WEC – Mark Webber calls Ferrari and BMW in LPM1. Exclusive interview

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New winner of the World Endurance Championship title at the wheel of his Porsche 919 Hybrid, Mark webber started his career in Faenza. It was 2002 when the Australian driver debuted in the Circus at the wheel of his PS02 with an exciting fifth place. In an exclusive interview on www.minardi.it, Mark told us about his season with the Minardi Team, last year’s victory and goals for 2016.

Congratulations for the World Champion Endurance title with Porsche. An extraordinary return. At what point of the season did you realize to have the chance to win the championship?
 We had some very encouraging results towards the end of 2014 and the writing was on the wall that we could get some momentum however it didn’t quite fall into place at the first race of the season in Silverstone. We worked hard in all areas and Le Mans showed that we had a very reliable, resilient package. After our first win in Germany I knew that we could go all the way if we kept our heads down and continued to work hard.

Let’s step back. In 2002 you made your debut in Formula 1 World Championship with a fantastic 5th place. Would you tell us something about that weekend and the satisfaction for the first points in your first race?
It was a very special moment in my career to drive my first F1 race in my home country with all the support from the local crowd. I remember Stoddy told me on the grid ‘Look mate, if you can get this car home that would be an absolute dream for me’. After the race start, there was a massive accident at the first corner and even though I managed to get out of it the car took quite a battering and for some time it looked like it was terminal. However we got through the whole race distance and crossed the line in fifth place which was unbelievable. The reaction from the crowd was unique and it was incredibly special to start my career in F1 in that way.

When did you meet Minardi f1 Team the first time?

It was late January in the build-up to the 2002 F1 season as my deal was done very late. It was the first time I’d ever been to an Italian racing team. It was a very modest set-up but of course I was very excited that I was now a race driver for a F1 team.

After Minardi, you moved to Jaguar, Williams, and Red Bull. What the experience in Faenza taught you?
I loved how tenacious the team was; it was obvious their budget was small but the principles inside the team was still all about hard work and preparing the cars the best they could. Many times that year we got good results purely because the underdog spirit was always strong and I enjoyed racing hard against teams we really shouldn’t have been.

Do you have a special memory of Gian Carlo Minardi?
Gian Carlo was always very warm and passionate – the values instilled in the team came from him. It was obvious he was hungry for the team to do well with the resources the team had and the drivers were a big part of that and had an important role to play. Although his English wasn’t very good and my Italian any better, it was still very easy for me to tell when he was happy or sad about how I drove! I always enjoyed a good relationship with him.

Let’s go back to the WEC. Have you had to change your driving style and attitude toward the race to conform it to porsche 919 LMP1?

The transition from F1 to WEC was a big adaptation process form me in the first few months to be honest and a completely new experience. It was definitely a new challenge having to work around the needs of two other drivers. With three drivers in the car you have to compromise on certain things inside the cockpit such as seat and pedal positioning, and in particular some aspects of the set-up related to individual driving styles, which is something you need to get used to. I loved my time in F1 as an ‘individual’, but at this stage in my career I really enjoy being totally open with my fellow team mates and engineers to get the most from our collective knowledge. The cars are heavier than an F1 car and also the seating position is different which is something to get used to. However these cars are very rewarding to drive, the speeds are high and consistency is key. As a driver in this category you have to be extremely versatile and adapt to the circumstances, whether that’s driving the car at three in the morning or when plans change and you’re putting in a triple stint.

You have almost won the 24 Hours of Le Mans. What has been the most beautiful moment in the season? 
Le Mans is such a special event. It’s a very long, intense week and the race is incredibly hard to put together. The team put in a phenomenal effort, the no 18 car had a few issues but the 17 and 19 cars ran seamlessly, and the cars finished very healthily. There’s a very special atmosphere at that race and to stand up on the podium in front of tens of thousands of fans is an unreal experience. 
Winning the World Championship at the last race in Bahrain is definitely my highlight of last year. It’s an incredible achievement of Porsche to have won both the drivers and manufacturers’ title in what was only our second year back in the sport and I’m very proud to be part of this and be a World Championship winning driver with one of the most prestigious sportscar brands in the world.
How is the atmosphere in the FIA WEC world championship respect to Formula 1?

