Grand Prix Classic




1982 Season Review
Drivers

1. Keke ROSBERG (Williams)
Points:
44 Wins: 1 Pole Positions: 1 Fastest Laps: 0
Attempts:
15 Starts: 15 Finishes: 11 Points Finishes: 10

Keke Rosberg had to adjust his sights three times in as many months at the start of 1982. Having finished 1981 without a points score, he was released by Fittipaldi. He was still trying to find another seat when Williams gave up on persuading Alan Jones not to retire, and hired Rosberg to join Reutemann in 1982. Having gone from unemployed to the reigning constructors' champions, he then had to adjust to life in a car expected to be at the front end of the grid. Again, he did this with some style, before suddenly three races into the season he found himself leading the team, backmarker turned championship contender.

While few have ever doubted Rosberg's skills, many a callow charger has gone to a front-running team and found themselves unable to make the grade. But the Finn wasn't going to join their ranks, that became clear after Rio before Reutemann retired. While the ultimate value of that drive will always be a little unclear due to the water tanks fiasco, it was soon proven to be par for the course. Williams gave Rosberg a smart, streetwise car with excellent mechanical grip, and he paid them back with a string of superb performances. His ability to wring more out of the Cosworth than anyone else was remarkable; on several of the faster tracks he was a second faster than any non-turbo in qualifying, often nipping the heels of the turbos while others were left in their wake.

He might have only won one race, but he came incredibly close to at least two more victories. At Zolder he was undone only by his Goodyear tyres, while in Austria it took all of the width de Angelis could wring out of his Lotus to stop Rosberg. And then there was Brands, where he took a scintillating pole only to stall on the grid before tearing through the field before retiring - it's hard to imagine anyone holding a candle to him on the day if he'd started at the front. His overtaking technique was superb too - maybe a little frenetic for some, but together with his excellent car control it made him the most exciting driver to watch in 1982.

Dijon and the Osterreichring proved there were brains to match the bravado, something which reached its' zenith at Caesar's Palace, as Rosberg was the coolest man in Vegas, doing exactly what he had to do and making sure he was always in control of the situation. While cards undoubtedly fell his way in some respects, Rosberg took his chance with both hands and drove the wheels off it, a truly deserving champion.


2= Didier PIRONI (Ferrari)
Points:
39 Wins: 2 Pole Positions: 2 Fastest Laps: 2
Attempts:
12 Starts: 10 Finishes: 9 Points Finishes: 7

While Rosberg was certainly a worthy champion, there can be little doubt that the title would have gone to Didier Pironi but for his practice accident at Hockenheim; after all, despite the Frenchman missing the last five races only Rosberg was able to pass his points total.

Pironi had endured a miserable first season with Ferrari, and entered his second determined to take the title. Early on, things didn't seem much better, as the Ferrari still didn't handle particularly well and acted like a mobile chicane in early rounds. Many describe him as ruthless, ambitious and bloodless, something not helped by his taking victory from Villeneuve in the San Marino Grand Prix, and Ferrari's subsequent refusal to condemn his decision to ignore team orders. Common perception was that while Villeneuve had spent 1981 doing what he could with the agricultural 126CK, Pironi had been playing politics and gradually talking senior management around to his side. And to a certain extent that was true - Pironi wanted the 1982 championship, and would use whatever he could to take it.

And while he would never have wanted to get his way through the Canadian's death, he did get the Ferrari team completely behind him after Zolder. It was his ambitious qualities that saw him galvanise the team into turning up at all at Monaco, where he came within a whisker of victory and added six points to his tally. Detroit saw another four, despite the Ferrari not suiting the circuit, through a mixture of reliability and obduracy. Then in Canada a new front suspension layout was added, and Pironi took pole. He could well have won but for stalling and his race car being destroyed in the Paletti accident - a tragedy which showed he was human after all, desperately trying to free the unfortunate Italian from his car. At Zandvoort he raced with the new layout, and won dominantly. At Brands he decided against chasing Lauda, using the bullet-proof Ferrari to come home second. A third place at Ricard gave him a nine-point lead over the fading Watson, and compared to everyone else his scoring was metronomic - and all this with the fast tracks to come, where Ferrari might run behind the Renaults and Brabhams, but was much more likely to finish, and comfortably ahead of the DFV challengers.

He proved it with pole in Hockenheim. Much has been said of his belief he was destined for the title and how his belief in his invincibility led to him showboating in a wet practice session with nothing to gain, but while his confidence (and arrogance) were undoubtedly there, much of this is sensationalism. As with Villeneuve, this was simply a tragic racing accident. Of course, Pironi still has his life and continues to recover well. His broken legs were so severe that many believed his racing career to be over, but time will tell.


2= John WATSON (McLaren)
Points:
39 Wins: 2 Pole Positions: 0 (Best Grid Position: 6th) Fastest Laps: 1
Attempts:
15 Starts: 15 Finishes: 10 Points Finishes: 8

Two wins in the space of three races thrust Watson into the unexpected role of championship pacemaker, and he remained just about in contention until the final round, which wasn't a bad response to the arrival of Niki Lauda. However, Watson's season was very much one of two halves.

Early in the year he took points where he could get them and when the opportunity presented itself, went for wins. His speed and decisiveness in Detroit were breathtaking to behold, and his opportunistic chase after Rosberg at Zolder proved him to be one of the sport's canniest operators. With a car he liked underneath him, Watson was willing to take on anyone. However, his early lead of the series was largely based on consistency, as brilliant as those two drives were. Three of his points came from the disqualifications for Piquet and Rosberg in Brazil; his rostrum finish in Canada down to the unreliability of faster cars. His position at mid-season piled the pressure on, culminating in a shocking performance at Brands Hatch, where he was solidly trounced by Lauda in front of a home crowd who did him more harm than good.

It set him off on a run of five races without points which broke the back of his challenge just as Rosberg was building momentum, including an embarrassing run in Austria were he repeatedly failed to get on terms with Baldi's Arrows. Dogged drives in Monza and Vegas at least made a fight of it, but truth be told the title had long been lost, and even Watson didn't seem to believe he was a contender. His main fault was his continued inability to run well in practice; he only broke into the top 10 three times. While the McLaren wasn't always the fastest package, he was too often left behind in timed sessions by Lauda. This often left him with a lot of work to do in the early stages of the race - after initially running well, he encountered tyre trouble at Long Beach and Zandvoort simply from having to push so hard in the early stages. Similarly, the chain reaction which ruined his home race and seemed to shake his confidence might not have happened if he'd been a couple of rows further up the order.

However, Watson was as much a victim of the season's layout. The McLaren-Cosworth was always going to be an unlikely title winner, and Lauda often struggled just as badly on the turbo-favouring tracks, and it was only due to Watson's undoubted instincts and skill that the title challenge emerged in the first place. It was certainly a year in which the positives made up for the negatives.


