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Wednesday 3 May 2017
Rebellion confirms two-car WEC entry in LMP2 for 2017
Rebellion Racing has confirmed that it will enter two Oreca 07 cars into the LMP2 class of the FIA World Endurance Championship for the 2017 season.
Rebellion has raced in LMP1 since the formation of the WEC in 2012, as well as entering the premier class at Le Mans with at least one car for the past eight years.
The team announced in October that it would be moving down to the LMP2 class for 2017, and has now confirmed its line-up for the new campaign.
Nicolas Prost and Mathias Beche website unblocked will both continue with Rebellion, having been regular fixtures with the team in recent years.
The duo will be joined by Nelson Piquet Jr., who raced for Rebellion in the opening three races of the 2016 season, and Bruno Senna, who ran with RGR Sport by Morand in LMP2 this year.
“We are very pleased to confirm our plans to enter two Oreca 07 LMP2 cars in the 2017 World Endurance Championship alongside our already announced entry with a single car in the IMSA North American Endurance Cup races,” team chief Bart Hayden said.
“We are also very happy that Nico, Mathias and Nelson will be driving with us again in 2017 and I would like to welcome Bruno to the Rebellion Racing Team unblocked games 500.
“We were impressed with the Oreca 07 when we tested it in Sebring last week, it should be a good car to go for race victories and the championship.
“We are putting together all the ingredients to run a strong campaign in 2017.”
Rebellion recently confirmed that it would be entering the North American Endurance Cup in 2017, fielding an Oreca 07 at Daytona, Sebring, Watkins Glen and Road Atlanta.
2016 WEC drivers’ championship winner Neel Jani will race at Daytona for Rebellion alongside defending Formula E champion Sebastien Buemi, ex-Formula 1 racer Nick Heidfeld and Venturi Formula E driver Stephane Sarrazin.
Saturday 4 June 2016
Formula E racer Nelson Piquet Jr. would welcome NASCAR return
If he has his way, NASCAR has not seen the last of Nelson Piquet Jr.
Now racing in the Formula E Series (for China Racing) and back in his native Brazil, the son of legendary F1 driver Nelson Piquet Sr., still yearns to return to the world of NASCAR some day.
“I would love to return and would love to win a Truck championship and be the first Latin American to win a NASCAR championship, but it all depends,” Piquet told Motorsport. “I mean, I still have 30 years at least in my career and a lot can happen.
“At the moment things are going very well over here so I’m going to focus my time in my dedication over here, but I’m never going say no to NASCAR.”
Piquet has not raced on the Xfinity Series (formerly Nationwide) since 2013. His only NASCAR appearance since then was a one-off ride last season in the Sprint Cup race at Watkins Glen, where he started 32nd and finished 26th.
But when he was in NASCAR, Piquet managed one win and seven top-10 finishes in the then-Nationwide (now Xfinity) Series. And in the Camping World Truck Series, he did much better, earning two wins and 28 top-10 finishes in just 54 starts.
Right now, Piquet and Formula E are both on a joint climb upward. Piquet competed in all four Formula E races in 2014, earning two podium finishes.
He started out the 2015 season in fine fashion, earning a third-place finish in the season-opening race in Buenos Aires.
He’s looking for an even better performance record in 2015 as the category becomes more refined and popular.
“Five years ago we would never imagine that we would have a championship of open-wheel around the world fully electric” Piquet said. “I think we were on the border of being too soon but I think if they pull it out and they really manage to get the right investors and sponsors and everything together, I think they just nailed it right in time and it’s going to have a great future.”
In a way, Piquet, who has ruled out returning to Formula One, is torn between two lovers. He would love to return to NASCAR, but at the same time is really enjoying himself in Formula E.
“It’s a great sport, a great category,” Piquet said. “I love them very much and I love the racing, love the fighting and I wish I’d be doing both basically.”
Now racing in the Formula E Series (for China Racing) and back in his native Brazil, the son of legendary F1 driver Nelson Piquet Sr., still yearns to return to the world of NASCAR some day.
“I would love to return and would love to win a Truck championship and be the first Latin American to win a NASCAR championship, but it all depends,” Piquet told Motorsport. “I mean, I still have 30 years at least in my career and a lot can happen.
“At the moment things are going very well over here so I’m going to focus my time in my dedication over here, but I’m never going say no to NASCAR.”
