Alfa Romeo Automobile Company

The Alfa Romeo Automobile Company is an Italian auto producer which was launched in Milan on the 24th of June 1910. Alfa Romeo Company has been part of a team called Fiat Group since year 1986. The corporation was held by Instituto per la Ricostruzione Industriale, an Italian state holding corporation, between the later parts of 1932 until 1986. The corporation was initially known as Lombard Automobile Factory, Public Corporation.

A lot of well-known automobile design headquarters located in Italy have allowed commissions to make concepts and manufacture vehicle forms for Alfa Romeo. An assortment of these would be the following:

• Centro Stile Alfa Romeo
• Zagato
• Pininfarina
• Italdesign / Giorgetto Giugiaro
• Bertone

The first that is mentioned, which is the Centro Stile, has quickly attained international reliability because of its work. The MiTo hatchback and the 8C Competizione super coupe are the outcome of the Centro Stile’s work.

Silverstone Circuit has come a long way since it was turned from a wartime airfield into a motor racing circuit. It is now one of the world's most famous motor sport venues.

FAMOUS NAMES

• Silverstone – named after the early English word for “wooded” area
• Maggots – named after Maggots Moor
• Becketts Corner & Chapel Curve – gave their names to the ruins of the Chapel of Thomas à Beckett
• Hangar Straight - named after two aircraft hangars that originally stood next to the straight
• Stowe Corner - derives from the famous Stowe School to the south of the circuit
• Club Corner - named after the RAC club in Pall Mall
• Abbey Curve - near the site of the ancient Luffield Abbey
• Woodcote - named after the location of the RAC club in Surrey

• Alberto Ascari leads Luigi Villoresi in the 1948 RAC Grand Prix

• Villoresi and Ascari take 1st and 2nd in the inaugural race at Silverstone

Silverstone was opened as a World War Two airfield in 1943, near the leafy village of the same name. Once the war had ended in 1945 Britain was left with a number of redundant airfields but without a major race track Donington Park was still a military vehicle storage depot, Brooklands had been sold off, Crystal Palace was in a state of disrepair and Brands Hatch was still under-developed.

The Royal Automobile Club was interested in Silverstone as a potential site and approached the Air Ministry in 1948 and a lease was arranged. At this time the centre of Silverstone Circuit was a farm producing cereal crops and also a piggery so the RAC employed farmer James Wilson Brown to create the first Grand Prix circuit at the site and gave him just two months to build it.

On October 2nd, 1948, amid straw bales and ropes, Silverstone's first event took place, the RAC Grand Prix. The crowds came in there thousands, thrilled to see the return of Grand Prix racing after so many years of war austerity.The 3.67 mile course sent the 23 competing cars racing round part of the perimeter track, up the two former runways and back to the perimeter. This layout meant cars were racing towards each other head-on until they turned sharp left and returned to the perimeter. For this reason canvas screens were erected across the centre of the circuit to stop the drivers being distracted whilst the spectators were not allowed in the centre of the circuit because of the potential damage to growing crops.

The winner of the inaugural race at the Silverstone circuit was Luigi Villoresi in a Maserati, who recorded an average speed of 72 mph to claim the first prize of £500. A year later, after the hazardous runways were eliminated and a chicane was inserted at Club on the full perimeter road, Silverstone hosted a second major event in May 1949 – the Formula One Daily Express International Trophy – virtually a second Grand Prix, won by Alberto Ascari.

Another of Silverstone's most famous classics also began in August 1949, the Daily Express International Trophy for Formula One cars and for this meeting the Club chicane was dispensed with and the circuit took up a shape that was to last for a quarter of a century.

In 1950 the World Drivers' Championship was created and the very first World Championship event was held at Silverstone on May 13.
It was a significant occasion for motor sport and the event was awarded the title of the European Grand Prix. It was attended by King George VI and Queen Elizabeth – the first and only time a Monarch has attended a British motor race.

• Alberto Ascari leads the rest of the field in the 1952 Grand Prix

• Fangio in his beaten up W196 Mercedes, after connecting with one too many oil drums

The first ever World Championship Grand Prix was won by Guiseppe Farina in an Alfa Romeo-dominated event in which the Italian manufacturer cruised to a 1-2-3 finish. Luigi Fagioli and British driver Reg Parnell filled the remaining podium positions.
The Following year the British Grand Prix at Silverstone was won by the popular Argentinian driver, Froilan Gonzalez. Nicknamed the 'Pampas Bull', Gonzalez beat off the challenge of his fellow countryman Juan Manuel Fangio to win what was to become another significant moment in the history of Grand Prix racing. Alfa Romeo had dominated the sport until Gonzalez scored Ferrari's first victory in the World Championship in a 4.5-litre un-supercharged Ferrari which defeated the previously invincible 1.5-litre supercharged Alfa Romeos.

In 1951, the British Racing Drivers' Club took over the lease from the RAC and set about turning the temporary airfield track into something more permanent. The BRDC also established the British Grand Prix date for July, swapping places with the Daily Express International Trophy. During the winter, raised earth banks were built up to give spectators a better, safer view as the straw bales and oil drums were packed away. The pits and start-finish line were moved from the Farm to their present position on the exit of Woodcote Corner and other corners were slightly modified to create a 2.927mile circuit ready in time for the 1952 season.

