Coloni (Formula 1)
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| Surname |
Enzo Coloni Racing Car Systems Coloni Subaru Coloni Racing Coloni Racing |
|---|---|
| Companies | |
| Company headquarters | Passignano sul Trasimeno |
| Team boss | Enzo Coloni |
| statistics | |
| First Grand Prix | Spain 1987 |
| Last Grand Prix | Portugal 1989 |
| Race driven | 14th |
| Constructors' championship | 0 |
| Drivers World Championship | 0 |
| Race wins | 0 |
| Pole positions | 0 |
| Fastest laps | 0 |
| Points | 0 |
Coloni is an Italian motorsport team from the Umbrian municipality of Passignano sul Trasimeno near Perugia , which was founded in January 1982 by Enzo Coloni under the name Enzo Coloni Racing Car Systems and which participated regularly in the Formula 1 World Championship from 1987 to 1991 reported. In this racing class, Coloni is one of the teams with the fewest sporting successes. For two consecutive years, he was the only team in Formula 1 history to fail to qualify for a race. In the four and a half years of his application, the team was only able to take part in 14 races and did not score a single world championship point. The racing team achieved a certain level of awareness through a connection with the Japanese automobile manufacturer Subaru , which Enzo Coloni tried to establish briefly in 1990 as an engine manufacturer in Formula 1.
Until 2012 , the racing team was involved in the GP2 championship under the name Scuderia Coloni , but withdrew from the series at the end of 2012. Today the company operates under the name Paolo Coloni Racing . It has not had its own motorsport team since 2013.
“King of the Unqualified” - Background and Causes
Success in smaller classes
The Enzo Coloni Racing Car Systems team was "a fixture" in the Italian Formula 3 championship from 1982 to 1987 . In 1982, in his last year as an active driver, team founder Enzo Coloni became the champions of this series; in the following years the titles went to Coloni's drivers Alessandro Santin , Ivan Capelli and Nicola Larini . In 1986 Coloni also took part in the International Formula 3000 Championship . Coloni's driver Gabriele Tarquini scored seven championship points with an outdated March 85B and finished the season in tenth place in the drivers' championship.
For Enzo Coloni, the year in Formula 3000 only served as preparation for the promotion to Formula 1, for which the 1987 season seemed to be a good time: From 1987 onwards, in contrast to the previous year, when only turbo engines were used - alternatively, naturally aspirated engines are permitted again , and it was already clear that from 1989 all teams would have to use conventional aspirated engines. This rule change, decided in July 1986, suggested that Formula 1 could be operated again as before the turbo era with less financial outlay.
Statistics of failure
In Formula 1, the team soon reached its limits: Enzo Coloni could not repeat the successes that Enzo Coloni had achieved in smaller racing classes in the top class of formula racing. Between the autumn of 1987 and the autumn of 1991, his racing team entered 82 grand prizes. During this time, the team only qualified for 14 races, and there were only four finishings in total, all of which were recorded in 1988. Coloni's last race was in Portugal in autumn 1989 . In the following 35 races Coloni never survived the qualification; in 27 cases the team failed in the pre-qualification. No other team in Formula 1 shows such a long period of failure. This is why Coloni is sometimes referred to as the “King of the Unqualified”. Motorsport history knows teams like the German Willi Kauhsen Racing Team ( 1979 ) or the Italian racing team Life Racing (1990), which during their existence did not qualify for a Formula 1 race even once; but none of them were involved in Formula 1 for more than one season.
causes
The main reason for the lack of racing success was the team's low financial strength. Coloni was and remained the smallest and financially weakest team in Formula 1. While some of the other racing teams that debuted in Formula 1 in the early years of the so-called new naturally aspirated engine era had wealthy industrialists as partners or had ties to established companies, Coloni was more pure Family business completely dependent on external donors . Here Coloni's weak starting position turned out to be problematic: International sponsors preferred to concentrate their commitment on the larger, successful teams, with which more media presence was to be expected, and five (1989) and six (1990) national sponsors tried to find national sponsors ) other Italian teams. Enzo Coloni later explained that his years in Formula 1 were the only times when he was financially up to his neck. In 2012 he admitted in an interview that the promotion to Formula 1 had come too quickly.
The low financial strength had a negative effect on the technical and logistical performance of the team. Even before the end of the first full Formula 1 World Championship, there was a lack of funds to procure class-appropriate material. Technically, Coloni had to improvise more and more. It has hardly been possible to develop or implement technical improvements since 1989; the team essentially lived on substance for the last two years of its existence. The cars were increasingly described as hobbyist objects. The staff was also scarce: there were always phases in which the team only consisted of half a dozen employees, a fraction of the people employed in a top team.
Due to the thin financial cover, Coloni was not able to hire successful or established drivers, who mostly demanded high fees. Instead, Coloni regularly started with Paydrivers , which bought in with their own funds or funds provided by personal sponsors, but had little or no Formula 1 experience. Five of the eight drivers registered between 1987 and 1991 made their Formula 1 debut at Coloni, two others - Gabriele Tarquini and Roberto Moreno - had previously only contested one or two races for other teams. When he signed with Coloni, only Bertrand Gachot could look back on the experience of an almost complete Formula 1 World Championship.
In addition to these difficulties, which were justified in the team itself, there were external circumstances that made successful races difficult. This includes in particular the high level of competition at the beginning of the new naturally aspirated engine era. In view of the hoped-for cost reduction as a result of the turbo ban, numerous other teams in addition to Coloni signed up for Formula 1. They included AGS (1986), March and Larrousse (both 1987), and EuroBrun , Rial and BMS Scuderia Italia (both 1988). In 1989, finally, no fewer than 20 teams competed against each other in the Formula 1 World Championship, more than in any other year. Since only 26 vehicles were regularly approved for the race, this made a strict selection in the qualification and pre-qualification necessary, in which mostly the weakest teams had the fewest chances. Without participating in the races, however, there was no media presence, which further reduced the interest of potential sponsors, so that less and less money was available to adequately prepare the car and the team.
The individual seasons
1987: Two races in the debut year
The Enzo Coloni Racing Car Systems SpA team made their Formula 1 debut at the 1987 Italian Grand Prix in Monza .
