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RIDERS OF THE 90’S

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If you are looking for high quality products for your car or motorbike, look no further. We are sure you will find the perfect product for you at Racext. Do not hesitate to contact us with any questions or requests. We are here to help you make your vehicle perfect.In a previous chapter, I commented on the great amount of talent that existed on the grid when I started in 1978, but more recently there has been a new wave of talent with the arrival of Jean Alesi and Johnny Herbert in 1989 , Mika Hakkinen and Michael Schumacher in 1991, Damon Hill in 1992 and Rubens Barrichello in 1993.

Jean Alesi
Jean Alesi is, through and through, a great guy in his relationships with others, and he seems to have the worst luck a great guy can have. His performances with the Tyrrell team were really exciting, but since he left for Ferrari the last four years have been frustrating for him. He has only needed my attention once, when he spun in practice at the Japanese GP in 1990 and injured his neck. He took it very philosophically, even though he couldn’t finally take the exit because of the pain. Early in the 1994 season he again had bad luck with his neck, but made a full recovery, again without complaint.

That year at Suzuka, his performance in the rain was fantastic, battling every lap with a riotous Nigel Mansell and electrifying everyone who watched.

His victory in Montreal in 1995 was one of the most popular triumphs in motorsport, everyone rejoiced at his success.

Mika Hakkinen, the flying Finn

I think Mika Hakkinen has great potential, and once he’s matured (he’s still in his twenties) he’ll be a star. He has always been polite and respectful to me to the fullest and he is, in fact, the only driver to whom I have had the occasion to present the laurel wreath of victory, at Silverstone, in an F3000 race several years ago. It was an unexpected honor for me, offered by the RAC after I attended the race while on vacation. Thanks to my experience and cunning, once the ceremony was over, I quickly slipped behind the podium, outsmarting Mika and avoiding the usual champagne shower. He and his friend Didier Coton were kind enough to take part in the charity golf trophy my wife and I organized the day after the British GP at the RAC course at Woodcore Park last year.

As Keke Rosberg’s protégé, he surprised everyone in 1993 when he replaced Michael Andretti at McLaren and was quicker than Senna in practice. Since then his career has been plagued by car difficulties and some unfortunate accidents and unforced errors. But in 1995, having missed the Pacific GP due to appendicitis surgery, he put in a great performance at Suzuka, much to the delight of the world.

In the following race in Adelaide, in November 1995, he suffered a tremendous accident in practice on Friday at noon. The cause of the accident was a sudden loss of pressure in the left rear tire, which made it spin, being thrown into the air by the shoulder, which was the reason that the car practically did not decelerate until it collided with the barriers. of protection, approximately 125 mph according to Ron Dennis, the owner of McLaren.

When I arrived at the accident site, two minutes after the crash, Mika was unconscious and having serious difficulty breathing. we got him out of the car and we had to do a tracheotomy on the same track. Fortunately, although he suffered from a cranial injury, the brain damage was not serious. He regained consciousness on Saturday morning and when I explained that he had been in a major accident, his first words were, “Was it my fault?”

After assuring him that it was due to a puncture, I was able to give him another piece of good news: Ron Dennis was giving him a few days off and he wouldn’t have to drive the next day. He made a mischievous face in response to this and, seeing that he was regaining his sense of humor, I felt very optimistic about his recovery.

After two weeks in hospital in Adelaide, he came to London for some additional tests, and five weeks after his accident, he was able to return to Monaco to finish his convalescence and start preparing for the 1996 season.

