EuroBrun Racing

from Wikipedia, the free encyclopedia
EuroBrun Racing
Surname EuroBrun Racing
Companies
Company headquarters Senago
Team boss Walter Brun
statistics
First Grand Prix Brazil 1988
Last Grand Prix San Marino 1990
Race driven 14th
Constructors' championship 0
Drivers World Championship 0
Race wins 0
Pole positions 0
Fastest laps 0
Points 0

EuroBrun was an Italian Formula 1 racing team from the early years of the so-called new naturally aspirated engine era. It emerged from a connection between the Italian team Euroracing and the Swiss racing team Brun Motorsport . EuroBrun entered 46 grand prizes from 1988 to 1990 . In 14 events, the team's cars started, in the remaining cases the drivers missed the qualification or the pre-qualification. In three years, EuroBrun only reached eight finishings without scoring any world championship points. With these statistics, EuroBrun is one of the teams with the least successes in recent Formula 1 history.

The origins

The founders

Team founder with his own racing experience: Walter Brun in a Porsche 956

EuroBrun was founded at the end of 1987 by the Italian Giampaolo Pavanello and the Swiss Walter Brun . Both were already known in motorsport.

Gianpaolo Pavanello has been running the Euroracing racing team since the 1970s, which was initially active in Italian Formula 3 and later won the European Formula 3 championship with Michele Alboreto (1980), Mauro Baldi (1981) and Oscar Larrauri (1982) . Between 1983 and 1985 Euroracing organized the Formula 1 involvement of the Italian car manufacturer Alfa Romeo , but was unsuccessful, unlike in Formula 3. When Alfa Romeo gave up Formula 1 at the end of 1985, Euroracing first returned to Formula 3 and competed in Formula 3000 for one year in 1987 .

The other founder of EuroBrun, the Swiss entrepreneur Walter Brun, had done business with the installation of gaming machines in the 1970s. That earned him the nickname "Pinball King" in the racing scene. Brun was a passionate racing driver and has been running the Swiss-based racing team Brun Motorsport since 1983, with which he participated in sports car and endurance races. At Brun Motorsport, triumph and tragedy were closely related: in 1985, the German racing driver Stefan Bellof had a fatal accident in a Brun-Porsche in Spa-Francorchamps . A year later, Brun's private team prevailed against the factory teams from Jaguar and Porsche and won the sports car world championship .

The foundation of EuroBrun

After winning the title in the sports car championship, Bruns urged previous sponsors - including the German liqueur manufacturer Mast-Jägermeister - to enter Formula 1. Brun saw this step as a new challenge, but realized that his workshop in Stans was unable to to develop its own Formula 1 chassis. In the search for an external chassis manufacturer, Brun made contact with Reynard in the spring of 1987 , which, however, did not lead to success due to capacity reasons: Reynard had only produced Formula 3 chassis so far and was planning to expand to Formula 3000 in 1988. Reynard was also able to do so the additional construction of a Formula 1 chassis in 1987 was not possible.

In July 1987 there was instead a connection between Bruns and the Euroracing team, which after two years in smaller classes was interested in returning to Formula 1. The contact between Brun and Pavanello was established by the Argentinian racing driver Oscar Larrauri, who was looking for a cockpit in Formula 1. Larrauri knew both team bosses: in 1982 he was active for Pavanello in Formula 3, and in 1987 he drove in sports car races for Brun.

In September 1987, Brun and Pavanello founded the EuroBrun Racing team, in which the previous Euroracing team was merged. Brun and Pavanello each held 50 percent of the shares. The racing team was based in the Euroracing workshop in Senago near Milan. Pavanello was responsible for the technical side of the team, while Brun was the commercial manager.

From Bruns and Pavanello's point of view, the time to get into Formula 1 seemed to be a good one. The 1988 Formula 1 season was the last year in which complex turbo engines were permitted; from 1989 all teams had to compete with conventional naturally aspirated engines. This rule change suggested that Formula 1 would operate again with less financial resources, as it did before the turbo era. However, the competition grew at the same time: in view of the hoped-for cost reduction, numerous teams signed up for Formula 1 alongside EuroBrun after the rule change became known. They included AGS (1986), Coloni and March (both 1987), Rial and BMS Scuderia Italia (both 1988).

Walter Brun expressed high expectations before the first races: In March 1988 he declared that EuroBrun should be among the top five teams in Formula 1 within three years; otherwise it would cease operations at the end of 1990. He did not accept criticism of his partner Euroracing: When asked about the team's minor successes in the years 1983 to 1985, he declared: "The biggest chaos back then were the Alfa people - and not the Pavanello."

