Michele Alboreto | |
|---|---|
.JPG) Alboreto in 1987 | |
| Born | (1956-12-23)23 December 1956 |
| Died | 25 April 2001(2001-04-25) (aged 44) Lausitzring,Brandenburg, Germany |
| Cause of death | Single vehicle collision whilst testing the Audi R8 |
| Spouse | |
| Children | 2 |
| Formula One World Championship career | |
| Nationality |  Italian |
| Active years | 1981–1994 |
| Teams | Tyrrell,Ferrari,Larrousse,Arrows,Footwork,Scuderia Italia,Minardi |
| Entries | 215 (194 starts) |
| Championships | 0 |
| Wins | 5 |
| Podiums | 23 |
| Career points | 186.5 |
| Pole positions | 2 |
| Fastest laps | 5 |
| First entry | 1981 San Marino Grand Prix |
| First win | 1982 Caesars Palace Grand Prix |
| Last win | 1985 German Grand Prix |
| Last entry | 1994 Australian Grand Prix |
| 24 Hours of Le Mans career | |
| Years | 1981–1983,1996–2000 |
| Teams | Martini,Joest,Porsche,Audi |
| Best finish | 1st(1997) |
| Class wins | 1(1997) |
Michele Alboreto (Italian pronunciation:[miˈkɛːlealboˈreːto]; 23 December 1956 – 25 April 2001) was an Italianracing driver, who competed inFormula One from1981 to1994. Alboreto was runner-up in theFormula One World Drivers' Championship in1985 withFerrari, and won fiveGrands Prix across 14 seasons. Inendurance racing, Alboreto won the24 Hours of Le Mans in1997 withJoest, as well as the12 Hours of Sebring in2001 withAudi.
His career in motorsport began in 1976, racing a car he and a number of his friends had built in the Formula Monza series. The car, however, achieved very little success and two years later Alboreto moved up toFormula Three. Wins in theItalian Formula Three championship and aEuropean Formula Three Championship crown in 1980 paved the way for his entrance into Formula One with theTyrrell team.
Two wins, the first in the final round of the1982 season inLas Vegas, and the second a year later inDetroit, earned him a place with the Ferrari team. Alboreto took three wins for the Italian team and challenged Alain Prost for the 1985 Championship, eventually losing out by 20 points. The following three seasons were less successful, however, and at the end of the1988 season, the Italian left Ferrari and re-signed with his former employers Tyrrell, where he stayed until joiningLarrousse midway through1989.
Further seasons withFootwork,Scuderia Italia andMinardi followed during the tail end of his F1 career. In 1995, Alboreto moved on to sportscars and a year later the AmericanIndyCar series. He took his final major victories, the 1997 Le Mans 24 Hours and 2001 Sebring 12 Hours, withGerman manufacturersPorsche andAudi, respectively. In 2001, a month after his Sebring victory, he was killed testing anAudi R8 at theLausitzring in Germany.[1]
Michele Alboreto started his career in 1976 racing in Formula Monza with a car he and his friends built, known as the "CMR".[2] The car itself proved to be uncompetitive and in 1978 Alboreto, now in a more competitiveMarch, moved over to Formula Italia where he began to take race wins. Two years later Alboreto moved up toFormula Three, racing in aEuroracing-entered March-Toyota in both theEuropean andItalian series.[2] In his début Formula Three season, Alboreto finished 6th and 2nd respectively in the two championships, scoring three wins in the Italian series.
In 1980 he took the European crown and finished third in the Italian championship, taking five wins between the two series. An appearance in theBritish Championship was also made that year.
Alboreto's European title earned him a move intoFormula Two, a feeder series forFormula One, with theMinardi team. He scored Minardi's only F2 victory, atMisano, during the1981 season where he finished eighth in the championship.[2]
Despite his career inopen wheel racing, Alboreto was chosen byLancia to be part of their official squad in theWorld Championship for Makes, running in rounds which did not conflict with his other races. He shared theGroup 5 categoryLancia Beta Montecarlo withWalter Röhrl orEddie Cheever on four occasions during the1980 season, scoring three second-place finishes and a fourth.