Piquet has not raced on the Xfinity Series (formerly Nationwide) since 2013. His only NASCAR appearance since then was a one-off ride last season in the Sprint Cup race at Watkins Glen, where he started 32nd and finished 26th.
But when he was in NASCAR, Piquet managed one win and seven top-10 finishes in the then-Nationwide (now Xfinity) Series. And in the Camping World Truck Series, he did much better, earning two wins and 28 top-10 finishes in just 54 starts.
Right now, Piquet and Formula E are both on a joint climb upward. Piquet competed in all four Formula E races in 2014, earning two podium finishes.
He started out the 2015 season in fine fashion, earning a third-place finish in the season-opening race in Buenos Aires.
He’s looking for an even better performance record in 2015 as the category becomes more refined and popular.
“Five years ago we would never imagine that we would have a championship of open-wheel around the world fully electric” Piquet said. “I think we were on the border of being too soon but I think if they pull it out and they really manage to get the right investors and sponsors and everything together, I think they just nailed it right in time and it’s going to have a great future.”
In a way, Piquet, who has ruled out returning to Formula One, is torn between two lovers. He would love to return to NASCAR, but at the same time is really enjoying himself in Formula E.
“It’s a great sport, a great category,” Piquet said. “I love them very much and I love the racing, love the fighting and I wish I’d be doing both basically.”
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Nelson Piquet Jr.
Nelson Piquet Jr. excited for first Formula E race in Mexico
Defending FIA Formula E champion Nelson Piquet Jr. is relishing the
series’ first visit to Mexico City on March 12, saying that it is right
for there to be a race in a country with such steep racing heritage.
The Autodromo Hermanos Rodriguez in Mexico City held its first Formula 1 race in over 20 years last November, putting on what many deemed to be the best-hosted grand prix of the season.
Formula E will use part of the track for next weekend’s race, while the FIA World Endurance Championship is also poised to visit Mexico in the autumn.
“I think it’s going to be a fantastic race in Mexico City. The fans there are some of the most enthusiastic in the world,” Piquet said.
“They gave F1 an incredible reception earlier in the year and I hope they enjoy what we bring to the city with Formula E. It’s right that big races are going back to a city with such motorsport history.
“It’s a fantastic country with some of the most passionate fans in the world. There’s also so much history there that it seems right that they are attracting world class racing once again.”
Issues with the powertrain produced by NEXTEV TCR for the second Formula E season have left Piquet’s hopes of defending his title all but over even after just four races, but the Brazilian remains upbeat ahead of the rest of the year.
“This year has been difficult so far. Because the design of our car is now frozen due to Formula E rules and regulations, we’re going to have to optimize everything we can on the car to try to maximize our results,” Piquet said.
“We’re learning as much as we can about the car and working on all the different areas we can. But the worst thing we could do is say ‘we don’t have a good enough package, let’s sit still, cross our arms and do nothing’.
“This is a development battle and we have to keep optimizing every area we can. We were undoubtedly the best at saving energy in season one.
“It’s harder to do that this season because our car is much heavier, but we’re going to be running some truly aggressive strategies to get the best results we can.”
The Autodromo Hermanos Rodriguez in Mexico City held its first Formula 1 race in over 20 years last November, putting on what many deemed to be the best-hosted grand prix of the season.
Formula E will use part of the track for next weekend’s race, while the FIA World Endurance Championship is also poised to visit Mexico in the autumn.
“I think it’s going to be a fantastic race in Mexico City. The fans there are some of the most enthusiastic in the world,” Piquet said.
“They gave F1 an incredible reception earlier in the year and I hope they enjoy what we bring to the city with Formula E. It’s right that big races are going back to a city with such motorsport history.
“It’s a fantastic country with some of the most passionate fans in the world. There’s also so much history there that it seems right that they are attracting world class racing once again.”
Issues with the powertrain produced by NEXTEV TCR for the second Formula E season have left Piquet’s hopes of defending his title all but over even after just four races, but the Brazilian remains upbeat ahead of the rest of the year.
“This year has been difficult so far. Because the design of our car is now frozen due to Formula E rules and regulations, we’re going to have to optimize everything we can on the car to try to maximize our results,” Piquet said.
“We’re learning as much as we can about the car and working on all the different areas we can. But the worst thing we could do is say ‘we don’t have a good enough package, let’s sit still, cross our arms and do nothing’.
“This is a development battle and we have to keep optimizing every area we can. We were undoubtedly the best at saving energy in season one.
