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Michele Alboreto (; 23 December 1956 – 25 April 2001) was an Italian racing driver, who competed in Formula One from to . Alboreto was runner-up in the Formula One World Drivers' Championship in with Scuderia Ferrari, and won five Grands Prix across 14 seasons. In endurance racing, Alboreto won the 24 Hours of Le Mans in with Joest Racing, as well as the 12 Hours of Sebring in 2001 with Audi.
Alboreto's career in motorsport began in 1976, racing a car he and a number of his friends had built in the Formula Monza series. The car, however, achieved very little success and two years later Alboreto moved up to Formula Three. Wins in the Italian Formula Three championship and a European Formula Three Championship crown in 1980 paved the way for his entrance into Formula One with the Tyrrell Racing team.
Two wins, the first in the final round of the season in Las Vegas, and the second a year later in Detroit, earned Alboreto a place with the Ferrari team. Alboreto took three wins for the Italian team and challenged Alain Prost for the 1985 Championship, eventually losing out by twenty points. The following three seasons were less successful, however, and at the end of the season, the Italian left Ferrari and re-signed with his former employers Tyrrell, where he stayed until joining Larrousse midway through .
Further seasons with Footwork Arrows, Scuderia Italia and Minardi followed during the tail end of his F1 career. In 1995, Alboreto moved on to sportscars and a year later the American Champ Car series. He took his final major victories, the 1997 Le Mans 24 Hours and 2001 Sebring 12 Hours, with Germany manufacturers Porsche and Audi, respectively. In 2001, a month after his Sebring victory, he was killed testing an Audi R8 at the Lausitzring in Germany.
In 1980, Alboreto took the European crown and finished third in the Italian championship, taking five wins between the two series. An appearance in the British Championship was also made that year.
Alboreto's European title earned Alboreto a move into Formula Two, a feeder series for Formula One, with the Minardi team. He scored Minardi's only F2 victory, at Misano, during the 1981 season where he finished eighth in the championship.
When Lancia chose to move to a new class of competition with the Lancia LC1 as the championship concentrated solely on endurance races in 1982, further success came for Alboreto. A small schedule for the championship, as well as an emphasis on European circuits, allowed him to compete in every race that year. Although the LC1 suffered from mechanical problems on its debut, Alboreto and teammate Patrese were able to rebound to earn a victory at the 1000 km of Silverstone. Teo Fabi joined the duo for the 1000 km of the Nürburgring, where they once again earned a victory. He was not able to repeat his previous success at Le Mans when the LC1's engine failed, and was unable to complete an event at Spa when the car broke in the closing laps. A third victory was earned by Alboreto and new teammate Piercarlo Ghinzani at their home circuit, Mugello Circuit. The final two races of the World Championship season had Alboreto's car eliminated from contention due to accidents. At the end of the season, he had secured fifth in the Drivers' Championship.
Lancia changed classes and cars once again in 1983 World Sportscar Championship season, but Alboreto remained as one of the team's primary drivers. He brought the new Lancia LC2 to a ninth-place finish in its debut at the 1000 km of Monza, but the new car struggled to finish the next few races of the season. His entries would not finish another race until round five, where he earned eleventh. While Lancia chose to skip later rounds of the championship, he would not return to the team in order to concentrate fully on his commitments to Formula One. His troubles with the LC2 and early departure from the team earned him only two points in the championship.
In comparison to the previous season, Alboreto had a more successful 1982 campaign. The Italian took the first podium of his Grand Prix career at Imola and, at the final round in Las Vegas, Alboreto took his first Grand Prix win. He is the last winner of the Caesars Palace Grand Prix as the following year, the track was axed from the calendar. Alboreto scored a total of 25 points during his second season of F1, finishing as the top Italian in eighth place overall.
Despite a win in Detroit, registered as not only the last victory for a naturally aspirated car until the end of the turbo-era in 1989, but the 155th and last F1 victory for the Cosworth DFV (technically Alboreto's Tyrrell carried the DFV's 1983 development, the DFY), after Nelson Piquet's leading Brabham suffered a rear tyre deflation in the closing stages, Alboreto failed to finish in the points consistently and, with only one further points finish at Zandvoort, he finished the season with ten points and down in twelfth position. However, it was announced that the Italian would partner René Arnoux at Scuderia Ferrari. Replacing Patrick Tambay, he became the first Italian driver to race for the marque since Arturo Merzario in . Allegedly, by signing Alboreto, Enzo Ferrari broke his own personal rule about hiring an Italian driver for his Formula One team.