History of Formula 1 involvement

EuroBrun was involved in Formula 1 for three years. In the first season, the team was unable to meet its own expectations. The difficulties in racing were almost impossible to overcome. Nevertheless, the first season was the most successful overall; after all, the drivers managed seven finishings this year. Walter Brun saw the cause of the unsatisfactory results primarily in Euroracing. While Brun had declared in March 1988 that the cooperation with Pavanello was “great”, he considered the decision to join Euroracing six months later to be his “biggest mistake”. In the winter months of 1988/89 Brun then tried to restructure the team and to separate from Euroracing. His efforts failed, however, and the alliance with Euroracing continued for the next two years. The sporting situation did not change in 1989 and 1990. In its second year, EuroBrun couldn't even qualify for a single race. It was the team with the least success in the 1989 Formula 1 season. In the third year the situation was not much better. There were two races and one finish at the beginning of the season; this was followed by a series of non-qualifications, which led to the premature end of the racing team.

1988: Difficulties in the debut season

Oscar Larrauri in the EuroBrun ER188 at the 1988 Canadian Grand Prix

Starting position

The team reported the EuroBrun ER188 as the emergency vehicle for 1988 , a conservatively designed racing car that had been designed by the Euroracing technicians Bruno Zava and Mario Tollentino . Many observers considered the large car to be out of date; Former Alfa Romeo pilots like Eddie Cheever even believed that the ER188 was just a revised version of the Alfa Romeo 184T that Euroracing had used in Formula 1 in 1984 and 1985. Zava and Tollentino had also developed these cars. In 1988, an eight-cylinder naturally aspirated Cosworth engine , which Heini Mader Racing Components prepared in Switzerland, served as the drive .

Brun and Pavanello initially planned to report only one car for Larrauri. In January 1988, however, the opportunity arose to sign the young Italian Stefano Modena in addition to the Argentine , whom Brun currently considered to be “the greatest young talent” or the “coming man”, according to Motorsport . Brun explained that “a real Formula 1 team has two cars at the start”. Another advantage of Modena was the fact that the team obtained financial support from Philip Morris International , which made the use of a two-car team possible.

As a newly founded team, EuroBrun was subject to the pre-qualification with both drivers, which Coloni , BMS and Rial Racing also had to face. The slowest car in each of these teams was excluded from participating in the actual qualifying training.

They run

In the first half of the season, neither the pre-qualification nor the qualification itself caused problems for EuroBrun. Both drivers regularly survived the pre-qualification, and Oscar Larrauri failed to qualify only twice. Stefano Modena's times were consistently sufficient to take part in the race. His best qualifying result was 15th on the grid at the Canadian Grand Prix , where he was able to leave both Tyrrell behind. Also at the Monaco Grand Prix and the subsequent Mexican Grand Prix it would have been possible to take part in a race with a view to the training times, but Modena was disqualified in both cases for violating the rules: Modena skipped the mandatory weighing in Monte Carlo and an illegal weigh-in in Mexico Used rear wing.

Stefano Modena reached the first finish of a EuroBrun in the second race of the season, the San Marino Grand Prix . However, he had been lapped eight times and had not covered the required race distance, so he was not classified. Oscar Larrauri took the first countable result at the Mexican Grand Prix when, after starting from last place, he crossed the finish line in thirteenth, four laps behind. Modena then reached the finish line in Canada, France , Great Britain and Hungary , but remained well outside the points.

In the summer of 1988 the situation deteriorated significantly. Between the Hungarian and Japanese Grand Prix , Larrauri failed to qualify six times in a row, and Modena failed to qualify in Belgium , Italy , Portugal or Japan. It wasn't until the last race of the season in Australia that both drivers managed to qualify again. However, they failed in the race with a defective half-wave.

In the course of the second half of the season, the handling of the ER188 proved to be increasingly problematic. In Monza, for example, a decidedly high-speed track, EuroBrun was the only team to drive with steep rear wings; nevertheless, according to the drivers, the cars did not develop any grip. There were also mistakes in the organization. At the Belgian Grand Prix, for example, Mader supplied special engines for qualifying, which had an additional output of 20 hp. Pavanello decided not to use these engines in qualification training, but to save them for racing. It didn't come to that: With the regular engines, both drivers failed to qualify or pre-qualify.

Problem analysis

Walter Brun initially blamed Oscar Larrauri for the lack of athletic performance. He thought Larrauri, who had mainly driven sports cars in recent years, was "overwhelmed" and tried in May 1988 to replace him with Christian Danner . The deliberations got so far that Danner carried out a seat test in the ER188 in June 1988. It turned out that the tall man from Munich couldn't find a place in the cockpit of the EuroBrun. Since EuroBrun didn't have the money to adjust the cockpit, Larrauri kept the second car until the end of the season.