Preparations
At the beginning of 1987, Roberto Ori , a former Dallara designer, began developing a Formula 1 car for Coloni. The Coloni FC187 was the first racing car that the team designed and built itself; Coloni regularly used customer vehicles from larger manufacturers such as March or Ralt in smaller classes . Ori constructed a conventional vehicle that was intended for longer use. In addition, the design already took into account the rule changes for 1988 , for example the pedals were behind the front axle line, which was not yet mandatory in 1987. A Cosworth DFZ naturally aspirated engine, prepared by Novamotor in Italy, served as the drive ; with around 610 hp, it was one of the weakest engines in the field.
At the end of August 1987 the yellow painted FC187 started its maiden voyage at the Autodromo Enzo e Dino Ferrari in Imola. Enzo Coloni drove the first lap himself; Coloni's then Formula 3 driver Nicola Larini later took over the cockpit. Previous attempts by Coloni to win over the former Formula 1 world champion Keke Rosberg for the first test drives were unsuccessful. During the test runs in Imola Coloni had little experience: Since the FC187 suffered numerous defects and the mechanics needed a lot of time for repairs, Larini could hardly drive.
Coloni planned to take part in a few European autumn races with a car in 1987. Initially, he had intended to be Emanuele Pirro as the driver, but in early summer he decided on the Middlebridge-Trussardi project , which appeared to be better equipped technically and financially. Coloni later tried to get Franco Scapini . His use failed, however, because he did not receive a super license . Ultimately, Coloni named Nicola Larini as a regular driver for the 1987 season.
The 1987 World Championship races
When it made its first appearance at the Italian Grand Prix, the team was not yet fully operational. The car was finished, but not yet tuned and also “full of teething problems”. As a result, Larini did not qualify FC187. With the hardly coordinated FC187, almost two seconds were missing from qualification and twelve seconds from Nelson Piquet's pole time ; only Pascal Fabre in the AGS JH22 was even slower. As planned, Coloni skipped the following race in Portugal to make the car race-ready. In the race after next in Spain , Larini was the last to qualify for the race, and despite the nominally weaker naturally aspirated car, he managed to position himself in front of the two turbo-powered Osella of Alex Caffi ( Osella FA1I ) and Franco Forini ( FA1G ). Larini did not finish the race, however; The suspension broke on the eighth lap, so that he was the first driver of the race to retire. Coloni again skipped the subsequent overseas races in Mexico , Japan and Australia , as the costs for the journey were too high. The team instead focused on private test drives conducted by Gabriele Tarquini in October and Luis Pérez-Sala in December .
1988: A two-part season
1988 was the first full Formula 1 World Championship for Coloni. The team reported the Coloni FC188 with a Cosworth engine as an emergency vehicle , which was again prepared by Novamotor. It was a slightly revised version of the FC187, which was created in three copies. The first car was identical to the 1987 FC187, the two later vehicles were rebuilt in the course of the year according to the known construction plans.
As in the previous year, Coloni only reported one driver in 1988. The Italian racing driver Gabriele Tarquini had already been signed after the test drives in October 1987 as a replacement for the Larini, who switched to Osella. Enzo Coloni had plans for a second car under Kris Nissen or Jean-Louis Schlesser at the turn of the year 1987/88 ; However, none of the drivers addressed was able or willing to provide the entry fee of 2.5 million US dollars requested by Coloni.
In the first five races of the year Tarquini regularly managed to qualify. At home in Imola he reached 17th place on the grid, leaving established competing teams like Tyrrell and Ligier behind. Target arrivals could not initially be achieved; the mechanics kept collapsing. The suspension broke in Brazil as well as in Monaco, in Imola a jammed accelerator cable prevented progress. Tarquini reached the finish line for the first time in the fourth race of the season in Mexico, five laps behind in 14th place. Things went much better in Canada; here Tarquini finished eighth with only two laps behind and was thus close to the points. This finish was the best result in Coloni's Formula 1 history.
After this race the team broke in. In Detroit , France , Great Britain and Germany Tarquini failed four times in a row at the pre-qualification; he was by far the slowest. Only in August for the Hungarian Grand Prix did he qualify again; here he finished 13th, five laps behind. In Belgium , Tarquini qualified 22nd, but retired after a steering defect in the last third of the race.
In the late summer of 1988 Enzo Coloni took the negative development as an opportunity to strengthen his team. He managed to poach three key employees from his Provencal competitor AGS: the long-time AGS designer Christian Vanderpleyn , the development engineer Michel Costa and the team manager Frédéric Dhainhaut . These employees were integrated into the existing Coloni team in August 1988. You should immediately start work on a new car for 1989 while Roberto Ori was redesigning the FC188.
On the occasion of the one-year Formula 1 anniversary at the Italian Grand Prix , Coloni presented the modified model, which was given the designation FC188B . The substance was the well-known FC188, which had received a revised cooler and a modified wing mechanism. According to the factory, the weight of the car had been reduced by 15 kilograms. The modifications didn't make Coloni's cars any faster. In five appearances in FC188B, Tarquini qualified only once. At the Portuguese Grand Prix he was the last to start and finished eleventh and penultimate five laps behind. It was the last time a Coloni crossed the finish line in Formula 1.
Enzo Coloni had initially looked to Gabriele Tarquini to take responsibility for the lack of results in the autumn and replaced him with the wealthy Mexican Josele Garza , who would have given the team new sponsorship funds. However, Garza's assignment did not materialize because he did not receive a super license.
1989: No finish
The second full season proved difficult for Coloni; in the end, the team's very existence was at stake. During the year the team was only able to take part in five of sixteen Grand Prix; Most of the drivers were eliminated in qualification or pre-qualification. A Coloni never crossed the finish line in any of the 1989 races.
Starting position
In 1989 the framework conditions had changed considerably compared to the previous year.
The most important technical rule change was the new ban on turbo engines: In future, all teams had to use naturally aspirated engines. While the financially strongest racing teams mostly had exclusive engine partners such as Honda or Renault who provided highly developed, powerful engines, smaller teams usually used customer engines from Judd or Cosworth, which were largely standardized and had a performance deficit of at least 100 hp compared to the most powerful engines. This difference proves that the aim of the ban on turbo engines was not achieved to harmonize engine performance and increase the competitiveness of smaller teams. At the start of the season, individual engine concepts such as the twelve-cylinder W engine from Guy Nègre (MGN) , another W-12 engine from Franco Rocchi and a twelve-cylinder engine with a wide bank angle from Carlo Chiti were also on the market. Coloni became interested in the Rocchi engine at the end of 1988, but ultimately continued to use a conventional Cosworth engine in 1989 for cost reasons, which was prepared by Langford & Peck in Great Britain. Most statistics refer to the engine as the Cosworth DFR, but other sources claim that Coloni only used revised DFZ engines.
