F1 Greats’ series…

-Blake J.

Spotlight: Alfa Romeo 164 Procar

November 30, 2011

By the time of the late ’80s, Formula 1 had become a raging sea of Turbo-powered monsters that were engineered to produce exaspirating performance figures. It was a tumultuous period for both the FIA and the teams involved, eventually resulting in the outright banning of the mega-horsepowered formula for the 1989 season. Yet, Bernie Ecclestone had an intriguing idea up his sleeve to re-ignite race fans – an F1-powered Procar series for the ’88-’89 season.

A fantastic (though mightily expensive) idea was born – one that allowed the manufacturers to showcase their latest F1 technology within a bespoke race series where the cars were near-identical to their regular production versions. A ‘silhouette’ racing formula that would have seen top drivers competing in relatively stock-looking production cars heavily modified under the skin. The proposed power and weight limitations were exciting as well, dictating a 750 kg minimum and a 3.5L engine that could have up to 12 cylinders.

Alfa Romeo, now under Fiat management, was keen to provide their proposed version of a Procar for they had been planning an eventual return to the F1 stage for several years already. Since 1986, development of a 3.5L V10 F1 engine was evolving for the Ligier team but after relations fell through, Alfa was left with a 610 bhp V10 engine with nothing to slot it in.

One of only 15 V10 engines Alfa Romeo ever produced

When the Procar idea was laid out, Alfa collaborated with Brabham towards the challenge of producing an F1-style chassis that could accomodate a carbon-fibre saloon-car outer shell. The timing was also impecable for the Alfa marketing legions as it coincided the Procar debut with the launch of their brand new 164 Saloon, gorgeously designed by Pininfarina.

By the Fall of 1988, Alfa’s newly successful partnership with Brabham for the project would produce two fully-built Procars (of shocking similarity to the production counterpart) and 15 V10 engines – Alfa looked primed and ready for a triumphant return. Testing of the 164 Procar produced impressive results as well - Top speed was 211 mph (faster than F1 cars) and the standing quarter-mile was achieved in 9.7 seconds.

In light of these figures, Alfa decided to enlist Riccardo Patrese to show-off their new Procar creation (video below) to the public during practice sessions at Monza prior to the Italian Grand Prix. Riccardo hit 207 mph on the long finish-line straight in the slippery-bodied 164 Saloon and easily whet the crowd’s appetite for more Procar action in the future.

Yet, as is the case with most great ideas, this seemingly brilliant one from Mr. Ecclestone would be put to rest by a lack of available funds (and subsequent interest) from all the other major manufacturers. And Alfa Romeo simply could not afford a lone, one-make series a-la BMW in the late ’70s with their M1 Procar. Sadly, the F1-rivalling Procar idea was canned and the 164 Saloon Procar was eventually utilised as a research-vehicle towards their later DTM efforts.

The proposed Procar race series of the late ’80s remains one of those undeniable could-have-been/should-have-been paths for Motorsport to have undertaken. It would have been absolutely spectacular in many ways yet, most importantly, forever memorable.

-Blake J.

Pic of the Day: Gilles Villeneuve sliding his Ferrari 312 T4

October 25, 2011

From the 1979 F1 Season when Ferrari ended up winning its 4th Constructor’s Title in 5 years, this moment in time captures the amazing Gilles Villeneuve applying some opposite lock during one of his 3 Grand Prix wins that season (teammate Jody Scheckter also accumulated 3 wins in ’79). The 510 bhp, flat-12 engine must have made for rather interesting, challenging and entertaining drives from behind the wheel when pressed hard…!

-Blake J.

The Many Colours and Liveries of Motorsport – A.I. takes a look

September 16, 2011

From the earliest days of International Motorsport competition, the usage of colours (and numbers) hastily splashed upon fledgling racecars helped develop a mainstay within the various categories of motor-racing that continuously evolved alongside the sport itself. At first, you had the basic red, white, green’s and blue’s… mostly to the benefit of spectators et al who found it diffifcult to keep visual tabs on the dusty, filthy field.

Simple and bold, with the engineering taking main stage

Numbers were great, colours even better. Colours were initially utilized to (albeit, loosely) represent the Country of each manufacturer during major events, but as time wore on these primary colours began to speak, shift, bleed and contort.

James Hunt in his minimally-liveried Hesketh F1

It was in the 60′s where this morphing of colour and style began to interact with the engineering side of things… You starting seeing a design language and purposeful intention within paint, decal and stripe schemes that focused on a more commanding aim within its visual panache – they became intimidating and bold. And sometimes even cool.

Style’s presence in motorsport was co-mingling and developing a relationship with the social side of human nature and people started solidifying an affinity towards a certain manufacturer based on these aspects - I don’t smoke cigarettes, never have… but I’d kill to own an early-70′s period-era Black ‘n Gold JPS jacket or a Green ‘n Gold Lotus sweater from the 60′s… It’s just that simple, basic attraction.

The Porsche 917K 'Pink PIg'... how can you not love it.

As Motorsport grew, so did the costs involved with running (and winning) a successful racing venture. Once sponsorship entered into the realm of Motorsport, the lid basically blew off to the potentials that lay forth… You name it – If a company could see the advertising benefits of a racecar emblazoned with their logos and company-colours, then there wasn’t much to stop them from offering up their wealth of funds to assist a racing tem to (possible) victory.

The mighty Lancia Stratos Rally maniac

Some of these relationships became legendary. Some were a bit silly. Some were classy and subtle (James Hunt/Hesketh). Some were downright baffling and just plain odd (BMW/TicTac). But despite the inevitable pros and cons of this long-standing, bonded marriage within various motorsport realms, one can be sure that outside corporate involvment is here to stay for now.