A little later, when Modena, whom Brun considered the significantly better driver, had increasing difficulties with the pre-qualification, the work of Pavanello and Euroracing came under criticism. Starting in summer 1988, Brun repeatedly accused the team of a lack of professionalism.

Objectively, next to the outdated ER188, the incomplete financing was the team's biggest problem. Walter Brun could not consistently implement his intention to finance the racing stable with sponsorship money. Contrary to his initial expectations, only a few sponsors got involved with the team, so that Brun had to rent the advertising space to different partners from race to race. He was only able to do this irregularly. The team was therefore essentially kept alive during the 1988 season by Walter Brun himself, who paid Pavanello 300,000 Swiss francs a month. Apart from the payments from Marlboro, there was hardly any further income from sponsors. As a result, the team was rarely able to carry out development work or test drives, so that EuroBrun fell behind compared to some of the competing teams, who also brought improvements in the current year.

Attempts at restructuring

In autumn 1988 the connection between Brun and Pavanello was damaged. Gianpaolo Pavanello was ready to take over Bruns shares in the joint racing team and to start the team under its own management and under the name Euroracing from 1989. For Walter Brun this would have meant a loss of his starting places with regard to the season. Brun then considered taking on another team that was already involved in Formula 1. In September 1988, there were talks with Hazel Chapman, Colin Chapman's widow , about Walter Brun's takeover of the traditional but financially troubled Team Lotus . The negotiations failed after a few weeks. Walter Brun gave the reason that he was not ready to take over the $ 6 million driver contract with Nelson Piquet . Brun's efforts to take over Lotus were mostly commented on with incomprehension or ridicule in Formula 1.

In November 1988, Walter Brun then stated that he had taken over the traditional Brabham team "together with some business friends", which had taken a sabbatical in 1988 and re-enrolled for the 1989 World Cup. Between November 1988 and January 1989, Walter Brun then appeared both as team boss of EuroBrun and Brabham. In press photos, he had Brabham drivers Stefano Modena and Martin Brundle shown alongside the 1989 EuroBrun driver Gregor Foitek together with an ER188. In January 1989, however, it was made clear that it was not Brun himself who bought the team, but a Lucerne businessman named Joachim Lüthi. Australian golf professional Greg Norman was also involved in the deal. Brun, however, had only acted as a straw man. As a reason, Brun stated that he wanted to get access to the technical resources of the traditional British team through a connection to Brabham in order to make his own cars more competitive. At a certain point in time, consideration was given to having Brabham and Eurobrun compete with identical cars. However, this was expressly forbidden by the Formula 1 regulations. In January 1989, Brabham and EuroBrun were officially separated. Lüthi ran the British team in 1989, while Brun went into the second season with Pavanello.

1989: Not a single race for EuroBrun

Eurobrun ER189 at the Hockenheim Historic 2011

Starting position

In 1989 Brun tried to reduce the Italian influence on the team. Although the operational headquarters of the racing team remained in Senago, Walter Brun gave preference to British know-how when it came to new technical developments. To this end, he set up a technology office called Brun Technics in Basingstoke . Wiet Huitekoper and Tim Feast initially worked here, both of whom had already been involved in the failed Swiss Formula 1 project Ekström Racing in 1985 ; from February 1989 George Ryton took over the management of the operation. Ryton and his employees had to fulfill two tasks: firstly, they should develop Brun's new Formula 1 car; They also worked on the Brun Motorsport sports car project, which for Walter Brun became more important than the monopostor races as the season progressed .

In the 1989 Formula 1 season, EuroBrun was the only team to compete with just one car. At the beginning of the new season, FISA required each team to use two cars; Walter Brun, however, successfully invoked the Concorde Agreement , which, as an alternative, explicitly allowed the operation of just one car. Many observers see Brun's restriction to one car as an indication of the team's difficult financial situation. At the beginning of the season, the team's only driver was the Swiss Gregor Foitek, whose father Karl supported the racing team with regular payments until the summer of 1989. After the Belgian Grand Prix Foitek was replaced by Oscar Larrauri. While the German-language press usually assumes that Foitek resigned himself in view of the team's unsuccessfulness, other sources state that Foitek was forced to resign by Brun due to excessive demands. This seems doubtful insofar as Brun had to fall back on Larrauri as a substitute driver, whom he wanted to replace last year due to unsuccessfulness.