“It’s harder to do that this season because our car is much heavier, but we’re going to be running some truly aggressive strategies to get the best results we can.”
The notorious Nelson Piquet
Mike Doodson reckoned Nelson Piquet looked “a little haggard” at
Goodwood, but I thought the three-time World Champion looked pretty good
on his 61 years when he made a star appearance at the Festival of Speed
this summer past. There were hints of grey around the temples and a few
extra lines around the eyes, but life has been good to the Brazilian
since his racing career wound up 20 years ago and it shows.
![DSC_8685](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_uxXU96aM2td8aU46oxLOkHwZWWZTegMU60rxAKi9zav-M5gs-c15yO8UisoColvxKW9MRM32A5cC22bC-Jl85qrYVFqR-rfX66hv1QKkUgegVECsmR9hDy8ok3ngiksk-605fsCNJ7k3_mOlU=s0-d)
Piquet returned to Goodwood at the behest of BMW, which was marking the 30th anniversary of its one and only Formula 1 World Championship success. Back in 1983, Gordon Murray and his small design team at Brabham endured four months of grinding all-nighters to produce the dart-like BT52, following the FIA’s shock decision the previous November to overhaul its rulebook. Ground-effect aero suction was out, as was Murray’s well-advanced BT51 – and the flat-bottomed era of Formula 1 began.
How Murray created one of the most iconic – and stunningly beautiful – F1 cars from a starting point of bleak despair has gone into legend, and indeed it’s a story we revisited in the May issue this year. The needle-nosed ‘dragster’ was mated to BMW’s potent production-based four-cylinder turbo, and the combination proved the class act in a botched year when other teams resorted to B, C and even D versions of hurried designs.
A win for Piquet and the straight-out-of-the-box BT52 in Rio offered Murray and his team instant gratification, although a mixture of unreliability and misfortune meant they didn’t win again until September. But a late run of success – boosted (literally) by a witch’s brew of WWII rocket fuel – allowed Piquet and Brabham to snatch the title from under the Gallic noses of Alain Prost, Renault and a furious Elf. Rumblings of illegality still tremor to this day, but the results stand, as does the second of Piquet’s three world titles.
The German giant has every reason to be proud of its 1983 achievement, especially as it failed to repeat such success as an engine supplier to Williams between 2000 and 2005, and during its subsequent (short) spell as a standalone team.
![Piquet1983LongBeach](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_upH2_lb7I7XyzrhdqVVzM0HGyGtauyz1X6Kz4NON3RVI1_TzFw9ZDaezS0ukhkDWeTg-qFx-hHwqdN9WIjyn_wKUwpmsw7WVd382l7NHZKwUHto6qbnuVxy1ohAGvh8vQbAV5cVXXdOYDqMyJiAieom5t-Jmqn=s0-d)
Thus, as we reported in our August issue a few months ago, BMW’s classic division pulled out the stops to restore a BT52 in time for a happy reunion with Piquet at Goodwood this year. And with Nelson so rarely available for interview on this side of the world, we immediately drew a big target on his back.
Doodson was the obvious candidate to pin Nelson down, given that he’d been that rare case of a British journalist who remained close to one of the sport’s most controversial characters, particularly during his ‘dastardly’ period as ‘saintly’ Nigel Mansell’s team-mate at Williams. Nigel Roebuck, incidentally, also got along with Piquet, but would never claim to have been as close to Nelson as ‘Dood’.
Now the question was timing. Mike had already missed the accreditation deadline for the Festival and tracking down Nelson for anything more than a quick word meant we’d need help. Enter BMW UK’s star of a PR man, Martin Harrison.
It was Festival Friday and I’d already met Nelson during our recording of the Festival podcast. As we’d finished I tried to explain to Piquet that Mike was here purposefully to see him – but the Brazilian had looked at me blankly, said “yes” (even though I hadn’t actually asked him a direct question) and wandered off. My pitch could have gone better.
![DSC_4807](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_uZj94DP-NL9xztrVWWvGlINvVvjLsx9Daq1okwmtU8ssYTdMwWyzIjqYBOiMHvp2hmncZdpBFEtB4g5U8q8CUq6ldp4Ih-wDS48T3cSaFOZ0QGs3Un0lkvf20FyS8LvlbntV1xQ9UGwA6Uryk=s0-d)
Piquet was now having lunch with his family and friends, so I hurried over to BMW’s stand near the cricket pitch, caught up with Martin and Mike and told them our only hope was to catch the great man now, before he headed off for another run up the hill in the BT52. Together we dashed back to the drivers’ lounge where Nelson had finished eating. He turned around, immediately spotted Mike, cracked that familiar gap-toothed grin, laughed and launched into a barrage of good-natured abuse towards his old friend. From that moment on, I knew the interview was in the bag.