There is a very friendly atmosphere in the paddock and the manufacturers have a huge level of respect for each other as they know just how much work goes into it this project. Within the team both sides of the garage work towards the same goal, which is getting both cars as high up as possible so this is obviously completely different to an F1 team. The communication across both cars is very open and there is a busy exchange between engineers and drivers. The inter-team rivalry known in F1 is almost non-existent because encouraging that sort of competition doesn’t help the manufacturer’s aim of getting both cars up the front.

On April 17 the WEC starts at Silverstone. Have you already seen and tried the new Porsche? What are you working to improve a machine that has proven to be very fast and reliable?
I’ve not yet seen the 2016 car, we will start testing in February. This year’s car will pretty much be an evolution of last year’s car and we’re starting with a very good technical basis which allows us to focus our efforts on improving other areas such as the aerodynamic efficiency, weight, suspension etc.

What other manufacturers  would  you like to see racing in LMP1?
Ferrari and BMW – they have great racing pedigree, especially Ferrari in sportscars, while the category is a perfect platform for BMW to showcase their future technologies. It would be awesome to have them both in the championship and good to compete against them.

After successfully racing  in Formula 1 and winning   the World Endurance Championship, what are your next goals?
It would be great to win Le Mans, it’s such a huge challenge and would be a great feather in my cap, but at the same time I’m not getting any younger and won’t be chasing after it for the next ten years. I still enjoy the racing and having been part of Porsche’s LMP1 program has been very rewarding.

Kart-Riccardo Negro "Kz my goal for 2016"

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After ending 2015 season with the world event at Le Mans, valid for the International KZ2 Super Cup, where he defended the OK1 official colors, Riccardo Negro cannot wait to race again regularly. After his success in the WSK Euro Series and two seasons where he seldom raced, Minardi.it caught up with Riccardo to talk about his present, past, and future.

In your palmarés you have a success in the WSK Euro Series and a third place in the World Championship CIK-FIA 2003, a 2014 far from races and a “fluctuating” 2015. Why weren’t you able to race regularly despite your good results?
It is difficult to answer. Surely, I had good results in 2013, but the following year I had few opportunities to race, maybe because of wrong decisions.

In 2015 you raced again. How do you judge your season?
Once again, it was a fluctuating season where I had not the possibility to get me noticed with regular racing. I was back on track after six month and this has affected my results. At Le Mans we could collect an important result, but we had to retreat for a failure.

Let’s go further into details. You started the year at Adria in the WSK Super Master Series with CRG.
I raced again after a six months break. Surely, it is not easy to be back in a high level competition after a so long period because you have to find your rhythm and oxygen again. It helped me to remove some rust.

…and to prepare the European FIA-CIK KZ2 Championship with the team Renda Motorsport.
We had some difficulties during the first event in Sarno, while we failed the final due to a disqualification in Spain. At that point we took a difficult decision: to skip the final in Belgium because we were offside with no chances to win the European podium.

…And ending the year at Le Mans as an OK1 official driver with a Iame engine.
I was very happy to receive a convocation from OK1 for Le Mans. Before leaving, I had the opportunity to have two testing days to learn about the new material and reach a good feeling with the team and its engineers. When we reached the circuit we spent a lot of time to improve all the material, but I was able to gain the Final, our minimum goal. After a good recover, racing with good chronometric times, the water sleeve broke forcing me to retire.

What are your goals and plans for 2016?
2016 is a great unknown in this moment. Surely, my goal is to race again at the top levels regularly. I confess my goal is KZ. Along with Giovanni Minardi and Alberto Tonti of the Minardi Management, I am working to find the best solution.

How much is it important to race regularly for a kart driver?
Driving regularly is fundamental when you race with your kart at high levels because you have to keep your rhythm and physical shape. Even during a forced stop, between a race and another, it is important to have the opportunity to take to the track for some training sessions. In karting, the only rule to be trained is “consuming the asphalt”.

Photo: Alexandros Vernardis/The Racebox

Italy is here!

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Although in 2016 Italy won’t be in Formula 1 with its drivers, at an international level the situation is very different with five standard bearers already confirmed in the three most important championships: GP2 Series, GP3 Series, and FIA European F3.