The considerable expansion of the starting field was of considerable practical relevance. It was based on the one hand on the fact that in 1989 more racing teams with 20 teams competed in Formula 1 than ever before; on the other hand, in 1989 FISA required each team to use two cars. Since all teams with the exception of EuroBrun followed this demand, a total of 39 vehicles competed for 26 starting positions in 1989. This made a pre-qualification necessary, which was held on Friday morning before the first free practice. Twelve vehicles competed against each other in it, and only the four fastest were allowed to participate in the subsequent qualifying. The pre-qualification was subject to the weakest teams in terms of the preseason as well as those teams that had only used one car in 1988 but registered two cars in 1989: In this case, the newly registered second car was subject to the pre-qualification. This also affected Coloni: One of Coloni's cars had a secure starting position until the middle of the season, the second had to pre-qualify from the start.
The pre-qualification was a big challenge for many of the small private teams. That also applied to Coloni. The disadvantage here was that Coloni had to contest the first races of the new season with the old FC188B. In view of the financial outlay associated with using two vehicles, Coloni did not have enough funds to rapidly advance the development of an entirely new, current racing car. Its completion was ultimately delayed until the spring of 1989. The FC188B that had been in use until then, which was based on a design from the spring of 1987, were no longer competitive in 1989. This had an immediate effect on the second half of the season, for which the participants in the pre-qualification were reassigned according to the results of the first half of the season: Since the initially seeded driver did not achieve any countable results with the FC188B in the first half of the season, he was also defeated from August 1989 the pre-qualification.
The 1989 World Championship races
Enzo Coloni made the driver choice for 1989 early on. He awarded the set cockpit to Roberto Moreno, who in 1987 scored a world championship point for the small competing team AGS. For the second chassis, which was subject to pre-qualification, Coloni hired Frenchman Pierre-Henri Raphanel , who had made his debut with Larrousse the previous year and was supported by the television station La Cinq , which belongs to Silvio Berlusconi's group of companies .
In the first two races Moreno missed the qualification, Raphanel already failed because of the pre-qualification. They were missing more than 6 seconds per lap or 40 km / h on the top teams. In the third race, the Monaco Grand Prix , on the other hand, both drivers were able to qualify for a race: Moreno started the race as 25th, Raphanel as 18th, putting him behind, among others, the Tyrrell of Jonathan Palmer and the Benetton of Johnny Herbert let. In the race, however, both cars retired early due to gearbox damage. Coloni only built old, worn gear components into the FC188B, while new gear parts were reserved for the upcoming C3.
The subsequent overseas races in Mexico , the United States and Canada were all about improvisation. Most of the staff stayed in Italy to complete the new Coloni C3 (and to save travel costs); in the USA, for example, only Enzo Coloni, three mechanics and the two drivers were present. This had a negative effect on competitiveness. In Mexico, Moreno and Raphanel were by far the slowest: Raphanel missed pole position by around 16 seconds and his top speed was 45 km / h lower than Riccardo Patrese's in the Williams FW12C .
The Coloni C3 made its debut at the Canadian Grand Prix. However, the team initially only completed one car that both drivers used one after the other. Raphanel moved the car for the first time in pre-qualification without having tested or tuned it beforehand. He only drove two slow laps, which resembled a functional test, and missed the pre-qualification by 35 seconds. He later handed the car over to Roberto Moreno, who was out of qualification on Friday, but was only 4.1 seconds behind Alain Prost's pole time in practice on Saturday . With that he had qualified the new car for 26th place on the grid. In the warm-up, Moreno was fifth fastest with the C3, in the race itself he posted the eleventh fastest lap time. This performance is widely seen as evidence of the C3's high potential. However, Moreno could not finish the race: after 57 of 69 laps, he retired from ninth place due to a gearbox failure. In Great Britain, Moreno qualified in 23rd place on the grid, just 3.3 seconds slower than Ayrton Senna , who had taken pole position with his McLaren . Here, too, Moreno dropped out after a gearbox defect. From the German Grand Prix , the second C3 was ready. Raphanel damaged the car so badly on its first use that it was out of action for several weeks; in Hungary he therefore had to take part in the pre-qualification again with the old FC188B.
In the second half of the season, both pilots were subject to pre-qualification. Roberto Moreno failed this hurdle in seven out of eight grand prizes; only for the Portuguese Grand Prix in late September 1989 did he manage to qualify again. His training time was 2.7 seconds behind pole time and was enough for 15th place on the grid. In the race, however, the engine burst after 15 laps. Raphanel never managed to qualify. At the Belgian Grand Prix he was replaced by the debutant Enrico Bertaggia . Enzo Coloni explained the substitution with the high accident rate Raphanels; in the media, however, it was pointed out that Bertaggia gave the team access to new sponsorship funds. Bertaggia brought no improvement in athletic performance. In the last six races of the year he was regularly last in the pre-qualification, sometimes with significant backlogs. On his debut in Spa-Francorchamps, for example, he was 20 seconds slower than the penultimate in the pre-qualification. Bertaggia's attempts at pre-qualification were often characterized by technical problems.
The structural and personnel line-up of the team deteriorated seriously in the second half of the 1989 season. Immediately after the completion of the C3 in June 1989, Christian Vanderpleyn and a few other engineers left the team. Vanderpleyn declared his departure with a blatant lack of money, which had neither enabled further development nor the production of spare parts. Enzo Coloni did not fill the vacant position of technical director, but took on this task himself for the rest of the season. Since then, there has been no further development. The only exception was a small update that Gary Anderson , Moreno's race engineer in Formula 3000, carried out on commission in September 1989. After a few wind tunnel tests, Anderson designed a new vehicle nose and new front wing. They were largely responsible for Moreno's qualification at the Portuguese Grand Prix. There was also an increasing lack of spare parts. In the absence of test drives, but also in view of a lack of racing practice, the cars could no longer be properly coordinated. During this time, Enzo Coloni was primarily concerned with running at all, in order to avoid a contractual penalty in the event of absenteeism.
In November 1989 almost all of the employees left the team, and it looked as if the team could no longer compete in the 1990 season. In December 1989, the car manufacturer Subaru, which belongs to the Fuji Heavy Industries group, came to the rescue .