There were no major circuit changes in 1953 but the Grand Prix meeting saw Farina set the first 100mph lap during the Fomule Libre support race in the Thinwall Special Ferrari. Fangio, in the 1954 Grand Prix, spent much of his time connecting with the weighted oil drums used to mark the corners. He couldn't see the edge of the circuit or the drums due to the all-enveloping streamlined bodywork of his W196 Mercedes. The tin cans, in all their glory, were somewhat different to the current run-off areas and gravel traps. Timekeeping was a trifle speculative in those days and the first five drivers were given the fastest laps as nobody was quite sure of their exact times but it seemed that they were all quite quick! Since there was an extra World Championship point for fastest lap, they all had one-fifth of a point each! From 1955, the Grand Prix alternated between Silverstone and Aintree until 1964 when Brands Hatch took over as the alternative venue. The British Grand Prix had now become a major part of the British sporting calendar – one of those “must see” events alongside the FA Cup Final, The Grand National and Wimbledon.

Apart from regular maintenance, the face of Silverstone changed little during the Sixties and the circuit was the stage for some remarkable track performances. The 1960 Grand Prix was to be remembered as the race that Graham Hill lost, rather than the one that Jack Brabham won.

• Graham Hill with a young Damon before the 1967 Grand Prix

• Jim Clark leads Graham Hill in his new V8 powered Lotus

Hill stalled his BRM on the starting grid, set off in last place and proceeded to carve through the whole field, taking the lead from Brabham on lap 55 only to spin off at Copse five laps from the end when his brakes faded. It was to be another two years before Graham won a Grand Prix for BRM.

In 1961 the BRDC acquired the lease for he agricultural land within and around the circuit.
Graham Hill was also involved in what we believe to be the first “Silverstone type finish” – in the 1962 Daily Express International Trophy when Jim Clark in his Lotus 24 seemed certain of a win over Hill's BRM.
The 'old' Woodcote corner was just before the finish and overtaking could go on to the very last second. Carving his way through a couple of back markers, Clark came through Abbey to what he thought was victory. But Hill had been hurtling through from behind and arrived almost sideways in what looked like a photo-finish across the line in a last massive effort to beat the astonished Clark.

Clark was to win the 1963 event, but needed to cruise the last few laps in top gear in a desperate – and, of course, successful – attempt prevent his Lotus 25 running out of fuel.

Much work was done at circuits all round the country to improve safety during the 1960s, although Silverstone had long since abandoned rope, oil drum markers and straw bales in favour of concrete walls and earth banks. However, after two accidents in the then 'open-face' pit area along the start-finish straight, a ramp and elevated pit road were constructed in time for the 1964 season.

In 1965, two significant newcomers joined Clark on the front row of the gird – a Honda V12 racer and a young Scot by the name of Jackie Stewart in a BRM V8.

Finding itself with a thriving business on its hands, the BRDC formed Silverstone Circuits Limited in 1966, to look after the circuit's commercial activities. Five years later, the Club purchased the freehold of the entire 720-acre estate from the Ministry of Defence. Thus, the BRDC became the only motor racing club to operate a circuit on a full ownership basis.

Clark dominated the 1967 event with the new trend-setting Ford V8-powered Lotus 49 and while Stewart won the 1969 race for Matra, there was a memorable 5th place finish for Brabham in a privately prepared car entered by one Frank Williams.

Stewart, meanwhile, would go on to become a three-times Formula One World Champion – in 1969, 1971 and 1973 – and also a two-times winner of the British Grand Prix...

1971 saw Jackie Stewart win his second British Grand Prix, at Silverstone on his way to the second of his three world titles. The winter of 1974/75 saw extensive work at the circuit. In addition to the construction of a new pits complex with 44 garages – opened by the Duke of Edinburgh – the famous Woodcote Corner underwent major changes.

• Jody Scheckter spins off at Woodocte causing a multiple car pile up at the 1973 British GP.

• The crashed cars of Wilson Fittipaldi, James Hunt and Brian Henton after heavy rain in 1975.

Over the previous two decades, with the ever increasing speed of Formula One cars, Woodcote had become the high-speed corner in motor racing, the ultimate challenge to drivers of outstanding talent – taken by the bravest and most skilled quite literally flat-out in top gear at speeds above 160mph.

“It was without doubt one of the most important corners in the F1 world,” said Stewart. “In the early '70s, you could come into Woodcote and – if there was no wind, track conditions were perfect and the car was really well set up – it was suggested you could take it absolutely 'flat'.

For the third British F1 GP in succession, 1981 celebrated another home victory – four years on from his disappointment of 1977, John Watson, having been badly delayed by the crashing Gilles Villeneuve and Alan Jones, survived a race of attrition to come through for an emotional win.

• 1987; Mansell breaks clear of Nelson Piquet after having made up 16.8 seconds in 17 laps

• Ayrton Senna takes the chequered flag at Silverstone in his first ever championship year

1983 saw Alain Prost and the Renault team achieve the first win with a turbo-charged car in British GP – a fitting result as it had been at Silverstone six years earlier that the pioneering French manufacturer had made its F1 using turbo power, a technology that back then many had said would never work... Finishing fourth, also using Renault turbo power, was the Lotus of future British hero Nigel Mansell.

In 1985, the turbo era had reached its zenith and in qualifying the crowds watched in astonishment as F1's first ever 160mph lap was achieved by Keke Rosberg in a Williams-Honda – amazingly with a slow puncture! Three other drivers recorded laps at more than 159mph and the cars were now going faster through Woodcote with the chicane than when it wasn't there!

Rosberg's 160mph lap obviously set a few pulses racing and some drastic changes were deemed necessary before the 1987 event to cut speeds. The early months of 1987 witnessed the first substantial change of the circuit's layout since 1949 and, once again, Woodcote was singled out for attention. The S-bend chicane was removed and replaced by a new sharp left-right bend on the approach to Woodcote. In addition, more than £1 million was spent that winter, replacing the 1975 pits with 40 much larger garages, topped by an all-new Press Centre that would be completed by the 1988 Grand Prix.

