ALAN JONES:

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ALAN JONES:

Message par Guylaine le Mar 11 Mar - 20:29:49

Alan Jones:

Alan Jones est un ancien pilote australien de Formule 1, né le 2 novembre 1946. Il fut sacré champion du monde pilote en 1980.


Biographie
Alan Jones est issu d'un milieu dans lequel la course automobile a un caractère particulier : son père, Stan Jones, fut un pilote de valeur mais qui refusa de s'engager en Europe. L'hérédité allait imposer ses lois au jeune Alan, qui s'engagea à son tour dans le sport automobile. En 1967, le jeune australien dût s'exiler en Angleterre pour continuer sa progression.

En 1969 il débute en F3, et c'est seulement en 1975 qu'il dispute son premier Grand Prix de Formule 1, en Espagne, au volant d'une Hesketh. Après le Grand Prix de Suède, il quitte cette équipe pour rejoindre Embassy-Hill. Il termine le championnat à la dix-septième position, avec deux points. En 1976, il rejoint l'écurie Surtees et progresse légèrement en terminant quatorzième du Championnat avec sept points. En 1977 il est appelé chez Shadow en remplacement de Tom Pryce décédé, et s'impose à la surprise générale sous la pluie en Autriche. Sa carrière est lancée.

En 1978, il rejoint les rangs de l'équipe Williams, malheureusement pas encore tout à fait au niveau des écuries de pointe, sa saison se termine sur un score de onze points. Mais la saison suivante sa Williams FW07 est une des meilleures voitures du plateau et il engrange quatre victoires en fin de saison, son coéquipier Clay Regazzoni en signant une. Jones est troisième d'un championnat dominé par Jody Scheckter et Gilles Villeneuve.

En 1980, sa Williams évolue encore et lui permet de prendre un envol parfait avec une victoire d'entrée de jeu, avant de connaître un passage à vide et de devoir contenir le retour de Nelson Piquet, plus régulier, qui s'empare de la tête du Championnat à deux courses de la fin de la saison. Mais Jones sait réagir pour offrir à Williams son premier titre de champion du Monde.

En 1981, Jones échoue à quatre points de Nelson Piquet pour le titre, signant malgré tout deux victoires, et refusant d'aider son équipier Carlos Reutemann à décrocher le titre après que l'Argentin ait refusé de le laisser passer au Brésil... Reutemann échoue à un point de Piquet!

Après sept ans dans la catégorie reine, Alan Jones décide en 1982 de prendre sa retraite et de retourner dans son pays natal. Cependant on le reverra au volant d'une Arrows à Long Beach en 1983, sans succès. Fin 1985, il revient au volant d'une Lola de l'équipe Haas-Béatrice et en 1986 il dispute toute la saison, finissant 12 ème avec quatre points, avant la dissolution de l'écurie et sa retraite définitive.

Il a pensé participer aux Grand Prix Masters mais a dû se retirer dès les essais de Kyalami en novembre 2005 pour raison de condition physique inadéquate.


Palmarès
Nombre de Grands Prix disputés : 116
Nombre de Victoires : 12
Nombre de Pole Positions : 6
Nombre de Meilleurs Tours en course : 13
Nombre de Podiums : 24
Nombre d'abandons : 48
Nombre de points marqués : 206

Ecuries
Hesketh : 4 GP (1975)
Hill : 4 GP (1975)
Surtees : 14 GP (1976)
Shadow : 14 GP (1977)
Williams : 60 GP (1978-1981)
Arrows : 1 GP (1982)
Lola : 19 GP (1985-1986)

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Re: ALAN JONES:

Message par Servoz-Gavin le Jeu 17 Avr - 15:32:59

Comme il est dit, en 1981 figurait une clause dans le contrat Williams : Si REUTEMANN devance JONES de plus moins de 7 secondes. Il doit le laisser passer. Au GP du Brésil Carlos refusera de respecter ce pacte et gagne la course.

Au dernier GP de la saison, à LAS VEGAS, Nelson PIQUET sur Brabham est sacré champion du Monde. Carlos REUTEMANN, à l'issue de la course, demande à JONES " d'enterrer la hâche de guerre ". Réponse d' Alan JONES : "Oui, dans ton dos, Carlos"
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Re: ALAN JONES:

Message par Guylaine le Mar 6 Jan - 4:46:08

World Championships 1
Grand Prix Starts 116
Grand Prix Wins 12
Pole Positions 6
Nationality Australian
History
A straight-talking, iron-willed, hard-driving tough guy, Alan Jones fought his way to the forefront, where he defended his territory with ruthless determination and large doses of intimidation. His belligerence was partly a by-product of a long and hard struggle to make it to Formula One racing in the first place. Once there, he was considered little more than a journeyman driver, until he teamed up with the then equally undistinguished Williams team. Together, they took on the world and beat it, with AJ becoming the prototypical Williams driver.

