Stories from Super Touring. Hello and welcome to this week's
episode of Stories from Super Touring.
And in this week's episode, I've got a very special guest joining
me. He's a motorsport legend and
he's the 1994 British Touring Car champion.
And we're going to talk about his 1994 title success with AR
in the BTCC. Today.
It's none other than Gabrielli. Tarquini.
Gabrielli, Welcome back to STORIES from Super Touring.
How are you doing? Very well, very well.
Nice to meet you again. Yes, it's good to see you again.
Just as a as a start, we look at 1994 and obviously it was your
touring car, your British touring car debut.
Is it a view you've looked back on fondly within York within
such a varied and huge motorsport career that you've
had? Is it one of the years where you
look back on with a lot of fondness?
Yes sure, it was my first title because I mean I start racing
into in Super Touring since long time.
Also before 94 I start with AR with the 75 Turbo and after with
the BMW and after back to AR. But I never won a title,
especially because when I was involved in Super Touring I was
at the same time involving in Formula One.
So normally I never did the full season and especially for this
reason I never won a title. 94 was my first title and one of
the best memory in my career because, I mean, it was a
special season with an Italian team, with an Italian car in
England. Yeah, it was really special for
me. You, you say that you'd spent
the previous, you'd spent some previous time with AR in Super
Touring. It was their BTCC debut in 94.
As you said, coming over into England and racing in the
British series. Was it your choice to come over
and race in in the British Touring Car Championship or was
it more of a case of Alfa Romeo said right, We want to race in,
in, in the BTCC and you're, you're going to be Rory racing
with us. No, it was in Alfa Romeo.
Choose because choice because Giorgio Pianta, the the boss of
Alfa Romeo at this time after a season spending the Italian
Super Turismo the 93 where we we we was really the rookie with
the front wheel traction was the first the first 155 front wheel
traction car driven by me and Morbidelli and Tamara Vidali in
in Italy. But in the beginning the car
wasn't really competitive. During the season I I won some
some rounds, but the competitiveness was more and
more. And in the end of the season we
was we was there and saw the big boss decide the first choice was
to enter in the French championship, French Super
Touring championship. And after he changed idea,
because probably considering that the fight 155 was a
competitive enough, he choose the the BTCC and we start the
campaign of the BTCC during the winter.
Nothing to do with your your your ability to watch a bit more
Chelsea then whilst you're over here.
Now is less Italian than 94. I mean, it was an Italian,
almost an Italian team. This year, yeah, yeah.
So you came over and and obviously major debut in in the
BTCC in that season 94. Now there was a lot of talk
about what additions your car had with with regards to the the
front and rear splitters. How much did you know about that
at the time and how aware of you were the how aware were you at
the time of these developments that that Alpha course were were
were making on the car? I was aware of everything
because I mean, we start the campaign in the winter, we start
testing the tyres in Nogaro in the winter time.
And at this time I was really the the man of developing and
racing. So I start talking with Sergio
Limoni, it was the big boss of Alpha Technical Alfa Romeo at
this, this time the engineer and I mean, I, he was very busy with
DTM at this time because he was also the engineer of the
fantastic 155 DTM car. And in Nogaro we start planning
and programming what was the, the developing, what's the way
to go for improving the performance of the car.
And during the the winter time on we discover something on the
differential because at this time the differential was the
key of a front with traction and we invent something mixed in our
Raleigh and mechanic differential coming from the
Lancia Delta Raleigh car. OK.
Differential. OK, Yeah.
And we start testing on the winter and we discover a big,
big improvement in lap time and also entire wear.
And after he, he want to go deeply and deeply on the
developing the car and we introduce these rear wing and
the the front split. That was a special homologation.
And I test two or three times in the private test because they
want to keep secret to this, because the end of homologation
was the end of March 94. And it was a big rush to prepare
two 2500 car. So special edition, Silverstone
special edition was everything was made for the BTCC campaign
and we prepare the, I mean the English campaign.
Yeah, and I like that twist of that, that sort of little joke
that was called the Silverstone as well, just for the reason
though. Brilliant.
Did you expect it to 'cause as much of A uproar as it did?
But real no in the beginning no, because I mean I really know how
how big was the difference in term of performance and the rear
wing was almost 0. OK.