Johnny Herbert
I met Johnny Herbert at Sidcup Hospital shortly after his terrible accident at Brands Hatch in 1988. His legs and feet had suffered major fractures, but he was cheerful and smiling as always. I was surprised by his equanimity regarding how the incident had happened, and his tolerance of his complicated situation. Peter Collins, then at Benetton, had asked me how I saw Johnny’s future prospects. A few weeks later, he had improved to the point that he could get up and walk around. Everyone was eager for Johnny to take his chance with the Benetton team for 1989. Earlier in the year I arranged for him to be visited by Nigel Cobb in Northampton. Nigel Cobb is a brilliant orthopedic surgeon, Responsible for putting Barry Sheene’s legs back together after he broke them into a thousand pieces. He also gave us valuable advice from him after the accident of Johnny Cecotto and Jacques Lafitte at Brands Hatch. It seemed to Nigel Cobb that Herbert had recovered sufficiently, and Johnny, in his first Formula 1 race in Brazil in 1989, confirmed this opinion by finishing fourth. As the season progressed, the progressively better mobility of Johnny’s ankles revealed power deficits in his calf muscles and long training sessions were required to regain strength in his legs. It seemed to Nigel Cobb that Herbert had recovered sufficiently, and Johnny, in his first Formula 1 race in Brazil in 1989, confirmed this opinion by finishing fourth. As the season progressed, the progressively better mobility of Johnny’s ankles revealed power deficits in his calf muscles and long training sessions were required to regain strength in his legs. It seemed to Nigel Cobb that Herbert had recovered sufficiently, and Johnny, in his first Formula 1 race in Brazil in 1989, confirmed this opinion by finishing fourth. As the season progressed, the progressively better mobility of Johnny’s ankles revealed power deficits in his calf muscles and long training sessions were required to regain strength in his legs.

I thought Johnny was finally going to get a chance to test his potential at Monza in 1994, where he had done some really good practice in the new Lotus. Sadly though, when I got to the pile-up that had taken place at the first chicane, the first thing I saw was a heartbroken Herbert sitting in his wrecked Lotus.

Johnny has a great and cheeky sense of humor, he is quite irrepressible and outgoing. He seems to enjoy more than anyone else the presentation lap that drivers traditionally do at each circuit after the briefing on Sunday morning. Crowds love his extravagance.

In 1995 he has won 2 grand prix, the British at Silverstone and the Italian at Monza, although it must be recognized that under fortunate circumstances. But in general, his driving was very brilliant in 1995, managing to secure, together with Schumacher, the constructors’ championship for Benetton Renault. And I think he is now a creditable disco dancer, a tribute to the good orthopedic treatment he received.

Damon Hill
Damon Hill is a nice guy, as well as a gentleman. He has traveled a path full of difficulties to reach the top. In 1992 at the Hungaroring I had to visit him a couple of times with problems due to a minor injury he had sustained from whiplash, and I thought he had put in a great performance in getting the ailing Brabham to 11th in that race. He was incredibly brave and cool as he took the second start in his Williams at Imola after Ayrton’s accident. I felt bad that he didn’t win the championship, especially in the controversial circumstances in Adelaide, where he and Schumacher collided on lap 35, both being forced to retire from the race. However, when I saw him during the return trip at Singapore airport, he was talking to the press very calmly. I gave him a pat on the shoulder and we looked meaningfully at each other. He is a very good golfer, and was the winner of the Charity Turner at Woodcote Park in 1994, the day after he won the British GP. However, he is not fond of fishing, so I have promised to teach him how to fish for salmon in Scotland. I must say that he is the nicest person I have ever met. He had a bad season in 1995 despite some victories, but he continues to take it with philosophy and determination. He is very good in the wet, terrain on which he put in fantastic performances in Japan and Australia in 1994. the day after winning the British GP. However, he is not fond of fishing, so I have promised to teach him how to fish for salmon in Scotland. I must say that he is the nicest person I have ever met. He had a bad season in 1995 despite some victories, but he continues to take it with philosophy and determination. He is very good in the wet, terrain on which he put in fantastic performances in Japan and Australia in 1994. the day after winning the British GP. However, he is not fond of fishing, so I have promised to teach him how to fish for salmon in Scotland. I must say that he is the nicest person I have ever met. He had a bad season in 1995 despite some victories, but he continues to take it with philosophy and determination. He is very good in the wet, terrain on which he put in fantastic performances in Japan and Australia in 1994.