As the busy lounge emptied and drivers headed out for more runs on the hill, Nelson and Mike sat reminiscing for more than an hour, Martin and I hovering close by, earwigging on a conversation over which the veteran journalist was valiantly trying to keep some semblance of control.
Piquet’s scatter-gun and broken-English delivery makes it tricky to hold his attention on one subject for any length of time, but if anyone could make sense of Nelson’s stream of consciousness it was Mike! Sure enough, they parted with handshakes, back slaps and smiles after a happy reunion – and a fresh interview recorded. You can read the result in the December issue, on sale now.
Piquet was always a bit ‘Marmite’ for racing enthusiasts, whatever their nationality, and sure enough this new interview will divide opinion. He dismisses his old Brabham team-mate Riccardo Patrese as a “crying boy”, praises Niki Lauda for what he learnt from him during their time together as team-mates and speaks of his “shock” when Nelson Jr told him about crashing on purpose at Singapore 2008, in the Renault race-fixing controversy that became known as ‘Crashgate’.
![_H0Y6833](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_urJ6Jv4YDNcafzXzUZur7XNgeA4WyR6oLrdPZNbfisEW6RYcQVNcZ9mWksrabsn3byhzQSri7QpVcgQyqBFzYWaKY4YF6URKheVSY2Wr70BZuu8YBidyqe_ai9yW9CWD__77q7oeWmNXWUtA=s0-d)
Back in September 2012, Pat Symonds told Motor Sport that Nelson Jr himself had suggested the idea in Singapore. At the time, a fellow editor of a rival magazine accused me of repeating a libel given that the Piquets had won compensation from Renault following the acrimony of a courtcase. He had a point, but I’d felt it was important for Symonds, who was banned from F1 for five years for his part in the affair, to have his say. We heard nothing from neither Renault nor the Piquets following publication of the article.
So now we print Nelson Sr’s version of events. As he states, he wasn’t in Singapore to witness events first-hand, and claims he first discovered the truth a week later when he spoke to his son on the phone.
“I asked him what happened when he shunted the car,” he tells Mike. “[Nelson Jr] said it was all programmed and he had been told to do it. I was quite shocked: ‘How could you do something like that?’ I asked him. He said, ‘Look, you should know what the pressure is like here. They told me that if I wanted to be part of the team, I had to do what they want.”
As we know, the story emerged in 2009 when Renault jettisoned Piquet Jr – and Nelson Sr “went to Max [Mosley] and told him the story”. As he tells Doodson in our interview, “I told Nelson he would never drive in F1 again, and either he could go easy, or we could get some money from Renault. And he said, ‘OK, let’s go and fight’.”
Everything about this story is grubby and unseemly. In truth, no one emerged untarnished one way or another – including Piquet Sr. And certainly no one, including Mike Doodson, would claim Nelson is a saint, this new interview reminding us why on more than one occasion.
![83_ITA15](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_slgdbLmPmnzhnGi89CZ6k1qVtXxt32AvQ_TMAhk7jMlLoRjIBcvC9e2y3Z8-poONOu6Itj5XV4HFj5AAsCxAftBn8FVcMcU712YxYZciXCb--uFO3r8HG1vScWGjGe3RLjikq5O188WZSMzQ=s0-d)
For some, the controversy of ‘Crashgate’ will forever overshadow how Piquet is remembered, despite the fact he cleared his family’s name in court. Whatever, it seems unfair that a three-time World Champion should be defined entirely by an episode that occurred long after he retired.
As a driver, Piquet is often underrated despite his title successes. In motor racing’s ‘Fab Four’ of the 1980s, he was perhaps George Harrison to Alain Prost’s Paul McCartney and Ayrton Senna’s John Lennon (yes, that makes Mansell Ringo!). In recent years, George has received the credit he was long overdue – and now, we believe, it’s Nelson’s turn.
More than anything, this interview reminds us how hard Nelson worked, right from his Formula 3 days, to be a winner. As those who worked closely with him maintain, he was never afraid to put in the hours on car preparation, set-up and testing to give himself the best opportunity to make the most of his blistering speed.