Because work at Brun Technics started late, the team was unable to have a new car for the first races in 1989. EuroBrun then initially used a revised version of the previous year's vehicle , which was named EuroBrun ER188B . The car was conceptually the same as the ER188 built in 1988, but instead of the previous Cosworth engine it had an eight-cylinder naturally aspirated engine from Judd , a revised engine from the previous year that had been used by Williams in 1988 .

The new EuroBrun ER189 designed by George Ryton only made its debut at the German Grand Prix . In addition to EuroBrun, several other teams had started the 1989 season with models from the previous year; No other team took as long as EuroBrun to complete a current car. The ER189, which wore the orange livery of the new sponsor Jägermeister on its debut , was initially not yet fully developed. The driving behavior was problematic to "catastrophic", the car hardly responded to attempts at coordination. When the ER189 in its original form turned out to be unsuitable for racing after two Grand Prix, Brun temporarily withdrew the car to allow modifications to be made, which included installing the rear axle of the old car. The team therefore reported the ER188B again at the Belgian Grand Prix.

They run

Compared to the 1988 season, the situation of the team deteriorated again in 1989. Overall, EuroBrun did not take part in a single race of the year. Foitek achieved his comparatively best performance with the old EuroBrun ER188B in the season opener, the Brazilian Grand Prix . Here he was able to pre-qualify (for the only time in the entire year). In the subsequent qualifying on Friday he was 24th and thus in the area of ​​qualification, but in the second qualifying on Saturday, when most of the drivers improved their times, Foitek fell away. His best lap time was only 29th in the overall standings. Foitek never got that far again at EuroBrun. At the ten following events he regularly failed due to the pre-qualification. The team's lack of competitiveness is exceptional in that numerous other Pirelli teams occasionally achieved qualifying times that were sufficient for a starting place in the midfield, despite their limited budgets.

In addition to the outdated substance and Foitek's lack of experience, the sometimes contradicting actions of the staff were also the cause of the failure. Foitek reported that Pavanello, Huitekoper and Ryton repeatedly gave opposite instructions at the circuit. Qualifying times did not improve when Larrauri took over the helm of the ER189 for the final World Championship runs of the year. He also regularly failed in the pre-qualification. Before the overseas races in Japan and Australia , the sponsor Jägermeister withdrew; the ER189 were painted black at these events.

1990: Unsecured finances

EuroBrun ER 189B

At the last races in 1989, the continued existence of the team was questionable. Walter Brun made contradicting statements on this question. At first it was said that EuroBrun would no longer take part in Formula 1 in 1990; in November 1989, on the other hand, he thought it was possible to continue racing. In the last week of November, Brun finally confirmed his continued involvement in Formula 1; he found a sponsor who made a technical upgrade of the team possible. Brun then ordered an exclusive twelve-cylinder engine and commissioned the development of a new car. The negotiations with the potential sponsor failed in the spring of 1990, so that neither a new car nor a new engine could be realized. The team then continued the 1990 season with old equipment and without ambitions. The results were only slightly better than in the previous season.

Arab sponsors and an Austrian engine

In November 1989, Walter Brun announced that he had found a sponsor from the United Arab Emirates who was willing to invest a total of 45 million Swiss francs in his team in 1990 and 1991. With these funds it is possible for him to acquire the Neotech V12 engine constructed in Austria in 1988 and use it in Formula 1.

The so-called Neotech engine was developed in Eisenerz between 1988 and 1989 . Some press releases reported that an Austrian company called Villas-Styria was behind the project , which manufactured wind turbines and wanted to demonstrate its own technical strength by building a Formula 1 engine. From a technical point of view, Rolf Peter Marlow, a former BMW engineer, as well as Harald and Manfred Pehr were responsible for the engine project, while journalist Dieter Stappert was involved in the doctoral thesis. The twelve-cylinder engine had a cylinder angle of 70 degrees. The maximum output was specified as 650 hp at 14,400 revolutions per minute. One feature that set it apart from the other Formula 1 engines was the power transmission via central output. It resulted in a low overall height: the twelve-cylinder engine was "significantly lower" and also 4 cm shorter than a Cosworth eight-cylinder. Overall, the engine was comparatively light at 137 kg. Three engines were built; one was subjected to an endurance test with six hours of operation in autumn 1989 at AVL in Graz . Walter Brun signed a contract with Villas-Styria in November 1989 for the exclusive purchase of this engine from 1990; the agreement was aimed at the delivery of 20 engines. At the same time, he commissioned George Ryton to design a new car tailored to the Austrian engine, which was to be given the name EuroBrun ER190.