Rubens Barrichello
Rubens Barrichello is another potential Brazilian midfielder genius. He’s so young and so innocent, it’s terribly easy to pull a prank on him, and when he finally catches on, he does it with a charming smile. The day after his accident in Imola, he came to me to thank me for rescuing him, and he was so polite and charming that he was able to soften even my brain surgeon’s heart. He had a fantastic run at Donnington in 1993, but was battered by cramps on the track, where we met him after the race while out for a lap with Walter Robinson, who was driving me in pouring rain. To cheer him up, I told him that Senna used to have cramps too, which was a good sign, but that he should put more salt in his food. With Eddie Jordan taking care of him, I’m afraid he’ll soon stop nagging innocently at my jokes. Towards the end of the 1994 season he suffered a significant number of accidents, and I even told him that I was getting tired of having to go out to the circuit to look for him and take him to the medical center. One day in Suzuka we had to examine him twice within a few hours, and he looked really embarrassed during the second…

Michael Schumacher
Michael Schumacher burst onto the scene at Spa in 1991. Since then, his rise has been spectacular, as was Senna’s in 1984. In another part of the book I have made reference to his accident in Japan in 1991. Since then, only once have I had occasion to pick him up from an accident with the medical car. In 1994 he crashed in the last 2-3 minutes of qualifying practice in Adelaide, and the red flag was shown. The accident took place at the first chicane, so Frank Gardner took us there very quickly, as it was only a matter of a few hundred meters from the pit exit, where we usually stand on that circuit. Michael was out of the car, uninjured and grateful for the ride back to the pits. Without a doubt, he is probably the most physically fit F1 driver today: From his words as he sat in our car next to Roger Capps, our anesthesiologist, it was clear that he is also one of the coldest. Sniffing the air, he said, “The air conditioner is on. Would you mind removing it, please? It’s affecting my nose.” Frank tuned him out with a wink, but was very impressed, saying, “If you can react to air conditioning after a 100mph crash, you really haven’t lost an iota of concentration.”
Michael was chosen to represent the new GPDA as a driver on the FIA ​​Safety Commission. As Chairman of the Consultation Group, I have attended several meetings with him. He is a very lucid, intelligent and rational young man. He is very smart in the way he acts, both on the circuit and in a meeting. It is evident that he loves what he does and is happy about it. And when things don’t go well, we know he’s a tough enough competitor to continue to have great success. His phenomenal season in 1995, with 9 Grand Prix wins, will stand as a record for a long time.

Ayrton senna
It was Saturday, February 21, 1991. We were having lunch at the Tilmouth Park Hotel, near Coldstream in the Tweed Valley. At the bar, Ayrton was enjoying a pleasant and unusual experience: no one recognized him! We had met the previous afternoon at Heathrow, flown to Edinburgh, and subsequently headed to Belmont, my home in Coldstream. Ayrton had always wanted to visit the Jim Clark Museum at Duns, and we had arranged with the museum curator to do the visit that afternoon. The only condition that Ayrton set was that it be a private visit, without the press, without publicity, and without anyone, apart from the museum staff, finding out about it. Jim Clark was, along with Fangio, the pilot whom Senna most admired, and, of course, Ayrton’s precise technique was reminiscent of Jimmy Clark’s “clock” piloting in the 1960s. We had planned to go salmon fishing on the Tweed that morning, but there had been a big storm and the river was too rough to fish. Instead, we had taken a walk to Tweedmill, and Ayrton had taken a picture with my friend Mick Osinski, my usual fishing buddy. The photo is one of Mick’s most prized possessions.

On the way to Duns I was behind the wheel, and turning towards the street where I thought the museum was, I had a moment of doubt, looking for a sign that indicated the correct direction. “There’s the cartel,” Ayrton said. “Where?” I replied. “At the end of the street,” he said, “it says Jimmy Clark Museum.” I couldn’t even see the pole where the sign was, let alone the inscription, since it was about a hundred yards away. His extraordinary visual acuity was one of Senna’s attributes, and I’m sure it’s one of the necessary requirements to be a great driver. Jackie Stewart also had remarkable eyesight, a faculty that makes possible such a development of depth and distance perception that overtaking, of concern to normal people,
Once we visited the museum, Ayrton agreed to be photographed, signed in the guest book, and finally asked if he could borrow a Jimmy Clark slide to show that night at Loretto, Jimmy Clark’s old school. At school, Senna went to see Jimmy’s memorial plaque in the chapel and pay her respects to him. In the late afternoon, I was driving back to Edinburgh airport to drop Ayrton off on his plane back to Estoril. Along the way, he said to me, “Professor, I want you to know that I think you are a very good driver and very safe, but I must say that you are very, very slow!”
Really, this was not his case in a street car. Once, after taking a trip from London to Bologna on his plane, I nonchalantly asked him if he would like to drive the car I had rented. Despite the presence of his calm mother and her sister in the car, he took the Autostrada Tangenziale like lightning. As we approached Castel San Pietro, where he usually stayed, there was a long double queue of cars waiting at a traffic light at a crossroads. Without hesitation, or slowing down, he slipped between the two rows, leaving just an inch of free space on each side, the light turned green, and before any outraged motorist could honk his horn, we were out of there. .