4. Alain PROST (Renault)
Points:
34 Wins: 2 Pole Positions: 5 Fastest Laps: 1
Attempts:
16 Starts: 16 Finishes: 8 Points Finishes: 6

Having established himself as Renault's unofficial number 1 driver in the second half of 1981 with some fine form and careful internal politicking, Alain Prost was favourite to sweep all before him in the Renault, which finally seemed ready to turn speed into dominance. Kyalami seemed to reaffirm this, as he made up a lap on the field to win. In Brazil he was only beaten by underweight cars, and the FIA promptly handed him a second victory. Despite the advances made in throttle control, Long Beach was always going to be a tricky race, so a blank there was no disaster.

Imola was the first worrying sign. Either the Renault was so fragile it couldn't stage a show race without expiring, or that a sustained challenge from another turbo was enough to push the thing to breaking point. Then the problems seemed to just mount up - Zolder, tyre trouble; Monaco, Prost's only real error of the year, getting caught out by the slippery track with a huge lead. Then there were a run of three more engine failures, when running 1st, 2nd and 3rd. Morale was so low that at Brands Hatch Prost ran with an engine detuned for reliability and settled for 6th place.

Then came the team orders controversy at Dijon, with Prost stuck in second with a damaged skirt watching helplessly as Arnoux extracted revenge but hobbling his team-mate's attempt to revive his title bid. And then in the next two races the car went back to being unreliable, costing him certain victory in Austria and most likely some big points at Hockenheim. Then the Renault's heavy use of Michelin tyres cost him two more races, in Dijon and finally in Vegas, by which point his title hopes were over.

Despite his poor results, it would be fair to say Prost drove very well throughout 1982 - only Monaco stuck out as a serious mistake, and it paled in comparison to the one Arnoux had made earlier in the race. His smooth style is almost boring to watch, but he remains incredibly fast, and the day Renault hand him a car that has reliability to match its' power, he is certainly the man to get the French manufacturer the title they crave.


5. Niki LAUDA (McLaren)
Points:
30 Wins: 2 Pole Positions: 0 (Best Grid Position: 2nd) Fastest Laps: 1
Attempts:
15 Starts: 14 Finishes: 7 Points Finishes: 6

Niki Lauda's comeback season was a difficult beast to judge. His firm, steady drive in South Africa showed that he was completely serious about it all, within a couple of races it was almost like he'd never been away. The intelligence certainly hadn't faded - throughout 1982, Lauda knew when to push the car and when not to, with the exception of his overly-optimistic attempt to pass Rosberg at Detroit.

For Lauda more than Watson, this was a year of preparation. The plan was to very much get the two-times world champion up to speed with one of the most sophisticated chassis on the grid so that when the Porsche turbo turned up he was ready to mount a serious challenge. In the mean time if wins came his way with the Cosworth car, that would be something of a bonus.

Maybe because of this he enjoyed a more even season than his relatively earnest team-mate. Sure, there were fewer charges through the field, his win at Long Beach coming from a good qualifying position and waiting for an inexperienced de Cesaris to slip up, and his victory at Brands being made easier by the serious opposition evaporating. He was the better qualifier compared to Watson, only missing the top 10 four times, and as such never had to push his car as hard early on.

He was also the better of the pair, and arguably the best in the field, at seeing a lost cause and knowing how to extract the best possible result from it. Few would have been cool enough to wave their team-mate through as he did at Zolder, or been able to extract a couple of points from the ill-handling car he had in Austria. Lauda has come back to win big, but for 1982 was content to get up to speed and not let the temporary limitations of his car force him into errors.


6. Rene ARNOUX (Renault)
Points:
28 Wins: 2 Pole Positions: 5 Fastest Laps: 1
Attempts:
16 Starts: 16 Finishes: 5 Points Finishes: 4

Having spend three years gradually improving with Renault to the point of eclipsing their original driver Jean-Pierre Jabouille, it galled Arnoux to have been overtaken by Alain Prost as La Regie's favoured son in the latter half of 1981, and things got worse in 1982.

While Arnoux could often match Prost for speed, he lacked his team-mate's mechanical sympathy (and if ever there was a car that needed it...) and cool head. His eagerness contributed to a nightmare run in the first ten races which for one reason or another saw him not finish a race without problems. This led to mistakes such as that at Monaco, where Arnoux was so desperate to keep ahead of Prost he pushed too hard and made a stupid mistake, throwing the race away. A similar need to win rather than just finish second also led to him spinning out in Canada, while he also displayed brain-fade hitting Patrese at the start of the British Grand Prix.

Considering his building frustration (he encountered mechanical problems when leading at Kyalami, Imola and Zolder) it was perhaps not a surprise that, with the car for once healthy, he creatively misinterpreted team orders at Paul Ricard and took the win. That basically ended his relationship with the team to all intents and purposes; it seems likely that Arnoux already saw which way the wind was blowing and decided to take the win for himself.

Despite Renault openly throwing their lot in with Prost by this stage, Arnoux enjoyed improved fortunes for the second half of the season, adding second at Hockenheim and a well-taken win at Monza, but unreliability and errors had already destroyed his season by then. He was an unhappy figure for much of 1982, but a move to Ferrari could bring out the best in him.


7= Patrick TAMBAY (Ferrari)
Points:
28 Wins: 1 Pole Positions: 0 (Best Grid Position: 3rd) Fastest Laps: 0
Attempts:
8 Starts: 6 Finishes: 6 Points Finishes: 5

Like Rosberg, Tambay was seemingly finished with Formula 1 at the end of 1981. Ligier dropped him, and he decided he'd had enough of ground effects cars anyway, turning down an offer to return to Theodore. There were a few raised eyebrows when he resurfaced in Kyalami with Arrows, covering for Surer, but he quit before even driving the car after a disagreement with Jackie Oliver following the drivers' strike. Tambay wasn't especially bothered, still having his reservations about the cars, and happily went back to CanAm.

Then, after the death of his great friend Gilles Villeneuve, he was persuaded by Enzo Ferrari to take over the Canadian's Ferrari for the second half of the season. It was a popular move, for Tambay is well-liked by all in the Grand Prix fraternity, but it would take some time to adapt. In Holland he finished 8th, troubled by a misfire and his own lack of recent Grand Prix experience, but next time out at Brands Hatch he took a solid 3rd place, chasing down de Angelis in the closing stages.

He scored again at Paul Ricard, and then in Germany the mission changed as Pironi was badly injured in practice, and Tambay found himself leading the shattered team. He rose to the occasion brilliantly, running strongly and defeating Arnoux after Piquet's retirement to take his first ever win, restoring morale. Austria saw him lose two laps to a puncture, but he drove with remarkable speed and composure to come through the field and still finish 4th.

A trapped nerve then blighted the end of the season, causing him to miss the Swiss and Caesar's Palace rounds, either side of a well-measured 2nd at Monza, but he had shown enough to land a full season with Ferrari in 1983 - a just reward.