His father Stan Jones, an affluent car dealer, was one of Australia's top racers who in the mid-1950s was good enough to be offered tryouts in Europe (with BRM and Ferrari) but declined them in order to stay home and look after his business and his family. Alan Stanley Jones, born in Melbourne on November 2, 1946, was inspired by his father's successes and encouraged by him to have a go himself. At 15 he was a kart racing champion and soon also went well in a Mini and in one of his father's single-seater Coopers. Further progress was delayed when Stan Jones went bankrupt in an Australian economic recession. In 1967 Alan managed to scrape together enough cash to finance a traditional Australian tour of England and Europe. During this trip he decided that any future in motorsport would have to be pursued abroad.

In 1970, with 50 pounds in his pocket, he arrived in London and started a business to serve the needs of fellow Antipodean travellers, selling them well-used minivans. When Alan's girlfriend Bev (whom he later married) joined him in London they rented a boarding house and hired out rooms. With the meagre profits from these enterprises Alan went racing on a shoestring budget. Stan Jones, now divorced, came over to England to provide moral support, much-needed in light of his son's painfully slow progress. Alan failed to make much headway in a battered old Formula Ford then crashed a Formula Three Lotus at Brands Hatch and broke his leg. Finally, a lucky break came in the form of a sponsored F3 ride in a GRD, in which Alan scored a first victory at Silverstone in 1973. Sadly, just before this race Stan Jones died of a heart attack (at 51) and when his coffin was shipped back to Australia it contained the laurel wreath placed there by his distraught son who went on to finish second in the 1973 British F3 championship.

The next year Alan did well enough in Formula Atlantic for a private entrant to upgrade him to Formula One in a Hesketh for 1975. He finished that season with Graham Hill's team, scoring a solid fifth at the Nurburgring that convinced John Surtees to employ him for 1976. They didn't get along, nor did the Surtees cars go well and Alan's Formula One career seemed at least stalled, if not over, until a tragedy gave him another opportunity.

In the 1977 South African Grand Prix poor Tom Pryce was killed in a Shadow and the team hired Jones to replace him. Later that season a plucky drive in wet/dry conditions in Austria resulted in a maiden win for both Jones and Shadow. The team never won again but Alan's albeit somewhat fortuitous victory led to an offer of a Ferrari drive for 1978. When Ferrari reneged, and hired Gilles Villeneuve instead, Jones visited Williams Grand Prix Engineering, which to this point had gone relatively nowhere with a shortage of funds and a succession of journeyman drivers. But Jones was impressed by Frank Williams' ambition and by Patrick Head's neat and tidy Williams FW06 car and the team principals liked what they saw in 'AJ' as they called him. A deal was done and steady progress was made, with AJ winning four races and finishing third in the 1979 championship.

In 1980 the Williams FW07B and AJ was the combination to beat and, with victories in Argentina, France, Britain, Canada and the USA Alan Jones became World Champion. For the elated team boss his first title-winner became the prototypical Williams driver. "AJ was a man's man," Frank Williams said. "And he was great fun to be with. He never needed propping up mentally, because he was a very determined and bullish character. He didn't need any babysitting or hand-holding and that's the way it should be. It shouldn't be necessary for me to ask a driver if he is happy, or if he needs his underwear changed."

He wore red underpants for good luck but the blunt, burly and brave Aussie won races not by good fortune but by forceful fighting. Patrick Head admired the fact that he was "such a hard, competitive, animal in a racing car," and so he could be out of it. He once finished second in a race despite having to drive with a hand broken in a one-sided brawl with four large adversaries in London. Alain Prost, a rookie in AJ's championship year, called Jones "the most fiery, powerful - even violent - driver."

As a boy AJ described himself as "an obnoxious little bastard, a big-headed little prick." As an adult the rough edges remained and he was determinedly politically incorrect. Distrustful of foreigners, he called the French "frogs." Vehemently opposed to the women's liberation movement, he admitted that he easily qualified as a male chauvinist pig.

His season as reigning champion was waylaid by a series of mechanical problems, and though he still managed two wins and finished third in the standings, AJ decided to pack it all in and return to the "best country in the world" and become a farmer. But riding a tractor proved no substitute for racing a Formula One car and he soon became bored. Even falling off a horse and breaking his thigh proved to be no handicap to accepting an offer for a one-off ride with Arrows in the 1983 US Grand Prix West. However, his injury coupled with his being out of shape ("too many barbies and Fosters Lager") meant AJ performed indifferently. A more substantial comeback opportunity came in 1985, when he accepted a big money offer to join a new Beatrice Formula One entry. But the team started slowly, then tapered off and disappeared completely at the end of 1986.

Back home Down Under AJ raced saloon cars, helped his son Christian embark on a driving career and worked as a TV commentator on the sport in which he was once on top of the world.

Text - Gerald Donaldson
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Re: ALAN JONES:

Message par Guylaine le Mar 6 Jan - 4:47:21

World Championships 1
Grand Prix Starts 128
Grand Prix Wins 5
Pole Positions 5
Nationality Finnish
History
The original Flying Finn was a swaggering swashbuckler whose dashing, daring, darting style of driving enlivened every race he was in. He was a late arrival in Formula One racing, having wheeled and dealed and raced his way around the world in other categories for a dozen years, but tried harder than ever to make up for lost time. In the record books his name is not near the top in terms of Grand Prix victories, yet in that select category of those who actually looked as fast as they drove the wonderfully aggressive Keke Rosberg ranks among the very highest.