A strong signal demonstrating how the “Beautiful Country” is still able to prepare and make grow its guys.“It is the result of the work of the Federation in last years and the prove that Italy has nothing to envy to the other nations” Gian Carlo Minardi says. “Unfortunately, to reach F1, besides drivers’ technical qualities you need huge budgets and it would be useful to have a minor team ready to bet and capable to find the most talented drivers. As Federation we are working to help, in part at least, our guys, also under the economic aspect with some scholarships” the manager from Faenza continues.“Last year we started the ACI Team Italia project and it continues also this year. It’s not a consolation, but the situation isn’t better outside our borders. In these days, Stoffel Vandoorne, maker of an excellent season in GP2, is engaged in pirelli’s tests at the Paul Richard with McLaren. He declared he isn’t sure to enter the world championship not even in 2017”.

Antonio Giovinazziand Raffaello Marciello will race in GP2 respectively with Prema and Russian Time colors. If to Marciello 2016 should be the year of redemption after a complicated season, Giovinazzi will debut in the waiting room of F1, after his positive season in FIA European F3 and his success in Master F3. “I was really glad reading Prema’s announcement about Giovinazzi, even if I am a bit embittered because four years ago I had already supported the candidacy of Antonio to important Teams and groups. When I saw him at Imola in his sixteen years, he made me an excellent impression”.

After the eight place achieved last year, Antonio Fuoco is again at the starting grid in GP3 series with the Trident Team, while the schedule of GP3 Series vice champion Luca Ghiotto is to be defined. The Venetian driver would be glad to sign his debut in GP2, future Formula 2, but he could remain another season in GP3 with the aim to win the title. On the FIA European F3 front, Alessio Lorandi will keep his growth.“He will be the driver of the Carlin Team, one of the top team in the championship. Even him comes from kart and at his first year in F3 has done very well despite his very young age“.

 

 

It's time for concrete actions

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Let us not hide the truth. Formula 1 is in a moment of confusion and precariousness, with sponsors running away along with fans, and the figures hardly add up. Every day we read everything and its opposite. We always hear saying “cost reduction”, but ultimately there is little concrete.

The Srategy Group and the F1 Commission have hard time to make substantial decisions for a change. We are facing a difficult economic situation. We have an oil crisis, companies that transfer their investment towards cheaper fields, recessions in TV investments, and scandals like that of Volkswagen and Renault. Also FCA is in a difficult moment facing important deadlines.

There are many opportunities to take advantage of, but it would time to close with serious and professional proposals. In this moment we are playing the engines match, but I have the impression that with drastic changes the English teams want to divert the attention on their greatest strength: the aerodynamics. Meanwhile, at Geneva, we have reached an agreement to continue with Power-Units till 2020 with the aim of lowering costs by standardising some components and arresting any developments. Spending over 20 million for an engine is really unmanageable, in my opinion, and it would be impossible to continue this way.

In terms of entertainment, teams would have asked the commissioners to be more indulgent with drivers. I am happy to have focused the attention on this aspect, especially last season. Formula 1 has grown thanks to the duels. However, keeping the same judges in all races becomes important.

With a new smile more, we are preparing to live and closely follow another intense season of Formula 1 … and may the best win.

The long-standing engines issue

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Last season will be remembered not just for the Mercedes domain and for Lewis Hamilton’s third world title, but also for the strong debate connected to the supplying of Power-Units, with Red Bull as starring.

After having blamed Renault harshly, Horner & C. have knocked on the doors of Mercedes and Ferrari, obtaining a year dated supplying and the “marching orders” from the president himself Carlos Ghosn. A scarce solution for a team whose purpose is to win, after having dominated the stage for four consecutive seasons and after being away from top position in the last two years. As we know, after hesitation, peace is back (paid weight in gold) between “the soft-drinkers” and the trans-alpine constructor. We have a different situation at Toro Rosso that will host again Ferrari, with a 2015 supply thanks to an exception. ” The client engine supply is a situation with wich I am very familiar. Keeping out the parenthesis of“Modern Engine” break when we fought against official car manufacturers as Ferrari, Honda, and MBW with a private engine built and developed from scratch, we had always had client engines that pay aminimum of 70-80 hp since 1988” Gian Carlo Minardi recalls.