7= Michele ALBORETO (Tyrrell)
Points:
28 Wins: 1 Pole Positions: 0 (Best Grid Position: 3rd) Fastest Laps: 0
Attempts:
16 Starts: 16 Finishes: 11 Points Finishes: 7

When Alboreto arrived at Tyrrell partway through 1981, there were immediately signs he was a decent driver, but even that didn't prepare many for his form in 1982. with Goodyear tyres and a year's experience, he began the year in well, 7th in South Africa followed by a trio of points scores.

While the points themselves were increased by other circumstances, that didn't take away from the quality of Alboreto's drives - his confident joust with Villeneuve in Long Beach belied his experience, while the clear gulf between his car and every other non-turbo at Imola meant his first podium finish was less than hollow.

Zolder and Monaco would have brought more points but for mechanical failures, but then he ended up in something of a fallow period. By this time talk was being made of moves to Ferrari or Williams was rife, and it seemed to distract him - a nadir being reached when an impetuous move cost a point at Zandvoort, and saw him mindlessly block Piquet in the process. Throughout all of this Ken Tyrrell made it clear that the Italian would be seeing out his contract until the end of 1983.

Alboreto promptly got his head back out of the clouds and returning to his early-season speed, scoring points in three of the next five races. Then came Caesar's Palace, where he started a stunning third in car that was more than a year old. He wasn't out of the top 3 for the whole race, and kept the Renaults honest before benefiting from their problems, and then drove a masterful race. Indeed, such was his composure it was easy to forget he'd never led a Grand Prix before.


9. Elio DE ANGELIS (Lotus)
Points:
23 Wins: 1 Pole Positions: 0 (Best Grid Position: 7th) Fastest Laps: 0
Attempts:
15 Starts: 15 Finishes: 8 Points Finishes: 7

In his third season with Lotus, de Angelis made little progress on the whole. The Lotus 91 was not a great chassis, which didn't help, but sometimes it was clear de Angelis was driving well within his limits.

Compared to team-mate Mansell it would probably be fair to say the Italian has more raw talent, but the Englishman more application and determination. If the two could be merged the result would be a very fine driver, but there was little chance of them learning from each other when they fell out early in the year.

When de Angelis was on song, he was very fast, able to mix with the cream of the Cosworths, if not the turbos. At Brands, with a new suspension layout, he was one of the faster drivers of the weekend and was unlucky not to finish higher than 4th, while in Austria he was a genuine front-runner for the entire race and responded perfectly when Prost retired, also showing surprising maturity when fending off Rosberg to take an unexpected but worthy victory.

At the same time, when the car wasn't working he became petulant and childish. Despite coming home 5th he was a genuine nuisance at Monaco where his lack of manners broke up numerous battles while being lapped, and may have contributed to Prost's accident. He generally had a tendency to disappear without much of a fight when the 91 didn't handle well, which was quite often. It was a shame, because if his spoilt streak could solved he would be a decent driver. Sadly, it's been four years now...


10. Riccardo PATRESE (Brabham)
Points:
21 Wins: 1 Pole Positions: 0 (Best Grid Position: 2nd) Fastest Laps: 2
Attempts:
15 Starts: 15 Finishes: 5 Points Finishes: 4

Finally leaving Arrows behind, Patrese had something of a mixed season with Brabham. The team was in a transitional year with the BMW engine anyway, making reading form a little harder. Indeed, Patrese seemed happier in the Cosworth car in the first half of the season - tearing through the field at Long Beach, winning at Monaco and putting in a solid run to 2nd in Canada.

He was frequently fast in the turbo car too - qualifying well at Brands, looking very fast before his early retirement in France, and dominating in Austria. At Monza he was the only man to even look like challenging Arnoux, and in Vegas despite not running particularly well he certainly had the best of Piquet.

There were plenty of mistakes too, though. There were the mistakes in Long Beach that put him so far down the field in the first place, the spin which relegated his Monaco win from superb to lucky, and stalling on the grid at Brands. Similarly, retiring with fatigue halfway through the Brazilian Grand Prix was not an encouraging sign.

The encouraging thing was that he was often faster than Piquet, despite the latter's greater experience with the BMW car, and delivered something of a trouncing to the outgoing world champion in Austria. However, Piquet was arguably the more complete driver, and Patrese was prone to bouts of overdriving, no doubt used to having to wring every fraction of a second out of the Arrows cars. This may not have helped his car's reliability record, and will need to change in order to turn his speed into wins on a more regular basis.


11. Nelson PIQUET (Brabham)
Points:
20 Wins: 1 Pole Positions: 1 Fastest Laps: 3
Attempts:
15 Starts: 15 Finishes: 4 Points Finishes: 4

As world championship defences go, Piquet's was rather underwhelming, even with the recent memory of Jody Scheckter's awful 1980 season. That said, knowing that the year would be difficult, Piquet seemed largely happy to work on developing the BMW turbo power with a view on challenging in 1983, giving 1982 up as a relative lost cause. And there were some real lows along the way - the non-qualification in Detroit leaps out; while he was a victim of circumstances, it was still an embarrassing incident for all concerned. Losing a home win to the water-cooled brakes drama must have hurt as well, though the true merits of what was on paper a sensational drive are difficult to read due to the undeniably fact the car was much lighter than its' turbo rivals.

When it all worked, he did very well - giving BMW their first victory in Canada was a high point, while he had the German Grand Prix in the bag before colliding with Salazar. That said, that incident and his subsequent rage at the Chilean showed his frustration - while Piquet realised the benefit of development, it can't have been easy for a natural winner to see a season pass by in a glut of technical problems.

Hockenheim was the third time in as many races he would retire from while leading, just after his win had been followed by a solid 2nd in Holland and that a championship challenge might just emerge. However, after the disappointment in Germany his season petered out - Patrese had the edge on him in Austria, the car just didn't work at Dijon, he was out of contention right from the start in Italy and his closer relationship with Murray meant he was always going to struggle more when the designer skipped the final round.

After two years with relatively substandard team-mates, his response to Patrese was interesting. Initially he seemed to have the Italian well in hand, but Patrese then outperformed him on the street courses of Long Beach and Monaco. Piquet then devoted his time to developing the BMW car making comparison difficult, and then found that Patrese was a match for him when the Italian joined him in a second turbo Brabham. Both were then stuck with a largely unreliable car, though it has to be said that it always felt like Piquet was the favourite to bring the car home when it stayed reliable, even if he wasn't always the faster of the pair.


12. Eddie CHEEVER (Ligier)
Points:
15 Wins: 0 (Best Finish: 2nd) Pole Positions: 0 (Best Grid Position: 4th) Fastest Laps: 0
Attempts:
15 Starts: 14 Finishes: 5 Points Finishes: 4

After performing an impressive apprenticeship with Osella and Tyrrell, 1982 was meant to see Cheever move into the big time by signing for the front-running Ligier team. It didn't quite work that way, but it wasn't through a lack of trying on his part. Coming into such a patriotic team as Ligier (he was actually the first non-Francophone to drive for them in Formula 1), with a team-mate as established as Laffite is was always going to be difficult, but Cheever rose to the challenge well and was generally the more impressive of the pair.