Alboreto again ran a partial schedule in1981 even though he was also running Formula Two and Formula One. This season included his first participation in the24 Hours of Le Mans. He earned an eighth-place finish overall, second in class, and was the highest-finishing Lancia. He followed this with his first win in the championship, at theSix Hours of Watkins Glen with co-driverRiccardo Patrese. Alboreto finished the year 52nd in the Drivers' Championship, the highest-ranked Lancia driver.
When Lancia chose to move to a new class of competition with theLancia LC1 as the championship concentrated solely onendurance races in1982, further success came for Alboreto. A small schedule for the championship, as well as an emphasis on European circuits, allowed him to compete in every race that year. Although the LC1 suffered from mechanical problems on its debut, Alboreto and teammate Patrese were able to rebound to earn a victory at the 1000 km of Silverstone.Teo Fabi joined the duo for the1000 km of the Nürburgring, where they once again earned a victory. He was not able to repeat his previous success at Le Mans when the LC1's engine failed, and was unable to complete an event at Spa when the car broke in the closing laps. A third victory was earned by Alboreto and new teammatePiercarlo Ghinzani at their home circuit,Mugello. The final two races of the World Championship season had Alboreto's car eliminated from contention due to accidents. At the end of the season, he had secured fifth in the Drivers' Championship.
Lancia changed classes and cars once again in1983 World Sportscar Championship season, but Alboreto remained as one of the team's primary drivers. He brought the newLancia LC2 to a ninth-place finish in its debut at the1000 km of Monza, but the new car struggled to finish the next few races of the season. His entries would not finish another race until round five, where he earned eleventh. While Lancia chose to skip later rounds of the championship, he would not return to the team in order to concentrate fully on his commitments to Formula One. His troubles with the LC2 and early departure from the team earned him only two points in the championship.
_achter_Michele_Alboreto_(I).jpg)
At the age of 24, Alboreto made hisFormula One debut at the1981 San Marino Grand Prix for theCosworth-powered Tyrrell Racing team, replacingRicardo Zunino after theArgentine failed to impress team bossKen Tyrrell. Unfortunately for the Italian, a collision with fellow countrymanBeppe Gabbiani put him out of the race after completing 31 of the 60 laps. Alboreto failed to score a single point during his debut year, his highest position being ninth at theDutch Grand Prix.
In comparison to the previous season, Alboreto had a more successful1982 campaign. The Italian took the first podium of his Grand Prix career atImola and, at the final round inLas Vegas, Alboreto took his first Grand Prix win. He is the last winner of the Caesars Palace Grand Prix as the following year, the track was axed from the calendar. Alboreto scored a total of 25 points during his second season of F1, finishing as the top Italian in eighth place overall.
Despite a win inDetroit, registered as not only the last victory for a naturally aspirated car until the end of the turbo-era in 1989, but the 155th and last F1 victory for theCosworth DFV (technically Alboreto's Tyrrell carried the DFV's 1983 development, the DFY), afterNelson Piquet's leadingBrabham suffered a rear tyre deflation in the closing stages, Alboreto failed to finish in the points consistently and, with only one further points finish atZandvoort, the Italian finished the season with ten points and down in twelfth position. However, it was announced that the Italian would partnerRené Arnoux atFerrari. ReplacingPatrick Tambay, he became thefirst Italian driver to race for the marque sinceArturo Merzario in1973. Allegedly, by signing Alboreto,Enzo Ferrari broke his own personal rule about hiring an Italian driver for his Formula One team.
In his debut season for Ferrari, Alboreto took victory in the third round atZolder becoming the first Italian driver to win an F1 Grand Prix for Ferrari sinceLudovico Scarfiotti won the1966 Italian Grand Prix. He finished on the podium a further three times: at theÖsterreichring where he finished third; Ferrari's home circuit ofMonza where he finished second; and at theNürburgring, where he also finished in second place despite running out of fuel going into the final turn (the close followingBrabham-BMW of reigning World ChampionNelson Piquet also ran out of fuel at the final turn allowing Alboreto to keep his 2nd place). Alboreto finished the 1984 season in fourth with 30.5 points, the half point coming from his sixth place at theMonaco Grand Prix which was cut to under half its original race distance due to heavy rain, resulting in half points being awarded.