“Even in 1991, with Ferrari engines, we were three steps back. Moreover, in those years, to make a great difference were also gasoline and lubricants. We have fought for years to make sure that every manufacturer provided the same engine to every client”. Almost as it has happened since some years, unless exceptions.“Before PU, the usage of the same engines had levelled all the performances, and also the private teams were able to obtain great satisfactions, as Brawn Gp has demonstrated” the manager from Faenza continues. “With pleasure, however, despite customer engines, we had some satisfactions” as the front row conquered by Martini in 1990 during qualifying in Phoenix, the fourth place in Estoril and the fifth in 2002 in Melbourne achieved by Webber who placed his Minardi PS02 ahead of Toyota despite an Asiatech. On some occasions, we could have been very competitive with an official engine”.

Ready to go

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Although the engines are still turned off,the 2016 season of Formula 1 World Championship goes live, ahead of the first common test on February 22 in Spain.Gene Haas’ s team has done its first step towards Melbourne with a favorable crash-test. “All the stables are working busily to bring on track their new car for the tests in Spain, and they are planning the possible developments ahead of Melbourne grand prix.

“Unlike what used to happen years ago, to take part to the common tests it is essential to have a shell homologated by FIA passing all its checks” Gian Carlo Minardi analyzes “Being in the weight limit allowed by the regulations. In my experience, my team didn’t pass the tests at the first attempt in a single circumstance. It was 1991, and due to an error of assessment while we were testing the deceleration, the “seat back”, that housed the reservoir, broke. This problem slowed us a lot, but we managed to limit the damage because in those years the approval to race had to arrive before of the inaugural weekend of the season. Today it is not that way. So it is an important milestone”.

Being a “newbie”, the American team will be observed in special. “Making your debut with 21 scheduled races is not easy both under an economic and logistical aspect. They have gained energies from experienced F1 men and, as we can read, they want optimize their team with a structure composed of a maximum of 200 people. I agree with this kind of management, because I find wrong to have a staff composed of 400-500 or 1000 people just to build two cars”.

In recent weeks, coming back “home” for a while in Spallanzani street, Gian Carlo Minardi has been guest at Toro Rosso. “I could visit the new establishments and I was glad to see their coordination. I am sure that, thanks to Ferari engine, they will be able to raise the bar on the reliability front, the real Achille’s heel of last season. They missed about 60-70 points especially due to the retreats of Carlo Sainz in the final laps” the manager from Faenza concludes.

F1 -Year-end fireworks. Alonso towards Enstone?

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“I become wild-eyed when Horner declares openly that the supremacy of Mercedes has to be controlled because it damage F1 interest., rr when a Boulluer says that the Circus is just for who can afford it. I would like to remember to  these Motorsport gurus that they did not complain when Red Bull had dominated the scene for four consecutive years (Mercedes was at its second season) and that without the difficulties at little Manor, McLaren would have been the last” Gian Carlo Minardi states on www.minardi.it and recalls that the World Championship has always been made by cycles.

History tells about supremacist signed by Williams, McLaren, and Ferrari till Red Bull and Mercedes ones. “Till the little teams have closed the starting grid, big constructors have animated the scene. As soon as they have remained in the back of the row, because the little teams started to close or to guess the right arrangement of a race, the big teams, like Toyota, BMW, Jaguar and Honda, have escaped. Listening to these opinions, I have the impression that F1 is not organized by great professionals” the manager from Faenza continues underling the importance of an intervention on rules to give some stability that will enable everybody to race by promoting fairness in the distribution of awards. “Spending over 400 million having a team made of 1000 persons to build two cars is absurd. Like it is crazy paying 25 million for the Power-Unit, only few years ago engines price was 5-6 million. Today, 20 million make the difference and it is difficult to find them in the market”. According to the numbers, today’s F1 isn’t a great investment as in the 90s when it assured the company an unequaled economic return.With clear projects and freedom “of creating”, we would be able to find out alternative solutions. Also the little teams would be able to carry ingenious solutions on track”.