Sadly, the season was a poor one for the team. First there was the non-arrival of the expected Matra turbo, then the necessary redesign work on the JS19, not to mention the internal conflict and the fact the JS19 was a dog. Cheever generally kept out of things and did what he could on the track.

When the car worked, he raced hard. He was happier in the JS17B until the policy decision was made to stick to the new car; in the older chassis he nearly scored in Long Beach, performed well to take points in Belgium, was sensational in Detroit and only missed out on points in Canada when he ran out of fuel.

When he was forced into running a JS19 he initially suffered a little from his lack of miles in the design, but wasn't about to carp about his lot and again just raced the thing as hard as he could. His reward was a point at Monza and a fine 3rd in the season closer. He stacked up well against Laffite and refused to let the disappointment of the move to Ligier being something of a sideways one in the end, and fully deserved the offer from Renault that came his way for 1983.


13. Derek DALY (Theodore; Williams)
Points:
8 Wins: 0 (Best Finish: 5th) Pole Positions: 0 (Best Grid Position: 7th) Fastest Laps: 0
Attempts:
15 Starts: 15 Finishes: 9 Points Finishes: 5

Having suffered a terrible year with March in 1981, Daly found himself with the Theodore team at the start of the season, once again making up the numbers - though to be fair the poor results of his successors at least showed he was doing a good job then.

He seemed a good choice to take over Reutemann's seat at Williams, and certainly was as good a bet as Rosberg. However, it was largely a chastening year for the Irishman. While his initial outings at Zolder and Monaco were encouraging enough, he never really pushed on, and while Rosberg was up keeping the turbos honest Daly was more often found in midfield, in both practice and races.

Running out of fuel in Canada when no other Cosworth runner managed that feat, triggering the start line accident in Austria with a poor getaway, colliding with Guerrero in Italy and losing a front wing trying to pass Warwick at Caesar's Palace were all low points, but more telling were the races when Daly did little wrong but just wasn't fast enough - coming home a lapped 5th at Zandvoort when Rosberg was pushing Piquet for second, or finishing a poor 9th when the Finn was winning at Dijon, for example.

The truth is opportunity knocked for Daly in 1982, and he was ultimately found wanting. It was clear from roughly midway through the season that Williams would be replacing him unless he turned in a few special drives, but instead of responding was more often found in midfield, picking up the odd point when others dropped out.


14. Nigel MANSELL (Lotus)
Points:
7 Wins: 0 (Best Finish: 3rd) Pole Positions: 0 (Best Grid Position: 7th) Fastest Laps: 0
Attempts:
13 Starts: 13 Finishes: 6 Points Finishes: 2

Mansell's second full season with Lotus was a trying one, but he won some good notices with several determined performances. Whereas de Angelis would fade in and out as the season progressed and the team's performance waxed, there was never any doubt the Mansell was putting more effort in, even if he lacked the same natural gifts.

The best demonstrations of his persistence came in his two scoring races. In Rio he ran very well in the new 91 to come home 5th, and was promoted to 3rd by the later disqualifications. Then in Monaco he was genuinely competitive until brushing a wall, and after repairs ran well again, recapturing 4th from de Angelis on the last lap.

He took a while to get back up to speed after his arm injury, however, and letting his heart rule his head by starting at Brands while still largely unfit showed how his willpower could turn into stubbornness. For one reason or another he wouldn't qualify well again in 1982, with the exception of Austria, where he showed the speed to score points in the early stages before engine problems.

In the last few races, his poor grid positions left him with a lot of work to do. At Dijon and Monza he did well, driving through the field to take top 10 finishes that were ultimately frustrating - if he had ran anywhere near as well in practice, both drives could have earned points. And then in Vegas he was punted off battling Baldi when he wouldn't have been anywhere near the Arrows had he qualified well. Mansell is unlike de Angelis in most respects, but both need to up their game in 1983 to go further.


15= Carlos REUTEMANN (Williams)
Points:
6 Wins: 0 (Best Finish: 2nd) Pole Positions: 0 (Best Grid Position: 6th) Fastest Laps: 0
Attempts:
2 Starts: 2 Finishes: 1 Points Finishes: 1

After taking something of a mental battering in 1981, culminating in a demoralising defeat in Las Vegas, there was a lot of talk about whether Reutemann would be racing in 1982, especially after Williams made it clear that if it came down to a choice between the Argentine and his bitter rival Alan Jones, they would take Jones. As it was the Australian decided to stick to his plans to retire, and Reutemann indeed stayed with Williams.

He responded in Kyalami with a fine drive to second place, and all seemed well. However his relationship with Frank Williams and Patrick Head, already strained, rapidly disintegrated as 1982 moved on. He was in Brazil, where he was well on the way to being beaten badly by new team-mate Rosberg when he was knocked out by Arnoux. Then, shortly before the next race, came the sudden retirement announcement.

The exact reason why he quit might never come out, and Reutemann is nothing if not a complex man. It might have been that the instant rapport between Rosberg and the team made him fear another season like 1981. It might have been a simple case of his uneasy relationship with the team principals becoming untenable. It might even have been something to do with worsening Anglo-Argentine international relations. It might have been that he just got bored. Whatever the reason, the truth is Grand Prix racing was a poorer place without him, and that Williams' constructors' placing at least suffered for his absence - replacement Daly only scored two more points in ten more races, after all.


15= Gilles VILLENEUVE (Ferrari)
Points:
6 Wins: 0 (Best Finish: 2nd) Pole Positions: 0 (Best Grid Position: 2nd) Fastest Laps: 0
Attempts:
5 Starts: 4 Finishes: 1 Points Finishes: 1

It's difficult to objectively review Villeneuve's all-too-short 1982 season after his tragic accident at Zolder, not least because the Ferrari, while a big improvement on the 1981 model, hadn't reached its' best performance during the rounds when he drove.

As it is, it can be concluded that he would have been in for a successful season if not necessarily a championship winning one (it's difficult to see Villeneuve putting in some of the steady runs to minor finishes that helped Pironi score so well, for instance). But he was a factor in all four races he started. Kyalami saw him run well briefly before a turbo fire. In Brazil he threatened to repeat the previous year's Jarama performance in a still unwieldy Ferrari until he was hassled into a mistake by Piquet; as Villeneuve remained a gentleman, it was hard to tell what annoyed him more - that he let the pressure force him into an error, or that he had been hustled off by what was basically an illegal car.

The Ferrari didn't suit Long Beach, but he still finished third after hard battles with Rosberg and Alboreto, only to lose the position due to Ferrari's rear wing gamesmanship. Then came the controversial San Marino Grand Prix, where he was ambushed by Pironi's ambition after an excellent drive, and hurt by Ferrari effectively condoning his team-mate's actions.