The deal with the Arab sponsor ultimately did not materialize. Neither 1989 nor 1990 did EuroBrun receive any money from the United Arab Emirates. As a result, Brun had to cancel the purchase of Neotech engines in April 1990 and give up the development of a new car. The Neotech engine was installed once in March 1990 for demonstration purposes in a Porsche from Brun Motorsport; there was no other use in motorsport.

It is unclear whether Brun actually had serious business connections in the Arab region or whether the "Arab prince", who recalled the story of Frank Williams' team , was merely an invention that made the financially distressed team interesting for other sponsors should. In an interview in 2012, Walter Brun claimed that Arab sponsors had really shown interest in joining his Formula 1 team; Ultimately, however, they shy away from the level of investment to be expected. However, he did not name any persons involved.

Starting position

EuroBrun contested the 1990 season with largely unchanged material from the previous year. What Walter Brun initially described as a stopgap solution that would only last until the funds of the Arab sponsors could be used appropriately, later, when Brun had to admit the failure of his Arab dream, became a permanent solution that lasted until the end of the season Stopped in 1990.

The emergency vehicle in the 1990 season was the EuroBrun ER189B . The first copy of the ER189B was identical to the ER189 built in summer 1989; a second copy, which was produced in January and February 1990, largely corresponded to this model. There were few changes over the year, and when they did, they didn't make the car any faster. In the spring of 1990, one of the ER189Bs was converted to a single shock absorber. The car was slower than the second ER189B, which had retained the dual shock absorbers from the 1989 configuration.

EuroBrun registered two drivers for the 1990 season - unlike in the previous year and unlike most of the small teams this season. One vehicle went to the Brazilian Roberto Moreno , the second went to the Italian Claudio Langes . Long was of central importance for EuroBrun in the 1990 season. Walter Brun had chosen him solely because of his sponsorship money. In fact, it was the sponsorship money brought in by Langes that enabled the team to start the 1990 season after the failure of Arab connections. Later, his payments kept the team financially alive. A racing operation alone with Moreno, who had had a binding contract for a long time, would not have been possible because Moreno did not bring sufficient sponsorship money with him.

Although Langes was central to the existence of the team, little attention was paid to him in the team. EuroBrun regularly reported both cars, but in reality it was a one-driver team: Almost all funds went into Moreno's car, which was prepared as well as possible for the pre-qualifications. Lange, on the other hand, regularly got the worse of the two cars - from summer 1990 this was the car with the unsuitable monoshock damping - and he had to keep his car ready as a replacement car for Moreno in case something broke on his car during training. During the pre-qualification, technical components were repeatedly removed from Langes' car and attached to Moreno's car. At the German Grand Prix , for example, this concerned the engine cover that Moreno had lost during a spin in the pre-qualification. Overall, Langes' situation was similar to Perry McCarthy 's situation at Andrea Moda in the 1992 season . From the summer of 1990, Walter Brun tried to replace Langes with Marco Greco or Allen Berg ; However, Lange managed to stay with the team until the end of the year thanks to new donors.

They run

Reached the last finish of a EuroBrun in Formula 1: Roberto Moreno

In terms of sport, EuroBrun continued the unsuccessful development of the previous year. There were only two reasons for hope. At the US Grand Prix in Phoenix , that memorable opening race of the 1990 season, in which a Minardi was second and an Osella in eighth, Moreno surprisingly qualified in sixteenth and crossed the finish line in thirteenth. There was another start at the San Marino Grand Prix in Imola . Here Moreno qualified in 23rd place, but the engine exploded on the first lap of the race. It was the last time a EuroBrun took part in a Formula 1 world championship run. At the Mexican Grand Prix , Moreno once again survived the pre-qualification and achieved a time in qualifying training that was sufficient to take 25th place on the grid. However, since he got off the track in qualifying and allowed the marshals to push him without permission, he was disqualified for using outside help. Then one missed pre-qualification followed the next.

Claudio Langes did not succeed in pre-qualifying in a single attempt. Several times the team did not give him serious opportunities to do so because he was only allowed to drive one or two laps or was instructed to drive slowly in order to save the car, engine or tires. As a result, Langes was several times significantly slower than Bertrand Gachot in the Coloni C3B , which - apart from the Life L190 - was the worst car of the season and was mostly described as "unfit for racing". Langes stayed with EuroBrun until October 1990, but this destroyed his reputation: After working for EuroBrun, no other team showed any interest in him. With this, Langes holds a sad record: with 14 failed pre-qualifications in a total of 14 attempts, he has gone down in history as the most unsuccessful driver in Formula 1.