1990: Subaru financially rescued
According to Enzo Coloni's introduction, the 1990 season should be a new beginning for his team. In the winter of 1989/90 he managed to sell the majority of his racing team to Subaru. Coloni's connection with Subaru was initially accompanied by optimistic reporting - one report headlined, for example: "Enzo III on the advance: The Coloni racing team is upgrading enormously" - and observers expected a noticeable improvement in sporting performance along with the financial consolidation of the team. However, the project proved to be a failure early on. It was ended after six months, and Coloni continued racing his team on his own.
Coloni and Subaru
Subaru and Formula 1
Subaru had been involved in rallying at the factory since the 1970s . Contrary to expectations, these activities did not lead to a significant increase in automobile production. After the competing automobile manufacturer Honda had achieved numerous successes in Formula 1 in the following decade and achieved worldwide resonance, Subaru decided to become involved in Formula 1 at the beginning of the new naturally aspirated engine era. Like Honda, Subaru wanted to enter Grand Prix racing as a pure engine supplier. At first Subaru considered designing the engine itself; in autumn 1987, however, the development contract was awarded to the Italian company Motori Moderni , headed by Carlo Chiti . Based on the product philosophy of the Japanese automobile manufacturer, who preferred to use boxer engines in the passenger car sector , Chiti designed a V-engine with twelve cylinders and a bank angle of 180 degrees in the course of 1988 . In the years that followed, the engine was mostly - technically incorrect - referred to as a boxer engine.
The engine was completed in spring 1989. The Minardi racing team , which is affiliated with Motori Moderni, tested the engine several times in the summer of 1989, but was not prepared to use it regularly in 1990 due to its poor performance. In the fall of 1989, Subaru and Motori Moderni were looking for alternative teams that could launch the MM 3512 engine. Only Coloni, whose racing team was in dissolution after the unsuccessful 1989 season, was ready to form an alliance with Subaru. Enzo Coloni saw this as an opportunity to save his Formula 1 racing team. A major incentive for him was the fact that Subaru was ready to finance the racing operation in the future and at the same time pay off the debts that had accrued in recent years.
The alliance with Coloni
The Italian-Japanese agreement was long-term and provided for some fundamental structural changes.
The team received new, mostly non-Italian staff in many areas. Former rally driver Yoshio Takaoka was appointed as the team manager - a role that Enzo Coloni had previously performed . Takaoka operated from a newly created Bologna- based base called Subaru Technica Europa . Enzo Coloni was the company's vice president and responsible for day-to-day business. Alvise Morin, a banker with the American Citybank who had no experience in motorsport, was appointed Managing Director. His job was to develop a plan for the long-term development of the racing team. Paul Burgess, a former engineer on the Onyx Grand Prix team , became technical director and Damon Chandler, who came from Leyton House , became a race engineer.
Long-term plans included building a new engine and a new car. When the contract was signed, it had already become clear to those involved that Carlo Chiti's "boxer engine" was not competitive: At 160 kilograms, it was significantly heavier than all other Formula 1 engines and had about 100 hp less than conventional Cosworth naturally aspirated engines. Chiti had therefore been working on Subaru's initiative since the end of 1989 on a new V-twelve-cylinder with a narrower cylinder angle, which, however, was not yet ready at the start of the season. Subaru and Coloni intended to bridge the time to the completion of the new engine with the MM3512. No new car was to be built for this heavy and weak engine; rather, the team wanted to be content with a revised C3. In the meantime, Coloni should begin work on a new car, which should be completed at the same time as the new V-engine.
These plans did not mature into realization; the joint project by Subaru and Coloni failed after just a few months. With the old car and the "boxer engine", Coloni was not able to even pass the pre-qualification and gave a "disastrous picture". On the other hand, there was no reasonable hope of recovery. Contrary to the original plan, Coloni made no efforts to develop a new car in the spring of 1990. Subaru declared on the occasion of the San Marino Grand Prix in May 1990 that a new Coloni with a new twelve-cylinder engine should be used for the race in France in July. However, these announcements were completely unfounded. According to reports from former Coloni employees, there were hardly more than a few pencil drawings of a future racing car at that time. When these undesirable developments became apparent after the race in Imola, Paul Burgess and Alvise Morin left the team. A few days later, Enzo Coloni was released. Subaru took over the remaining 49 percent of the team shares and paid Coloni. Enzo Coloni, however, continued to try to exert his influence on the team. Some sources report that in May 1990 he refused to hand over actual control of the keys to Subaru; so he put Christian Vanderpleyn as interim team boss while he flew to Japan to reach a settlement solution with Subaru. But nothing came of it. After three more unsuccessful races, Subaru decided to end the project. At the end of June 1990, the Japanese company sold the racing team. The buyer was Enzo Coloni, who returned as sole owner and team leader. Since Subaru had also taken over the liabilities of earlier years, Coloni was able to make a debt-free fresh start in the summer of 1990.
The question of why the Subaru and Coloni project ultimately failed is not answered uniformly. Subaru blamed Enzo Coloni for the failure and accused him of misusing money that was earmarked for development work for his own purposes. Coloni, however, stated that Subaru had not made the agreed cash benefits. Other sources report disputes over jurisdiction between Enzo Coloni on the one hand and Subaru on the other. Most observers point out that Chiti's weak, heavy and wide engine did not have the level of Formula 1 and was not capable of achieving competitive results. In contrast, Bertrand Gachot , the team's driver, said: “The engine is not that bad; but everything else ... "
The World Championship races in the Subaru phase
The Coloni-Subaru team competed in the first seven races of the 1990 season. The Coloni C3B was registered as an emergency vehicle for all races in this phase . The C3C was a one-off. This was one of the two C3s presented last year that had been converted to the Subaru engine. The second C3 remained intact in the factory and was converted into the C3C in the summer. The C3B, which had received numerous reinforcements in the area of the engine area, was considerably overweight. According to some sources, the weight of the C3B was about 80 kg above the minimum allowable weight, according to others, the excess weight was more than 110 kg. A transmission that Minardi had developed on the occasion of the test drives in the summer of 1989 was used to transmit the power.
Coloni did not manage to complete the C3B in time for detailed tests to be carried out before the start of the season. According to consistent press reports, the car was first assembled in the Phoenix pit lane on the Tuesday before the first race of the year. A functional test took place on the Wednesday before the race - depending on the source - either in the locked parking lot of a shopping mall or at the Firebird International Raceway in Chandler , Arizona .