A full season of the pair's contrasting styles would have been a real treat, but sadly it was not to be. Formula 1 lost one of its' finest talents in Zolder in what looked like a stupid, pointless practice crash. But to Villeneuve it wasn't stupid or pointless, it was doing what he loved doing - taking an ordinary Grand Prix car and pushing it to its' limits and beyond and, despite his stewing fury at Pironi, enjoying himself while doing it. Eddie Cheever summed it up best by noting that the last thoughts Villeneuve had were most likely to be anger with himself for messing up his lap. Rather than moping at the Canadian's death, it seems much more fitting to salute his life.


17= Andrea DE CESARIS (Alfa Romeo)
Points:
5 Wins: 0 (Best Finish: 3rd) Pole Positions: 1 Fastest Laps: 0
Attempts:
16 Starts: 16 Finishes: 6 Points Finishes: 2

The Italian was arguably the most improved driver of 1982. Whereas Rosberg's talent had always been there just waiting for the right car, and Alboreto had gone from decent to impressive, de Cesaris had endured a truly disastrous season with McLaren and there were many raised eyebrows about his arrival at Alfa Romeo.

Generally, though, he showed impressive maturity in a car that wasn't particularly competitive. The first two rounds were uneventful, but then de Cesaris took a fine pole at Long Beach, and proved a few doubters wrong by showing great composure until Lauda found a way past. He then looked set for 2nd only to hit a wall, though his claim there was a mechanical failure wasn't without truth.

He was never quite as competitive again, but would give a good account on several occasions. Third in Monaco despite a dry tank was probably a fair result, as while he'd ran well and could have won, he wouldn't have been in a position to do so without the problems suffered by Patrese and Pironi, In Detroit he put the car on the front row again only to once more clip a wall, while in Canada he again ran out of fuel when heading for 3rd place.

After that purple patch there were some good qualifying performances (he only missed the top 10 three times after the new car arrived), but little joy in races as the 182 rapidly became obsolete and he became caught up in a few accidents which largely weren't his fault (being hit by Watson in Germany and rammed by his team-mate in Austria). Sadly he sullied his good work with some bad behaviour when being lapped at Dijon and the season largely tailed off, though he undoubtedly can be prouder of his season than Giacomelli can. There are still a lot of rough edges, but the first half of the season showed that it was possible for him to drive more responsibly without sacrificing his undoubted speed.


17= Jacques LAFFITE (Ligier)
Points:
5 Wins: 0 (Best Finish: 3rd) Pole Positions: 0 (Best Grid Position: 11th) Fastest Laps: 0
Attempts:
15 Starts: 15 Finishes: 4 Points Finishes: 2

After briefly challenging for the title in 1981, Jacques Laffite entered 1982 with high hopes. Ligier were getting turbo power, and while a learning year was expected at least he would be competitive. However, even before the season started, there were problems as the arrival of the Matra V6 was pushed back further and further, to the point where it became clear the engine would not appear in 1982, and the JS19 was hurriedly revised for the standard V12.

Laffite also got embroiled in internal politics, siding with team manager (and brother-in-law) Jean-Pierre Jabouille in a series of disagreements with owner Guy Ligier. While all this was going on, Cheever was generally extracting better results from the JS17B chassis. Indeed, it wasn't until Detroit that Laffite made much of an impression on the track, and even then he was shaded by Cheever, running 3rd behind the American before late engine trouble dropped him to 6th.

When the JS19 did arrive it had fundamental handling problems, but mid-season saw Laffite dedicate himself to trying to make the thing work, briefly swinging things back in his favour when the car ran well in Austria and he collected a fine 3rd place. However, the car's inherent problems also saw Laffite retire four times just because it was undriveable.

By the end of the season his motivation was clearly on the wane as he became fed up with the Matra turbo set backs and Guy Ligier and began looking for a seat elsewhere. With little to prove there was a sense he was driving within himself, and it came as no surprise when he was announced as a Williams driver for 1983, ending his seven-year association with Ligier on something of a sour note.


19. Mario ANDRETTI (Williams; Ferrari)
Points:
4 Wins: 0 (Best Finish: 3rd) Pole Positions: 1 Fastest Laps: 0
Attempts:
3 Starts: 3 Finishes: 1 Points Finishes: 1

Three frustrating seasons following his 1978 title win had seen Andretti grow tired of Formula 1, heading back to America to drive for Patrick Racing in the CART series. However, that he still hankered for a competitive Grand Prix drive was proven when he was twice tempted back as a fill-in driver.

First came a one-off drive for Williams at Long Beach after Reutemann's sudden retirement, though with no testing he struggled to get the best out of the old FW07D, qualifying 14th and retiring after hitting a wall.

Later in the season he was approached by Ferrari, who wanted to make sure they had two cars for their home Grand Prix at Monza. Andretti was delighted to take up the drive, the Tifosi were delighted to have him back in the fold, and just about everyone was delighted when he put the Ferrari on pole position. The race was less successful, but attrition saw him home 3rd. He enjoyed it so much that he juggled his CART obligations to attend the final round, but it was something of an anticlimax, Andretti qualifying 7th and reaching no higher than 5th before a suspension failure.

The points he scored at Monza helped Ferrari towards the constructors' cup, and his presence in general was a welcome one in a season of upheaval. CART will once again be his main aim in 1983, which is Formula 1's loss.


20= Jean-Pierre JARIER (Osella)
Points:
3 Wins: 0 (Best Finish: 4th) Pole Positions: 0 (Best Grid Position: 9th) Fastest Laps: 0
Attempts:
16 Starts: 13 Finishes: 3 Points Finishes: 1

With some promising form at the end of 1981, hopes were high that Osella and Jarier would continue to move forward in 1982. However, the year would prove to be a difficult one, in typical Jarier style mixing highs and lows.

For the highs, there was his 4th place at Imola, a worthy achievement despite the reduced field, some promising qualifying performances and respectable runs in California and Italy which were brought to an end by mechanical problems.

The lows were caused by Jarier's waxing commitment. Cynics pointed out that his good showing at Long Beach was due to the Frenchman wanting the then-vacant Williams seat, and that Monza came when many teams were looking at drivers for 1983. Much of Osella's sponsorship was tied to Jarier, so he got first call on everything, using all three cars at Detroit, and putting the team in big trouble when he didn't perform.

He seemed completely demotivated after Paletti's death and being overlooked for vacancies at several top teams. When the FA1D arrived in Germany and proved to be both no improvement and susceptible to alarming suspension failures it became clear he was marking time until the end of the year. In the event, he didn't even get that far, walking out in Las Vegas after one suspension breakage too many.


20= Marc SURER (Arrows)
Points:
3 Wins: 0 (Best Finish: 5th) Pole Positions: 0 (Best Grid Position: 14th) Fastest Laps: 0
Attempts:
12 Starts: 12 Finishes: 9 Points Finishes: 2

Signed for the difficult role of replacing Riccardo Patrese, Surer's season got off to a bad start when he crashed in pre-season testing at Kyalami. With broken bones in his feet, he missed the first four races and was saw for the next two - but finished both.

