ATS (wheels)
The ATS Racing Team was a German motor racing team, who first became involved in Formula 1, Formula 2 and 1977-1984. The team was initiated and led by Günter Schmid. It was, as the company ATS same name, located in Bad Durkheim in Mannheim.
Owner of the team was next to the industrialist Erich Schmid steel Schmidt from the Sauerland Werdohl who acquired the shares of the ATS co-founder fraction and the pure motor racing plans of Schmid not only supported, but only enabled. As a team manager but acted solely Schmid. He was in the 1960s, race car driver and even had a number of races in Formula V disputed. He drove his last race in 1972, when he already earned fulltime at the rim manufacturer. Then Schmid sponsored several national motorsport events before his company was actively involved in motor sports, to promote the brand ATS.
- 2.3.1 The starting position
- 2.3.2 The Race
- 2.3.3 A new car
- 2.5.1 The starting position
- 2.5.2 The Race
ATS in the formula 2
The first use as a motor sport team had the team " ATS Wheels" in the Formula 2 season 1976. Hans Günter Schmid denied the first year only half-heartedly. Neither the technical or organizational basis nor the personnel structure was suitable to achieve sustained success in Formula 2. In addition, ATS Wheels did not participate in all the races of the Formula 2 Championship; other hand, the team also appeared in each race who were not of the Formula 2 Championship.
As an emergency vehicle reported " ATS Wheels" a Lola T450, a problematic, not competitive, as a result the car, which had been prepared in only four copies for the 1976 season and, apart from ATS, was only sporadically used by private drivers. The car was powered by a conventional BMW engine, which in that season over competing engines from Renault had left behind. As a driver, ATS reported first the Finns Mikko Kozarowitzky who had shown in previous years, some decent results in smaller classes.
Mikko Kozarowitzky came in the season opener, the Germany - trophy on the Hockenheimring for ATS Wheels. He was able to qualify, the race but did not finish. The next event at Thruxton left from the team. The third championship race, the Gran Premio di Roma in Vallelunga, it came back on again with Kozarowitzky, which however failed to qualify this time. Hans Günter Schmid then separated from Kozarowitzky, the two (unsuccessful ) attempts undertook in the aftermath with the private RAM team in Formula 1. For the following Formula 2 race, the Festival Prize of the city of Salzburg, ATS Wheels obliged the Americans Teddy Wentz, who qualified the race but did not finish. After ATS Wheels had the Grand Prix de Pau again omitted, the team Rhein Cup appeared again on the Hockenheimring, where it now Bertram Schäfer himself as the driver. Shepherd did not take part in the race, however. For the subsequent race in Rouen, Mugello and Enna ATS Wheels reported the sports car driver Reinhold Joest, who, however, could only qualify for the race at Mugello. The race in Estoril and Nogaro let ATS Wheels turn out before the team returned to the last championship race of the year at the Hockenheimring with the Finn Mika Arpiainen. Again, there was no finish line. Shortly before ATS Wheels had still not to the championship scoring Coppa Santa Monica participated in Rimini; Driver was here Roland Binder been, who also did not finish.
Overall, the Formula 2 season was disappointing for ATS. Hans Günter Schmid took stock and told the trade magazine Auto Motor und Sport that he is the financial cost of a Formula 2 season very high; for a similarly high amount he could also bring a car in Formula 1 at the start.
The appropriate way to do this was already in the winter of 1976 / 77th
The Lola T450 used by ATS still exists. It is in the hands of a private racing driver who occasionally participates so on hill climbs.
ATS in Formula 1
1977
The Formula 1 involvement of ATS began when Hans Günter Schmid end of 1976, the material of the American team Penske took over, which had declared its withdrawal from Formula 1 after this season. In the 1977 season of ATS began in 1976, developed by Geoffrey Ferris and his time driven by John Watson Penske PC4 chassis, a car that had at least won the 1976 Grand Prix of Austria. So the team had a successful mission equipment, so that the starting position for the Formula 1 involvement was much cheaper than it was a year earlier been to the entry into the Formula 2 it. In the first year the car remained largely unchanged.