It was the road car rear wing coming from the A33 that was not
the performance wing. It was just to metal to increase
the the right of the wing. But to be honest the the real
gain was was almost 0. The front splitter was bigger
because it was very clever limone to use these higher duck
for the the the the disc and brake the front brakes to use
just a small wing. And these make a small
difference in in term of the front grip and lap time
performance. But I mean the surprise was
bigger because we decide never test these two solution on the
all the tests we made in England.
So we we spend a lot of time during the winter to test in the
English track because I did the no track.
I know Silverstone brands, probably a brand such and
Donington. The rest was completely new for
me and also for the team. So we tried to test as much as
possible the, the the English track and we never, we never put
the car like the Silverstone cars.
And, and we decide also in tracks on on the first race to
do the the free practise one or, and two with the with the normal
car. And we, we put just the the, the
wing, the rear wing, the front splitter for qualifying.
Yeah, this was probably not very clever because this happened
because the first race interaction was on the first
weekend of April, the 4th of April.
And the we let's goes through the end of rend of all mortgage
period. So in the end of March and the
qualifying was on, I don't remember exactly the 2nd of
April. And we put all together the rear
wing and the front blitzer. And this was, I think part of
the big mess we create in the in the BTCC 94 because nobody was
expected this configuration. Everybody start complain,
especially because the car was very good.
I mean, I score pole position. I won the first race because
interaction was a single race and the performance was was very
good. And I mean the, the surprise
don't make do you make the, the, the, the light atmosphere around
us. Yeah, there were a few in
particular Ford and Andy Rose was were were were not best
pleased. In fact, I found it funny that
he he did a few developments for his Ford and and dubbed it the
Monza in response. But but yeah, it it, it, it was
interesting. How much of an impact did you
expect to to go into the BTCC and you know, get pole position,
win the race at a, you know, at a fairly, you know, no race is
easy as such, but you know, at a fairly easy performance then.
To be honest, because especially during the winter test, there
was there was a lot of car testing at the same, at the same
day at the same track. And the performance was
especially because I didn't know the track sometimes not very
good. I mean, the pace was there.
Sometimes I was on the top three, on top five, but never, I
mean on, on top and regularly on on top on pace.
And I remember exactly a test in Alton Park and Giorgio Pianta
joined this this test and watching the the the the greet
and also the manufacturer involved, because at this time
there was 10/10 team with 10 different manufacturers.
And they say, yeah, this Giorgio Pianta told me this is very,
very difficult. And I don't think that you can
win this, this championship. And we make a bet.
He make a bet and say, OK, what, what do you want?
If you win the, the, the, the, the title and say, OK, you can
give me the car at the end of the season.
And that's was the bet with him because he was sure that we we
never achieved the title. And in the end I achieved the
title and the the car was on my garage for long, long time.
I was going to say, yeah, I know you have done to that car for a
long time, but so he must have been sweating a little bit.
Once you went and won not only at Thruxton, but you did the
double at Brands and then you won at Snetterton as well.
Yeah, that's, that's don't help the relationship with other team
because no, I mean, we didn't try to manage the advantage.
But to be honest with you and probably I don't know if the
English fan and support knowing this, but the real big advantage
was the differential and everybody was looking at the
rear wing and the front split. But at this time the
differential make the big, big difference.
But the approach was not very clever because because we can
idle it to beat the, the, the performance and try to survive
for the half season. And in the hand, nobody told me
to to to manage the the performance.
We want straight out full throttle and to win as much as
possible. So, and to be honest, it was
really too much because I won five consecutive rounds and the
6th, the 6th race I had an accident in in the first and
second in the second lap when I was not leading but I was in the
top five or six. These make make a big a big
difference. I mean because after I mean
Alton Park problem appear and there was a big.
Fight yeah, I mean, we talk of those first five race win, race
wins that you won consecutively. One of those was at Snetterton
and it was a good battle on track.
But it was a weird weekend because it was the Bank Holiday
Monday, the day after the the atrocities that happened at at
Imola with obviously the deaths of not only in Senna, but Roland
Ratzenberger, big accident to to Rubens Barrichello as well.
I mean, these these were some of these people you raced alongside
in Formula One. It must have been a weird
weekend for you. Yeah, it was a sort of nightmare
weekend. Yeah.
And fortunately, we, we was on TV because this time we was able
to, to, to, to watch the Italian TV through the satellite.
And I remember very well what, what we, we everybody saw on, on
this race weekend in Nemo. Like it was my own track.