In the pre-qualification for the first race of the year, the US Grand Prix in Phoenix , Gachot only drove a slow roll-in lap. He tackled a second, fast lap, but couldn't finish it due to a technical defect. According to some reports, the cardan shaft broke when accelerating out of the pit lane, according to others, the gearshift lever fell off when accelerating. At the following events Gachot (with the exception of the French Grand Prix) regularly managed to cover at least one timed lap in the pre-qualification; But even then, the results were so bad that they never made it possible to participate in the actual timed practice. When things went reasonably well, the gap to the respective pole time was in the range of 10 to 11 seconds - so in Imola, Mexico and Great Britain - at other events it was 16 or 17 seconds (in Brazil or Monaco ), sometimes but also 23 seconds (in Canada ). Usually Gachot was just the car of Life Racing and EuroBrun ER189B of Claudio Long leave behind.
Coloni back on his own two feet
From the Grand Prix of Great Britain, Enzo Coloni was again the sole owner of the racing team, which, unlike in previous years, was now called Società a responsabilità limitata (Srl) , d. H. as a corporation . Bertrand Gachot stayed with the team as a driver.
Since there was no alternative to be found in the short time, Coloni was allowed to use the C3B with Subaru MM engine again for the race in Silverstone. However, any reference to Subaru on the car had disappeared. Here, too, Gachot failed due to the pre-qualification.
Then the team used the Coloni C3C . The car was not a new development. It was the copy of the two C3s manufactured in 1989 that had not been converted to the Subaru engine in early 1990. The C3C used a conventional eight cylinder Cosworth engine prepared in the UK by Langford & Peck.
At its debut, the German Grand Prix , the C3C was still completely identical to the 1989 basic version, with the exception of the yellow paintwork. In the days that followed, engineer Christian Vanderpleyn, who returned to Coloni for a few weeks, revised the C3's aerodynamics and suspension. The vehicle also received a new underbody. The new parts were installed on the vehicle the week before the Hungarian Grand Prix . The Italian racing driver and entrepreneur Fulvio Ballabio then carried out a short test drive; then the revised car with Gachot appeared on the Hungaroring .
With these modifications, the C3C was significantly faster than the C3 and C3B. At the Hungarian Grand Prix Gachot again missed the pre-qualification; this time, the gap to a qualifying place for qualifying was only 0.3 seconds. In addition, Gachot was faster than Roberto Moreno and Claudio Langes in the cars of the rival EuroBrun team.
At the Belgian Grand Prix , his home race, Gachot passed the pre-qualification for the first time. In addition to the improvements to the car, this was primarily due to the thinning of the starting field. After the Onyx-Monteverdi racing team, which was not subject to pre-qualification, ceased racing after the Hungarian Grand Prix, the Équipe Ligier from Belgium took over Monteverdi's places among the seeded teams. The pre-qualification was therefore only to be held between Gachots Coloni, Giacomellis Life and the two EuroBrun in the future. In Belgium, Italy , Portugal and Spain , Gachot was regularly faster than his competitors, so that he passed the pre-qualification in each case. In the last two races of the year in Japan and Australia , the pre-qualification was even dropped completely, as EuroBrun and Life had previously ceased racing. But even if Gachot regularly passed the pre-qualification in autumn 1990 and he was of the opinion that the team was "finally looking up", he failed without exception in the main qualification at the remaining Grand Prix of the year. The C3C was still about 20 km / h too slow to be able to participate in the race. At the end of the year Coloni had not taken part in any Grand Prix.
1991: No pre-qualification
Starting position
Enzo Coloni had big plans for the 1991 Formula 1 World Championship . In the late autumn of 1990 he announced that he would be starting a two-car team. The basis for this optimism was the hope that the initially contractless racing driver Andrea de Cesaris , who had sponsorship money from Marlboro , would be hired. De Cesaris did not come to an agreement with Coloni, however. Instead, he negotiated with AGS at the beginning of 1991, but ultimately signed with the newly founded Jordan Grand Prix team . As a driver, Coloni was left with the Portuguese Pedro Chaves , last year's champion of the British Formula 3000 Championship , whom he had already signed in autumn 1990.
For Coloni, de Cesaris' non-commitment meant that he did not get significant financial resources. Chaves brought only a few small sponsors from Portugal, including the national energy company GALP and the wine brand Mateus Rosé ; but they were no substitute for Philip Morris ' millions of cigarettes . The new season could therefore only be prepared superficially. At the beginning of the year, his team consisted of just six employees, mostly mechanics. When the financial situation worsened in the course of the year, Enzo Coloni took over the role of racing engineer again, as he had in 1989.
From a technical point of view there were no innovations. The team reported the Coloni C4 , which it described in a press release as a new design. In fact, the C4 was only a revised version of last year's C3C and probably also used its monocoque, which was built in 1989. Since Coloni no longer had its own development department, students from the University of Perugia had come up with the few changes as part of a study project. A Cosworth DFR, initially prepared by Langford & Peck, was again used as the engine. From the Canadian Grand Prix , an engine prepared by Hart was used.
The 1991 World Championship races
Coloni was again subject to the pre-qualification in the 1991 season. It had become necessary because with Jordan and the Modena team two new racing teams entered and a total of 36 cars competed for 26 starting positions. The pre-qualification proved to be an insurmountable hurdle for Coloni. In none of the 15 races in which the team took part, a Coloni driver could pre-qualify. In the first races of the year Chaves was able to position himself one or the other time in front of Eric van de Poele (Modena Team) or in front of Olivier Grouillard ( Fondmetal Corse ); but since the Monaco Grand Prix he was almost regularly the slowest driver in the pre-qualification. The gap to a place that entitles to participate in the qualification was regularly more than two seconds, in individual cases it was five ( San Marino ) or even eleven seconds (Canada).
A major problem was the fact that Coloni was unable to make his own car suitable for racing. For financial reasons, the team was rarely able to test the C4. Apart from a short functional test in Magione, Umbria, and the FOCA test drives in Imola in April 1990, no test drives took place, so there was no data available that could help with the coordination. To make matters worse, Chaves did not know many racetracks. Chaves later reported that it was not uncommon for him to be sent onto the slopes in a completely unprepared car and instructed to make the most of it without damaging the car. But repair work on the car was also often improvised. In the end, the problem was that the driver, the team boss and the mechanics could not communicate in a common language.
