> World Motorcycling Championship
To be honest, the Repsol sponsorship was advantageous for the red machines. In the first year of the agreement, the Vallesana brand gained the 125 cc. World title and the 50 cc. sub-championship, with Angel Nieto at the controls. |
> Nothing happens by chance
Seat�s entry in the Rally World Championship had broken more than a few moulds in terms of what a national brand was capable of doing, and achieving, in a speciality in which the prize involved does not happen just by chance. |
> 2 litre World Championship
The high costs involved for car manufacturers taking part in a World Rally Championship to develop a specific model with a turbo fed engine and four-wheel drive, in the form of 2,500 manufactured
cars, meant that a Formula 2 category was created in 1994. It covered vehicles with atmospheric engines of up to 2 litre cylinders, with traction or propulsion in a single axle. |
> 1997: Forever
A balance which was definitely going to be positive during the 1997 season. The arrival of Malcolm Wilson in the team, to take charge of the old Ford Motorsport structure, a structure he completely renewed, seemed to indicate that the brand view would change, could be transformed, and had to materialize, with excellent isolated results in the World title. |
> 1996: Starting from scratch
The close link between Repsol and Carlos Sainz on the one hand, and the general frosty relationship with Prodrive on the other, led the oil company and driver to re-think their objectives for the 1996 season. |
> 1995: Attempt after attempt with Subaru
At the heart of the Subaru team, �94 had left two things clear: the Impreza could well be the car to compete in �95, and Colin McRae had learned a lot.
The Repsol-Prodrive agreements had been fully renewed, although probably did not enter too deeply into the question of priority of its two drivers Sainz and McRae, or McRae and Sainz. |
> 1994: A new era
1993 closed with one of the weakest balances since the Sainz-Repsol association had become a reality, at the end of the eighties. However, new horizons opened up for both parties, as a result of Toyota�s decision to change its main sponsor. |
> 1993: Lancia, a failed dream
The three sided disagreements between Carlos Sainz, Repsol and Ove Andersson, head of the Toyota Team Europe, ended with the Spanish driver leaving the team in which he had been trained and had matured. It was something that all parties would later regret, but destiny would reunite them three years hence, but only for a few days. |
> 1992: Gold medal
1992, an olympic year, brought with it the replacement of the Toyota Celica GT-Four by a new model from the same family: the Celica Turbo 4WD �Carlos Sainz limited edition�, a series of five thousand numbered cars signed by the Spanish driver, showing how highly he was esteemed by the Japanese company. |
> 1991: Resolutions good and bad
In 1991 everything had been put into place to orchestrate a repeat of the same situation. Toyota and Carlos Sainz took off as favourites, and the events of the first seven months gave no indication of things turning out otherwise. From January on, the Repsol driver began to win all those races he hadn�t won in previous years. |
> 1990: Effort and investment rewarded
The Monte Carlo Rally of 1990 marked a change in the course of events to which, in spite of himself, Carlos Sainz had drawn the attention of the Spanish press. |
> Repsol in the World Rally Championship
For a Spanish driver such as Carlos Sainz to receive an offer from an official team with the reputation of Toyota Team Europe, to participate in the 1989 complete World Rally Championship, following his superb performance in the San Remo Rally of 1988, meant an immense achievement and it inspired Repsol to return to its origins: the world of rallies in which the oil company had gained notoriety at the beginning of the 70�s. |
> On the eve of 1972, the panorama underwent a considerable change.
The management of the Repsol Motor Racing Team was completely restructured, yet its objectives were not clearly defined. Eladio Doncel left management behind, passing his post on to the Parejo brothers, Juan and Jaime. |
> By 1971, the Repsol Motor racing Team was already far beyond a mere reality.
Its image in the various competitions in which it participated was having an impact, and when the team arrived at the various places in Spain, whether to compete in rallies, mountains or circuits, they were awaited with true anticipation. |
> The racing calendar for 1970 was divided among three already well-trained drivers of the Repsol Motor Racing Team.
Alberto Ruiz Gim�nez would take part in the complete Spanish Rally Championship, seconded, on occasions by Eladio Doncel, while Jos� Manuel Lencina, who was combining his law studies with racing. |
> In 1970, new ideas marked the start of the season.
Relationships with the Jolly Club at the end of the 1969 season, when perhaps too much had been taken on, were not at their best. |
> The activity which gave rise to this union in 1969, was frenetic.
In rallies, the season commenced with one of the most decisive tests: the Costa Brava Rally. |
> The first three drivers
In 1967, Alberto Ruiz Gim�nez, a young driver from Madrid, of a considerable size, who had begun his career as the co-driver of his brother Enrique, famous for his daring participation in the Monte-Carlo rally, took command of a Seat 600. |
> Repsol Motor-Racing Team
As the 60�s drew to an end, motor racing in Spain was still in its early stages. It was a very private, individual activity, which rarely enjoyed outside sponsorship. Its success depended solely on the resources of the driver. |
> The first step
At the end of 1968 the foundation stone was laid. From that moment on the future of the Repsol Motor Racing Team was assured. |
WELCOME TO INFINITY