I was racing there many times. I mean, I raised with Senna
because Senna was born in 60. I was 60, born in 60.
I mean, from 62 I personally spend a lot of time with, I've
done not only Formula One, but also in, in karting.
So it was, it was a nightmare, a nightmare.
And I remember very, very well that we'd race with the, with
the, with the black in, in, in the car and with the name of
Roland and Ayrton on, on top of the, the bonnet.
And yeah, it's, it's, I mean, it's something that I never
forgot in my life. Yeah, and that weekend as well
was the first time that your teammate Jean Pierre of Simoni
LED a race. He led him.
And poor Adesitra had a bit of a battle at the start.
What was Jam Piero like as a team mate?
Was he was he a good help? Was he he?
We've had, I've had chats with Jam Piero in the past.
He's a lovely fellow, good team mate.
Yeah, a very good team mate. I mean, in the beginning of the
season, there was not driver number one or driver #2 we start
from equal. But after the first 3-4 races,
it was clear that, I mean, it was, it was there just to, to,
to help me during the, the season.
It was a fast, a fast driver. But in the beginning, especially
because he he didn't have he didn't has a lot of experience
in touring car. It was one of the first season
in touring car because he he he he came from A1 seat car and it
was a really a big problem for him, especially to manage the
tyre wear. Also the on traffic.
I mean, the fight was his big probably minus was in in in
fight in the battle. It was sometimes to too strong
and some sometimes to to to weaken the in in this fight.
And I remember a lot of crashes in the middle of the in the
middle of the battle. So, and after he he was, he was
helping me to be honest, I I didn't need a lot of help
because the championship went to the to the my direction and Alfa
Romeo direction. But when I need his help, he was
always smiling and help me a lot.
Yeah, and. Then, as you say, the
championship moved on to Silverstone.
You won the first race but it was your first retirement.
There was an instant I think Alan was pushed by Paul or vice
versa and turned you around and poor old Keith O'door.
Yeah. And had nowhere to go and slap.
It was quite a big accident actually it was quite a nasty
shunt. Yeah, I was stopped in the
middle of the of the way on the on the line and he hit me quite
hard. But he was a car in front of him
move last minutes and he went he went to me.
And yeah, it was the first zero of the season.
And at this time the advantage in term of points was not, I
mean huge, especially because Paul Raddis it just got a lot of
points as well. So it was very, very, very fast
in the in the beginning, except the first rate was it was
stopped. I don't remember he had an
accident, but after he he won Silverstone, he he scored two
podium in Zettatone Silverstone. So he he was close to me.
And despite the five the five consecutive win, I didn't get a
a gap in in in the in the championship driver.
No, and that. Would Gap would get even smaller
when you got to Alton Park because there's the iconic scene
of all the fans pouring into the track as your trucks are are
exiting? I mean, is Alton Park is where
it came to a real head, didn't it?
This whole battle between yourselves and mainly Ford, but
Vauxhall were a little bit unhappy as well.
And at this point, did you think maybe you wouldn't be back in
Britain? And that was it.
Yeah, I was really, really disappointing because they will
start the fight. I mean, we need to to go to the
tribunal, sporting tribunal. And we had a call with Giorgio
Pianta this time just in, in the beginning of the the week.
Everybody was there. I mean, the car was ready to go,
the track was there and I was ready to go.
And when Pianta call and say you must come back to Italy, we stop
racing. And he was really serious
because at this time we, he decides to stop the BTCC
campaign. And at this time I need to come
back to race in Italy or in France, but no more in, in the,
in the BTCC. And it was really serious and I,
I know him very well since two or three years before and
everybody was sure 100% that the last race was in, in
Silverstone. So, and it was a very shame,
especially for the tifosi because but at this time there
was also starting a campaign of supporting the Alfa Romeo.
A lot of Italian came to visit BTCC because of, I mean, an
Italian fight for for the first time for the, the title with an
Italian car, an Italian team. So we start to see some red area
on the grandstand and, and I, I mean, people was crying, Italian
people was, was crying watching our track.
Yeah, yeah. Exit to the the the the the
Alton Park circuit. So it was not a really good
memory, no. No.
And at this point it had been decided that your best results
from I think it was Snetterton and and Silverstone were to be
taken. Yeah, at this point or Radisich
was actually in the lead of the championship.