"In the end he had to settle for runner-up, because theFerrari wasn't as good a car as theMcLaren – and also, truth be told, because neither was Michele as good asAlain. No disgrace in that."
1985 would prove to be Alboreto's most successful year in Formula One. He took two wins: the first a dominant win at theCanadian Grand Prix with new team mateStefan Johansson finishing second,[4] and the second at theGerman Grand Prix where he had a somewhat luckier time, twice being involved in incidents with other cars (once with Johansson at the very first corner of the race, giving his team mate a flat tyre) and with his car trailing oil smoke for much of the event, though a brake problem and a lack of power from theTAG-Porsche engine kept his main title rivalAlain Prost from challenging. Alboreto led the points table until Round 11 at Zandvoort, but finished the season in second place with 53 points, 20 points behind new World Champion Prost. Formula OnejournalistNigel Roebuck commented that "Alboreto was Prost's only real challenger for the World Championship".[3] Ultimately it was Ferrari's unreliability which cost Alboreto his chance at the World Championship as he failed to finish the final five races of the season all due to mechanical failure, though he was classified 13th inItaly despite his engine blowing on lap 45 of 51. At the1985 European Grand Prix atBrands Hatch, after stopping to replace a flat-spotted tyre on lap 11, his Ferrari blew its turbo halfway through lap 13. Alboreto, frustrated that Ferrari's late-season reliability had cost him the World Championship, drove the car back to the pits with the rear of the car on fire. He drove the on-fire car into the pits and straight to his Ferrari pit. Many observers saw this as Alboreto's way of showing that the Ferrari's unreliability had cost him the World Championship, which Prost won by finishing 4th in the race.[citation needed]
In1986 Ferrari's new car, theF1/86 designed byHarvey Postlethwaite, proved to be slower and less reliable than its predecessor as Alboreto retired from nine races, of which seven were mechanical failures. Alboreto only scored one podium, at theAustrian Grand Prix – even then bothWilliams cars ofNigel Mansell andNelson Piquet had retired and Alboreto finished a full lap behind race winner Alain Prost. The Italian finished the season ninth in the Drivers' Championship with fourteen points. While the Ferrari V6 turbo was rated as one of the more powerful engines on the grid, both Alboreto and his teammateStefan Johansson were hampered by the F1/86 which refused to handle on tracks which had a bumpy surface. Johansson finished 5th in the championship with 20 points despite being the #2 driver in the team, causing many to question why the team chose to re-sign Alboreto and let Johansson go.[citation needed]
AustrianGerhard Berger joined Ferrari in1987 which signalled the end of Alboreto's time as leader of the Ferrari team. Berger soon established himself as the team's number one driver thanks to his wins inJapan andAustralia at the end of the season, while Alboreto could only manage a handful of podiums atImola,Monaco and a second place at the final round in Australia to make it a Ferrari one-two and only then after theLotus 99T-Honda of second on the road finisherAyrton Senna had been disqualified post-race for having oversized brake ducts. The Italian finished the year in seventh overall with 17 points, 19 points behind his teammate.