The team's poor performance was mainly due to the car, which had reached a state in the middle of the season that the Brazilian described as "undrivable". The team did not carry out any test drives, with one exception, which was solely intended to “keep the sponsors happy” (Moreno). There was no more focused work as of June 1990, and the team didn't understand the car; the vote was only improvised. With increasing unsuccessfulness, there was a lack of motivation among staff, which was replaced by disinterest in the late summer of 1990.

In view of the continued unsuccessfulness from June 1990, Walter Brun was determined to end his Formula 1 involvement as soon as possible. However, since every missed race resulted in a penalty of 250,000 dollars, it was financially more favorable for Brun to continue racing at a low level until the end of the season. In any case, Brun himself had finished with Formula 1 in the summer of 1990: he has not appeared on the racetracks since the British Grand Prix. Before the overseas races in Japan and Australia, EuroBrun stopped racing. Brun thus complied with his own announcement of March 1988. According to his own statements, he paid off the debts of his Formula 1 adventure in the following ten years and was ultimately debt-free at the beginning of 2002.

Numbers and dates

All EuroBrun Racing drivers in Formula 1

Surname Year (s) Grand Prix Points Victories Second Third Poles SR best world championship rank
ItalyItaly Stefano Modena 1988 10 - - - - - - -
ArgentinaArgentina Oscar Larrauri 1988, 1989 8th - - - - - - -
BrazilBrazil Roberto Moreno 1990 2 - - - - - - -
SwitzerlandSwitzerland Gregor Foitek 1989 - - - - - - - -
ItalyItaly Claudio Langes 1990 - - - - - - - -

Statistics in Formula 1

season Team name chassis engine tires GP Victories Second Third Poles nice Race laps Points World Cup rank
1988 EuroBrun Racing EuroBrun ER188 Ford DFZ V8 G 12 - - - - - - -
1989 EuroBrun Racing EuroBrun ER188B
EuroBrun ER189 		Judd CV V8 P - - - - - - - -
1990 EuroBrun Racing EuroBrun ER189B Judd CV V8 P 2 - - - - - - -
total 14th - - - - - -

Results in Formula 1

season driver No. 1 2 3 4th 5 6th 7th 8th 9 10 11 12 13 14th 15th 16 Points rank
1988     Flag of Brazil (1968–1992) .svg Flag of San Marino (1862–2011) .svg Flag of Monaco.svg Flag of Mexico.svg Flag of Canada.svg Flag of the United States.svg Flag of France.svg Flag of the United Kingdom.svg Flag of Germany.svg Civil Ensign of Hungary.svg Flag of Belgium (civil) .svg Flag of Italy.svg Flag of Portugal.svg Flag of Spain.svg Flag of Japan.svg Flag of Australia.svg 0 -
ArgentinaArgentina Oscar Larrauri 32 DNF DNQ DNF 13 DNF DNF DNF DNQ 16 DNQ DNPQ DNPQ DNPQ DNQ DNQ DNF
ItalyItaly Stefano Modena 33 DNF NC DNPQ DNPQ 12 DNF 14th 12 DNF 11 DNQ DNQ DNQ 13 DNQ DNF
1989     Flag of Brazil (1968–1992) .svg Flag of San Marino (1862–2011) .svg Flag of Monaco.svg Flag of Mexico.svg Flag of the United States.svg Flag of Canada.svg Flag of France.svg Flag of the United Kingdom.svg Flag of Germany.svg Civil Ensign of Hungary.svg Flag of Belgium (civil) .svg Flag of Italy.svg Flag of Portugal.svg Flag of Spain.svg Flag of Japan.svg Flag of Australia.svg 0 -
SwitzerlandSwitzerland Gregor Foitek 33 DNQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ          
ArgentinaArgentina Oscar Larrauri                       DNPQ DNPQ DNPQ DNPQ DNPQ
1990     Flag of the United States.svg Flag of Brazil (1968–1992) .svg Flag of San Marino (1862–2011) .svg Flag of Monaco.svg Flag of Canada.svg Flag of Mexico.svg Flag of France.svg Flag of the United Kingdom.svg Flag of Germany.svg Flag of Hungary.svg Flag of Belgium (civil) .svg Flag of Italy.svg Flag of Portugal.svg Flag of Spain.svg Flag of Japan.svg Flag of Australia.svg 0 -
BrazilBrazil Roberto Moreno 33 13 DNPQ DNF DNQ DNQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ    
ItalyItaly Claudio Langes 34 DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ 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