ATS debuted at the fourth race of the World Cup, the USA - West in Long Beach. As a driver Hans -Joachim Stuck was initially provided, however, at the same time was given the opportunity to replace the previously fatally injured Carlos Pace at Brabham. ATS therefore committed itself to short the Frenchman Jean -Pierre Jarier, who was a legend, on a ski vacation and had to travel immediately to the first race of the team. In the debut race, Jarier qualified for the ninth position ( in front of both Tyrrell and before Hans Joachim Stuck in the Brabham ). He completed the race with a lap behind in sixth and drove for the new team as equal in its first race the first World Championship point a. In the other races, there was however no additional championship points more. The season was rather difficult. The team suffered one hand, from the fact that the chassis increasingly obsolete; On the other hand the organization of the team was not optimal according to observers. For the British Grand Prix ATS undertook once Geoffrey Ferris as technical adviser in order to obtain some indication of the optimal tuning and the like from the creator of the vehicle. As a result, the application did not pay off. For the remaining races ATS continued to work without a continuously responsible technical director.
Jarier drove the Penske PC04 with start number 34 up to and including the Italian Grand Prix. During this time he was able to qualify regularly with the exception of the Grand Prix of Spain, but was no longer in the qualifiying over the second half of the grid out. In six races Jarier crossed the finish line; the best result was eighth place at the Grand Prix of Sweden. In the Grand Prix of France, Germany, the Netherlands and Italy, he fell out with each engine or transmission failure.
The Grand Prix of Germany ATS brought a second car at the start. Here the German touring car driver Hans Heyer went for ATS in the race. He did not qualify, but started illegally. In official documents, the note stated: " managed somehow to start". The race stewards noticed this only when he gave up with an error in the transmission. At the Grand Prix of Austria, the Netherlands and Italy started in his place Hans Binder, who was eighth in Austria twelfth and Italy.
At the last three races of the year, which took place overseas, ATS took no further part for reasons of cost.
1978
The starting position
Hans Günter Schmid tried in the winter of 1977 /78 to strengthen the material basis of his team. To this end, he took a lot of material from March, a British race car manufacturer which had operated from 1970 to 1977 a separate Formula 1 team, but he explains the withdrawal from the factory Grand Prix racing in late 1977. ATS took over from March the technical equipment, the factory in Bicester and beyond the membership of the FOCA. Part of the business was also an agreement with Robin Herd, one of the founders and co-owner of March Engineering, due to which stove should revise the existing Penske car for ATS. As a result, so was the ATS HS1. The term HS should make the alliance between Robin Herd (H ) and Hans Günter Schmid ( S) clear to the outside. The HS1 was a car that was essentially based on the substance of the 1976 Penske PC4 and had built primarily to changes in the body. The HS1 had no effective airfoil on the lower floor and placed so that no Wing -Car dar. very fact of the competitiveness of the car were clear limits. She was equipped with a conventional Cosworth DFV engine, the tires came from Goodyear. A total of three vehicles were manufactured from type HS1.
The 1978 season should be for ATS to an erratic year. There have been numerous changes in the management team and also with the drivers.
ATS first appeared consistently as a team with two cars. As the first driver Jochen Mass (start 9) has been reported. For the second car ATS had first captured Bruno Giacomelli in the eye, which had been the team of Robin Herd recommended. But Giacomelli said from short-term since he became involved in the in-progress Formula 1 project of Alfa Romeo; in its place ATS finally committed again Jean -Pierre Jarier, the starting number. 10 received.