1987 will always be remembered by F1 fans as the year that Nigel Mansell beat Williams team-mate Nelson Piquet to win arguably the most exciting British Grand Prix in history. Mansell by now was an established British motor sport hero and the inter-team rivalry between him and Piquet was intense. Piquet started the race from pole position led the race from the off with Mansell following closely behind. But on lap 35 Mansell dived into the pit lane for a tyre change in a bid to cure a worrying vibration in his car.

Mansell assumed Piquet would also have to pit, but the Brazilian had other ideas and decided to stay out and try to conserve his tyres and lead now was sizeable. Mansell had no option but to charge like never before… With 17 laps to go 16.8 seconds separated the two Williams-Hondas, but Mansell proceeded to take large chunks out of Piquet's lead – more than a second per lap – until with five laps remaining the gap was only 1.6 seconds.

The crowd went wild as Mansell, slipstreaming Piquet down Hangar Straight with two laps to go, jinked left and then dived right to pass Piquet into Stowe Corner. To a tumultuous reception, Mansell went on to win the race by 1.9 seconds and then ran out of fuel on his slowing down lap, setting off a massive track invasion by delirious British fans.

1988 will be remembered for the monsoon-like conditions that enabled Ayrton Senna, in his first Championship year, the opportunity to show his extraordinary skills in such appalling conditions. He dominated to win the race, while Mansell again caused considerable excitement with his drive to second in his now normally-aspirated Williams.

1989 saw Prost for McLaren after team-mate Senna span out with a gearbox problem at Becketts. Mansell – now driving for Ferrari – chased home in second after pitting to replace a punctured tyre.

The famous Silverstone Grand Prix track underwent major revisions in time for the 1991 staging of the British Grand Prix. Though average speeds were reduced, the revised layout remained one of the fastest on the F1 calendar.

• Damon Hill in the Williams Renault leads David Coulthard on his way to victory in 1994

• Herbert leads the field in the Benetton Renault en route to victory.

The all-new Becketts sequence, the Vale link between Stowe and Club, the plunging Bridge Bend and in-field loop at Priory, were all given the universal 'thumbs up' by both drivers and spectators.

Nigel Mansell certainly enjoyed the new circuit – he took back-to-back victories for Williams in 1991 and 1992. Sadly 'Our Nige' didn't return to complete a what could have been a famous hat-trick in 1993 as he was racing in the States but, in his place, Alain Prost upheld Williams honour. Damon Hill had been on target to give the Hill family its first-ever British Grand Prix win but his engine expired handing the spoils on a plate to team-mate Prost.

Further track revisions to reduce speeds – notably at Abbey – came in June 1994 in the aftermath of the deaths of Ayrton Senna and Roland Ratzenburger at Imola. One month later Damon Hill made up for the previous year's disappointments with an emotional home win and Johnny Herbert produced an equally stirring victory in 1995 but only after Hill and Michael Schumacher had collided when dicing for the lead.

Jacques Villeneuve maintained Williams' enviable record of Silverstone success in 1996 and 1997 before Michael Schumacher finally broke his British Grand Prix duck in 1998 but, 12 months later, broke his leg when suffering brake failure at Stowe. Despite Schumacher's accident, what had been a decade of significant change at Silverstone concluded on a high note for the local fans when David Coulthard triumphed for McLaren in 1999.

The 21st century started as the previous one had ended with David Coulthard mastering Silverstone to win back-to-back British Grand Prix. Unusually the 2000 race was staged at Easter and predictably the British weather lived down to its reputation causing widespread disruption over the weekend.

• Hakinnen braves the tempestuous UK weather to finish 2nd at the Grand Prix in 2000.

• Alonso leads Kimi Raikonnen and Michael Scumacher on his way to victory at 2006 British GP.

The race returned to its traditional July date in 2001 when Mika Hakkinen gave McLaren an all too rare win over a dominant Michael Schumacher. The German maestro, however, wasn't to be beaten in 2002 giving Ferrari the first of three consecutive victories.

Rubens Barrichello won an extraordinary race in 2003 after an Irish priest invaded the circuit.
Schumacher returned to the top of the podium in 2004 before McLaren bounced back to break Ferrari's winning streak – Juan Pablo Montoya savouring his first-ever Silverstone success. While most eyes were firmly focused on the track, Silverstone continued to evolve as a state-of-the-art F1 facility throughout the period.

By 2003 Silverstone had opened its gates to a vastly improved road infrastructure. The government's development plan to link the M1 with the M40 was completed in June 2002 and incorporated a new four-lane entrance road into the venue.

Back in 1950 Silverstone was the birthplace of today's FIA Formula One World Championship and, to this day, remains one of the world's most historic and challenging tracks.