would prove to be Alboreto's most successful year in Formula One. He took two wins: the first a dominant win at the Canadian Grand Prix with new team mate [[Stefan Johansson]] finishing second, and the second at the German Grand Prix where he had a somewhat luckier time, twice being involved in incidents with other cars (once with Johansson at the very first corner of the race, giving his team mate a flat tyre) and with his car trailing oil smoke for much of the event, though a brake problem and a lack of power from the TAG-Porsche engine kept his main title rival [[Alain Prost]] from challenging. Alboreto led the points table until Round 11 at Zandvoort, but finished the season in second place with 53 points, 20 points behind new World Champion Prost. Formula One [[journalist]] [[Nigel Roebuck]] commented that "Alboreto was Prost's only real challenger for the World Championship". Ultimately it was Ferrari's unreliability which cost Alboreto his chance at the World Championship as he failed to finish the final five races of the season all due to mechanical failure, though he was classified 13th in Italy despite his engine blowing on lap 45 of 51. At the 1985 European Grand Prix at [[Brands Hatch]], after stopping to replace a flat-spotted tyre on lap eleven, his Ferrari blew its turbo halfway through lap thirteen. Alboreto, frustrated that Ferrari's late-season reliability had cost him the World Championship, drove the car back to the pits with the rear of the car on fire. He drove the on-fire car into the pits and straight to his Ferrari pit. Many observers saw this as Alboreto's way of showing that the Ferrari's unreliability had cost him the World Championship, which Prost won by finishing fourth in the race.
In , Ferrari's new car, the F1/86 designed by Harvey Postlethwaite, proved to be slower and less reliable than its predecessor as Alboreto retired from nine races, of which seven were mechanical failures. Alboreto only scored one podium, at the Austrian Grand Prix – even then both Williams cars of Nigel Mansell and Nelson Piquet had retired and Alboreto finished a full lap behind race winner Alain Prost. The Italian finished the season ninth in the Drivers' Championship with fourteen points. While the Ferrari V6 turbo was rated as one of the more powerful engines on the grid, both Alboreto and his teammate Stefan Johansson were hampered by the F1/86 which refused to handle on tracks which had a bumpy surface. Johansson finished 5th in the championship with 20 points despite being the #2 driver in the team, causing many to question why the team chose to re-sign Alboreto and let Johansson go.
Gerhard Berger joined Ferrari in which signalled the end of Alboreto's time as leader of the Ferrari team. Berger soon established himself as the team's number one driver thanks to his wins in Japan and Australia at the end of the season, while Alboreto could only manage a handful of podiums at Imola, Monaco and a second place at the final round in Australia to make it a Ferrari one-two and only then after the Lotus 99T-Honda of second on the road finisher Ayrton Senna had been disqualified post-race for having oversized brake ducts. The Italian finished the year in seventh overall with 17 points, 19 points behind his teammate.
The 1988 season would be Alboreto's final year with Ferrari. With the McLaren-Hondas of Ayrton Senna and Alain Prost dominating the season, the Ferrari team only managed a single win during the year at the Italian Grand Prix which Berger won from Alboreto in second place. Ferrari refused to offer the Italian a new contract so Alboreto looked elsewhere for a drive. This announcement came at the French Grand Prix in July and pit lane rumours had Michele re-joining Tyrrell for 1989 (in France, where Alboreto finished 3rd and Berger a distant 4th, was the only time in 1988 the Italian would finish in front of the Austrian in a race where both finished). After France he received an offer from Frank Williams, head of the Williams team who would have exclusive use of the new V10 Renault engine in 1989. Later that year before the Italian GP at Monza, Alboreto had not received any word from Williams and requested confirmation of his seat at the team. Williams replied by saying that "he wanted him" and "not to move".Nyberg and Diepraam, Paragraph 6 At Monza, however, Williams announced he had signed Belgium Thierry Boutsen instead while also confirming that the team's number 2 driver, Alboreto's former Lancia sportscar teammate Riccardo Patrese, would be staying with the team. As it was late in the season, Alboreto was left with few options for the coming season and arguably signalled the end of his time driving for one of the top teams.
Alboreto competed in eighty Grands Prix for Ferrari, which established a new record. It stood until the 1995 Argentine Grand Prix, when it was surpassed by Berger.
By the French Grand Prix, Ken Tyrrell had found a new sponsor in Camel cigarettes for the season and told Alboreto that if he wanted to continue with the team he would need to end his personal sponsorship deal with Marlboro,Nyberg and Diepraam, Paragraph 10 a rival brand to Camel. Alboreto was disappointed, as thanks to his Marlboro backing, the team had managed to fund his wages.Nyberg and Diepraam, Paragraph 9 Following Alboreto's refusal to cut his ties with his sponsor, Tyrrell replaced him with the up-and-coming French Formula 3000 driver Jean Alesi. Alesi finished fourth in his first Grand Prix for the team at the French Grand Prix.