As in previous years, the substance of the car was not on a Formula 1 level. Many parts were outdated or poorly repaired; the engine has not been overhauled since early summer 1990. The reliability suffered considerably. As a result, Chaves was almost never able to use the full 60 minutes that were available for the pre-qualification. Most of the time, due to technical problems, he was only able to leave the pit lane after a long delay - in Germany and Hungary , for example, he stood idle in the pits for more than 30 minutes due to a defective fuel pump - or his car broke down prematurely due to technical defects. In both San Marino and Canada, the gearbox or power transmission broke after a few laps. Since neither a replacement car nor spare parts were available, any major defect inevitably meant the end of the prequalification efforts.
In the second half of the season, the Cosworth engine, which was no longer regularly serviced, became the main problem. For the team's home race in Monza , the engine exploded while warming up in the pits; In the absence of a replacement engine, Chaves could not even start in the pre-qualification. The low point was reached at the following race in Portugal , Chaves' home race: Here the engine suffered valve damage after ten laps in the pre-qualification. Again, Coloni did not have a spare engine, although Chaves had previously insisted on it. After this race Chaves ended his commitment for Coloni. Coloni was unable to find a replacement driver for the subsequent Spanish Grand Prix - Luis Pérez-Sala had been approached but had declined - so the team had to skip this race. For the last two races of the year in Japan and Australia , Coloni signed the young debutant Naoki Hattori , who also failed in pre-qualification in both attempts. The team financed the overseas races mainly through private donations: Local racing fans were allowed to put their signature on the racing car for a price of $ 250 per person. Coloni found a total of around 3,000 interested parties.
For both Chaves and Hattori, the races for Coloni remained the only inserts in Formula 1. After that, they received no further racing opportunities with other teams.
Another sale
Since the summer of 1991 Coloni's finances had been "in free fall". Initially there were reports of a possible merger with the Modena team; but nothing came of it. Enzo Coloni has therefore tried to sell his team since July. In September 1991 he finally found a buyer in the Italian shoe manufacturer Andrea Sassetti . Sassetti declared that he would start the team in 1992 under the name Andrea Moda Formula . Andrea Moda initially reported a slightly revised Coloni C4B with Judd engine in 1992 , but was excluded from participating in the first race of the season because it was unclear whether Sassetti had bought Colonis' entry authorization in addition to the equipment. After several weeks of negotiations and the construction of a completely new car, the team was finally admitted to the Formula 1 World Championship again from the Mexican Grand Prix .
The new beginning in smaller racing classes
From 1992 onwards, Enzo Coloni's team, which was now called Coloni Motorsport , concentrated solely on the Italian Formula 3 championship. Paolo Coloni, who initially worked as a driver for Coloni, gradually took over the management of the family racing team, supported by his father. Coloni was involved in this championship until 1996. From 1997 Coloni Motorsport returned to the International Formula 3000 Championship, in which it had competed eleven years earlier. The team was to establish itself as a permanent fixture in this class in the following years and also achieve a number of victories in the early 2000s. In 2001 Coloni took over the Formula 3000 team from Minardi and ran it alongside his own racing team. From 2005 Coloni Motorsport took part in the GP2 series , the successor series to Formula 3000. Between 2006 and 2009 , the team operated together with Giancarlo Fisichella under the name Fisichella Motor Sport International . In the summer of 2009, Fisichella and Coloni separated. Paolo Coloni was then again the sole owner of the racing team, which he renamed for the race in Valencia in Party Poker Racing Scuderia Coloni and later in Scuderia Coloni . Coloni had some victories between 2005 and 2011; in the team ranking, however, it did not get beyond fifth place (2006) during this time. In 2011 , Coloni's driver Luca Filippi won three races and was runner-up in the series; the team finished the season in seventh place in the team ranking.
Numbers and dates
All Coloni drivers in Formula 1
| Surname | Year (s) | Grand Prix | Points | Victories | Second | Third | Poles | SR | best world championship rank |
|---|---|---|---|---|---|---|---|---|---|
 Nicola Larini
|
1987 | 1 | - | - | - | - | - | - | - |
|
Gabriele Tarquini
|
1988 | 8th | - | - | - | - | - | - | - |
 Roberto Moreno
|
1989 | 4th | - | - | - | - | - | - | - |
 Pierre-Henri Raphanel
|
1989 | 1 | - | - | - | - | - | - | - |
|
Enrico Bertaggia
|
1989 | - | - | - | - | - | - | - | - |
 Bertrand Gachot
|
1990 | - | - | - | - | - | - | - | - |
 Pedro Chaves
|
1991 | - | - | - | - | - | - | - | - |
 Naoki Hattori
|
1991 | - | - | - | - | - | - | - | - |
Statistics in Formula 1
| season | Team name | chassis | engine | tires | GP | Victories | Second | Third | Poles | nice Race laps | Points | World Cup rank |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1987 | Enzo Coloni Racing Car System | Coloni FC187 | Cosworth DFZ (Novamotor) V8 | G | 1 | - | - | - | - | - | - | - |
| 1988 | Coloni SpA |
Coloni FC188 Coloni FC188B |
Cosworth DFZ (Novamotor) V8 | G | 8th | - | - | - | - | - | - | - |
| 1989 | Coloni SpA |
Coloni FC188B Coloni C3 |
Cosworth DFR (Langford & Peck) V8 | P | 5 | - | - | - | - | - | - | - |
| 1990 | Subaru Coloni Racing | Coloni C3B | Subaru MM3512 V12 | G | 0 | - | - | - | - | - | - | - |
| Coloni Racing | Coloni C3C | Cosworth DFR (Langford & Peck) V8 | G | 0 | - | - | - | - | - | - | - | |
| 1991 | Coloni Racing Srl | Coloni C4 |
Cosworth DFR (Langford & Peck) V8 Cosworth DFR (Hart) V8 |
G | 0 | - | - | - | - | - | - | - |