The races
Jarier and Mass achieved their best results in each qualification in the season opener in Argentina: Jarier started out as a 11 and was in the race 12; Mass came from 13th on the grid than 11 to the finish. His best result this season scoring Mass with a seventh place at the Grand Prix of Brazil. However, this race caused some disquiet in the team. Mass was damaged heavily in training his car. Hans Günter Schmid showed him then for the race itself, the car of Jarier to, which in turn - even though he had a much better starting place - the race was unable to attend. Jarier retaliated in the following race, the Grand Prix of South Africa, in his own way: He reached on the long straight between Crawthorne Corner and The Kink with 281 km / h, the highest speed of all drivers. In the race itself, he came in eighth and scored his best result here.
The qualification results were progressively worse over the course of the season. Until the Grand Prix of Germany succeeded Mass ( with the exception of the Grand Prix of Monaco) regularly, to qualify for the race; he had, however, increasingly confined to positions in the last third of the grid.
In the spring of 1978, some unrest in the team. Jean -Pierre Jarier was replaced for the Belgian Grand Prix after a dispute with Schmid by Alberto Colombo. Neither Belgium nor in the following race, the Spanish Grand Prix, the Italian could qualify; he was the slowest participants of each qualification. Hans Günter Schmid therefore replaced him for the Grand Prix of Sweden by the Finn Keke Rosberg, who had previously shown some use with an underpowered car in Theodore Racing Team. Rosberg stayed for the first three races in the team. He was able to qualify regularly and looked in Sweden and France the goal, even if only as a 15th or 16th
For home race of ATS, the Grand Prix of Germany, Keke Rosberg joined Walter Wolf Racing. He was replaced for this event again Jean -Pierre Jarier, which, however, failed to qualify for the race. Jochen Mass qualified in this race for the last time for ATS. He went as 22nd in the race, but collided on the first lap with Hans -Joachim Stuck in the shadow, whereupon the two German drivers failed. In the next two races, the Grand Prix of Austria and the Netherlands, missed Mass then with a clear residue qualification.
At the Grand Prix of Austria Hans Binder drove the second ATS, took the occasion of the Grand Prix of the Netherlands Michael Bleekemolen. The Dutchman had been successful in Formula V and Formula 3, but had no Formula 1 experience. In the Formula 1 1977 season he tried to get to the starting line at the Grand Prix of the Netherlands a private March for the team RAM Racing, was there but by far the last qualification and did not take part in the race itself. Michael Bleekemolen could neither qualify as Hans Binder and Jochen Mass, so that not a single ATS participated in these events. After Jochen Mass had suffered a broken leg at a private test drive at the Silverstone circuit, separated Hans Günter Schmid from him. His car with starting number. 9 took over for the final three races of the season Michael Bleekemolen, while the second car with starting number. 10 at the Grand Prix of Italy, Harald Ertl and in the overseas races in the U.S. and Canada finally back Keke Rosberg.
A new car
During the year it became obvious that the cars used so far represented the most significant problem areas of the team. They were in their conception, now almost three years old and gave rise to no ground effect, so they had significant disadvantages compared with the younger competition. ATS had the designer John Gentry commissioned in the spring of 1978 with the design of a new process developed by modern design features cars. Gentry designed the car along with Gustav Brunner, who first worked on a Formula 1 car here. The car, which was designated D1, was completed in summer 1978. The D1 copied outside the current Lotus 79, that car that was in 1978 became the measure of all things. Although had the D1 in the side boxes airfoils; unlike the Lotus the design of the ATS, however, was only half-heartedly: So there were various attachments of the car in the side boxes, including the exhaust pipes, parts of the suspension and the oil tank. They disturbed the airflow under the car considerably, so that a useful ground effect could hardly occur.
The D1 was completed in a single piece in the summer of 1978. Michael Bleekemolen tested the car on the occasion of the Grand Prix of the Netherlands at the Circuit Park Zandvoort, but reached it only disappointing results. First, the team used the then more famous HS1.
For the U.S. Grand Prix of D1 was brought to the starting line in some revised form. The sidepods were now largely - if not completely - removes pesky add-on parts, so that the ground effect could be harnessed. The D1, to be a single piece, was given to Keke Rosberg, while Michael Bleekemolen still had to make do with the old HS1. Rosberg qualified the new car in his first race for the 15th place. However, he did not finish the race, because in the 21st round collapsed power transmission. At the last event of the year, the Canadian Grand Prix, Rosberg went as 21 in the race. He saw the goal, but had 12 laps and was not scored.