Ironically, Alboreto soon lost his Marlboro sponsorship as well after they refused to find him another drive for the rest of the 1989 season.Nyberg and Diepraam, Paragraph 11 He was, however, soon hired by the French Larrousse team, incidentally co-sponsored by Camel, for the German Grand Prix and the rest of the season. Although his new teammate Philippe Alliot showed that the Lola LC89 with its Lamborghini V12 engine could be a competitive car with high grid positions and challenging for points in various races, Alboreto failed to score a single point for the rest of the season, and twice he even failed to pre-qualify in Spain (where Alliot not only pre-qualified, but then qualified a season high 5th) and in the final round in Australia, while in between those two races the Italian also failed to qualify in Japan. During qualifying for the Hungarian Grand Prix, the Italian cut one of the and broke two of his in the process. After competing the year for two teams, Alboreto finished the year eleventh in the Drivers' Championship with six points.
saw Alboreto move to the Arrows team, which was in the process of being sold to sponsor [[Footwork|Footwork Arrows]]. It was seen mainly as a "transition year" for him, as the chassis was in its second year and severe uncompetitiveness would be expected. Despite this, the 33-year-old finished in the top ten a number of times and only retired three times. Alboreto finished the season, however, as one of 21 drivers who failed to score a point.
Footwork secured Porsche works engines for and sponsorship from Japan, as the Footwork company completed its takeover of the team. The package did not, however, live up to its expectations as it failed to qualify a number of times. Soon the overweight and unreliable Porsche engines were replaced by Hart-supplied Cosworth engines for the rest of the season, the short-term fix not improving the team's competitiveness. This would be Alboreto's second season in succession that he failed to score a point.
Thanks to Footwork's Japanese connections the team received a supply of Mugen Honda V10 engines for . The FA13 was reliable in comparison to its predecessor and Alboreto scored points four times, in addition to finishing in seventh place six times. With a season total of six points, the 35-year-old finished the year tenth overall.
The Minardi cars proved to be mostly uncompetitive and unreliable, with a total of nine retirements from sixteen rounds. A sixth position in Monaco was Alboreto's only points finish. At the 1994 San Marino Grand Prix, which was overshadowed by the deaths of Ayrton Senna and Roland Ratzenberger, whilst leaving the pitlane after a scheduled stop, Alboreto's car lost its loose right rear wheel which bounced through the Benetton, Ferrari, and Lotus pit areas and crews, injuring several mechanics. At the end of the season, he decided to retire from Grand Prix racing, with a record of 194 starts and five Grand Prix wins.
Alboreto returned to open-wheel racing in 1996, entering the newly formed Indy Racing League (IRL) with Team Scandia. The then 39-year-old competed in all three rounds where he finished fourth on his debut at Walt Disney World Speedway; eighth at the Phoenix International Raceway; and retired, due to gearbox problems, at the 1996 Indianapolis 500, his sole entry into the race. Alboreto also ran for Scandia/Simon while in the United States, entering the IMSA World Sports Car Championship with a Ferrari 333 SP. He also entered the Le Mans 24 Hours in a Joest Racing-entered Porsche WSC-95 alongside fellow Italian and former F1 teammate Pierluigi Martini and Belgium Didier Theys, but retired due to an engine failure after completing 300 laps. The following year, Alboreto earned his first and only podium in the IRL at the "True Value 200" held in New Hampshire, where he finished third. A further fifth place at Las Vegas earned Alboreto 62 points during his 1997 campaign which resulted in a 32nd place overall in the drivers' championship.
Also in 1997, Alboreto was called to testify at the trial following Ayrton Senna's fatal accident in 1994. He told the tribunal that, in his opinion, Senna's accident was likely caused by a technical failure rather than a driver error.
Alboreto won the 1997 24 Hours of Le Mans with the same car as the previous year, but this time alongside Sweden Stefan Johansson, another former F1 teammate, and Denmark Tom Kristensen, who would later go onto beat Jacky Ickx's record for winning the most Le Mans 24 Hour races. The trio completed 361 laps, one more than second-placed Gulf Team Davidoff's BMW-powered McLaren F1 GTR. This would prove to be the peak of Alboreto's sportscar success as he failed to finish at Le Mans in 1998 with Porsche once again. However, a fourth place at the 1999 24 Hours of Le Mans with the newcomer Audi, a third at the 2000 Le Mans 24 Hours, a victory at the 2000 Petit Le Mans and a win at the 2001 Sebring 12 Hours gave the Italian some final success prior to his death a month after his win at Sebring. Alboreto Is Killed Testing Audi R8, New York Times, April 26, 2001, Page D7.