So yeah, at what point did they decide, OK, we'll come back and
and did you have to do any begging or anything or was
there, you know? No, I mean, I was out of the,
the playing. I mean, I can play with just
the, the, the big boss, Giorgio Gan, Tainini Russo, the sporting
director. They they was, they was
fighting, they need to change the lawyer.
They come to the court again and they asked to have the point
back and to to make an agreement, a sort of agreement
with the with the TOCA just to give the position back with the
real wing. And we can maintain 100%, not
100%, but something like a 90% of the front splitter.
Yeah. No, the agreement was was this
and they decide to to come back. Yeah, yeah, it's it was the
rear, the rear, the the rear wing, the space had to come
down. So it was, it was a lot lower
and then yeah, the front spitter was in the retracted position,
yeah. Did that have much of an impact
on the performance of the car? You talk about it me being
mainly the the diff at this point so.
Yeah, but the the rear wing was zero.
Yeah. I mean, to be honest, it was a
cosmetical difference, but not in term of a performance.
The front splitter help a little bit, OK, the the downforce was
reducing by these new rules, but I mean, the car was not as
competitive as before, but he's still very good.
And in some track. We, we was, we was we start to,
we restart winning again because from Bransas that was, I mean,
probably my favourite track and also the 155 our track.
We we won again though. Yes, because you the the, the
you returned for Donington, which was a, a John Cleland
double, Yeah, which which he thought he was very happy with
at the time and, and thought there we go.
That's the alphas dealt with. But then like you say, you came
back very strongly at, at Brands Hatch where you and you and Jan
Piero both finished first and second both races.
So it's sort of it shows that it wasn't just the area, I guess
that the car as you said was a was a good car anyway.
To be honest, yes, it was a good car, especially for the from the
differential. I mean, the main difference was
the the the the differential, yeah.
Yeah, and then the coming into the the Grand Prix support
meeting, it was when the homologation rules changed and
and people teams were allowed to add certain bits to their car
and BMW and Renault did and it seemed to transform the BMW,
although they did have a weight, they did a bit of relief on the
weight penalty as well for the rear wheel drive You and you and
Jerkim had a great battle at Silverstone.
I I remember watching that one very fondly.
Was it more exciting at that point that you had someone to
have a bit of a tussle with on track?
Yes, especially some battle with Joachim, because I mean from
Joakim. I met Joakim years before in in
Formula One. He was teammate in AGS, not for
a long time, but, and he was, I mean not very fast on Formula
One, but very fast in Turinka. And I had some very tough fight,
but always very clean. I mean never pushed by Joaquim
or never. Strange things it was, it was
really nice to fight with him. Really, really nice to fight
with him. Yeah, yeah, no, he Joe, Joe.
Joe was smoking Joe with a super.
Yeah, Smoking Joe. Yeah, we.
Love smoking, Joe, but you then. So you, you, you finished second
to Joe actually at the, at the British Grand Prix support
meeting, which had that big crash at the start.
And talking of big crashes, we get to Knock Hill.
Yeah, which I'm sure I'm pretty sure you wouldn't have.
You mentioned earlier at the start of the show that you had
only experienced brands Donnington and and Silverstone.
What on earth were you thinking the first time you got to Knock
Hill? Because that's like a roller
coaster, isn't it? Yeah, I mean, I remember very
well we didn't test on the winter especially because
probably there was no there very, very cold.
And we decide to to, to go to, to Knock Hill very early in in
the week. And at this time there was free
practise starting from I don't remember Monday or Thursday, but
or Wednesday. But we we spend two or three
days testing over there. And I mean, despite the car was
very competitive, we wasn't very competitive in Nokia.
I mean, probably it was me because first time you need to
pay the don't know the, the really the way to go and how,
how to approach these different truck.
I mean, you'll spend much more time on the grass and over the
curb resident on the asphalt. And for me, it was really,
really difficult. It was one of the my worst
qualify qualifying in the season.
And it was the the very first time that the president of Fiat
Cantarella joined to see our weekend.
It was the worst one. And I remember he, he was
watching me on the, the, the third quarter where I, I roll,
roll after in the first race. Yeah, yeah, yeah, yeah, yeah.
I mean, the, it's, it's iconic. It's iconic.
And yeah, it, it, it's one of the.
And I think it's helped by Murray Walker's unique
commentary of it all. I remember exactly from the the
word of Mario, it's Star Queenie, it's star Queen that's
his. I mean even if I I go to the
social now I can find some video coming from the 94 no kill
racing track so. It was.