TOP ACCELERATION 0-100 Km/h under 5 seconds

TOP ACCELERATION 0-100 Km/h under 5": the best cars ever
In this classification there are cars which have the best top acceleration from 0 to 100 km/h in the world under 5 seconds. If there are new entries hope you'll be so kind to tell it to the webmaster. Thanks.
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RANKING CAR TIME (seconds) 1 HENNESSEY VIPER VENOM 1000 BITURBO 1,850 2 LINGENFELTER CORVETTE 427 BITURBO 1.970 3 HENNESSEY DODGE VIPER VENOM 800 2,400 4 DAUER RACING 962 LE MANS 2,793 5 ULTIMA GTR Le Mans 2,800 6 RENAULT ESPACE F1 2,896 7 CHRYSLER ME Four Twelve 2,900 8 SALEEN S7 TWIN TURBO (*) 2,900 9 WEINECK POWER 427 SC 2,900 10 SHELSEY TT 2,960 11 AUDI AVUS QUATTRO 2,991 12 CALLAWAY C7 2,997 13 DODGE VIPER GTS-R 2,997 14 DAX RUSH Turbo 400 4x4 3,152 15 LOTEC C 1000 3,191 16 MC LAREN F1 3,191 17 JAGUAR XJR-15 3,193 18 FORD GT-90 3,195 19 YAMAHA OX99-11 3,195 20 KOENIGSEGG CC 3,198 21 LANCIA DELTA S4 Gr.B 3,200 22 KOENIGSEGG CCR 3,200 23 BUGATTI EB 110 SS 3,292 24 QUADRADUCE 3,296 25 ULTIMA GTR 6,3 V8 530 cv 3,321 26 VECTOR AV-TECH WX3 3,387 27 KOENIG COMPETTION EVOLUTION 3,485 28 WESTFIELD SEI 3,487 29 BUGATTI EB 110 GT 3,492 30 SHUPPAN CR-62 3,494 31 DODGE VIPER VENOM 600 GTS 3,497 32 DOLBY AC COBRA 427 3,500 33 BIRKIN S3 D-230 3,540 34 FERRARI ENZO (*) 3,600 35 SALEEN S7 3,600 36 LAMBORGHINI 6,2 MURCIELAGO 3,620 36 ALFA ROMEO 156 GTA-M 3,654 37 PORSCHE 959 3,687 38 PORSCHE 911 GT1 3,697 39 RUF CTR 2 3,697 40 PAGANI ZONDA C12S/ROADSTER 3,700 41 TVR TUSCAN S 3,700 42 TVR SAGARIS 3,700 43 NOBLE M12 GTO 3R 3,700 44 LOTUS ESTHI 3,750 45 BMW-NAZCA C2 3,791 46 LAMBORGHINI DIABLO SE30 JOTA 3,794 48 FERRARI F50 3,796 49 PORSCHE 911 GT2 3,796 50 GILLET VERTIGO 3,800 51 PORSCHE CARRERA GT (*) 3,800 52 MASERATI MC12 (*) 3,800 53 JAGUAR XJ 220 3,892 54 ULTIMA SPYDER 3,894 55 LAMBORGHINI DIABLO SV 3,896 56 CAMPAGNA TREX 3,897 57 LOTUS GT1 3,898 58 MERCEDES SLR-MCLAREN 3,900 59 FERRARI F40 3,987 60 BIZZARRINI EB-2001 3,993 61 MERCEDES CLK-GTR (*) 4,000 63 LAMBORGHINI DIABLO SE30 4,093 64 BMW NAZCA M12 4,190 65 LAMBORGHINI DIABLO VT 4,193 66 LAMBORGHINI DIABLO ROADSTER 4,196 67 HPA VOLKSWAGEN NEW BEETLE 4,200 68 FERRARI 575 M (*) 4,200 71 LAMBORGHINI GALLARDO (*) 4,200 72 TVR TUSCAN (*) 4,200 73 VECTOR W8 TWIN TURBO 4,285 74 LOTUS 340 R (*) 4,300 75 MERCEDES SL55 AMG (*) 4,300 76 TVR CERBERA 4,294 77 BUGATTI EB 112 4,396 78 CIZETA MORODER V16T 4,488 79 TVR GRIFFITH 4,490 80 VECTOR M12 4,496 81 MEGA MONTE CARLO 4,496 82 PORSCHE 993 TURBO 4,496 83 SPECTRE R42 4,496 84 CHRYSLER VIPER GTS 4,497 85 GILLET VERTIGO 4,497 86 PORSCHE 996 GT3 4,500 87 ASTON MARTIN VANQUISH (*) 4,500 88 ASTON MARTIN VANTAGE LE MANS (*) 4,600 89 BMW M3 CSL 4,900 90 LOTUS EXIGE 4,900 91 PORSHE 996 TURBO 4,600 92 LAMBORGHINI COUNTACH 5000 4V 4,682 93 FERRARI F512M 4,694 94 FERRARI F355 GTS 4,696 95 FERRARI F355 SPIDER 4,696 96 FERRARI F360 MODENA 4,760 97 ISDERA COMMENDATORE 4,785 98 ASTON MARTIN VANTAGE 4,792 99 LOTUS ESPRIT S4S 4,796 100 CHEVROLET CORVETTE ZR-1 4,796 101 FERRARI F550 MARANELLO 4,797 102 RINSPEED MONO EGO 4,797 103 PORSCHE 911 TURBO 3,3 MY 1978 4,800 104 LOTUS ESPRIT V8 4,896 105 CHEVROLET CORVETTE C5 4,897 106 MITSUBISHI LANCER EVO VII 4,900 107 MITSUBISHI LANCER EVO VI 4,900 108 PANOZ V8 ROADSTER 4,897 109 DE TOMASO GUARA' 4,989 110 CATERHAM SEVEN HPC 4,994 111 FERRARI F355 BERLINETTA 4,996 112 FORD MUSTANG SALEEN S351 4,996 113 MAZDA RX-01 4,996 114 PORSCHE 993 CARRERA RS 3,8 4,996 115 ITALDESIGN SCHIGHERA 4,997 116 TECHART PORSCHE CAYENNE TURBO 5,000 117 DE TOMASO GUARA' (*) 5,000 Note: (*): dati dichiarati

The Irungattukottai race track, which is the first of its kind in India was inaugurated in 1990.