| total | 14th | - | - | - | - | - | - | - | ||||
Results in Formula 1
| season | chassis | No. | driver | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 10 | 11 | 12 | 13 | 14th | 15th | 16 | Points | rank |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1987 | Coloni FC187 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
0 | - | ||
| 32 |
Nicola Larini
|
DNQ | DNF | ||||||||||||||||||
| 1988 |
Coloni FC188 Coloni FC188B |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
0 | - | ||
| 31 |
Gabriele Tarquini
|
DNF | DNF | DNF | 14th | 8th | DNQ | DNQ | DNQ | DNQ | 13 | DNF | DNQ | 11 | DNPQ | DNPQ | DNQ | ||||
| 1989 |
Coloni FC188B Coloni C3 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
0 | - | ||
| 31 |
Roberto Moreno
|
DNQ | DNQ | DNF | DNQ | DNQ | DNF | DNQ | DNF | DNPQ | DNPQ | DNPQ | DNPQ | DNF | DNPQ | DNPQ | DNPQ | ||||
| 32 |
Pierre-Henri Raphanel
|
DNPQ | DNPQ | DNF | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | ||||||||||
|
Enrico Bertaggia
|
DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | |||||||||||||||
| 1990 |
Coloni C3B Coloni C3C |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
0 | - | ||
| 31 |
Bertrand Gachot
|
DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNQ | DNQ | DNQ | DNQ | DNQ | DNQ | ||||
| 1991 | Coloni C4 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
0 | - | ||
| 31 |
Pedro Chaves
|
DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | |||||||
|
Naoki Hattori
|
DNPQ | DNPQ |
| Legend | ||
|---|---|---|
| colour | abbreviation | meaning |
| gold | - | victory |
| silver | - | 2nd place |
| bronze | - | 3rd place |
| green | - | Placement in the points |
| blue | - | Classified outside the point ranks |
| violet | DNF | Race not finished (did not finish) |
| NC | not classified | |
| red | DNQ | did not qualify |
| DNPQ | failed in pre-qualification (did not pre-qualify) | |
| black | DSQ | disqualified |
| White | DNS | not at the start (did not start) |
| WD | withdrawn | |
| Light Blue | PO | only participated in the training (practiced only) |
| TD | Friday test driver | |
| without | DNP | did not participate in the training (did not practice) |
| INJ | injured or sick | |
| EX | excluded | |
| DNA | did not arrive | |
| C. | Race canceled | |
| no participation in the World Cup | ||
| other | P / bold | Pole position |
| SR / italic | Fastest race lap | |
| * | not at the finish, but counted due to the distance covered |
|
| () | Streak results | |
| underlined | Leader in the overall standings | |
literature
- Patrice Burchkalter, Jean-Francois Galeron: Tout sur la Formule 1 1991 , Surrèsnes 1991, ISBN 2-87636-067-5
- Christian Eichberger: The wolf is 30 . Brief description of the team history since 1982 in: Motorsport Aktuell, issue 7/2012, p. 8 f.
- Allan Henry: auto course , yearbook 1988–1989, ISBN 2-85120-308-8 .
- David Hodges: A – Z of Grand Prix Cars. Crowood Press, Marlborough 2001, ISBN 1-86126-339-2 (English).
- David Hodges: Racing Cars from A – Z after 1945 , Stuttgart 1993, ISBN 3-613-01477-7
- Pierre Ménard: La Grande Encyclopédie de la Formule 1st 2nd edition. Chronosports, St. Sulpice 2000, ISBN 2-940125-45-7 (French).
- motorsport aktuell , weekly Swiss trade magazine; Various articles and notes on Coloni in the issues of the years 1984 to 2006
Web links
- Statistics of all Formula 1 races with entry lists, starting positions and race results
- Australian website about unsuccessful Formula 1 teams and drivers with numerous photos
References and comments
- ↑ "Coloni: No Future in GP2". News from July 6, 2012 on the website www.motorsport-total.com .
- ↑ a b c Motorsport Aktuell, issue 7/2012, p. 8.
- ↑ On the technical and financial effects of turbo engines, cf. Auto Motor und Sport, issue 5/1986, p. 251.
- ↑ Hodges (racing cars from AZ after 1945, p. 57) speaks of a "non-qualification record".
- ↑ "King of DNPQ". See overview of the most unsuccessful teams in Formula 1 history on the website www.f1rejects.com (accessed on February 14, 2012).
- ↑ On the term cf. Cimarosti: The Century of Racing, p. 393.
- ↑ At Larrousse, for example, this was Didier Calmels, at BMS Giuseppe Beppe Lucchini.
- ↑ Examples are March or Rial.
- ↑ Cf. Hodges: Rennwagen von AZ nach 1945, p. 57. The causal connection is described there as follows: “Success in second-rate championships and a small budget were not exactly a healthy basis for entering the arena of the Grand Prix world of the late 1980s ”.
- ↑ Hodges: Racing Cars from AZ after 1945, p. 57.
- ↑ Hodges (AZ of Grand Prix Cars 1906-2001, p. 60) points out the lack of talented personnel (“The Coloni Team did not have particularly talented personnel”).
- ↑ Tarquini had contested a race for Osella in 1987. Moreno had failed in an attempt to qualify a car for Team Lotus in 1982; In 1987 he drove two races for AGS and scored a world championship point. Raphanel was first registered by Larrousse for the 1988 Australian Grand Prix, but there he missed the qualification. Gachot had driven a total of 14 races for Onyx and Rial in 1989.
- ↑ a b Motorsport Aktuell, issue 37/1987, p. 27.
- ^ Gerd Hack, Fritz Indra: Formula 1 engines, Motorbuch Verlag, 1st edition 1997, ISBN 3-613-01803-9 , p. 264.
- ↑ Motorsport Aktuell, issue 7/1987, p. 9.
- ↑ Motorsport Aktuell, issue 20/1987, p. 9.
- ↑ Middlebridge-Trussardi was a project led by John Macdonald that wanted to bring an older Benetton chassis with a BMW Megatron engine to the start in the fall of 1987 . The project failed a few days before the Italian Grand Prix because FISA did not allow the use of foreign chassis.
- ^ Hodges: Racing Cars from A – Z after 1945, p. 57.
- ↑ Motorsport, Heft 46/1987, pages 8 and Heft 9/1988, p. 4
- ↑ a b See Auto Course 1988/89, pp. 37, 42.
- ↑ Motorsport Aktuell, Issue 1–3 / 1988, p. 5.
- ↑ Motorsport Aktuell, issue 38/1988, p. 8.
- ↑ Overview of the performance data of the Formula 1 naturally aspirated engines from 1989 at Cimarosti: Das Jahrhundert des Rennsports, p. 407.
- ↑ S. Motorsport Aktuell, Issue 37/1988, p. 15. Rocchi's W-Motor was (unsuccessfully) used in the 1990 Formula 1 World Championship by the newly founded Life Racing team.