The really iconic, Yeah, it's. It was Tim Harvey that sort of
nudged you after that, wasn't it?
And it was, it was a really bizarre accident because it
wasn't at a high speed or anything, but you just kept
going. And she just kept that.
He just wouldn't stop. It was.
It was really, really strange because it was like you told, I
mean the speed was around 70 or 80 kilometres per hour.
It was a second gear corner, very, very slow.
But I was jumping on the curbs and Harvey hit me on the side
and these effect make like a washing machine and I never
stopped. I was rolling I was inside as
surprised how long I I roll around because for me it make no
sense to roll so long with these very low speed.
But yeah, it's, it's a really unusual accident, but the amount
of damage it did to the car as well, it was.
Completely destroyed, yeah. So what did the what did the
Fiat president say All. That he was very, very happy
because, I mean, we was leading the championship and despite the
performance of Nokil, he said this is fantastic for marketing
because I mean, he was clever to know that he's an acid, iconic
accident. They'd make probably more effect
than to win the race. Yeah, yeah, that's true.
Yeah. And one thing I've got to ask is
did Tim ever apologise? Yeah, I was.
I mean, I was hungry with him and the first, but probably he
was surprised as well because he didn't expect the car rolling in
front. Of him, yeah.
Yeah. Go fast and so long so.
Well, they, they still give him a bit of stick about it now
because I, I, they, they did the coverage of the, the current
towing cars from Nokia last year.
And, and I know that Paul O'Neill gave him a bit of you've
rolled a few cars around here sort.
Of you know. So it's still fondly remembered.
But yeah, I mean that that is one of as, as we've said, the
the one of the most iconic accidents.
But you did get back to Orton Park to actually race there this
time and, and, and got a third place.
Then we got to the Brands Hatch and got another pair of seconds.
At this point it was a case of when, rather than if, you were
going to win the championship. Yeah, this time the BMW was
really, really fast. It was almost uncatchable.
And for the the, the weight and for the performance, I mean, it
was very difficult to fight with the with the smoking jaw, but
fortunately I can score podium and points.
So I keep maintain my gap, increasing my gap.
And yeah, before, before Silverstone, everybody knows
that the probably Silverstone was the key of the title.
With some points there, I can, I can close the, the, the, the
fight for the title. And another, I mean, anecdote
before Silverstone that I was completely sick the week of
before Silverstone, I was completely sick and with high
fever and I, I was not sure to, to, to join Silverstone for the
race. And at this time, Alfa Romeo
send send me a doctor at home just to, to, to try to, to
recover me well and, and soon and fast.
And fortunately I can recover a little bit on, I don't remember
it was Wednesday and Giorgio Pianda sent me the private jet
to collect me at home and send me to, to Silverstone.
So it was the the the the the only one I I can I can approach
a track with a private jet. Nice.
Yeah, very nice. Was there any chance of you
missing it at any point, or would you have just gone on with
it anyway? No, it was not completely and
fully recovered, but the fever gone.
I mean, I don't remember, but completely before the, the, the
qualifying I was a little bit sick on on free practise, but
after in in qualifying I was, was was good.
Yeah. And that is where you did clinch
the title, Yeah. Including the first race, yeah.
Including that brilliant lock up and the, the, the, the tyre
speech that you did on the, on the, on the start finish line.
I mean, at that point that must have been, I mean, it was a, it
was a tough year with so many ups and downs for you.
You know, at one point you thought early on that you
weren't even going to complete the season.
So it must have been a big relief to to finally get it done
and completed. Yeah, because I mean the IT was
like I told you before, it was my first title.
Yeah. I never fight for the title in
my life. And at this time, Alfa Romeo was
under pressure because in 93 they won the DTM with Larini,
but in 94 there was not a very good campaign and they lost very
early the championship. And they put all these pressure
into me because at this time Alfa Romeo was a big team,
spending a lot of money to fight with the with the others.
Probably it was the biggest team in term of money spending in in
touring car. And I can feel this pressure and
especially because I was under fever here, completely sick
private jet come in into my house to bring me and to send me
to Silverstone. I was really, really.
I can feel my the pressure on my shoulder.
Yeah. And for me, the first race, I
want to close on the first race and I can win the first race
because my car in Silverstone was very good and I can try to
attack team on, on, on, on the the last few laps.