Indeed, Surer used his experience from running on a shoestring with Ensign to show remarkable reliability, only retiring three times - twice with engine problems and once with a fuel management problem. It meant he collected some good results, including surviving twice when others didn't to score points in Canada and Germany, and he was generally Pirelli's best race runner, even if Jarier and Warwick often outqualified him. His return from injury greatly improved the team in general, as with his help Arrows were able to find workable setups for the tricky A4, making for better results from Mauro Baldi as well.

It's true to say Surer hardly caught the eye in 1982, but then for a team like Arrows he's a perfect fit, almost guaranteed not to make a silly mistake and do his utmost to bring the car home in the best position possible.


22= Manfred WINKELHOCK (ATS)
Points:
2 Wins: 0 (Best Finish: 5th) Pole Positions: 0 (Best Grid Position: 5th) Fastest Laps: 0
Attempts:
16 Starts: 13 Finishes: 4 Points Finishes: 1

At 31 years old, Winkelhock could hardly be considered a young star, but he nevertheless made a fine impression early on in his first full season of Grand Prix racing. The ATS D5 was a handy machine on Avon tyres, and a fine run to 7th in Brazil netted him a brace of points in only his second race after the exclusions, while engine problems kept him from maintaining a challenge for 4th in San Marino, though as the car was later found to be underweight it might have just meant greater disappointment.

After the San Marino Grand Prix the team switched to Michelin rubber. Initially it seemed to work well, a trio of good practice showings culminating in 5th on the grid in Detroit, only to be forced to start in the unfamiliar spare and hit a wall. He was certainly completely outperforming his more experienced team-mate.

After that, though, the season dropped off alarmingly. The ATS was a nightmare on fast circuits due to poor aerodynamics causing a lot of porpoising, and after such a promising start he was rendered an also-ran, failing to qualify three times and not rising above 17th on the grid. Mechanical problems began to mount up too, though Winkelhock never gave less than his best and remained patient.


22= Eliseo SALAZAR (ATS)
Points:
2 Wins: 0 (Best Finish: 5th) Pole Positions: 0 (Best Grid Position: 12th) Fastest Laps: 0
Attempts:
16 Starts: 13 Finishes: 5 Points Finishes: 1

1982 started well for Salazar with a fine 12th place in qualifying at Kyalami, but it wouldn't be too much of an exaggeration to say it went downhill from there. His practice performances dropped off (after Imola he wouldn't start higher than 20th), and his race speed wasn't much better. He scored points in Imola, but as the 5th of five classified finishers.

While ATS' form dropped off as the season wore on with both chassis and tyre troubles, one thing that generally stayed consistent was that Salazar was generally slower than team-mate Winkelhock, while he would crash out of five races altogether - not what a backmarker team needs.

The most notable of these was, of course, in Hockenheim, about the only occasion he made much of an impression, and at least drew some respect for a dignified response to Piquet's tantrum. With his backing it won't be a surprise if he turns up with one backmarker or another in 1983, but it looks unlikely he'll ever do more than make up the numbers.


22= Bruno GIACOMELLI (Alfa Romeo)
Points:
2 Wins: 0 (Best Finish: 5th) Pole Positions: 0 (Best Grid Position: 5th) Fastest Laps: 0
Attempts:
16 Starts: 16 Finishes: 7 Points Finishes: 1

Another year of disappointments, technical troubles and crashes left Bruno Giacomelli's career in the balance at the end of 1982. While there were occasions where his talent shone through, they were all too brief and it was fair to say he was eclipsed completely by de Cesaris.

He seemed to sum up the directionless malaise of Alfa Romeo in general in 1983, and more often his qualifying speed was better than his racecraft. From Long Beach to Zandvoort he only qualified outside the front four rows once, but for one reason or another didn't finish any of the races. Notable mistakes came on the American street circuits, where impetuous moves on Arnoux and Watson ended his races when points were there for the taking, and there was another early crash with Mansell in Canada. The car wasn't reliable as it was, the last thing it needed was help to break.

He seemed to get it together a bit in the second half of the season, at least finishing some races, but by then the 182 car was outdated and being overhauled in midfield, though he at least managed to come home 5th in Germany. However, he seemed almost a passenger, and if Alfa Romeo do continue in 1983 it would be a surprise to see the personable Italian retain his seat.


22= Mauro BALDI (Arrows)
Points:
2 Wins: 0 (Best Finish: 6th) Pole Positions: 0 (Best Grid Position: 16th) Fastest Laps: 0
Attempts:
15 Starts: 11 Finishes: 7 Points Finishes: 2

Mauro Baldi's debut season did not have an encouraging start. Arrows seemed rudderless early on, and the A4 chassis was underdeveloped. Baldi looked poor early on, including a on-man wrecking act at Detroit but as the car got better his confidence increased.

Indeed, while rarely a match for Surer he often wasn't far behind his Swiss team-mate. Baldi has a couple of eye-catching moments in 1982, keeping going to pass Tambay and Alboreto on the last couple of laps at Zandvoort to take his first point, and handily fending off Watson in Austria.

More often than not he was doing an unobtrusive job at the back of the field, however. Like Surer, his primary aim was to bring the car home. More often than not he did this well, from Canada onwards only retiring twice - once through a racing collision, the other due to a misfire. Baldi had largely done as expected, though there was a certain lack of spark which suggested he might not go much further.


26. Chico SERRA (Fittipaldi)
Points:
1 Wins: 0 (Best Finish: 6th) Pole Positions: 0 (Best Grid Position: 19th) Fastest Laps: 0
Attempts:
15 Starts: 9 Finishes: 6 Points Finishes: 1

After a terrible 1981 season, it showed Emerson Fittipaldi's faith in Serra that he, and not Rosberg, was retained for 1982. And while one won the championship in 1982 and the other trailed at the back of the grid, it would be harsh to argue that Fittipaldi's faith was entirely misplaced.

The Fittipaldi wasn't a good car - Serra started the season in the unsuccessful 1981 model, before the new F9 arrived in France. The team ran on a shoestring for the whole year, and the new car was never really developed properly.

In this context Serra did all it was reasonable to ask, qualify more often than not, finishing most of the time when he did and hanging on for the best result possible. His inherited point at Zolder was a fair reward for a tough season where the Brazilian didn't give up, though sadly it's difficult to see where he'll find a seat if his mentor's team do fold.


N/A Brian HENTON (Arrows; Tyrrell)
Points:
0 Wins: 0 (Best Finish: 7th) Pole Positions: 0 (Best Grid Position: 11th) Fastest Laps: 1
Attempts:
16 Starts: 14 Finishes: 7 Points Finishes: 0

A sapping 1981 season with Toleman seemed to have finally finished Henton's Grand Prix career off, but he ended up being one of the few drivers to contest all 16 rounds. He was in Kyalami without a drive but offered the chance to take over from Tambay in the Arrows. The car had a lot of rough edges and Henton only qualified once, in Long Beach, where he was hit by Borgudd.