The track is 11 meters wide and has 10 major curves, apart from a number of minor ones. A smaller club circuit of 2.1 kms is also available for shorter events. The main track has three straights, with the longest one being 250 meters. The main circuit is about 3.717 kms long, while the club circuit is 2.067 kms long. The circuit conforms to the two international bodies - the Federation Internationale de Automobile and the Federation Internationale du Motocyliste, who lay down the norms for racing and racing circuits.

Track Stats:

* Length Full track: 3.74 kms (12 curves/turns)
* Short (Club) track: 2.1 kms (7 curves/turns)
* Width: 11 metres, 12 metres at start line
* Direction: Clockwise
* First race: 1990
* Fully resurfaced: 2007
* Cars upto F3 and all bikes allowed.



Track Hire Charges:

* Pay & Practice (Own Vehicle) - Sundays Only - MMSC Members Rs 600 ( 4w) / Rs 200 ( 2w). Non Members Rs 1000 (4w) / Rs 400 ( 2w) per session
* Session Timings - 0900 to 1300 for 2 Wheelers / 1300 to 1700 hrs for 4 Wheelers
* Corporate Exclusive Day Rs 1,00,000 per day.
* Testing for anyone from automobile / component Industry - Rs 40,000 for 4w / Rs 20,000 for 2w per day .
* Movie (Film) Shooting Rs 1,00,000 per day.
* Track Rental for RACE Events; Rs 3 Lakhs for Sunday , Rs 2 lakhs any weekday .
* Note: Non Competing Advertising Fee of Rs 5 lakhs payable additionally for Titled Events from any 2w or tyre manufacturer other than our two track sponsors.

Nürburgring

The Nürburgring, simply known as "The Ring" by enthusiasts, is a motorsport race track in Nürburg, Germany. It was built in the 1920s around the village and medieval castle of Nürburg in the Eifel, which is about 70 kilometres (43 mi) south of Cologne, and 120 kilometres (75 mi) northwest of Frankfurt. Nicknamed The Green Hell by Jackie Stewart, it is widely considered the toughest, most dangerous and most demanding purpose-built race track in the world.

Originally, the track featured four track configurations: the 28.265 kilometres (17.563 miles) long Gesamtstrecke ("Whole Course"), which in turn consisted of the 22.810 km (14.173 mi) Nordschleife ("Northern Loop"), and the 7.747 km (4.814 mi) Südschleife ("Southern Loop"). There also was a 2.281 km (1.417 mi) warm-up loop called Zielschleife ("Finish Loop") or better known as Betonschleife, around the pit area.^[1] Between 1982 and 1983 the start-finish area was demolished to create a new GP-Strecke, and this is currently used for all major and international racing events. However, the Nordschleife is still in use.

The Nürburgring also plans to build a massive Air Thrust Coaster by S&S Power in 2009. It will be called Ring°Racer and will reach speeds of nearly 135 mph (217 km/h), making it the fastest roller coaster in the world, claiming the record from Kingda Ka.

1927–1939: "Nürburg-Ring"

Detailed Nürburgring map showing both the Nordschleife and the new GP section.

In the early 1920s, races called ADAC Eifelrennen were held on public roads in the Eifel mountains. This soon was considered impractical and dangerous. In order to provide work and lure tourists into the area, the construction of a dedicated race track was proposed, following the examples of Italy's Monza and Berlin's AVUS, yet with a completely different character. The layout of the circuit in the mountains was similar to the Targa Florio, one of the most important motor races at that time. The original Nürburgring was meant to be a showcase for German automotive engineering and racing talent, and was built with both purposes in mind. Construction of the track, designed by the Eichler Architekturbüro from Ravensburg (led by Architect Gustav Eichler), began in September 1925.

The track was completed in spring of 1927, and the ADAC Eifelrennen races were continued there. The first World Cycling Championship race took place on 1927-06-19, and the first German Grand Prix a month later. In addition, the track was opened to the public in the evenings and at weekends, as a one-way toll road. The Gesamtstrecke consisted of 174 bends (prior to 1971 changes), and was 8 to 9 metres (26 to 30 ft) in width on average.

In 1939 the full Ring was used for the last time in major racing events, as future Grands Prix would be held only on the Nordschleife. Motorcycles and minor races mainly used the shorter and safer Südschleife. Many memorable pre-war races took place at the circuit, featuring the talents of early Ringmeister (Ringmasters) such as Rudolf Caracciola, Tazio Nuvolari and Bernd Rosemeyer.

[edit] 1947–1970: The Green Hell

After World War II, racing recommenced in the 1950s and the Nordschleife of the Nürburgring again became the main venue for the German Grand Prix as part of the Formula One World Championship (with the exception of 1959 when it was held on the AVUS in Berlin). A new group of Ringmeisters arose to dominate the race - Alberto Ascari, Juan Manuel Fangio, Stirling Moss, Jim Clark, John Surtees, Jackie Stewart and Jacky Ickx.

Map showing the relative location of the Nürburgring. (around Nürburg, not to scale).

On August 5, 1961, during practice for the 1961 German Grand Prix, Phil Hill became the first person to complete a lap of the Nordschleife in under 9 minutes, with a stunning lap of 8-minutes 55.2-seconds (153.4 km/h or 95.3 mph) in the Ferrari 156 "Sharknose" Formula 1 car. Even 40 years later, the highest performing road cars have difficulty breaking 8 minutes without a professional racing driver or one very familiarized with the track. Also, several rounds of the German motorcycle Grand Prix were held, mostly on the 7.7 km (4.8 mi) "Südschleife", but the Hockenheimring and Solituderennen were the main sites for Grand Prix motorcycle racing.