Keijo Erik Rosberg - he later called himself Keke to make it easier for the media to remember his name - was born in Stockholm, Sweden, on December 6, 1948, where his Finnish parents were students at the time. On their return to Finland his father became a veterinarian and his mother a chemist and both competed in rallies. Their son's first experience behind the wheel came when little Keijo, sitting alone in the family car in the driveway, switched on the ignition and promptly smashed the car into the garage door. Despite that setback he took to karts while still a toddler, greatly enjoyed the wind-in-the-face thrill of it all and by his teens had become an accomplished kart racer.

His goal in life was to become a dentist or a computer programmer but his career path increasingly veered in motorsport directions. Five times he was declared Finnish kart champion and in 1973 he became Scandinavian and European champion. He moved up to Formula Vee and Super Vee and in 1975 won ten of the 21 races he entered. To find other categories to conquer he had to go further and further afield. In 1978 he competed in 41 races on 36 weekends on five continents. Driving for the American entrant Fred Opert, he finished fifth in the European Formula Two championship, second in the North American Formula Atlantic series and, in a similar car, first in the Formula Pacific series.

By this time all plans for a more conservative profession were abandoned and Keke Rosberg's passport listed his job as racing driver. This was a quite legitimate claim since, from his very first race he had never spent any of his own money on his sport and in most years he actually showed a profit. To facilitate this Keke developed what he called his "bread and butter theory: the bread from racing, the butter from elsewhere." Elsewhere usually took the form of marketing himself to sponsors, selling them a patch on his suit or a space on his car, then performing various duties as a salesman for whatever goods or services he endorsed.

Yet no amount of financial savvy could buy a driver a ride in a front-running Formula One car and when Keke made his debut, in 1978, it was in an ill-handling and underpowered Theodore, in a team fielded by wealthy Hong Kong businessman Teddy Yip. "An absolute pig of a car" was Keke's description of the Theodore and his subsequent machinery in a succession of uncompetitive teams - ATS, Wolf, Fittipaldi - warranted similarly faint praise, no matter how hard he drove.

By this time Keke was 33 years old and while his lifestyle was continually improving (he eventually had a Lear jet, a penthouse in Munich, a country mansion in England, a chalet in Austria and a villa on Ibiza where he spent most of his time) his Formula One career was going nowhere fast. The low point came in 1981 when the Fittipaldi team's money ran out and it seemed Keke Rosberg was destined to become a Formula One has-been who never really was.

Meanwhile, at the front of the Formula One field, the 1980 champion Alan Jones unexpectedly announced his retirement and Frank Williams was forced, at the last minute, to hire the only reasonably competent driver available: Keke Rosberg. Ever the opportunist Keke seized the opportunity with both hands and, though he only won a single Grand Prix (at Dijon in France), he proved he could drive as consistently as he could quickly and piled up enough points to become the 1982 World Champion.

That year, in which any one of half a dozen drivers could have won the title, Keke said he "drove every lap absolutely flat out." The next year, when the turbo-powered cars reigned supreme, and he still only had a normally aspirated Cosworth in his Williams, Keke drove even harder: "I was probably the fastest I'd ever been in my career. I just refused to accept that anybody could beat me and to stay with the turbos I was prepared to take massive risks."

And it showed, which is why he was so noteworthy as a driver and equally compelling as a personality. "I'm a cocky bastard," he would say, "and I know it." He affected an aura of bravado and cut a dashing figure to match. With his flowing moustache, untamed mane of long blond hair and swaggering walk he resembled a swashbuckling pirate who might plunder and pillage for pleasure. He used his car like a sword, swinging it about ferociously, cutting a swathe through the corners, kicking up dust, grass and tyre smoke and carving great chunks of time out of each circuit. The chain-smoking Flying Finn was even more spectacular when Williams got Honda turbo engines. His sensational pole lap for the 1985 British Grand Prix – in which he averaged 160mph around Silverstone - was not only then the fastest-ever lap in Formula One history, but also one of the most exciting.

But Keke scared himself on that occasion and eventually burnt himself out from the wear and tear of his all-out-all-the-time approach that was not conducive to longevity in comparison to the greater circumspection employed by such long-serving champions as Niki Lauda and Alain Prost. "My style of driving is probably more wearing than theirs," Keke said. "Playing defensive tennis is less taxing than playing attacking tennis."

When he retired from Formula One racing, after moving from Williams to McLaren for the 1986 season, Keke continued competing for several years in sportscars (with Peugeot in 1990 and 1991) and touring cars (with Mercedes and Opel in the German DTM series) and also ran his own teams in several categories. He became a successful driver manager, masterminding the careers of, among others, fellow Finn and champion Mika Hakkinen and then, with a paternal interest in his future, Keke looked after a youngster named Nico Rosberg.

Text - Gerald Donaldson.

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Re: ALAN JONES:

Message par Guylaine le Lun 9 Fév - 9:21:16

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Re: ALAN JONES:

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