There are chatter that distract from the moves behind the curtains that especially concern a very active Renault in the market. “With the purchase of Lotus and their return as Constructors, the trans-alpines have all the interest to reinforce each of their departments. They are looking for human resources, technicians, and drivers. President Carlos Ghosn is working to tear Fernando Alonso out from Honda”. To the Spanish driver it would be the third return to Enstone.Despite the confirmations that Pastor Maldonado and Jolyon Palmer received in the last weeks, they won’t be able to sleep very well. “Maldonado can count on Venezuelan assets that are useful to the team. Palmer’s situation is more complex. Informations coming from France confirm this path, even if it is not an easy solution. On Management front, as rumors confirm, Renault seems like to bet on Alain Prost as Team Principal”. The four-time world champion with McLaren and Williams will have decisive responsibility within the team. Without having any shares, as it happens at Mercedes with Toto Wolff.

Kart – Karol Basz and OKT still together to defend their title

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After bringing the World KF title to OTK group thanks to his peremptory victory on the international track of La Conca with a Kosmic Racing material, Karol Basz will show up at the starting line of the most important international championships as a reference driver and great protagonist of professional karting also in the upcoming season.

With the arrival of the new OK engines, experience, maturity, and talent of the Polish driver, already under the sphere of Minardi Management, will be an added value for the group from Brescia. The new engines look to be a great improvement in performance thanks to the lightening of the karts, that will make driving more pleasant.The speed increase to 1000 rev/min will enable the use of a shorter gear ratio, very profitable at the exit from the slow bends, that was “the critical point” of KF, as Ole Haugård states on the site CIKFIA.com. The experience and speed of Karol will be very useful in the development and finalizing of the new material for the upcoming sport season. Anyway, the doors of GT racing remain open: we have scheduled testing days and races to continue to taste the new challenge, in full respect of the karting program established with Roberto Robazzi’s OTK group.

“I am very happy to continue working with Kosmic Racing. With the arrival of the new engines, the next season will be different completely, and I will fight to defend the title. I want to thank all the OTK group, Roberto Robazzi and Kosmic Racing” Karol Basz declares.

“We were very pleased by the proposal coming from OTK about Karol for the season 2016 because they recognize him as a real professional driver on which to aim for the development of the new engine and the new chassis setup. Now we do not expect nothing but work to defend the title, always keeping an eye open to GT racing”Alberto Tonti states.

“I am happy and satisfied because the OTK group wanted to repay the wonderful season of Karol that ended with the world title. With the debut of the new OK material, we will have a lot of work to do and Karol’s experience will be an added value. It remains a bitter taste because I wanted to see the full time debut of Karol with GT cars, since I am sure that he would have immediately got good results. The few kilometers we have walked so far have yielded significant results. In agreement with Roberto Robazzi, however, we are organizing testing daysand racing in preparation of 2017” manager Giovanni Minardi comments.

F1 – Year-end scorecards: DRIVERS

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After analyzing the season of the teams, let’s judge the drivers. The first five teams occupy the first five places with two Mercedes, two Ferrari, two Williams, two Red Bull and two Force India, with two surprises: Kvjat ahead of Ricciardo and Perez ahead of Hulkenberg who had to be the wonder. At Williams Bottas hasn’t trashed Massa “the grandpa”. Also in this case the first of the class is a Mercedes driver as well as World Champion for the third time.

Lewis Hamilton – 9 as said for Mercedes, he doesn’t deserve a full vote. After managing the championship skillfully and after winning the title he loosened.

Sebastian Vettel – 8,5 in addition to three wins and numerous podia, taking advantage of every opportunity he brought serenity to Ferrari.

Nico Rosberg – 8 especially thanks to the last six races, since he would have got 6 in the first part of the season. He has proven to be a good driver. His talent is also important for the show.

Felipe Massa and Valtteri Bottas – 7,5 in many occasions they have fought with a seriously troubling car. On paper Bottas should have trashed Massa, but the Brazilian defended himself with nails.

Sergio Perez – 7,5 he had a growing season with important results. He gave a nice boost to his career managing to get the better of his team-mate, winner of the 24 Hours of Le Mans.

Max Verstappen and Carlos Sainz – 7 they proved themselves to be the best beginners, with an enormous potential. To the couple Toro Rosso – Ferrari, they are surely a good auspice. They will bring a lot of points after overcoming reliability troubles.

