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This excellent but atypical pilot motorist can be considered one of the aces of his time, in spite of the contradictory thing of his fabulous dowries. Its character open and ingenuous, free of doblez or sophistication, attracted its companions. Extraordinary pilot Mario Andretti, companion of Ronnie in Lotus, said of him that “(...) he conserved a species of innocence, of purity. (...) Dejó in the sport of the automobile an empty place that never will be occupied.”

Ronnie to all march in its March 701 of the Antique equipment Automobiles Racing Team. Its better result in season '70 obtained in its race debut, 7º in Monaco (MV*)
With its magnificent sense of the balance and its innate ability, Peterson was able to remove the maximum party to any car from races, although badly it would be regulated, compensating very instinctively his defects with the form to take it; but it did not know to explain his engineers what was due to correct to improve the behavior to him. Roebuck narrates the opinion of Chapman on the matter: “Strange Era. You could change something fundamental to the car and it continued turning in the same times! When he asked to him if he noticed something different, he responded: `Then… skids a little more… ´ From where? Of ahead, of back, of both axes? `Then… I am not safe… ´”

Its style, of strong supports and lengths side slips, was very spectacular but it punished too much the frame, the suspensions and the tires. Although, when the car held … In 1971, seconded by Jo Bonnier, won in the 1,000 Kilometers of Barcelona, surpassing with its agile Lola T212-Ford Cosworth 1.8 liters on the winding one drawing up of Montjuich to the Porsche Wyer 917 5.0 liters of Bell/VanLennep; and, according to Javier of the Arc, “(…) it flew materially by the track (…)” In formula I, not to excessively tire muscles of the neck when resisting the centrifugal forces, Ronnie got to subject to the helmet to roll bar with chains.

The rest of Lotus 78 of Peterson after its fatal accident. Hunt and Reggazoni went the one who extracted the Swedish pilot of the destroyed vehicle (MV*)
The Grand Prix of Italy was injured on the circuit of Monza, disputing Sunday 10 of September of 1978, in a multiple wreck that provoked a strong controversy. The director of track, Gianni Restelli, gave the exit when still the single-seaters of squad tail rolled, completing the heating return. Peterson, starting off from the fourth row, looked for a hollow in the apelotonamiento of the first braking. Then it was attacked by James Hunt, closed as well by Patrese. The single-seater of Peterson was crossed and was run over by the Surtees de Brambilla, that arrived very fast, restraining and looking for a opening hopelessly. In the shock the wheels of the single-seaters jumped that struck to Peterson and Brambilla, producing to him to this one fracture of skull.

The Lotus of Peterson began to burn and was Hunt, seconded by Regazzoni, that, at the risk of its life, was introduced in the torch and it saved to him to perish carbonized. Unconscious, Peterson was taken part of multiple fractures in the legs, although the radiologist had advanced who no was irreparable. The state of Brambilla seemed more worrisome, but it was Peterson that passed away that night (already Monday 11), apparently due to embolias caused by fragments of bony marrow in the sanguineous torrent, as well as to the renal failure.

Surtees TS20 lead by the Italian Vittorio Brambilla. After the accident the Italian competed five races more to retire in the GP of Italy of 1980 (MV*)
Vittorio Brambilla (1937-2001) saved the life, although a year in returning would take to run. The ex--champion James Hunt (1947-1993) felt like person in charge, and it was possible to be seen him grieved and tearful after the accident, but a carried out survey by the Milanese judge Arming Spataro tried to purify other responsibilities. Besides Patrese and Restelli, one mentioned the director of the circuit of Monza, Giuseppe Bacciagaluppi. This one, as well, complained against Niki Lauda by declarations that culpabilizaban to him. Indeed, to Niki Lauda (who was proclaimed finally winning of the race, after the declassification of Andretti and Fittipaldi - by to have advanced in the second exit) his father died to him, of 56 years, when suffering a cardiac infarct when he contemplated by television the images of the accident. Andretti would be consecrated, however, champion of the world at the end of the test, but were no great celebrations in the Lotus equipment, hoping the news of the hospital.

Many of their colleagues blamed to Riccardo Patrese to initiate the tragic accident, but the court of exonerated it to Milan of all responsibility (MV*)
Also, in the wreck they had been involved Jody Scheckter, Clay Regazzoni, Hans-Joachim Stuck, Brett Lunger, Derek Daly, Patrick Tambay… Later, one also accused Jody Scheckter to have realized a dangerous maneuver in the central part of the track. Of form, perhaps, precipitated, most of the pilots (headed by Fittipaldi and Lauda) accused to Patrese and they sanctioned to him, prohibiting him to take the exit in the following Grand Prix of the United States, in Watkins Glen. All did not think the same: Rolf Stommelen, team-mate of Riccardo, supported with its companion and the Great Prize did not run either.