And respect is due for a man who still had the fire to take on the Indy 500 and Le Mans once his F1 career dried up – especially as he suffered the worst injuries of his life when practicing for the former.
![82_USA05](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_vKPCkrWUhj6KKRb11Wy4P83m_ijb--fj6I5E8qXi6jdK4-sOA6IJ5mAnp69k2hvciNMMBWAqWueEoWK88GZBy8ODgnO1eb5o-R_OK_CMJlGfr-jBSmWOGmJw5_xZNiIvqDgbPbUjseRZfuy0I=s0-d)
Nothing about Piquet is cut and dried. As you can read in Mike’s article, he can still be obnoxious and crass. He can also be very funny. And perhaps most importantly, among the stream of memories Nelson Piquet also offers some insight into what made him a genuine ‘frontman’ of F1 history.
Just don’t expect him to react if you judge him. When it comes to what you, me or anyone else might think, he couldn’t care less.
Piquet returned to Goodwood at the behest of BMW, which was marking the 30th anniversary of its one and only Formula 1 World Championship success. Back in 1983, Gordon Murray and his small design team at Brabham endured four months of grinding all-nighters to produce the dart-like BT52, following the FIA’s shock decision the previous November to overhaul its rulebook. Ground-effect aero suction was out, as was Murray’s well-advanced BT51 – and the flat-bottomed era of Formula 1 began.
How Murray created one of the most iconic – and stunningly beautiful – F1 cars from a starting point of bleak despair has gone into legend, and indeed it’s a story we revisited in the May issue this year. The needle-nosed ‘dragster’ was mated to BMW’s potent production-based four-cylinder turbo, and the combination proved the class act in a botched year when other teams resorted to B, C and even D versions of hurried designs.
A win for Piquet and the straight-out-of-the-box BT52 in Rio offered Murray and his team instant gratification, although a mixture of unreliability and misfortune meant they didn’t win again until September. But a late run of success – boosted (literally) by a witch’s brew of WWII rocket fuel – allowed Piquet and Brabham to snatch the title from under the Gallic noses of Alain Prost, Renault and a furious Elf. Rumblings of illegality still tremor to this day, but the results stand, as does the second of Piquet’s three world titles.
The German giant has every reason to be proud of its 1983 achievement, especially as it failed to repeat such success as an engine supplier to Williams between 2000 and 2005, and during its subsequent (short) spell as a standalone team.
Thus, as we reported in our August issue a few months ago, BMW’s classic division pulled out the stops to restore a BT52 in time for a happy reunion with Piquet at Goodwood this year. And with Nelson so rarely available for interview on this side of the world, we immediately drew a big target on his back.
Doodson was the obvious candidate to pin Nelson down, given that he’d been that rare case of a British journalist who remained close to one of the sport’s most controversial characters, particularly during his ‘dastardly’ period as ‘saintly’ Nigel Mansell’s team-mate at Williams. Nigel Roebuck, incidentally, also got along with Piquet, but would never claim to have been as close to Nelson as ‘Dood’.
Now the question was timing. Mike had already missed the accreditation deadline for the Festival and tracking down Nelson for anything more than a quick word meant we’d need help. Enter BMW UK’s star of a PR man, Martin Harrison.
It was Festival Friday and I’d already met Nelson during our recording of the Festival podcast. As we’d finished I tried to explain to Piquet that Mike was here purposefully to see him – but the Brazilian had looked at me blankly, said “yes” (even though I hadn’t actually asked him a direct question) and wandered off. My pitch could have gone better.
Piquet was now having lunch with his family and friends, so I hurried over to BMW’s stand near the cricket pitch, caught up with Martin and Mike and told them our only hope was to catch the great man now, before he headed off for another run up the hill in the BT52. Together we dashed back to the drivers’ lounge where Nelson had finished eating. He turned around, immediately spotted Mike, cracked that familiar gap-toothed grin, laughed and launched into a barrage of good-natured abuse towards his old friend. From that moment on, I knew the interview was in the bag.
As the busy lounge emptied and drivers headed out for more runs on the hill, Nelson and Mike sat reminiscing for more than an hour, Martin and I hovering close by, earwigging on a conversation over which the veteran journalist was valiantly trying to keep some semblance of control.
Piquet’s scatter-gun and broken-English delivery makes it tricky to hold his attention on one subject for any length of time, but if anyone could make sense of Nelson’s stream of consciousness it was Mike! Sure enough, they parted with handshakes, back slaps and smiles after a happy reunion – and a fresh interview recorded. You can read the result in the December issue, on sale now.