Overall, the team suffered in his second season on staff and technical Inkontinuität that prevented better results long term. This did not change, the new, rapidly presented but not yet mature chassis D1, nothing.
1979
The starting position
Hans Günter Schmid began once more to change instead of continuity. In terms of human resources, he undertook Fred Opert, who until the end of 1978 a special team ( Fred Opert Racing) entertained in Formula 2. Opert was the team manager of the ATS racing team. Furthermore, a new technical director was committed with Nigel Stroud, who replaced John Gentry. One of his tasks is to develop in the course of the season, a new car that was fully satisfying to use as a ground effect car belonged.
ATS Until the completion of this car, which was configured for the summer of 1979, used as a transitional model, a vehicle called D2, a car that had been developed during the winter break in commissioned work in Italy. It was designed by Giacomo Caliri, an engineer who began around the same time, to construct their own Formula 2 cars for Minardi. The D2 -based de facto on the construction of the D1, but copied in some details, in turn, the Lotus 79, the World Champion Car of the Year 1978 However, the D2 should prove to be problematic car.; Hans -Joachim Stuck referred to him in the course of the season as " undriveable ".
The races
The race of the 1979 season went for the team, with moderate success. At the World Championship races Stuck could with the D2 - apart from the British Grand Prix - mostly qualify. However, were stucco and the ATS D2 usually found only in the last two or three rows of the grid. An exception was the Monaco Grand Prix, where pieces went into the race in 12th.
In the race itself, the team with the D2 reached almost nothing. In the first 10 races of the year in which the team announced the D2, saw Hans -Joachim Stuck only twice the target. At the Spanish Grand Prix, he was 14, and the subsequent Belgian Grand Prix he finished eighth - but no less than 13 other drivers were previously eliminated. Stuck himself fell in the other races either with technology from defect, with the suspension, steering and transmission crystallized as particular problem areas, or - less frequently - due to driving errors.
With two Grand Prix, the team was not in the race: the opening event, the Grand Prix of Argentina, did not succeed in the mechanics to finish the car in time for the start of the race. There was also the Grand Prix of France the so-called tire scandal, an event that was characteristic of the image, the ATS and especially the team owner had made in recent years. In the case concerned the type of related Goodyear tires. Goodyear supplied for some time for individual teams special qualifying tires. This was a service that had the most powerful teams like Lotus and Brabham reserved, in turn, were in competition with the Michelin -equipped teams of Scuderia Ferrari and Renault. ATS was a team that had not scored in 1978 World Championship point and in 1979 still could not have a countable results, none of the teams favor of Goodyear, so that it - like many others - had to compete in the qualifying race tires. This fact limited the competitiveness of the teams on. Hans Günter Schmid 1979 had tried repeatedly during the season to get his team qualifying tires; Goodyear had this regularly rejected. As Hans -Joachim Stuck with the ATS D2 during free practice for the Grand Prix of France could only reach one of the slowest times, Hans Günter Schmid saw the reason for this in the Goodyear tires. Schmid was one of his notorious tantrums and pulled his team immediately - that is, before the time training - from the event from. As a consequence, ATS did not participate in this race. Fred Opert was appalled by the behavior of the team owner and announced immediately. In the following days, smoothed the waves, and Goodyear agreed to continue to supply with ATS tires. Qualifying tires the team certainly did not get to continue. In place of Fred Opert as team manager came from the summer of 1979 the former racing driver Vic Elford.
The remaining races ran joyless. At the British Grand Prix, Hans -Joachim Stuck was next to Arturo Merzario who moved a self-built car, in the non- qualifiers again. His last assignment was the ATS D2 at the Grand Prix of Germany. Here Stuck qualified as 23 and Penultimate. Due to a suspension defect he failed to complete even a single round at the home race of the team. Thereafter, the D2 was taken out of service.