One for the Man Cave pretty please

Here then, is a selection of the more-notables along with some interesting one-off and downright head-scratchy moments of Motorsport meeting Corporate.


-The Martini & Rossi colours seemed to work on almost any car they were applied to. Their first introduction coming in the shape of of the Porsche 917K that won LeMans in ’71. The colour-schemes evetually made their way into F1, but for me (and many others) their colours came to the fore with the mad Lancia Delta S4 Group B rally car, the Lancia Delta Integrale rally car and the monumentally-winged Porsche 935.


-A relationship that happened almost by mere chance in 1966 after a test-session for the Ford GT40. Gulf Oil execs happened to be in attendance at said test-session and it was from that humble meeting between John Wyer (team boss, Wyer/Ford) and the Vice President of Gulf Oil in Pittsburgh that set about these iconic Orange and light-Blue racers that dominated both on and off the track.

John Player Special

-Imperial Tobacco ushered-in corporate F1 sponsorship as we know it today with Gold Leaf’s Red ‘n Gold colours donning the Lotus 49 of 1968. It was a relationship with Lotus that lasted for several years, bringing about some of the most incredible looking F1 cars (amongst others) the world has ever seen.

BMW 320i spitting flames

Brock Racing Enterprises

-Peter Brock was a multi-talented and stylistically visionary man. He was responsible for the design of the stunning Corvette Stingray split-window during his days at GM, was a noted photographer and journalist and even designed the brutally beautiful Daytona Cobra for Mr. Caroll Shelby. An avid racecar driver as well, he turned his sights in ’66 towards the up-and-coming Japanese entries within the sport. With the formation of BRE though, his cars not only went like heck, but also looked utterly fanatastic. As a youth, it turned my attention towards the gorgeous 240z… Props should also be noted for BRE managing to make a Datsun 510 look sexy.

BRE Datsun 240z.... droool

Alan Mann Racing

-In its brief 6-year stint, the firm managed to annihilate the European and British Touring Car Championships with its Ford-based derivatives. Mann was a Ford Dealer that carried a particular focus on details and presentation and it showed with his arsenal of racecars His Gold on Red colour-scheme forever leaving a mark on the racing scene that still captures the senses to this very day.

Ford Escort

Ford Falcon

Ford/Lotus Cortina

…and some other notable liveries throughout the years that have struck a chord or caused mild confusion.

It was a Jean company... honest

1990 Silk Cut Jaguar - LeMans winner

Yes... Tic Tac

How could they not sponsor a race team...

The classic M-motorsport livery... waaaant

Honda F1 - heal the world

Mazda 787B - The only japanese LeMans winner and quite possibly the most-amazing sounding racecar, ever

Rothmans - another classic livery. So many beautiful racecars were adorned this stylistic theme

Yup. Even Steve Jobs got into the game

Another one of the mighty Stratos, just cuz...

Ohh... and why not another one of Senna in his JPS-liveried monster as well



-Blake J.

If You’re Not Winning, You’re Not Trying – When Lotus dominated F1 in the 70′s

September 14, 2011

VP of Creative Design and Global Marketing - that's right. He's going to make Lotus 'cool'... great

Unless you’ve been in a coma or living in your car over the past 10 months, you’ll undoubtedly be aware of the dramatic evolutionary changes (in every sense of the word) currently being conducted over at Lotus. Ex-Ferrari man, Dany Bahar, has fully armed himself with an ever-expanding team of highly notable individuals from the Automotive world that boast impressive track records of ‘Getting sh!t done’… amongst other questionable/cringeworthy forrays in the often face-palmed world of Automotive Marketing (Best to not get me started on the ridiculous Rapper Swizz Beatz ‘hiring’ and the recent ‘Freddie Mercury’ Special Edition)

But it’s a broad (and rather amusing) subject that’s been talked and discussed to death, so therefore I’ll keep my personal views and rational opinions up on the shelf for the time being… Let’s just see what happens when the new models actually start rolling out of Hethel over the forthcoming years instead.

Graham Hill winning Monaco in the Gold Leaf-liveried Lotus 49

As far as Marketing goes though, it should be remembered that Lotus was the first F1 team to initiate private sponsorship within the sport. Their 1968 Monaco Grand Prix debut of the Gold Leaf liveried Lotus 49 set about a trend that never let up and remains a domineering (and essential) aspect in motorsport to this day. But it was the beautifully iconic Lotus 72 introduced in 1970 that dropped jaws and won races. Lots of them.

Winning - more impressively than Charlie Sheen...

Emerson Fittipaldi, Jochen Rindt, Ronnie Peterson and Jacky Ickx all enjoyed numerous wins and World Champion titles (World Champion titles for Rindt in ’70, Fittipaldi in ’72).

The move towards a John Players Special-liveried Lotus 72 donned in its commanding Black ‘n Gold paint scheme, complemented by that striking anvil-intake atop the Cosworth DFV engine, became legendary and a symbol for power, poise and presence… Not least, a pin-up that remains drool-inducing to this very day.

A few years back, I picked up an unofficial DVD copy of this excellent film documenting the Lotus JPS 1973 F1 season (sadly, NLA) that still warrants repeated viewings…

Cooler than Swizz Beatz, sorry Dany...

A fantastically intimate portrait of Chapman, his talented team and drivers. I was surprised to find it in its entirety on YouTube. Granted, not something to quickly watch while at work, but worth your viewing pleasure nonetheless… Enjoy.

-Blake J.


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