Kimi Raikkonen – 6 because we love him, and we hope that he can find some incentive for a good season. 2016 could also be his last F1 chance.

F1 – Year-end scorecards: TEAMS

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In these last 2015 days, before embracing the new year, along with Gian Carlo Minardi we wanted to give our scorecards to the protagonists of F1 World Championship ended with Mercedes supremacy. We start today with the stables. Obviously the highest score goes to:

MERCEDES -9 they deserve the highest score of the classroom because they destroyed their competitors. But their three gifts to Ferrari have prevented them from gaining 10.

FERRARI – 8 they really did a lot to reach the “Silver Arrows”, even if the path is very long. Three seasonal successes and numerous podia were perhaps an unhoped result early in the year. Vettel, Raikkonen and the whole team were very skilled at overtaking their competitors and regaining the second place among Constructors.

WILLIAMS – 7,5 due to the third place in the standings, even if they would deserve something less for their decline compared to 2014. It is a characteristic of the English system and especially of Williams. After a positive season along which their arrears have been smoothed out, they conquered the third step of the podium with a minimum effort, defending also their wallet.

FORCE INDIA – 7,5 they have been makers of a wonderful championship ended in fifth. Despite their history as a “little” team, they closed a growing season. Surely it is a positive signal to both Perez and Hulkenberg in view of 2016.

RED BULL and TORO ROSSO – 7 Unfortunately, the engine reliability and the frame troubles have limited Verstappen and Sainz. Differently they would at least have been able to overtake Lotus. Red Bull has payed its arrogance and gab dearly. Their attitude cost more than they have been able to gain thanks to their fourth world place.I hope for them that they can be helped by Renault and get back on top, but certainly they must change the way they approach this sport, which is not just business.

LOTUS – 7 due to the misadventures thatthey faced just to reach the end of the season. Luckily They were rescued by Renault. This vote is due to the unexpected sixth place and to their reacting against the most difficult moment. Working with the worry of judges and seizures is certainly not easy.

SAUBER – 6 due to my affection. They started good, but unfortunately they lost themselves. They have never been effective.

MCLAREN – 4 perhaps because of Honda. We hope that this winter brings some advices, even if the path is surely uphill.

MANOR – NC they found incentives to resist. Being just 10 member teams, also them have won a share of the television rights for the next season.

Gian Carlo Minardi remembers the unforgettable Michele

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“With Michele, there has always been a beautiful relationship of mutual respect. I am glad he started and finished his carrer as a professional in a single-seater with the Minardi Team. Once he retired, we programmed to cooperate to help the development of Italian motor sport” Gian Carlo Minardi remembers.

In 1981, Minardi recruites two drivers for the second season of the Minardi Team in F2: Johnny Cecotto and a still little known young by the name of Michele Alboreto, providing them with the Minardi-Fly M281 designed by Caliri and Marmioli and equipped with the well-tested BMW engine prepared by Heini Mader. The new endeavour of the stable from Faenza starts brilliantly, also thanks to the talent of Michele who immediately put his more experienced team-mate in trouble: 3°place at Thruxton and Pergusa, pole position at Paul and victory at Misano in the midst of the scorching Riviera’s August. “It was a growing season that, thanks to Michele’s skill, gave us the first and unique Minardi Team victory. To us it was the second season as constructors”.

The streets of Minardi and Alboreto cross again in 1994, last season in Formula 1 of the driver from Milan, before moving to GT racings and the 24 Hours of Le Mans.“Unfortunately the results he achieved don’t match up the true value of a driver like Michele. He collected less than he deserved. He arrived at Ferrari in a difficult time. Already in 1981, I tried to persuade engineer Enzo Ferrari to bet on Michele. Unfortunately he didn’t pay attention to me, but in 1994 I had my “payback”: Alboreto became a Ferrari driver” the Manager from Faenza continues, and he also tells us an anecdote: “Michele was the subject of the my unique disagreement with the great Enzo Ferrari when in 1983 I told Autosprint that I had pointed out Michele’s talent to Ferrari. At that statement, the Drake responded with a letter that I still conserve”.