A new car
As a substitute the Grand Prix of Austria, the ATS D3 was at the next race, reported that car where Nigel Stroud had been working since the beginning of the year. Stroud was supported by Kurt Chabek, who had previously worked for the Willi Kauhsen Racing Team at the unsuccessful Formula 1 project. Stroud and Chabek aligning themselves in the draft ATS Caliris D2, however, conceived a new monocoque and - much more important for the drivability of the car - a new suspension. The drive continued to serve a conventional Cosworth DFV eight-cylinder. The changes proved to be beneficial for the team: Already in his first race with the D3, Hans -Joachim Stuck was able to qualify for the 18 starting position. In the race however he left out due to engine failure. In the following race could stucco two 15, one 14 and work out a 12th starting position, the latter at the Grand Prix of Canada. Sunday's final race, the U.S. Grand Prix, stucco achieved 5th place, the only points of the season for the team. A total of only seven riders were that in this race to the finish, does not detract from the value of the result.
1980
For the fourth Formula 1 season of the German racing team Jo Ramirez assumed the role of team manager, a position which he had occupied for many years at Fittipaldi. The team started the season with the known D3 - vehicles. In the first months of the year Gustav Brunner and Tim Wardrop revised the design very difficult. The new car, the ATS D4 was outside the Williams FW07 modeled on that car that had left in the Formula 1 season 1979 considerable impression. It debuted at the third race of the season at the Grand Prix of South Africa at Kyalami. The D4 was prepared in a total of four copies.
The now "Team ATS " said team announced early in the season two cars for the Swiss Marc Surer and the Dutchman Jan Lammers. After a serious accident by Marc Surer reduced ATS but his dedication and continued for the rest of the season ( with one exception) only a car, sat in the alternately Lammers and Surer.
Jan Lammers missed the first three races of the year in each case clearly the qualifications, Surer, however, reached first on a regular basis a race entry. In the opening race, the Grand Prix of Argentina, Marc Surer was his D3 for 23 starting place qualify, did not see the race, however, the goal, as his car went up in the 27th round in flames.
At the third race of the season, the Grand Prix of South Africa, ATS reported for the first time the new D4, which was initially a one-off. The car was Marc Surer passed, the completely destroyed it in free practice in a serious accident. Surer contributed to this accident, including two broken legs and had to pause in this and in the following race. ATS hired a replacement driver, but initially focused on the use of Jan Lammers. In the fourth race of the season, the Grand Prix of the USA ( West) in Long Beach, Lammers was able to use a newly constructed D4. He came with the car right away along well: during the qualifying for this event Lammers was only 1.1 seconds slower than Nelson Piquet, who had won the pole position for Brabahm. By this time, Lammers reached the sensational fourth starting position and took it before Alan Jones and Carlos Reutemann in the Williams FW07B powerful, and automobiles of the Scuderia Ferrari in the race. However, the good positioning did not help, since already in the first round collapsed, the power transmission and the car turned out. In the subsequent Grand Prix of Belgium and Monte Carlo Jan Lammers reached respectively qualifications in the midfield, but did not see each target. In the Belgian Grand Prix, he was nevertheless - in twelfth and last - counted, as he had traveled a sufficient distance in spite of an occurred eight laps to engine failure.
For the French Grand Prix Jan Lammers was replaced by the fit-again Marc Surer, who qualified as the 11th, but left in the race with gearbox problems. The first actual finish of an ATS reached Surer at the Grand Prix of Germany, in which he finished 12th. For this race ATS reported again a second car that was driven by Harald Ertl. Ertl did not qualify his D4; he missed qualifying by 2.8 seconds, and was still 2.3 seconds slower than the penultimate, Rupert Keegan in the privately entered Williams FW07B the team RAM Racing. In the other race, Surer initially qualified yet for starting places in midfield; later in the season but the team fell off and on. Low point was the non- qualification Surers the Grand Prix of Canada. The race results were unremarkable. At the Grand Prix of Austria Surer was 12, at the following Grand Prix of the Netherlands Tenth, and at the U.S. Grand Prix at Watkins Glen reached with an eighth place he the best result of the season.