The1988 season would be Alboreto's final year with Ferrari. With theMcLaren-Hondas of Ayrton Senna and Alain Prost dominating the season, the Ferrari team only managed a single win during the year at theItalian Grand Prix which Berger won from Alboreto in second place. Ferrari refused to offer the Italian a new contract so Alboreto looked elsewhere for a drive. This announcement came at theFrench Grand Prix in July and pit lane rumours had Michele re-joining Tyrrell for 1989 (in France, where Alboreto finished 3rd and Berger a distant 4th, was the only time in 1988 the Italian would finish in front of the Austrian in a race where both finished). After France he received an offer fromFrank Williams, head of theWilliams team who would have exclusive use of the newV10Renault engine in 1989. Later that year before the Italian GP atMonza, Alboreto had not received any word from Williams and requested confirmation of his seat at the team. Williams replied by saying that "he wanted him" and "not to move".[5] At Monza, however, Williams announced he had signedBelgianThierry Boutsen instead while also confirming that the team's number 2 driver, Alboreto's former Lancia sportscar teammateRiccardo Patrese, would be staying with the team. As it was late in the season, Alboreto was left with few options for the coming season and arguably signalled the end of his time driving for one of the top teams.[5]
Alboreto competed in eighty Grands Prix for Ferrari, which established a new record. It stood until the1995 Argentine Grand Prix, when it was surpassed by Berger.[6]
A lack of a drive had left Alboreto in a difficult situation and he later said that he contemplated retirement – an option of which his family were very much in favour.[7] However, he was offered a drive at his former employer Tyrrell, which he accepted. The relationship between Alboreto and team boss,Ken Tyrrell, soon turned sour. At theMonaco Grand Prix, Alboreto was told to drive the 1988 modelTyrrell 017, due to the newer018 model not being completed.[8] TeammateJonathan Palmer was chosen to drive the newmonoshock 018. Meanwhile, the Italian would have to wait until the following day for the 018 so he decided not to accept this.[8] The result was Alboreto boycotting the Thursday practice session.[8] Alboreto finished the race in fifth position while Palmer finished ninth. This was followed by a strong performance at the next race in Mexico, where Alboreto finished 3rd – the only podium the team would achieve during the season.
By theFrench Grand Prix, Ken Tyrrell had found a new sponsor inCamel cigarettes for the season and told Alboreto that if he wanted to continue with the team he would need to end his personal sponsorship deal withMarlboro,[9] a rival brand to Camel. Alboreto was disappointed, as thanks to his Marlboro backing, the team had managed to fund his wages.[8] Following Alboreto's refusal to cut his ties with his sponsor, Tyrrell replaced him with the up-and-coming FrenchFormula 3000 driverJean Alesi. Alesi finished fourth in his first Grand Prix for the team at the French Grand Prix.[9]
Ironically, Alboreto soon lost his Marlboro sponsorship as well after they refused to find him another drive for the rest of the 1989 season.[10] He was, however, soon hired by the FrenchLarrousse team, incidentally co-sponsored by Camel, for theGerman Grand Prix and the rest of the season. Although his new teammatePhilippe Alliot showed that theLola LC89 with its 600 bhp (447 kW; 608 PS)LamborghiniV12 engine could be a competitive car with high grid positions and challenging for points in various races, Alboreto failed to score a single point for the rest of the season, and twice he even failed to pre-qualify inSpain (where Alliot not only pre-qualified, but then qualified a season high 5th) and in the final round inAustralia, while in between those two races the Italian also failed to qualify inJapan. During qualifying for theHungarian Grand Prix the Italian cut one of thechicanes and broke two of hisribs in the process.[10] After competing the year for two teams, Alboreto finished the year eleventh in the Drivers' Championship with six points.
1990 saw Alboreto move to theArrows team, which was in the process of being sold to sponsorFootwork. It was seen mainly as a "transition year" for him, as the chassis was in its second year and severe uncompetitiveness would be expected. Despite this, the 33-year-old finished in the top ten a number of times and only retired three times. Alboreto finished the season, however, as one of 21 drivers who failed to score a point.
Footwork securedPorsche works engines for1991 and sponsorship fromJapan, as the Footwork company completed its takeover of the team. The package did not, however, live up to its expectations as it failed to qualify a number of times. Soon the overweight and unreliable Porsche engines were replaced byHart-supplied Cosworth engines for the rest of the season, the short-term fix not improving the team's competitiveness. This would be Alboreto's second season in succession that he failed to score a point.
Thanks to Footwork's Japanese connections the team received a supply ofMugenHondaV10 engines for1992. The FA13 was reliable in comparison to its predecessor and Alboreto scored points four times, in addition to finishing in seventh place six times. With a season total of six points, the 35-year-old finished the year tenth overall.
Alboreto joined the Italian team Scuderia Italia, which had enjoyed a number of successes in its short history, most notably whenAndrea de Cesaris andJJ Lehto had scored podium positions at the1989 Canadian Grand Prix and1991 San Marino Grand Prix respectively. At the start of 1993, however, the team moved away from itsDallara-built chassis and were instead supplied byLola. The Italian failed to score any points over the year, and failed to qualify several times as the slowest runner in the 26-car field. Scuderia Italia withdrew before the end of the season, and merged with fellow Italian team Minardi for1994.