But when they told me by radio that second position was enough
to to win the title, I decide, OK, I can stay.
I can stay 2nd and win the title.
That is much more important than risky.
And scored zero and opened the the title again.
And so for me it was after the Chequers flag.
I was really, really, really happy.
Yeah, I can imagine. I could imagine it.
And then you went on and won the second race as well there.
Yeah, because I told Tonini Russo because Pianta was not
with us in in the Silverstone. And I say now I won the title
but I want to win the second race and I will try as hard as
possible to win. It was a big fight again and I
can I can score another win. And he may be, if I'm not wrong,
gate win in in the BTCC that it was at this time something
really special. Yeah, yeah, that's right.
Yeah. You mentioned Nini Russo there.
I mean, he, he seemed like, he seemed like quite a character.
Was what was he like? It was a a very nice man.
My relationship was very good for long time within.
He's living in Portugal and I call him every time, especially
in Christmas time because he's, he's one of my favourite sport
director I had in my my career. Now I am sport sporting
director. So I know what's the job.
But he was one of the, the best on his, his role and was very,
very good in, in all the kind of things and all approach to the
motorsport. I mean, he, I can earn something
from, from his job. And yeah, I was very, very happy
to to have Nini with me at this time, Yeah.
And then obviously that was a penultimate meeting.
So the finale was at at Donington.
Job done as far as you were concerned.
A rare off in the in the first race, you ended up in the gravel
trap, but it meant that you were at the back of the grid for the
for the final race of the season.
And it produced one of the most incredible drive through the
field and almost in a second. Role.
Yeah, that must. Have been fun.
Yeah, because I decided to let Jean Piero win and I was there
just to to help him win. And unfortunately, in the first
race, I make a mistake and they cost me the race.
And in the second, the gem Piero finally got a win that I was
very, very happy for him. And I had these two wheel side
way for, I don't know, 200 metre or something like this.
That the another iconic video from these this season and these
there is an explanation. I mean, now I can, I can told
you because this differential I had to a button in the steering,
in the steering wheel, I can completely close the
differential. And normally we use on jumping
on the kerbs just to avoid the wheelspin, because at this time
the mechanical differential was not like now that you can stop
the the speeding very fast and so when I jump.
Over the curbs, IEI push the bottom a little bit earlier than
before and the effect that you have two two wheel, 2 wheel
torque that help me to to go on the side.
And fortunately I reduce the the the the the the spinning.
I start spinning with the wheel and I can open the the steering
wheel to to the left a little bit to do to the left to help
the the car land, land in the ground again.
But unfortunately the oil radiator collapse when I land
because it was quite hard and there was an oil leak and I I
need to stop. I need to.
Yes, because that you did that right in front of me and I
thought, Oh no, he's going over again.
But yeah, yeah. Because it was a really nice
comeback. And I mean, in my head, I don't
remember if I was 4th or 5th, but there was the possibility
to, to, to finish into the podium.
So I was fully attacked because I, I had never to lose and
something to gain. I mean, the championship was
over. Jean Piero was leading by radio.
They they told me that Jean Piero was leading and I was in
fully attack version and unfortunately I didn't.
I didn't. Finish.
No, it's, it was, it was quite funny actually, because on the
coverage, if you look back, you kept overtaking everyone into
the, the, the, the Goddard chicane, going out onto the
Grand Prix loop and your pit crew kept getting it wrong on
the pit boards. You'd pass somebody and they'd
be like right P6 and you weren't your P5.
And then the next lap, really. Yeah, I remember.
But but yeah, as you say, Jam Piero won his his only touring
car. Yeah.
And that obviously that must have been great for the for the
for the team as well to see Jam Piero yeah, take his first win.
Yeah, especially because, I mean, he deserved to win a race.
He was sometimes in the condition to win.
I remember in Brands he let me pass once and sometimes in the
battle he give he give me my his position.
So he was, I mean, especially after the the first five races,
it was obliged to work, to work with me, a dirty work because
sometimes the people don't say this, but I I really want Jean
Piero let let win a race. Yeah.
At least, yeah. Yeah, it, it's funny because
I've, I've, I've messaged back and forth with, with Jean Piero
before and he'd actually never seen his own win because he said
I flew straight back to Italy once the race finished.
So we never saw the, the races on television.