Piquet was always a bit ‘Marmite’ for racing enthusiasts, whatever their nationality, and sure enough this new interview will divide opinion. He dismisses his old Brabham team-mate Riccardo Patrese as a “crying boy”, praises Niki Lauda for what he learnt from him during their time together as team-mates and speaks of his “shock” when Nelson Jr told him about crashing on purpose at Singapore 2008, in the Renault race-fixing controversy that became known as ‘Crashgate’.
Back in September 2012, Pat Symonds told Motor Sport that Nelson Jr himself had suggested the idea in Singapore. At the time, a fellow editor of a rival magazine accused me of repeating a libel given that the Piquets had won compensation from Renault following the acrimony of a courtcase. He had a point, but I’d felt it was important for Symonds, who was banned from F1 for five years for his part in the affair, to have his say. We heard nothing from neither Renault nor the Piquets following publication of the article.
So now we print Nelson Sr’s version of events. As he states, he wasn’t in Singapore to witness events first-hand, and claims he first discovered the truth a week later when he spoke to his son on the phone.
“I asked him what happened when he shunted the car,” he tells Mike. “[Nelson Jr] said it was all programmed and he had been told to do it. I was quite shocked: ‘How could you do something like that?’ I asked him. He said, ‘Look, you should know what the pressure is like here. They told me that if I wanted to be part of the team, I had to do what they want.”
As we know, the story emerged in 2009 when Renault jettisoned Piquet Jr – and Nelson Sr “went to Max [Mosley] and told him the story”. As he tells Doodson in our interview, “I told Nelson he would never drive in F1 again, and either he could go easy, or we could get some money from Renault. And he said, ‘OK, let’s go and fight’.”
Everything about this story is grubby and unseemly. In truth, no one emerged untarnished one way or another – including Piquet Sr. And certainly no one, including Mike Doodson, would claim Nelson is a saint, this new interview reminding us why on more than one occasion.
For some, the controversy of ‘Crashgate’ will forever overshadow how Piquet is remembered, despite the fact he cleared his family’s name in court. Whatever, it seems unfair that a three-time World Champion should be defined entirely by an episode that occurred long after he retired.
As a driver, Piquet is often underrated despite his title successes. In motor racing’s ‘Fab Four’ of the 1980s, he was perhaps George Harrison to Alain Prost’s Paul McCartney and Ayrton Senna’s John Lennon (yes, that makes Mansell Ringo!). In recent years, George has received the credit he was long overdue – and now, we believe, it’s Nelson’s turn.
More than anything, this interview reminds us how hard Nelson worked, right from his Formula 3 days, to be a winner. As those who worked closely with him maintain, he was never afraid to put in the hours on car preparation, set-up and testing to give himself the best opportunity to make the most of his blistering speed.
And respect is due for a man who still had the fire to take on the Indy 500 and Le Mans once his F1 career dried up – especially as he suffered the worst injuries of his life when practicing for the former.
Nothing about Piquet is cut and dried. As you can read in Mike’s article, he can still be obnoxious and crass. He can also be very funny. And perhaps most importantly, among the stream of memories Nelson Piquet also offers some insight into what made him a genuine ‘frontman’ of F1 history.
Just don’t expect him to react if you judge him. When it comes to what you, me or anyone else might think, he couldn’t care less.
Schumacher Benetton on display at Goodwood Festival of Speed
1992 Benetton B191B on display at prestigious motorsport event
Michael Schumacher’s 1992 Benetton B191B will be on display at the prestigious Goodwood Festival of Speed this weekend (26-29 June).Schumacher achieved his first two podium finishes by coming third in this car at the 1992 Mexican and Brazilian Grands Prix. Nelson Piquet drove it in his final Grand Prix at Adelaide in 1991 and Martin Brundle drove the same chassis for his Benetton debut in South Africa in 1992.
The car is now owned by Zak Brown, founder and CEO of Just Marketing International (JMI), the world’s largest motorsport marketing agency. It is prepared and raced by United Autosports at historic events around the world.
The Goodwood Festival of Speed is set in the grounds of Goodwood House in West Sussex.
Zak Brown, Team Owner and Chairman, United Autosports:
“The Schumacher car is a great car and I’m glad we can bring it to Goodwood for the Festival of Speed. It’s such an amazing event, with a fantastic atmosphere so to be part of it with one of my cars is very special.”
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