“Ended the 24 Hours of Le Mans in 2001, we would had to start our project to make Italian motoring grow. I have been able to start this project in part with the first ACI CSAI Formula borned in memory of Michele Alboreto and with the Federal School which is named after him” Minardi concludes his memory.

Minardi.it meets Pierluigi Martini

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By virtue of his past, he is the icon of Minardi F1 Team. He led his M185, the first single-seater signed by the team from Faenza, to debut. He achieved the first world point in the US GP of 1988 and raced 104 in 120 Grand Prix, alongside Gian Carlo Minardi. We are speaking of Pierluigi Martini whose prize list also shows his win at the 24 Hours of Le Mans in 1999. He has continued the couple Minardi-Martini of the 70s when his uncle Giancarlo raced in Formula 2 for Passatore and the Everest stable that belonged to a very young Minardi.

“I had known Minardi since I was a boy because I attended my uncle’s races in Formula Italia and Formula 2. In 1983, precisely along with Gian Carlo, driving the Minardi-BMW F2, I achieved the second place at Misano after winning also Formula 3 title. He wanted me at his side for his debut to Formula 1 in 1985”, Pierluigi Martini remembers on Minardi.it. “It was an experience as difficult as important because being the sole driver all the responsibilities were on my shoulders. Anyway, that was a positive season because even if I was a novice, we achieved the eight place in Australia. According to today’s score, this result would have gave us the first world points. At the end of season our paths diverged. I came back to F 3000 and I conquered the second place of the Intercontinental World Championship in 1986. Then, with great pleasure, Gian Carlo called me back by his side for the Detroit grand prix in 1988. I repaid his confidence with the first world point thanks to the sixth place. A wonderful relationship started and lasted till my retirement from F1 in 1995, with just a parenthesis in ’92 with the Scuderia Italia. After a break, the vitory arrives at the 24 Hours of Le Mans with BMW in 1999”.

How would you describe the “romagnolo” Gian Carlo Minardi?
He is a unique person. Thanks to a bit of “temerity”, which is a result of intelligence and passion for this sport, he built something that is really incredible for Romagna. He has been able to launch a lot of drivers, and also top level engineers and mechanics. Nobody is like him.

Do you have any anecdote related to its figure to tell us?
Now no special anecdote comes to my mind. Surely, we are talking about a person that was very attentive to observe the group and protect it from external attacks. A great family man.

What teachings have you gained with Minardi Team?
Having raced with teams like the Scuderia Italia, Williams and BMW at the 24 Hours of Le Mans and the Master GP, I have realized and appreciated the organization of Minardi team. When you are in F1 with restricted resources, you learn to optimize your force and synchronize all your sections. Without any doubt, I can affirm that Minardi Team was really a great stable, a perfect one. It lacked only the engine. Contrary to what happens now, in those years an “old” engine was able to pay also 200 hp compared to competition.

We know that engineer Chiti used to call you “Little Pheasant”. How does this funny nickname come from?
He used thisnickname to gain sympathy and to hide from the “blunders” that he committed. With that nickname he usually tried to defuse a difficult situation.

Along with Morbidelli, you have been the very first driver to have a Ferrari Client engine. Which aspect of the engine from Maranello impressed you ?
Unfortunately, that engine was born to match an automatic transmission, which we lacked at that time and so it created problems with the clutch. The sound was certainly great, but to become protagonists it would have been nicer to have the appropriate reliability.

Speaking with you, the incredible accident in Monza in 1993 comes to our mind. What happened and what Minardi told you in the pit?
At that moment, I was protecting my seventh place. Up to 10 laps to go I was in fifth position, but the breaking of the fifth gear made me loose some positions. I tried to defend myself from the attack of Christian and I moved on the right, but he followed me. I then heard the hit at the rear. With its wing he touched my rear wheel. Not seeing him anymore in my mirrors, I thought the worst. The returning lap was quite difficult. I was afraid he were finished among the audience. Fortunately, everything went out for the best for him. Even in that circumstance, Gian Carlo has been very good at handling the situation. The telemetry pointed out that I had not committed any impropriety. Therefore, the fact was dismissed as a racing accident.

With which driver you founded a special friendship, and who has been the harder competitor?
I founded a deep friendship with Paolo Barilla. With all the others, I had a great esteem and a healthy rivalry. The harder was JJ Lehto during my period in the Scuderia Italia.