  • Hans Treml, Nina Treml: The outsiders. Swiss in international motor racing 1950 to today . Verlag Baeschlin, Glarus 2006, ISBN 978-3-85546-166-0 .
  • Adriano Cimarosti: The Century of Racing . 1st edition. Stuttgart 1997, ISBN 3-613-01848-9 .
  • David Hodges: Racing Cars from A – Z after 1945 . 1st edition. Stuttgart 1993.
  • Pierre Ménard: La Grande Encyclopédie de la Formule 1 . 2nd Edition. St. Sulpice 2000, ISBN 2-940125-45-7 (French).
  • motorsport current . (Weekly Swiss trade journal with various reports and notes on the subject of Eurobrun in the issues of the years 1988 to 1990).
  • End of the nonsense. New trend in motorsport: big industrialists buy into racing teams . In: Der Spiegel . No. 30/1989 , 1989, pp. 137 ff .
  • Comparse del Circo F1 . In: La Repubblica . March 8, 1990, p. 39 (article on Joachim Lüthi and Walter Brun's involvement in the acquisition of Brabham).
  • Rial considered: The new Formula 1 teams of Günter Schmid and Walter Brun . In: auto motor und sport . No. 7/1988 , 1988, pp. 286 ff .
  • Martin Gruhler: Who sets the tone . Portrait of Walter Bruns on his 70th birthday in: Motorsport aktuell, issue 44/2012, p: 46.