In 1953, the ADAC 1000 km Nürburgring race was introduced, an Endurance race and Sports car racing event that counted towards the World Sportscar Championship for decades. The 24 Hours Nürburgring for touring car racing was added in 1970.

By the late 1960s, the Nordschleife and many other tracks were becoming increasingly dangerous for the latest generation of F1 cars. In 1967, a chicane was added before the start/finish straight, called Hohenrain, in order to reduce speeds at the pit lane entry. In 1970, after the fatal crash of Piers Courage at Zandvoort, the F1 drivers decided at the French Grand Prix to boycott the Ring unless major changes were made, as they did at Spa the year before. The changes were not possible on short notice, and the German GP was moved to the Hockenheimring which already had been modified.

[edit] 1971–1983: Changes

Nürburgring circuit map, taken at German Grand Prix 1964; the legend advises "No driving in the Eifel (mountains) without a lap on the Nürburgring"

According to the demands of the F1 drivers, the Nordschleife was reconstructed by taking out some bumps and installing Armco safety barriers. The track was also made straighter, following the race line, which reduced the official number of corners. The German GP could be hosted at the Ring again, for another 3 years from 1971 to 1973. Safety was improved again later on, e.g. by removing the jumps on the long main straight and widening it. A second series of 3 more F1 races were held until 1976, but even higher demands by the F1 drivers and the FIA's CSI commission were too expensive or impossible to meet. So the 1976 race was deemed the last ever, even before it was held.

Primarily due to its extraordinary length of over 22 kilometres (14 mi), and the lack of space due to its situation on the sides of the mountains, the Ring was unable to meet the ever-increasing safety requirements, and was also unsuitable for the burgeoning television market. Niki Lauda, the reigning world champion and only person ever to lap the full 22,835-metre (14.189 mi) Nordschleife in under 7 minutes (6:58.6, 1975), proposed to the other drivers that the circuit should be boycotted in 1976 because of the safety arrangements. The other drivers voted against the idea and the race went ahead. Ironically, it was Lauda who crashed in his Ferrari, probably due to failure of the rear suspension. As his car was still loaded with fuel in lap 2, he was badly burned, being saved by the combined actions of fellow drivers Arturo Merzario, Guy Edwards, Brett Lunger and Harald Ertl rather than by the ill equipped track marshals. Also, the crash proved that the distances were rather long for regular fire engines and ambulances, even though the "ONS-Staffel" was equipped with a Porsche 911 rescue car, marked (R). For Formula One, this crash marked the end of the old Nürburgring. It never hosted another F1 race again as the German Grand Prix was moved to the Hockenheimring for 1977.

In 1980, the German motorcycle Grand Prix was held for the last time on the old Ring, moving also permanently to Hockenheim. A year later, in 1981, work began on a 4.5 km (2.8 miles) long new circuit which was built on and around the old pits area. At the same time, a bypass shortened the Nordschleife to 20,832 m (12.947 mi), and with an additional small pit lane, this version was used for races in 1983, e.g. the 1000km Nürburgring endurance race, while construction work was going on nearby. In training for that race, the late Stefan Bellof set the all-time lap record for the 20.8 km (12.9 mi) Nordschleife in his Porsche 956, which is still unbeaten at 6:11.13, or over 200 km/h (120 mph) in average - partially because no major racing has taken place there since 1984.

The former Südschleife had not been modified in 1970/71 and was abandoned a few years later in favour of the improved Nordschleife. It is now mostly gone (in part due to the construction of the new circuit) or converted to a normal public road, but since 2005 a vintage car event is hosted on the old track layout, including part of the parking area.^[2]

[edit] 1984: The new Grand Prix track

The new Nürburgring was completed in 1984 and called GP-Strecke. It was built to meet the highest safety standards, but was considered in character a mere shadow of its older sibling. Some fans, who had to sit much further away from the track, called it Eifelring, Ersatzring, Green Party Ring or similar, believing it did not deserve to be called Nürburgring.

The new circuit also had a characteristic of many of the circuits at the time, in which is consisted of few overtaking opportunities.

To celebrate its opening, an exhibition race was held, on May 12th, featuring an array of notable drivers. Driving identical Mercedes 190E 2.3-16, the line-up was Jack Brabham, Phil Hill, Denis Hulme, James Hunt, Jacques Laffite, Niki Lauda, Carlos Reutemann, Keke Rosberg, Jody Scheckter, Manfred Schurti, Ayrton Senna and John Watson. Senna won ahead of Lauda, Reutemann, Rosberg, Watson, Hulme and Jody Scheckter.^[3][4]

Besides other major international events, it has seen the brief return of Formula One to the 'Ring, as the 1984 European Grand Prix was held at the track, followed by the 1985 German Grand Prix; the only time thus far that the "new" Nürburgring has hosted its country's race. As F1 did not stay, other events were the highlights at new the Ring, 1000km Nürburgring, DTM, motorcycles, and rather new type of events, like Truck Racing, Vintage car racing at the AvD "Oldtimer Grand Prix", and even the "Rock am Ring" concerts.

Following the success and first world championship of Michael Schumacher, a second German F1 race was held at the Ring between 1995 and 2006, called the European Grand Prix or, in 1997 and 1998, the Luxembourg Grand Prix.

For 2002, the track was changed, by replacing the former "Castrol-chicane" at the end of the start/finish straight by a sharp right-hander (nicknamed "Haug-Hook"), in order to create an overtaking opportunity. Also, a slow Omega-shaped section was inserted, on the site of the former kart track. This extended the GP track from 4,500 to 5,200 m (2.80 to 3.23 mi), while at the same time, the Hockenheimring was shortened from 6,800 to 4,500 m (4.23 to 2.80 mi).