He got his revenge by taking over the Swede's seat when he was sacked by Tyrrell, but in many ways missed his big opportunity when there. Initially he did no better than Borgudd had, but as the season went on he did close the gap between his and Alboreto's performances somewhat. In Austria the Italian's early retirement left him as the team's only hope, and he rose to the occasion well, and was in the points and running nicely when the engine failed; at Brands Hatch on fresh tyres, he set fastest lap.

However, for the most part he was nowhere near the Italian, and while Alboreto no doubt received the best of what little Tyrrell had, the result was he was soundly beaten in qualifying at every round and never looked like making up the gulf in the race. Whereas Alboreto would be fighting with the McLaren and Williams cars, Henton was generally found scuffling with the Arrows drivers, Winkelhock and Mass.


N/A Jochen MASS (March)
Points:
0 Wins: 0 (Best Finish: 7th) Pole Positions: 0 (Best Grid Position: 18th) Fastest Laps: 0
Attempts:
10 Starts: 9 Finishes: 6 Points Finishes: 0

Mass missed 1981 with no seat, but had high hopes of a return to form with John Macdonald's March outfit. Things looked even rosier when Rothmans came onboard as title sponsor too.

However, neither the March 821 chassis or the Pirelli tyres were competitive early on. Mass tried his best, generally having the upper hand over team-mate Boesel, qualifying for every race except the compacted Monaco (where he was still 21st fastest), and doing what he could in races.

Sadly, the latter generally consisted of trying to be the best of the half-dozen backmarkers. On occasion Mass was able to drag the car higher up in the early stages, before inevitably dropping back. He kept trying, even after it became clear the chassis wasn't going anywhere, and even after it was clear Macdonald had made the wrong choice in buying Avon's stock. However, after his innocent involvement in Villeneuve's accident he seemed pensive, and it was little surprise he eventually decided not to return after his own big accident at Paul Ricard.


N/A Slim BORGUDD (Tyrrell)
Points:
0 Wins: 0 (Best Finish: 7th) Pole Positions: 0 (Best Grid Position: 21st) Fastest Laps: 0
Attempts:
3 Starts: 3 Finishes: 3 Points Finishes: 0

With a season of rugged performances in the ATS under his belt, Borgudd was offered the second Tyrrell seat out of genuine merit, something of a complement. However, he largely floundered and was obliterated by Alboreto.

In his first two races he was largely reliable but slow, but had a disastrous race in Long Beach. While Alboreto was up front hounding Gilles Villeneuve, Borgudd was running at the back and colliding with fellow backmarkers, knocking out both Winkelhock and Henton on his way to 10th place, seven laps adrift.

It would seem this was enough for Ken Tyrrell, and when Henton became available after finishing his substitute stint at Arrows, he wasted no time in dropping the Swede. Borgudd was unable to find a seat elsewhere, and at 36 years old with minimal backers, it seems likely his brief Grand Prix career is over.


N/A Raul BOESEL (March)
Points:
0 Wins: 0 (Best Finish: 8th) Pole Positions: 0 (Best Grid Position: 17th) Fastest Laps: 0
Attempts:
15 Starts: 10 Finishes: 4 Points Finishes: 0

No-one really knew what to expect from the Brazilian, whose place in John Macdonald's outfit after a consistent if unspectacular year in F3 was largely down to personal sponsorship.

Early on he was something of a pleasant surprise. On pace, he was relatively close to the pace of the more experienced Mass, even if his racecraft was lacking. That said, he rarely crashed the car and generally behaved himself, which is surely what a small team would be looking for in a paying driver.

However, as the March team started to go backwards he was a helpless passenger, failing to qualify four times in the second half of the year and lacking the wherewithal to take over as team leader after Mass' retirement.


N/A Roberto GUERRERO (Ensign)
Points:
0 Wins: 0 (Best Finish: 8th) Pole Positions: 0 (Best Grid Position: 11th) Fastest Laps: 0
Attempts:
14 Starts: 8 Finishes: 1 Points Finishes: 0

It is probably fair to say Guerrero was the most impressive of the newcomers to Grand Prix racing in 1982, and despite few really looking like top pedigree drivers that's not a backhanded complement. Even with his Cafe du Colombia backing Ensign had little money all season, and it was not an easy team in which to learn the ropes.

This considered, Guerrero did a good job on the whole. His season got off to a false start with his forced withdrawal in South Africa, and then he only qualified for one of the first five races. However, the last of these in Monaco saw him sidelined after Avon's withdrawal, and in the long term it would benefit him.

The N181 ran much better on Michelins, and Guerrero started putting it in very good grid positions - the 11th on the streets of Detroit was the pick, but he would put the underdeveloped car in the top 20 in seven of the ten meetings on French rubber. Sadly, Ensign's financial troubles stopped him from going too far, with the engine usually tired and spares thin on the ground, and Guerrero would only finish once (ironically, in Germany where the car hadn't ran quickly). His season finished on a low note with a blown engine preventing participation in Las Vegas, but Mo Nunn was among the many to be impressed by the personable Columbian's talent, and if he is running a team in 1983 there is likely to be a seat there for Guerrero.


N/A Derek WARWICK (Toleman)
Points:
0 Wins: 0 (Best Finish: 10th) Pole Positions: 0 (Best Grid Position: 10th) Fastest Laps: 1
Attempts:
16 Starts: 13 Finishes: 2 Points Finishes: 0

The previous year it was difficult to evaluate Warwick due to the Toleman's sparse race appearances, but in 1982 he went some way to proving he still had the speed seen in British F3. The season started off poorly, if still an improvement on the previous season, but after Monaco he qualified for every race.

His confidence grew the more races he started. While there will always be a question mark over whether the Brands performance was down to a doped car that was never intended to finish, it takes more than a little straight-line speed and some saved weight to put in that sort of performance, and while neither Warwick or the Toleman were quite as competitive again, there were still some promising signs. He ran well in Austria, might have scored points in Hockenheim had he not needed to stop, and there was the fastest lap in Zandvoort to boot.

But the problem was that having learnt to qualify for races Toleman now had to work out how to finish them too, and there were always too many things breaking. The new TG183 showed promise, however, and if Warwick, Hart and Pirelli can keep making the strides they were in the second half of 1982, 1983 could see the protracted project finally bear some fruit.


N/A Rupert KEEGAN (March)
Points:
0 Wins: 0 (Best Finish: 12th) Pole Positions: 0 (Best Grid Position: 22nd) Fastest Laps: 0
Attempts:
5 Starts: 3 Finishes: 1 Points Finishes: 0

Keegan's return to Formula 1 might have come at the age of only 27, but it felt more like a result of old friend John Macdonald wanting someone with a bit of experience to handle the car rather than a genuine chance to resurrect a career than once promised so much.

In this respect, Keegan did him something of a disservice by twice retiring through accidents (though he was largely blameless in Austria), and twice missing the grid, but the March team were in freefall by then and he matched Boesel's efforts well enough.

Keegan at least brought the thing home in Vegas, beating the Brazilian and giving the team their first result since Brands, but it's unlikely many Grand Prix teams will be on the phone for 1983.