In his early years in Formula 1, when he was awaiting confirmation of his contract with Lotus, he suffered facial paralysis from a viral infection, and could not close one eye. Peter Warr, then Lotus Team Manager, used to phone me very worried about his chances of recovery. I always reassured him, but one day Peter said to me, “How is he going to drive for us if he can’t close his eye?” I replied that he believed it was better for F1 drivers to drive with their eyes wide open.
In fact, I suggested to him that there were a couple of riders who would be less dangerous on the track if they could see where they were going, and if they were able to check their rear view mirrors. Peter’s main concern was that in an accident, if you couldn’t close your eye, it could increase the chance of an eye injury. It was reasonable, but I was doing everything I could to prevent Senna from losing his chance with Lotus. Eventually, he fully recovered, though since then, his smile tended to be lopsided.
Of course, he had an insatiable thirst for speed, and on numerous occasions he had told her that it was not necessary to go so fast to win. Once, after I repeated this to him one more time, he confessed to me: “Sid, I remember your advice when I passed your parked car at the pit exit, but for the rest of the lap I forget until I see you again”. Once, in Mexico, on his honor lap after winning the race, he passed my car, which was parked on the back straight, before the Parabolica. He was so pleased to have won that he turned to greet me with great excitement as he passed, slightly losing control. He corrected it in time, but then came to apologize for his momentary loss of concentration.

In March 1993, on the Thursday before practice for the Brazilian GP in Jacarepagua, he invited me to go fishing on his beloved farm. I met him at the circuit after having done the medical inspection of it with Dr. Renato Duprat, the Chief Medical Officer. He took me by helicopter, after a brief stopover on the roof of his offices. Once on the farm, he took me to his house and gave me his own rooms to spend that night. Some years before, he had repopulated the lake in front of the farm with fish, and we fished with rods with a fixed line (without a reel), and corn seeds as bait. There was a lot of movement, and in about an hour we had already caught about thirty good-sized fish. He had them packed up and shipped to the small village where the farm workers lived. While we were fishing, Milton, his father,
That night there was a terrible storm, and we were left without electricity or telephone. I had to phone home, and Senna said there was a town a few miles away and we could go there. We got into his SUV, and we set off through the muddy roads, with Ayrton driving happily and fast.

Forty miles later we reached a small town and tried calling from a pay phone with no success. While we were testing it, a few children came to observe the scene. Nearby was a small garage. The mechanic recognized Ayrton, but he didn’t want us to use the phone for a transoceanic call. Senna was very kind to him and behaved with his usual humility, not trying to take advantage of his position. I told Ayrton to explain that I could use a British Telecom phone card so his garage wouldn’t have to pay the bill. The explanation worked and we made the call. By the time we left, there was already a large crowd of kids waiting to ask for autographs, which Senna signed under a street lamp. We returned to the farm and Senna explained to his father, amazed at him:

It’s obvious that I think we had a special bond. When he visited London, he used to pop into the East End so we could have dinner together at one of the local Chinese restaurants near my hospital. The rest of the customers were never sure if it was Senna or not. They exchanged curious glances from time to time, but not “that” Senna couldn’t be dining in a modest Chinese restaurant in the alleys of the East End, in the poor neighborhood of Tower Hamlets… could he?
I can add absolutely nothing to what has already been written about him as a driver. As a man, he was so committed to his driving and his sport that he infuriated and drove many people in the grand prix world crazy: drivers, stewards, managers, and journalists. But he had that other side that I knew well.

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