The Minardi cars proved to be mostly uncompetitive and unreliable, with a total of nine retirements from sixteen rounds. A sixth position inMonaco was Alboreto's only points finish. At the1994 San Marino Grand Prix, which was overshadowed by the deaths ofAyrton Senna andRoland Ratzenberger, whilst leaving the pitlane after a scheduled stop, Alboreto's car lost its loose right rear wheel which bounced through the Benetton, Ferrari, and Lotus pit areas and crews, injuring several mechanics. At the end of the season, he decided to retire from Grand Prix racing, with a record of 194 starts and five Grand Prix wins.
Following his departure from Formula One in 1995, Alboreto embarked on a career in theGerman Touring Car Championship, known as theDeutsche Tourenwagen Meisterschaft. Racing forAlfa Romeo's factory team,Alfa Corse, the Italian finished 22nd in the championship, scoring four points. Further entries in theInternational Touring Car Championship andWorld Sportscar Championship, the latter being withFerrari, also proved to be fruitless ventures.
Alboreto returned toopen-wheel racing in 1996, entering the newly formedIndy Racing League (IRL) withScandia/Simon Racing. The then 39-year-old competed in all three rounds where he finished fourth on his debut atWalt Disney World Speedway; eighth at thePhoenix International Raceway; and retired, due to gearbox problems, at the1996 Indianapolis 500, his sole entry into the race. Alboreto also ransports prototypes for Scandia/Simon while in the United States, entering theIMSA World Sports Car Championship with aFerrari 333 SP. He also entered theLe Mans 24 Hours in aJoest Racing-enteredPorscheWSC-95 alongside fellow Italian and former F1 teammatePierluigi Martini andBelgianDidier Theys, but retired due to an engine failure after completing 300 laps. The following year, Alboreto earned his first and only podium in the IRL at the "True Value 200" held inNew Hampshire, where he finished third. A further fifth place atLas Vegas earned Alboreto 62 points during his 1997 campaign which resulted in a 32nd place overall in the drivers' championship.
Also in 1997, Alboreto was called to testify at the trial following Ayrton Senna's fatal accident in 1994. He told the tribunal that, in his opinion, Senna's accident was likely caused by a technical failure rather than a driver error.[11]
Alboreto won the1997 24 Hours of Le Mans with the same car as the previous year, but this time alongsideSwedeStefan Johansson, another former F1 teammate, andDaneTom Kristensen,[12] who would later go onto beatJacky Ickx's record for winning the most Le Mans 24 Hour races. The trio completed 361 laps, one more than second-placed Gulf Team Davidoff'sBMW-poweredMcLaren F1 GTR. This would prove to be the peak of Alboreto's sportscar success as he failed to finish at Le Mans in 1998 withPorsche once again. However, a fourth place at the1999 24 Hours of Le Mans with the newcomerAudi, a third at the2000 Le Mans 24 Hours, a victory at the 2000 Petit Le Mans and a win at the2001 Sebring 12 Hours gave the Italian some final success prior to his death a month after his win at Sebring.[13]
In late April 2001, Alboreto and a small group of Audi engineers travelled to theEuroSpeedway Lausitz nearDresden in easternGermany to perform a series of tests on anAudi R8 in preparation for their participation at the24 Hours of Le Mans in June. Alboreto mainly drove the car in the area of the facility that is used for public racing events, using the tri-oval for quicker laps and the Grand Prix circuit for slower laps, but some testing also took place within the limits of the adjacent proving ground, which features an elongated oval track with two long straights.[14]