1981
The starting position
At the end of the Formula 1 season 1980 Gustav Brunner had left the ATS team to develop Maurer Motorsport Formula 2 cars for the German racing team. Hans Günter Schmid committed then for the coming year the Frenchman Hervé Guilpin as technical director, who had worked in previous years some time in the Formula 1 teams from Renault and the Equipe Ligier. Guilpin should turn over a new car for the team design. At season's start the new vehicle, however, was not come across the planning stage, so that the "Team ATS " said team first had to compete more with Gustav Brunner ATS D4.
During the season there should be difficulties with the tire supplier. Since Goodyear had declared in December 1980 in view of the persistent, the prestige of motorsport debilitating power struggle between FISA and FOCA short its withdrawal from Formula 1, had at the start of the Formula 1 1981 season, all teams - and therefore ATS - with start Michelin tires. Michelin was this, but only willing, as long as there are no other tire manufacturers involved in Formula 1. The Michelin tires should prove resilient as limited, so many teams with the inevitable to use French tires were not happy. The situation changed when returned after a few races Goodyear and some selected teams took them under contract. Other teams dodged on Pirelli during the season. For the English teams RAM and Theodore Racing finally the British tire manufacturer Avon Rubber jumped in the hitherto could not have Formula 1 experience. ATS was also unhappy with Michelin, but could come with either Goodyear or Pirelli to an agreement, so that ultimately a change to tire of Avon was completed. This step took place before the British Grand Prix.
ATS should predominantly contest with a single car the 1981 season. Only for the Grand Prix of San Marino, the team announced two drivers. First the Dutchman Jan Lammers was for the car with the starting No. 9 again reported, had worked for his resignation at ATS for the rest of last season with Ensign.
The races
Jan Lammers was initially able to draw on the two 1980 produced D4 chassis with the numbers 03 and 04. With them he was able to show in the first race of the year only decent performance, due to which ATS was seen in the area of the rear center field.
Lammers could in the season opener, the Grand Prix of the USA ( West), qualify for the launch site 21. In the race he collided with Bruno Giacomelli, however, in Alfa Romeo motorsport, so the chassis has been significantly damaged. In the two weeks before the next race, the Brazilian Grand Prix, the team did not return to Germany, but remained overseas. There, the mechanics had to repair with improvised means the destroyed chassis. As a result, it did not succeed Jan Lammers, to qualify with the back standing on its legs D4 for the race of Brazil. At the Grand Prix of Argentina, the situation was slightly better; Lammers qualified as 23 and came in the race in 12th with two laps to the finish. However, there were some inconsistencies in the team in conjunction with a rear wing. The team had a newly developed, not far getesten rear wing, the engineers wanted to try in training for the Grand Prix of Argentina. In several press reports, is to read that Hans Günter Schmid refused this. After the engineers had insisted on the use of the new part, Schmid said to have these press reports thrown and destroyed the rear wing on the ground. After some members of the team were dismissed.
At the start of the European season undertook ATS Roger Heavens as new team manager. In addition, for the first European race, the Grand Prix of San Marino, ATS unique two vehicles were reported. In addition to the Swede Lammers Slim Borgudd was reported ( start No. 10), an accomplished Formula 3 driver without experience in Formula 1 Borgudd brought with financial assistance from the Swedish pop band ABBA. He himself was not a member of this band had, but sat with two studio recordings on drums. At Imola, both drivers had a ATS D4 available. Borgudd qualified in its debut race for the 24th starting position and ultimately came in the race in 13th place with three laps to the finish, while Jan Lammers failed the qualification. Hans Günter Schmid took the opportunity to part again by Jan Lammers. For the rest of the season, the team 's Slim Borgudd as the only driver reported (now with the starting No. 9).