In recent years, both the Ring and the Hockenheimring events have been losing money due to high and rising license fees charged by Bernie Ecclestone and low attendance due to high ticket prices; starting with the 2007 Formula 1 season, Hockenheim and Nürburgring will alternate for hosting of the German GP.

The Ring has, however, kept its association with the tragic. Despite the high standards, a few single-seater drivers were paralysed or killed in freak accidents. In F1, Ralf Schumacher hit his brother in 1997, which may have cost Michael the championship. In 1999, in changing conditions, Johnny Herbert managed to score the only win for the team of former Ringmeister Jackie Stewart. One of the highlights of the 2005 season was Kimi Räikkönen's spectacular exit, while in the last lap of the race, when his suspension gave way after being rattled lap after lap by a flat-spotted tire that was not changed due to the short lived "one set of tires" rule.

Prior to the 2007 European Grand Prix, the Audi S (bends 8 and 9) was renamed Schumacher S after Michael Schumacher.

[edit] Notable fatal accidents

• 1928: Čeněk Junek, first fatal racing accident
• 1950: Theodor Weissenberger German WWII Fighter Ace
• 1954: Onofre Marimón, first F1 driver to have a fatal accident at the Ring
• 1958: Peter Collins, F1
• 1964: Carel Godin de Beaufort, F1
• 1966: John Taylor, F1
• 1969: Gerhard Mitter, F2
• 1981: Herbert Müller, sportscar

While it is unusual for deaths to occur during sanctioned races, there are several fatalities and many accidents each year during public sessions. It is not unusual for the track to be closed several times a day for cleanup, repair, and medical intervention. The track management does not publish any official figures, but regular visitors to the track have used police reports to estimate the number of fatalities at somewhere between 3-12 in a full year.^[5]

[edit] Nordschleife racing today

Several touring car series are still competing on the Nordschleife, using either only the simple 20.8 km (12.9 mi) version with its separate small pit lane, or a combined 24.4 km (15.2 mi) long track that uses a part of the modern F1 track plus its huge pit facilities. Entry level of competition is a regularity test (GLP) for road legal cars. Two racing series (RCN/CHC and VLN) compete on 15 Saturdays each year, for several hours.

The annual highlight is the 24 Hours Nürburgring weekend, held usually in mid-June, featuring 220 cars (from small 100 hp (75 kW) cars to 700 hp (520 kW) Turbo Porsches or 500 hp (370 kW) factory race cars built by BMW, Opel, Audi, Mercedes-Benz), over 700 drivers (amateurs and professionals) and up to 290,000 spectators.

Several automotive media outlets and manufacturers use the Nordschleife as a standard to publish their lap times achieved with production vehicles.

BMW Sauber’s Nick Heidfeld made history on 28 April 2007 as the first driver in over 30 years to tackle the Nürburgring Nordschleife track in a contemporary Formula One car. Heidfeld’s 3 demonstration laps round the German circuit in an F1.06 were the highlight of festivities celebrating BMW’s contribution to motorsport. About 45,000 spectators showed up for the main event, the 3rd 4 hour VLN race of the season, and the subsequent show by Heidfeld. Conceived largely as a photo opportunity, the lap times were not as low as the car was capable of, BMW instead choosing to run the chassis at a particularly high ride height to allow for the Nordschleife's abrupt gradient changes and limit maximum speeds accordingly. Former F1 driver Hans-Joachim Stuck was injured during the VLN race when he crashed his BMW Z4.

[edit] Nordschleife public access

Nordschleife is often open to the public. 3 Caterhams seen here entering Brünnchen, a favourite spectator vantage point.

Porsche GT3 RS approaching Adenauer Forst, a blind chicane on the Nordschleife that catches-out many of the unwary.

The Nordschleife has remained a one-way, public toll-road for nearly 80 years except when it is closed off for testing purposes, training lessons or racing events. Since its opening in 1927, the track has been used by the public for the so-called "Touristenfahrten", i.e. to anyone with a road legal car or motorcycle, as well as tour buses, motor homes or cars with trailers. It is opened mainly on Sundays, but also on many Saturdays and weekday evenings. During the winter months, depending on weather conditions and maintenance work, the track may be closed for weeks.

During Touristenfahrten sessions, German road law (StVO) applies despite a common misconception assuming it is derestricted like in races. There is no general speed limit, however speed limits exist in certain areas in order to reduce noise and risks. As on public roads, passing on the right is prohibited, and the police take an extremely dim view of poor driving as they prosecute offenders with the aid of helicopters.

The cost for driving a single lap of the Nordschleife is €22 for each car or motorcycle. Multi-lap tickets can be purchased for a lower per-lap price, such as 4 laps at a cost of €75 (€19 per lap). Additional multi-lap prices are 8 laps for €145, 15 laps for €250, or 25 laps for €390. An annual ticket with unlimited laps, valid from January to December, can be purchased for €1075. All prices are current for the 2009 calendar year, and include VAT.

This Nürburgring version is a popular attraction for many driving and riding enthusiasts from all over the world, partly because of its history and the considerable challenge it still provides. The lack of oncoming traffic and intersections sets it apart from regular roads, and the absence of a blanket speed limit makes it an additional attraction mainly for foreigners.

Normal ticket buyers on these tourist days cannot quite complete a full lap of the 20.8 km (13 mile) Nordschleife, which is bypassing the modern GP-Strecke, as they are required to slow down and pass through a 200-metre (220 yd) "pit lane" section where the toll gates are installed. Since 2006, season ticket holders only can pass mobile toll gates on the track itself, in order to reduce the length of queues at the fixed barriers.