Around 5.30 p.m. local time on 25 April 2001, Alboreto accelerated the R8 along one of the two long straights at the proving ground. When the car reached the speed of approximately 300 km/h (190 mph), its left rear tyre failed. The R8 was subsequently launched into the air, somersaulting over the Armco barrier and landing inverted. Alboreto's head struck the ground, killing him instantly.[14] Initially, Audi gave no reason for the crash, stating the R8 had "already completed thousands of test kilometres on numerous circuits without any problems."[15] Five days later, an investigation into the accident was reported to have concluded. The tyre failure was attributed to a gradual loss of air pressure, caused by a loosescrew that had found its way into the tyre. As there was no indication of a mechanical problem or driver error, the tyre failure was determined to be the sole cause of the crash. The finding motivated Audi to expedite the implementation of a new sensor-basedTPMS in their racecars.[14][16]
Alboreto's death brought much anguish among his family and friends who had longed for him to give up racing due to its dangerous nature. Michele's cousin Marisa told Italian news agencyANSA, "You can't imagine what we're going through as a family. We're really distraught."[15]
Fellow ItalianGiancarlo Fisichella dedicated his podium finish at the2005 Italian Grand Prix to Alboreto, "I know Alboreto was the last Italian on the podium at Monza before me. I was lucky enough to race together with him in touring cars, and he was a great person, really special. I want to dedicate the result to his memory."[17]
On 28 August 2021, it was announced that the final corner at theMonza Circuit, theCurva Parabolica, would be officially renamed theCurva Alboreto during the2021 Italian Grand Prix weekend to mark the 20th anniversary of Alboreto's death.[18]
Alboreto's helmet was blue with a yellow stripe with white edges covering the centre of the helmet. The colours were a tribute to Swedish driverRonnie Peterson, whose helmet design also used them to reflect the Swedish flag.[19] Alboreto and Peterson first met in 1972 and were friends until the Swedish driver's death in 1978.[20]
(key) (Races inbold indicate pole position) (Races initalics indicate fastest lap)
| Year | Entrant | Class | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | Pos. | Pts |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1980 | Lancia Corse | Gr.5 | Lancia Beta Monte Carlo | Lancia 1.4L4t | DAY | BRH 2 | MUG 2 | MNZ | SIL 4 | NÜR | LMS | GLN 2 | MOS | VAL | DIJ | [N 1] | |||||
| 1981 | Martini Racing | Gr.5 | Lancia Beta Monte Carlo | Lancia 1.4L4t | DAY Ret | SEB | MUG DSQ | MNZ | RSD | SIL | NÜR | LMS 8 | PER | DAY | GLN 1 | SPA | MOS | ROA | BRH | 52nd | 37 |
| 1982 | Martini Racing | Gr.6 | Lancia LC1 | Lancia 1.4L4t | MNZ Ret | SIL 1 | NÜR 1 | LMS Ret | SPA Ret | MUG 1 | FUJ Ret | BRH Ret | 5th | 63 | |||||||
| 1983 | Martini Racing | C | Lancia LC2 | Ferrari 268C 2.6V8t | MNZ 9 | SIL Ret | NÜR Ret | LMS Ret | SPA 11 | FUJ | KYA | 86th | 2 | ||||||||
| Year | Team | Co-Drivers | Car | Class | Laps | Pos. | Class Pos. |
|---|---|---|---|---|---|---|---|
| 1981 | Martini Racing |  Eddie CheeverCarlo Facetti | Lancia Beta Monte Carlo | Gr. 5 | 322 | 8th | 2nd |
| 1982 | Martini Racing | Teo Fabi Rolf Stommelen | Lancia LC1 | Gr. 6 | 92 | DNF | DNF |
| 1983 | MartiniLancia | Piercarlo GhinzaniHans Heyer | Lancia LC2 | C | 121 | DNF | DNF |
| 1996 | Joest Racing | Pierluigi Martini Didier Theys | TWRPorsche WSC-95 | LMP1 | 300 | DNF | DNF |
| 1997 | Joest Racing |  Stefan Johansson Tom Kristensen | TWRPorsche WSC-95 | LMP | 361 | 1st | 1st |
| 1998 | Porsche AGJoest Racing | Stefan Johansson Yannick Dalmas | Porsche LMP1-98 | LMP1 | 107 | DNF | DNF |
| 1999 | Audi Sport Team Joest | Rinaldo CapelloLaurent Aïello | Audi R8R | LMP | 346 | 4th | 3rd |
| 2000 | Audi Sport Team Joest | Christian AbtRinaldo Capello | Audi R8 | LMP900 | 365 | 3rd | 3rd |
(key) (Races inbold indicate pole position; races initalics indicate fastest lap)
| Year | Entrant | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | Pos. | Pts |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1981 | Minardi Team | Minardi Fly 281 | BMW | SIL 11 | HOC 8 | THR Ret | NÜR 8 | VAL Ret | MUG 14 | PAU Ret | PER 3 | SPA 8 | DON | MIS 1 | MAN | 8th | 13 |
Source:[22] | |||||||||||||||||
(key) (Races inbold indicate pole position; races initalics indicate fastest lap)
† Did not finish, but was classified as he had completed more than 90% of the race distance.