The court of Milan that took the case exonerated of all responsibility to Patrese and Restelli in a sentence emitted at the end of 1981, but the important thing was that no longer would become to see in the circuits of Grand Prix would be to the own Peterson, with its spectacular pilotage that had been worth him the officious consideration of the being “the fastest man of formula l”.

Peterson testeando its first go- kart in Hjälmaren, 1962. Later it happened to formula III with a pilotage style that caused sensation (MV*)
Bengt Ronnie Peterson had been born in Orebrö the 14 from February from 1944 and began to run as a child in go-kart, obtaining several championships. When it passed to the formula lll it did, it with a Svebe, a single-seater constructed by his father who replaced successively by a Brabham, a Tecno and a March. By that one time, its excessive pilotage already had provided to him more of a scare. In Them Coupes du Hall 1969, when it competed with other young wolves of formula III, like Emerson Fittipaldi, Reigns Wisell, Tim Schenken, Jean-Pierre Jaussaud, Fran1cois Mazet or Patrick Depailler, a touch to the straw bullets of chicane caused that its March upset and caught fire, in a wreck that could have been very serious of not being very next the aids.

It alternated formula III with II (the March), and with the same mark it was released in formula I in 1970, on board the 701 (721G and 721X the following years), of where it happened to Lotus (the 72), again March (761), Tyrrell (the famous one and semi-failed P34 of six wheels) and again Lotus (78 and 79).

Andretti teaches the way to him to its Peterson companion. During 1978 Ronnie it won in two occasions, whereas it did it to Andretti in six opportunities (MV*)
For 1979 it was fichado by McLaren (and it would not have either right: that year they were the Ferrari and the Williams those that worked). In formula II he was champion of Europe 1971 and in to 123 formula I Grands Prix had disputed, obtaining 10 victories (3 of them in Monza, indeed) and reaping 206 points altogether. Runner-up was from the world in 1971 and 1978.

In spite of his 20 years of races, one was not tired, there was lost no an apex of motivation, taste to look for the limit. Recent declarations hers were well explicit on the matter: “I feel like more express than ever. I have never thought about retiring to me. I will always continue piloting any thing that moves. Still I enjoy tremendously…” Its main distraction was a aquarium of exotic fish that did not get tired to contemplate


It presses (Efe): 11. 12, 13, 14, 15, 16, 20 and 22 of September of 1978
Bugler: 12 of September of 1978
The Country: 12 of September of 1978 (Ignacio Lewin), pg. 37; 6 of October of 1978 (Efe), pg. 34; 23 of August of 1982 (Ignacio Lewin), sports, pg. 4; 11 of September of 2000 (J.M. Martí Font), pg. 53
Speed: 16 of September of 1978 (Bred Luis-Ramon), pg. 26; 23 of September of 1978, pg. 32-36
Freeway: 17 of September of 1978, pg. 45; 12 of September of 2000 (Blond Josemaria), pg. 57
Hello: 23 of September of 1978, pg. 37; 30 of September of 1978, pg. 37
Gallery: 22-28 of September of 1978 (A. Glezca), pg. 14-15
Change 16:24 of September of 1978, pg. 68-69
Sport-Car: October of 1978, pg. 24; June of 1979 (Mario Andretti): pg. 55; December of 1981, pg. 12; December of 1992, pg. 29; Julio of 1993, pg. 35
L´Automobile: November of 1978, pg. 61-69, 83 and 87; June of 1979, pg. 88
Encyclopedia of the Car: volume 6, pg. 1.361
Nigel Roebuck: pg. 21 and 25
Sport Special Car Freeway Nº 2 (1989), pg. 75
Burchkalter/Shed: pg. 219
Isenberg: Racing Cars: pg. 62
Classic motor: January of 1997 (Orlando Rivers), pg. 80
It brushes Jones: pg. 43, 74, 85, 136, 167, 217 and 251
Formula 1 1997-98: pg. 191
Formula 1:1998, pg. 99
Rétro car: February of 1995, pg. 20; April of 1998, pg. 103
F1-50, pg. 47 and 55 (Mike Doodson)
Racer: September of 1998 (David Phillips), pg. 69
E. and F. Verplanken
Thoroughbred & Classic Cars: April of 1999 (Eoing Young), pg. 86
Formula F1: 99/00, pg. 197
Javier of the Arc: “40 Years of Montjuïc”, pg. 552 and 567
Tremayne & Hughes: pg. 64 and 75
G.A. Engels (301002)

Photos: Forix.com - RonniePeterson.se

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