At the following race, the Belgian Grand Prix at Zolder, Borgudd was the first time a new car, designed by Hervé Guilpin ATS HGS The HGS ( for Hervé Guilpin / Schmid) was an uncomplicated car with wing profile, the bad with the Michelin tires harmonized. As a conventional Cosworth DFV in turn drive eight-cylinder was used.
At first use in Zolder Borgudd is not qualified, but damaged the HGS, so once the D4 was used in the next race, the Monaco Grand Prix. Neither here nor Borgudd could qualify for the next race in Spain and France, its residue at the pole ranged between 4.5 seconds (in Spain) and 7.8 seconds ( in Monaco). Improvement occurred from the Grand Prix of Great Britain, at the ATS first used tires from Avon. From now on, the qualification was safe ( with the exception of the last race of the season in Las Vegas ), but Borgudd never came on the 20th starting position, which he reached at the Grand Prix of Germany, also. Overall, there were only two target arrivals for Borgudd with the HGS. Of particular value was the sixth place at the Grand Prix of Great Britain; then he came only at the Grand Prix of the Netherlands to the finish, where Borgudd unspectacular tenth. Apart from technical failures were also recorded as driving mistake.
ATS finished the season in eleventh place in the constructors' standings ( pari passu with Theodore Racing).
1982-1984
Schmidt made a great effort to zusammenzubekommen the team in 1982. Two D5 cars ( much improved HGS1 ) were used for Manfred Winkelhock and Eliseo Salazar. This brought better results, a fifth place by Manfred Winkelhock the Grand Prix of Brazil and a further fifth of Eliseo Salazar at the Grand Prix of San Marino. Angle Hock was the Grand Prix of San Marino sixth, but was disqualified for being underweight his car. The race was boycotted by most British teams because of a political crisis within the sport. The team did improve this season, but remained in the midfield hang. The most famous moment was probably when Nelson Piquet in front of cameras Salazar at the Grand Prix of Germany attacked because the ATS driver had collided with the leading Brazilian.
For the year 1983, the team moved those BMW turbo engine, and the Brabham team drove. As the driver continued Manfred Winkelhock in use, as a designer committed to the young Austrian Gustav Brunner. World novelty of the model, called the D6 was an undisguised carbon fiber monocoque. It turned out that the car was fast, but the team was overwhelmed with the technically sophisticated car. Sadly highlight was the Friday practice prevented the race in 1983 on the Hockenheim ring to which Manfred Winkelhock because of several technical defects with both the use - as could turn no single flying lap with the spare car and rain in Saturday's final practice a time that Manfred Winkelhock the qualification provides. So stood as seasonal Conclusion Although several top -10 starting positions, but only an eighth place in the race at Brands Hatch and thus no championship points to book.
For 1984, we give a building on the same concept D7. The pattern of the season remained the same, Manfred Winkelhock was using the ATS - BMW often go quickly, the car remained susceptible to defects. For the Grand Prix of Austria in 1984 debuted the young Austrian Gerhard Berger in a second car, which created a finish right away. Then Gerhard Berger was also used for the Grand Prix of Italy, in which it came to a head: An Manfred Winkelhock vehicle broke before the start of the first course, followed by Manfred Winkelhock shuts off his car. Team boss Günter Schmid put him as the refusal to work out and announced to the driver.
Although Gerhard Berger in the second car also had transmission problems, but it was end of the race - favored by many failures - prerinsed up to sixth place. The overdue championship point were team and driver not recognized because ATS had enrolled early in the season just a car (angle Hock ) and had the second -nominated only during the season.
Disappointed by the failure of series the last two years, BMW stopped the motor supply to ATS. Since Günter Schmid failed aufzutun an alternative engine suppliers, the team was disbanded at the end of the 1984 season.
Comeback with Rial
After he had built up with a new rim manufacturer RIAL, Schmid rose in 1988 with this as a Formula 1 team back in Formula 1. But already in 1989, the team moved back again after six championship points had in two years can achieve.