N/A Geoff LEES (Theodore; Lotus)
Points:
0 Wins: 0 (Best Finish: 12th) Pole Positions: 0 (Best Grid Position: 24th) Fastest Laps: 0
Attempts:
2 Starts: 1 Finishes: 1 Points Finishes: 0

Despite winning the European F2 series in 1981, the likeable Lees still found himself without any permanent offers for 1982, but nevertheless was often mentioned in connection with many vacant seats. Sadly for him, rumours of Williams and Tyrrell being interested never materialised into anything concrete, but at least his reputation as a steady pair of hands got him a couple of call-ups.

The first was subbing for Lammers at Theodore in Canada. That he managed to qualify the unloved car spoke well for his talent; that it was damaged in the startline accident and he missed the race spoke for his bad luck.

He got a call from Lotus shortly afterwards to stand in for the injured Mansell at Ricard after Moreno's disastrous appearance in Holland. At first he found the idiosyncratic 91 a tricky beast and looked like doing no better than the hapless Brazilian before eventually getting in 24th and running reliably despite a puncture in the early laps. Sadly it seems like he is becoming yesterday's man, however.


N/A Teo FABI (Toleman)
Points:
0 Wins: 0 (Best Finish: N/A) Pole Positions: 0 (Best Grid Position: 10th) Fastest Laps: 0
Attempts:
16 Starts: 8 Finishes: 0 Points Finishes: 0

The small, quiet Italian had a very trying first season in Grand Prix racing. Parachuted into the team by Candy in January, when they switched their support to Tyrrell he was left as very much the number 2 in the Toleman camp.

His seat was never really under threat as he was likeable, didn't crash and Toleman had their hands full trying to make Warwick competitive. Fabi struggled to get any attention within the team, however, who often seemed to think they were just running a single driver.

At meetings where Warwick was running without many problems, Fabi did get a bit more help and showed flashes of his talent - he ran comfortably ahead of Jarier and the ATS cars in Imola, and was on Warwick's pace in Austria - but all too often he was left with mechanical problems or inferior equipment.


N/A Riccardo PALETTI (Osella)
Points:
0 Wins: 0 (Best Finish: N/A) Pole Positions: 0 (Best Grid Position: 13th) Fastest Laps: 0
Attempts:
8 Starts: 1 Finishes: 0 Points Finishes: 0

The harsh truth about Paletti is that had he not tragically been killed in Canada, few would remember his participation in 1982. While Jean-Pierre Jarier was not an easy team-mate for an inexperienced driver to have and ensured he had the best of everything (and even, on occasions such as Detroit, all of everything), Paletti never really gave much reason for things to be otherwise.

There were slight signs of improvement in the North American races, though the reduced field on both occasions no doubt helped, but the idea that a team-up with Mike Earle's proposed team in 1983 would have been a competitive proposition seems like a fanciful notion, fuelled largely by the desire to make his sad demise a little more poignant - as if the premature death of a pleasant young man somehow isn't enough by itself.


N/A Tommy BYRNE (Theodore)
Points:
0 Wins: 0 (Best Finish: N/A) Pole Positions: 0 (Best Grid Position: 26th) Fastest Laps: 0
Attempts:
5 Starts: 2 Finishes: 0 Points Finishes: 0

Byrne had shown amazing speed in Formula 3, and indeed would secure the British title despite missing several rounds while driving Grand Prix, and was offered the chance of replacing Jan Lammers in Teddy Yip's small team.

The Irishman's brash personality didn't go down too well in the paddock, however - he boisterously declared he didn't care about famous names, as long as they kept out of his way. That he then spent the two races he managed to qualify for circulating in last place watching the big names lap him before spinning out put a smile on a few faces for all the wrong reasons. There's a fine line between a driver who speaks his mind, in the manner of Lauda or Jones, and one who shows disrespect.

The TY02 was not a good car by any means, but Byrne didn't show in it any better than Lammers had. That the seat had come too early for him was obvious, and making so many enemies in such a short space of time was an unwise move to boot. It remains to be seen if anyone will have the patience to put up with his personality long enough to extract his talent.


N/A Jan LAMMERS (Theodore)
Points:
0 Wins: 0 (Best Finish: N/A) Pole Positions: 0 (Best Grid Position: 26th) Fastest Laps: 0
Attempts:
6 Starts: 1 Finishes: 0 Points Finishes: 0

Lammers' Formula 1 career seems to have been gently winding down a bit at a time since his 1979 debut with Shadow. In 1982 he was contacted by Theodore to take over their sole car after Derek Daly's departure, but found it a difficult proposition.

The TY02 was never developed properly, while the switch from Avon to Goodyear tyres and the Dutchman breaking his thumb in unofficial practice at Detroit hardly helped matters. Watching Lees then qualify the thing in his absence didn't help, though Lammers did at least get in for his home race.

Subsequent failures to qualify didn't help, though, and he was replaced in the Theodore when Tommy Byrne agreed to take over the drive. It may have been some consolation to Lammers than the F3 hotshot didn't do much better in the obsolete car, at least.


N/A Emilio DE VILLOTA (March)
Points:
0 Wins: 0 (Best Finish: N/A) Pole Positions: 0 (Best Grid Position: N/A) Fastest Laps: 0
Attempts:
5 Starts: 0 Finishes: 0 Points Finishes: 0

Once more Emilio de Villota returned to Grand Prix racing, courtesy of another group of enthusiastic Spanish sponsors. This time funding stretched to March actually running a third car especially for him, but in different colours and maintained by Mike Earle and his Onyx crew.

Given that the March 821 was proving difficult enough for the RAM team which had been working with it all year, and that de Villota had rarely qualified in his previous attempts at Formula 1, it was no real surprise that the black car didn't make a race all year.

He failed to get past the Friday morning prequalifying cut on three occasions, only making it into official practice in the two races where the entry was small enough to not need whittling down. Despite outqualifying Nelson Piquet in Detroit (but still missing the grid) by the British Grand Prix his sponsors had seen enough and withdrew suddenly. The #18 March was swiftly repainted in Rothmans colours as a spare for Mass and Boesel, and de Villota returned to Spain to rebuild his sponsorship portfolio once more.


N/A Roberto MORENO (Lotus)
Points:
0 Wins: 0 (Best Finish: N/A) Pole Positions: 0 (Best Grid Position: N/A) Fastest Laps: 0
Attempts:
1 Starts: 0 Finishes: 0 Points Finishes: 0

Given the chance to take Mansell's place in the Dutch Grand Prix (after the team vetoed him driving the Theodore in Canada), Lotus' test driver of 18 months had a horrible weekend and never looked like qualifying.

There were some mitigating circumstances, however. Despite his testing role, Moreno hadn't actually sat in the 91 at that point, Mansell and de Angelis handling all the development thus far. It wasn't a particularly easy car to drive either, as Lees (hired to prevent a repeat in France) would later attest.

Whether these were big enough obstacles to explain Moreno's poor showing entirely is debatable, but he looked out of his depth and did his chances of a future Grand Prix drive no good at all.