Another expensive mistake results in a ride on the recovery truck

Drivers interested in lap times (a dangerous thing to worry about, as running stop watches are frequently found in crashed vehicles) often time themselves from the first bridge after the barriers to the last gantry before the exit. In the event of an accident, the local police are known to make note of any timing devices present (stopwatches, etc.) in the police report. Consequently, the driver's insurance coverage may be voided leaving the driver fully liable for any and all damage. Normal, non-racing, non-timed driving accidents should be covered by driver's insurance, but it is increasingly common for UK insurers especially to put in exclusion clauses that mean drivers and riders have third-party cover only. Accidents are common, though, and those considering driving around the Nordschleife should read the rules that apply, as well as the "dos" and "don'ts". The 'ring has caught many people out. There is very little run-off and the armco barrier will be hit at almost any speed, should a vehicle leave the tarmac.

Drivers who do crash have a responsibility of warning following vehicles that there has been an incident. They should not try to continue driving as spilled fluids are a hazard to others, especially bikes, and it might be regarded as an attempt to escape the hefty bill for an armco repair. The 'Ring, although being to all intents and purposes a race track when used for racing, still remains a public road when opened to the public, and it is policed as such. Anyone caught or reported as driving dangerously can be fined or banned by the authorities. The costs can also be prohibitive with vehicle recovery, track closure penalties and armco repairs putting some unfortunates up to €15,000 out-of-pocket.

New for 2008 sees the possible TÜV testing of vehicles for which on-track complaints have been received by the authorities. This is only likely to be an issue for heavily modified vehicles, but German TÜV testing is far more rigorous than the UK MOT test. Vehicles which fail these on-the-spot inspections risk being banned from the circuit.

[edit] Commercial aspects

One of the original purposes of the Nordschleife is being a test track for auto manufacturers, and its demanding layout had been traditionally used as a proving ground, mainly by BMW and Porsche. Weekdays are often booked for socalled Industriefahrten for auto makers and the media. With the advent of the internet, awareness of the Nordschleife has risen in Germany and abroad, also in print media. In 1999, Porsche reported that their new GT3 had lapped the Ring in under 8 minutes, and in subsequent years, also manufacturers from overseas showed up to test cars. Some high performance models are promoted with videotaped laps published on the web, and the claimed lap times are generating discussions. Few of these supercars are actually entered in racing where the claims could be backed up.

The TV Series Top Gear have also used the Nordschleife for their challenges, often involving Sabine Schmitz

Also, other pastimes are hosted at the Ring, like since 1985 the "Rock am Ring", Germany's biggest Rock Festival, attracting close to 100,000 rock fans each year. In 2009, new commercial areas including a shopping mall and a rollercoaster will be opened.

[edit] In Computer Games

Following contemporary Formula 1 simulations depicting the GP track, in 1998 the racing simulation Grand Prix Legends featured the Green Hell and the 1967 Formula One season.

Games for consoles followed:

• Dreamcast: Ferrari F355 Challenge
• PlayStation 2: Gran Turismo 4, Enthusia Professional Racing, Tourist Trophy, TOCA Race Driver 3
• PlayStation 3: Gran Turismo 5, Race Driver: GRID, Ferrari Challenge
• Xbox: Project Gotham Racing 2, Forza Motorsport
• Xbox 360: Project Gotham Racing 3, Project Gotham Racing 4, Race Driver: GRID, Forza Motorsport 2
• PC: Race Driver: GRID, VDrift, Grand Prix Legends, GTR Evolution, GTR2 - Modded by GTR4u.de, rFactor - several versions, BMW M3 Challenge, the first modded by Com8/Ghengis99 and the second modded by raceking/gringosan

[edit] Nordschleife Map

The current 20.8 km (12.9 mi) Nordschleife course with 33 left and 40 right turns (actually about 100 corners, as counted by enthusiasts). The lower left yellow area indicates the location of a part of the Grand Prix course

[edit] Locations of note

[edit] Flugplatz ("the airfield")

The Nordschleife was formerly known for its abundance of sharp crests, causing fast moving, firmly sprung racing cars to jump clear off the track surface at many locations. Although by no means the most fearsome, Flugplatz is perhaps the most aptly (although coincidentally) named and widely remembered. The name of this part of the track comes from a small airfield, which was located in the early years close to the track in this area. Chris Irwin's career was ended following a massive accident at Flugplatz, in a Ford 3L GT sports car.

[edit] Bergwerk ("the mine")

Perhaps the most notorious corner on the long circuit, Bergwerk has been responsible for more than its fair share of serious and fatal accidents. A tight righthand corner, coming just after a long, fast section and a lefthand kink on a small crest, where Carel Godin de Beaufort fatally crashed. The fast kink was also the scene of Niki Lauda's infamous fiery accident during the 1976 German Grand Prix.

[edit] Caracciola Karussell ("the carousel")

Although being one of the slower corners on the Nordschleife, Karussell is perhaps its most iconic. One of two berm-style, banked corners, the entrance to the corner is blind, although Juan Manuel Fangio is reputed to have advised a young driver to "aim for the tallest tree"; a feature that was also built into the rendering of the circuit in the Gran Turismo 4 video game as well as Grand Prix Legends. The combination of a recognisable corner, slow moving cars, and the variation in viewing angle as cars rotate around the banking mean that this is one of the circuit's most popular locations for photographers. Named for Rudolf Caracciola who reportedly made the corner his own by hooking the inside tyres into a drainage ditch. As more concrete was uncovered and more competitors copied him, the trend took hold. At a later reconstruction the corner was remade with real concrete banking, as it remains to this day.

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