Web links

References and comments

  1. ↑ Cars from EuroBrun started at 14 grand prizes. At some events in 1988, two of the team's cars qualified. If you don't count the events, but the races of the individual cars, the number of races is 20.
  2. ↑ The term covers the period from 1987, when, in addition to turbo engines, naturally aspirated engines were again approved for the Formula 1 World Championship for the first time. On the term cf. Cimarosti: The Century of Racing, S: 393.
  3. ↑ Motorsport Aktuell, issue 34/1987, p. 9.
  4. ↑ Reynard ran his own Formula 1 project from 1989, the debut of which was scheduled for 1992. However, it could not be implemented for financial reasons. The finished vehicle components were taken over by the British racing team Pacific in 1993 .
  5. ↑ Pavanello had already tried unsuccessfully at the end of 1985 to merge his team with the economically troubled Formula 1 racing team Osella Squadra Corse. See Motorsport Aktuell, issue 5/1986.
  6. ↑ a b c d History of the EuroBrun team on the website www.f1rejects.com (accessed on August 22, 2011).
  7. ↑ Motorsport Aktuell, issue 40/1987, p. 11.
  8. ↑ Auto Motor und Sport, Issue 7/1988, p. 288.
  9. ↑ a b c Motorsport Aktuell, issue 6/1988, p. 4.
  10. ↑ a b Motorsport Aktuell, issue 36/1988, p. 5.
  11. ↑ Hodges: Rennwagen from AZ after 1945, p. 91: "The car showed no originality".
  12. ↑ a b Motorsport Aktuell, issue 29/1988, p. 21.
  13. ↑ Motorsport aktuell, issues 48/1987, p. 8
  14. ↑ Auto Motor und Sport, Issue 7/1988, p. 287.
  15. ↑ Motorsport Aktuell, issue 23/1988, p. 26.
  16. ↑ a b Motorsport Aktuell, issue 38/1988, p. 5.
  17. ↑ Auto Course 1988/89, p. 147.
  18. ↑ a b Motorsport Aktuell, issue 28/1988, p. 4.
  19. ↑ “We don't have to go begging”: Auto Motor und Sport, issue 7/1988, p. 287.
  20. ↑ Motorsport Aktuell, issue 40/1988, p. 5.
  21. ↑ Cimarosti: The Century of Racing. P. 389.
  22. ↑ Cimarosti: The Century of Racing. P. 387.
  23. ↑ Motorsport Aktuell, issue 39/1988, p. 25.
  24. ↑ Motorsport Aktuell, issue 40/1988, p. 3.
  25. ↑ Enzo Coloni, owner of the rival team Coloni, explained: “If Brun buys Lotus, I'll buy McLaren .” See Motorsport Aktuell, issue 40/1988, p. 7.
  26. ^ Motorsport Aktuell, Issue 1–3 / 1989, title page.
  27. ↑ Cimarosti: The Century of Racing. P. 403.
  28. ↑ Motorsport Aktuell, issue 12/2001, p. 7.
  29. ↑ statement from Greogor Foiteks father Karl Foitek in an interview with the magazine Motorsport Aktuell in September 1989. See. Issue 36/1989, p. 32
  30. ↑ Joachim Lüthi was arrested in Switzerland at the end of 1989 on suspicion of economic offenses and spent two years in custody, from which he was able to escape in 1992. In 1994 he was sentenced in absentia to a prison term of seven and a half years. In 1995 Lüthi was arrested in California and extradited to Switzerland. Bernie Ecclestone commented on the process with the words: "A shame for Formula 1." Cf. La Repubblica of March 8, 1990, p. 39.
  31. ^ Ménard: La grande encyclopédie de la Formule 1. p. 602.
  32. ↑ a b c Motorsport Aktuell, issue 36/1989, p. 32.
  33. ↑ Braillon: Grand Prix 1989, p. 134.
  34. ↑ The financially weak Coloni team launched the new C3 at the Canadian Grand Prix in mid-June, and AGS debuted the JH24 at the British Grand Prix in mid-July 1989.
  35. ^ Hodges: AZ of Grand Prix Cars 1906-2001, p. 84: "Not wholly raceworthy for its GP debut."
  36. ↑ Equipped with Pirelli tires Osella FA1M-89 from Nicola Larini reached for example in Imola to 14th place, and in Japan Larini went from 10th on the grid.
  37. ↑ In the literature, the car is referred to as "hopeless". See Hodges: AZ of Grand Prix Cars 1906-2001, p. 84.
  38. ↑ Motorsport Aktuell, issue 29/1989, p. 6.
  39. ^ CASH, issue 11/1989.
  40. ↑ Motorsport Aktuell, issue 21/1990, p. 13.
  41. ↑ Helmut Zwickl: Maximum speed at 14,000! Background discussion on the Neotech engine with Dieter Stappert in: Motorsport Aktuell, issue 21/1988, p. 11.
  42. ↑ Motorsport aktuell, issue 11/1989, p: 11.
  43. ↑ To the whole: Motorsport aktuell, issue 29/1988, p. 9.
  44. ↑ Description of the engine concept on the website of the HTL Steyr  ( page no longer available , search in web archives ) (accessed on August 22, 2011).@1@ 2Template: Toter Link / chronik.htl-steyr.ac.at
  45. ↑ Motorsport Aktuell, issue 50/1989, p. 18.
  46. ↑ Motorsport Aktuell, issue 6/1990, p. 13.
  47. ↑ Walter Brun; See Motorsport Aktuell issue 48/1989, p. 3.
  48. ^ In 1978 Frank Williams succeeded in gaining sponsors from the Saudi royal family; With these funds, his racing team rose from a gap filler to a world championship team within a few years.
  49. ↑ Motorsport Aktuell, issue 44/2012, p. 46.
  50. ↑ Motorsport Aktuell, issue 12/1990, p. 13.
  51. ↑ The 1990 emergency vehicle is referred to in some publications as the EuroBrun ER190; see. z. B. Cimarosti: The Century of Racing, pp. 417 and 421. That is incorrect. EuroBrun ER190 was the name of a project that was to be constructed for the Neotech engine. This vehicle never got beyond the first draft stage. See Hodges: AZ of Grand Prix Cars 1906-2001, p. 84: "The ER189 served through the season as the ER190 failed to materialize".
  52. ↑ a b Motorsport Aktuell, issue 29/1990, p. 7.
  53. ↑ Coloni, Osella and Life Racing only ran one car in 1990.
  54. ↑ Motorsport Aktuell, issue 18/1990, p. 8.
  55. ↑ Claudio Langes' biography on the website www.f1rejects.com ( Memento of May 7, 2012 in the Internet Archive ) (accessed on August 22, 2011).
  56. ^ For example, at the Grand Prix of Canada in 1990, cf. Motorsport Aktuell, issue 25/1990, p. 29.
  57. ↑ Motorsport Aktuell, issue 32/1990, p. 10.
  58. ↑ Motorsport Aktuell, issue 26/1990, p. 22.
  59. ↑ Motorsport Aktuell, issue 27/1990, p. 8.
  60. ↑ Motorsport Aktuell, issue 25/1990, p. 29.
  61. ↑ Motorsport Aktuell, issue 32/1990, p. 8.
  62. ↑ Claudio Langes' biography on the website www.f1rejects.com ( Memento of May 7, 2012 in the Internet Archive ) (accessed on August 22, 2011).
  63. ↑ Motorsport Aktuell, issue 40/1990, p. 7.
  64. ↑ Motorsport Aktuell, issue 38/1990, p. 10.
  65. ↑ Motorsport Aktuell, issue 25/1990, p. 29 and issue 36/1990, p. 26.
  66. ↑ Motorsport Aktuell, issue 30/1990, p. 6.
This article was added to the list of excellent articles on October 28, 2011 in this version .