- ↑ Overview of the engines used in Formula 1 and the tuning companies on the website forix.autosport.com (accessed on February 8, 2012).
- ↑ ZB http://www.motorsport-total.com/f1/db/results/entries.php?y=1989&r=1
- ↑ The Cosworth DFR was a new design developed under the direction of Geoff Goddard (Graham Robson: Cosworth. The Search for Power. London (Haynes), 5th edition 2005, ISBN 978-1-84425-015-8 ). Some sources doubt that small teams like Coloni could use this new engine in the first year. They assume that the small teams used conventional DFZ engines instead, which tuning companies converted to DFR features in some aspects using conversion kits. See http://www.research-racing.de/cosworth07-3.htm
- ↑ Compared to the previous year, Onyx was a new addition, and Brabham returned to Formula 1 after taking a sabbatical year in 1988.
- ↑ EuroBrun relied on the Concorde Agreement , which left the teams free to choose the number of cars used.
- ↑ Motorsport Aktuell, issue 40/1988, p. 9. However, there is incorrect mention of the public television broadcaster TV5 Monde ; In contrast, the sponsor stickers from the spring of 1989 clearly show that Raphanel's financier was the private broadcaster La Cinq.
- ^ A b N.N .: My Only Grand Prix: 1989 Monaco - Pierre Henry Raphanel . In: Motorsport Magazine, June 2004, p. 31.
- ↑ Motorsport Aktuell, issue 24/1989, p. 31.
- ↑ Motorsport Aktuell, issue 26/1989, pages 6, 8, 9.
- ↑ “We are a small team. We cannot afford a driver who destroys a car in every pre-qualification ”. Quoted from Motorsport Aktuell, issue 35/1989, p. 4.
- ↑ See Bertaggia's biography on the website www.f1rejects.com (accessed on February 8, 2012).
- ↑ In Spa, for example, he was only able to do two slow laps due to ignition problems; see. Motorsport Aktuell, issue 35/1989, p. 36.
- ↑ Motorsport Aktuell, issue 35/1989, p. 4.
- ↑ See history of the Coloni team on the website www.f1rejects.com (accessed on February 8, 2012).
- ↑ See Motorsport Aktuell, issue 46/1989, p. 12.
- ↑ This is the title of a report written by Jeff Hutchinson in: Motorsport Aktuell, Heft 8/1990, p. 3.
- ↑ Motorsport Aktuell, issue 21/1987, p. 36.
- ↑ A V-engine with a 180 ° cylinder angle differs from the boxer engine in the arrangement of the connecting rods on the crankshaft: In boxer engines, the connecting rods of a cylinder pair consisting of two opposing cylinders are arranged on two crankpins offset by 180 °; In the V-engine, on the other hand, two connecting rods share a crank pin. For more information on the distinction between V-engine and boxer engine, see here .
- ↑ The Minardi partner Piero Mancini was also a shareholder in Motori Moderni, founded in 1984.
- ↑ Team boss Giancarlo Minardi stated in autumn 1989 that the use of an engine that was even weaker than the Cosworth eight-cylinder was out of the question for him; see. Auto Motor und Sport, issue 23/1989, p. 267
- ^ Motoring News, Jan. 4, 1990.
- ^ Report on the test drives in Auto Italia, 9/1989, p. 48 ff.
- ↑ To the whole: Motorsport Aktuell, issue 8/1990, p. 3.
- ↑ Summary in: Subaru Drive, Heft 6/1990, p. 14
- ↑ Motorsport Aktuell, issue 8/1990, p. 3.
- ^ Hodges: A – Z of Grand Prix Cars 1906-2001, p. 60.
- ↑ a b Motorsport Aktuell, issue 21/1990, p. 5.
- ↑ a b c d Presentation of the team's history on the website www.f1rejects.com (accessed on February 9, 2012).
- ↑ Motorsport Aktuell, issue 23/1990, p. 27.
- ^ Hodges: Racing Cars from A – Z after 1945, p. 57 f.
- ↑ Quoted from Motorsport Aktuell, issue 14/1990, p. 13.
- ↑ See Motorsport Aktuell, issue 21/1990, p. 5.
- ↑ Motorsport Aktuell, issue 12/1990, p. 13.
- ↑ Brief description of the project and images of the Coloni C3B during the first function test on the website driveperformance.subaru.com ( page no longer available , search in web archives ) (accessed on February 9, 2012).
- ↑ Motorsport Aktuell, issue 13/1990, p. 8.
- ↑ History of the development of Cosworth engines at www.research-racing.de (accessed on February 15, 2011).
- ↑ a b c Hodges: Racing Cars from A – Z after 1945, p. 58.
- ↑ Motorsport Aktuell, issue 26/1990, p. 11.
- ↑ Motorsport Aktuell, issue 34/1990, p. 8.
- ^ Motorsport Aktuell, Issue 1–3 / 1991, p. 21.
- ^ Hodges: A – Z of Grand Prix Cars, p. 60.
- ^ Motorsport Aktuell, Issue 10/1991, p. 24.
- ↑ Burch Cold, Galeron: Tout sur la Formule 1 1991 S. 114th
- ↑ "The Car was a carryover". S. Hodges: A – Z of Grand Prix Cars 1906-2001, p. 60.
- ^ History of the Formula 1 engine from Cosworth on the website www.research-racing.de (accessed on February 9, 2012).
- ↑ Motorsport Aktuell, issue 11/1991, p. 4.
- ↑ Motorsport Aktuell, issue 26/1991, p. 29.
- ↑ The magazine Motorsport Aktuell described the car as "unworthy of Formula 1" (issue 46/1991, p. 8.)
- ↑ Motorsport Aktuell, issues 19/1991, 24/1991, 32/1991 and 34/1991, each page 6.
- ↑ Motorsport Aktuell, issue 38/1991, p. 8.
- ↑ Motorsport Aktuell, issue 40/1991, p. 6.
- ↑ Motorsport Aktuell, issue 41/1991, p. 7.
- ↑ Motorsport Aktuell, issue 42/1991, p. 36 and issue 45/1991, p. 20.
- ↑ For details and the exclusion of the team from the 1992 World Cup see Presentation of the story of Andrea Moda on the website www.f1rejects.com ( Memento of May 13, 2008 in the Internet Archive ) (accessed on March 21, 2012).
- ↑ The grand prizes for which the driver has qualified are counted.