So I sent him the, the, the videos and, and he was so
thrilled about it. He said it's one of his
favourite memories in Motorsports.
So that's quite cool. But so, yeah, you, you won the
the your first championship and then left the BTCC certainly at
the start of 1995. Was that again, was that your
choice? Or was that alpha saying, right,
we want you to go and do this now?
No, it was alpha choice. I mean at this time Giorgio
Pianto decide everything on his mind.
Probably he want to win at home because I mean, since the last
win was 92 on the with AR for Alfa Romeo, the Italian Super
touring with a different category, but they never won in
the in the class D2 like it was called this category Super
Touring and and we come back to to Italy, but unfortunately the
car wasn't really competitive like in 94, especially because
everybody was able to to copy our differential because not
everybody, but it was yuland that make on on sale on market
our differential because they discover completely how it was
working and probably it was a little bit better than our
differential in 94 and 95. For this reason we we lost the
competitiveness and this time there was the OD 4 wheel drive,
especially in Italy was almost uncatchable.
So we spend the first part of the the season fighting with
them, but we're not not a lot of result.
And after because the the BTCC campaign with war weekend Simoni
wasn't really good. Alfa Romeo sent me back for some
races in BTCC. But I mean the result was not as
as as good as expected. Yeah, yeah.
And at what point did you get on the phone to piano and say,
where's my 155? I want it now.
No, it was. It was a nice man and in the end
of 94, he took my car, completely rebuilt, and he sent
to my home. It was a new car.
It was my car, but completely new.
Yeah, and stay in my garage until 2021 because I never use
it and I sold on 2021. Yeah.
Did you ever take it out afterwards or was it just a
static sitting in your garage for?
That no obvious, I mean car of like, like this car you must run
I mean every two or three years. So yeah, yeah, because my my
family run a go Kart track. So I use this go Kart track just
to to do a roll out with my 155. Nice, nice, nice.
SO yeah, we, you've obviously we've mentioned that one, 1994,
your first title. Do you, you seem to think of it
as a really high point in your very illustrious career.
We look we look back at what you've won throughout your
career in a World Touring car championships, numerous other
touring car championships. But 1994 really does resonate
with you still to this day. Something really special.
For me is at the same level of the World Touring Car
Championship, probably even more.
I mean, not, not probably the last one.
That is my best memory of my career because that was very
old, because I was, I mean, I won on 2018 and I, I was 50,
almost 57. So I remember, and this is
probably the best of my career, the best achievement of my
career, but in very close to to this, it's the BTCC.
Yeah, 94. Talking of the best of your
career, if there was one race that you could say that was the
race of my life in any category whatever, what would it be?
For me it was the my all my only Formula One point in Mexico 89.
So that's the race of my life. I remember, I will remember
forever and still on my in my best memory because I mean I
spend 6 season in Formula One but without a very performance
car performing car and with AGS scoring a point, it was
something very very hard to achieve.
Yeah, no, I can imagine. But no, I mean, Gabrielli, just
want to say thank you again for agreeing to join us this today
to talk about your 1994 title success.
When you look back at 94, is there one thing in particular
that sticks out for you in the memory, or is it just the whole
year in general? No, I, I really appreciate how
much fun we got, especially in the end of the season.
I mean, I watch the the, the number of fun increasing race by
race. Yeah.
And in the hand it was almost 15 or 20% of the people watching
the BTCC. And that surprised me.
OK, 50% was Italian or Alf Italian, Alf British, but I
still, I mean a very good memory and a motivation for me.
I mean, remember the the 94? Yeah.
No, perfect. Well, thanks again for agreeing
to, to join us to talk about the, your specials here in 1994.
Gabrielli, just yeah, thanks very much.
And, and from, from all our listeners, we just like to say
thank you for all the memories you've given us over the years
in, in the British touring cars and beyond, because you are one
of the, you are one of the iconic drivers of the, of, of
the sport. So thank you.
Thank you to you and I want to say Arrivederci to the BTCC fan
because I mean I want to be back probably with the the old
touring car cars, I don't know, but once I I will be back.
Well, I'm sure touring car fans around Britain will be delighted
to hear that, Gabrielli. So my thanks again go to
Gabrielli for joining us on today's episode of Stories from
Super Touring, looking back at his incredible 1994 title
success with AR. A huge thank you to you guys as
well for listening to today's episode.
If you enjoyed it, please take a moment to leave us a review,
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