‡ Race was stopped with less than 75% of laps completed, half points awarded.
(key) (Races inbold indicate pole position) (Races initalics indicate fastest lap)
| Year | Team | Car | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | Pos. | Pts |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1995 | Schübel Engineering | Alfa Romeo 155 V6 Ti | HOC 1 15 | HOC 2 7 | AVU 1 12 | AVU 2 8 | NOR 1 14 | NOR 2 Ret | DIE 1 11 | DIE 2 11 | NÜR 1 13 | NÜR 2 Ret | ALE 1 Ret | ALE 2 DNS | HOC 1 16 | HOC 2 15 | 22nd | 4 |
Source:[21] | ||||||||||||||||||
(key) (Races inbold indicate pole position) (Races initalics indicate fastest lap)
| Year | Team | Car | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | Pos. | Pts |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1995 | Schübel Engineering | Alfa Romeo 155 V6 Ti | MUG 1 Ret | MUG 2 DNS | HEL 1 Ret | HEL 2 Ret | DON 1 Ret | DON 2 17 | EST 1 Ret | EST 2 DNS | MAG 1 DNS | MAG 2 Ret | 28th | 0 |
Source:[22] | ||||||||||||||
(key) (Races inbold indicate pole position)
| Year | Team | Chassis | No. | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | Pos. | Pts | Ref |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1996 | Team Scandia | Lola T95/00 | 33 | FordXBV8t | WDW 4 | PHX 8 | 11th | 189 | [26] | ||||||||
| Reynard 95i | INDY 30 | ||||||||||||||||
| 1996–97 | NHA 3 | LVS 5 | WDW | PHX | INDY | TXS | PPR | CLT | NHA | LVS | 32nd | 62 | [27] | ||||
| Years | Teams | Races | Poles | Wins | Podiums (non-win) | Top 10s (non-podium) | Indianapolis 500 wins | Championships |
|---|---|---|---|---|---|---|---|---|
| 2 | 1 | 5 | 0 | 0 | 1 | 3 | 0 | 0 |
| Year | Chassis | Engine | Start | Finish | Team |
|---|---|---|---|---|---|
| 1996 | Reynard | Ford-Cosworth | 12 | 30 | Scandia |
(key) (Races inbold indicate pole position) (Races initalics indicate fastest lap)
| Year | Entrant | Class | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | Rank | Points | Ref |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1999 | Audi SportTeam Joest | LMP | Audi R8R | Audi 3.6V8t | SEB 3 | ATL | MOS | SON | POR | PET | LAG | LVS | 43rd | 24 | [28] | ||||
| 2000 | Audi Sport North America | LMP | Audi R8 | Audi 3.6V8t | SEB 2 | PET 1 | LAG | LVS | ADE | 27th | 44 | [29] | |||||||
| Audi R8R | CLT 8 | SIL | NÜR | SON | MOS | TEX | POR | ||||||||||||
| 2001 | Audi Sport North America | LMP900 | Audi R8 | Audi 3.6V8t | TEX | SEB 1 | DON | JAR | SON | POR | MOS | MOH | LAG | PET | 22nd | 31 | [30] | ||
| Sporting positions | ||
|---|---|---|
| Preceded by | European Formula 3 Championship Champion 1980 | Succeeded by |
| Preceded by | Winner of the 1000 km Nürburgring 1982 With:Teo Fabi &Riccardo Patrese | Succeeded by |
| Preceded by | Winner of the 24 Hours of Le Mans 1997 With:Stefan Johansson &Tom Kristensen | Succeeded by |
| Preceded by | Winner of the 12 Hours of Sebring 2001 With:Laurent Aïello &Rinaldo Capello | Succeeded by |
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