104 F1 grand prix with Minardi Team. What have been the memorable moments?
I had  lot of good times. From the first world point in Detroit, to the lap ahead of everybody in Portugal, or the fourth place in Estoril in 1991. The times spent to develop the car along with engineers Tredozi and Costa are memorable. In those years, the chronometer was the only thermometer to judge developments. When you found the right direction, it was a great satisfaction.

The most difficult times?
Without any doubt, the demise of Ayrton Senna that convinced me to end my F1 adventure the following year. I would add some accidents: at Nurburgring, Montecarlo and Imola when I broke my leg.

You have mentioned Ayrton Senna.
He was the greatest driver that I had the pleasure to meet. He was always able to bring out the best from the team. He gave the 120% and was able to involve the all group urging it to give its 110%.

Due to your strong relationship with the team from Faenza, and to the fact of belonging to Romagna, were you involved in the choice of your team-mate?
Minardi made his choices. He was always looking for drivers who could put me in trouble. This made me a bit angry  but at the same time, it was a great stimulus.

Did you use to enter the factory to talk with the engineers and see “the birth” of the machines?
I lived in the factory. I liked very much to see the engineers’ work on the car. From there you could take off 2-3 tenths of asecond from your lap time. Those have been fantastic years.

This year you were back under the wheel of the M186 and the M189 in Austria and in Goodwood. What did you feel in those moments?
I realized how we were crazy to run at 300 km/h with those cars. However, I feel like the time hadn’t stopped. I immediately felt comfortable. I drove the M186 just during a test and I must say that it is an extraordinary, competitive and well-balanced car. With a Cosworth engine it would have gave a great satisfactions to the team.
The M189 was a customized car that gave us two fifth and two sixth places, the first row in America and the head of the race in Portugal. It has been pleasant come back in the cockpit.

In the last months you have anticipated us the project of a Minardi-Day. We know that now a great expectation is growing among true enthusiasts. What can you tell us, are preparations going on?
Along with Minardi, I am working to prepare the program, also asking advice for costs. The period should be at the end of June, but we will know something more only next months. Our aim is to bring back at Imola all the single-seaters built by Gian Carlo, with other F1 cars. Our intention is to recreate the old amazing and memorable atmosphere.

Three engines per driver? Minardi "A great advantage for Mercedes"

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This is apparently the most quiet moment of F1. Engines are turned off and the external teams are on vacation to recharge their batteries. But inside the factories the teams bustle to design and assemble the cars for 2016.

“Teams are creating the first shell that will face the crash-tests imposed by FIA for validation of all the components in view of the first test at the end of February” Gian Carlo Minardi, consulted by Minardi.it, comments. “On one side we have a Mercedes that passes through a party to another to celebrate its double win as best as it can, on the other one there is Circus face engaged in recovering its technical gap. Then there is Haas, the new-entry, that has to arrange everything from A to Z. They are facing a great effort because debuting with a 21 events scheduled on calendar is not easy” the manager from Faenza continues.

Anyway, the mind is projected forward in time. We are discussing to limit to three the number of power unit per driver in 2018 with the purpose to reduce cost. “To really cut the cost of this engine supply, producer should not redirect the cost of development and design on customers, but invest directly. Reducing the number of power units per driver to three is a possible way, even if it is very alarming. Both Mercedes team and its customers have been able to cover the entire season respecting rules without any penalization. No other manufacturer has achieved this amazing result”.

Under this aspect, Honda and Renault will be observed in a special way next season. “While the trans-alpine constructor seems to want to change direction no doubt with clear and defined ideas and projects, the Japaneses’ path seems more harder to me”.Renault, which is Red Bull Racing engine supplier, will return to the forefront as constructor after purchasing Lotus.“They have also acquired know-how around with the clear aim to get back on top. The situation at Honda seems more complicated. The electrical part has been the real Achilles’ heel. While Mercedes can exploit it for more than a minute, Japaneses struggle to reach 30” with with serious repercussions on time.We can notice this problem in T2 and, especially, in T3. In this respect, McLaren batteries have not been up to the job. Also Japaneses have been shopping in Europe” Gian Carlo Minardi, coming from an ACI meeting, concludes.