Around 5.30 p.m. local time on 25 April 2001, Alboreto accelerated the R8 along one of the two long straights at the proving ground. When the car reached the speed of approximately , its left rear tyre failed. The R8 was subsequently launched into the air, somersaulting over the Armco barrier and landing inverted. The car's landing caused Alboreto's head to strike the ground, killing him instantly. Initially, Audi gave no reason for the crash, stating the R8 had "already completed thousands of test kilometres on numerous circuits without any problems." Five days later, an investigation into the accident was reported to have concluded. The tyre failure was attributed to a gradual loss of air pressure, caused by a loose screw that had found its way into the tyre. As there was no indication of a mechanical problem or driver error, the tyre failure was determined to be the sole cause of the crash. The finding motivated Audi to expedite the implementation of a new sensor-based TPMS in their racecars.
Alboreto's death brought much anguish among his family and friends who had longed for him to give up racing due to its dangerous nature. Michele's cousin Marisa told Italian news agency ANSA, "You can't imagine what we're going through as a family. We're really distraught."
On 28 August 2021, it was announced that the final corner at the Monza Circuit, the Curva Parabolica, would be officially renamed the Curva Alboreto during the 2021 Italian Grand Prix weekend to mark the 20th anniversary of Alboreto's death.
| Italian Formula Three | ? | 3 | ? | ? | ? | 47 | 2nd | |
| World Sportscar Championship | Lancia | 4 | 1 | ? | ? | 3 | N/A | NC |
| Italian Formula Three | Euroracing | 2 | 0 | 1 | 0 | 2 | 25 | 3rd |
| German Formula Three | 2 | 1 | 1 | 0 | 2 | 0 | NC | |
| Vandervell British Formula Three | ? | ? | ? | ? | ? | 4 | 13th | |
| European Formula Two | Minardi | 10 | 1 | 1 | 1 | 2 | 13 | 8th |
| World Sportscar Championship | Martini Racing | 4 | 1 | 0 | 1 | 1 | 37 | 52nd |
| World Sportscar Championship | Martini Racing | 8 | 3 | 1 | 1 | 3 | 63 | 5th |
| World Sportscar Championship | Martini Racing | 5 | 0 | 0 | 0 | 0 | 2 | 85th |
| European Endurance Championship | 1 | 0 | 0 | 0 | 0 | 12 | 28th | |
| Larrousse | 5 | 0 | 0 | 0 | 0 | |||
| International Touring Car Championship | 7 | 0 | 0 | 0 | 0 | 0 | 28th | |
| IMSA GT Championship | Euromotorsport Racing | 3 | 0 | 2 | 0 | 1 | 49 | 27th |
| IMSA GT Championship | 2 | 0 | 0 | 1 | 1 | 0 | NC | |
| 24 Hours of Le Mans | Joest Racing | 1 | 0 | 0 | 0 | 0 | N/A | DNF |
| 24 Hours of Le Mans | 1 | 0 | 0 | 0 | 1 | N/A | 4th | |
| 24 Hours of Le Mans | Audi Sport Team Joest | 1 | 0 | 0 | 0 | 1 | N/A | 3rd |
| European Le Mans Series | 1 | 1 | 0 | 0 | 1 | N/A | NC | |
| 1980 ! nowrap | Lancia Corse ! Gr.5 ! nowrap | Lancia Beta Monte Carlo ! nowrap | Lancia 1.4 L4Turbocharger | DAY | Brands Hatch | Mugello Circuit | MNZ | SIL | NÜR | LMS | GLN | MOS | VAL | Dijon-Prenois | !colspan=2No drivers' Championship. | |||
| 1981 ! nowrap | Martini Racing ! Gr.5 ! nowrap | Lancia Beta Monte Carlo ! nowrap | Lancia 1.4 L4Turbocharger | DAY | SEB | MNZ | RSD | SIL | NÜR | LMS | PER | DAY | GLN | SPA | MOS | Road America | BRH ! 52nd ! 37 | |
| 1982 ! nowrap | Martini Racing ! Gr.6 ! nowrap | Lancia LC1 ! nowrap | Lancia 1.4 L4Turbocharger | MNZ | SIL | NÜR | LMS | SPA | Mugello Circuit | Fuji Speedway | Brands Hatch | ! 5th ! 63 | ||||||
| 1983 ! nowrap | Martini Racing ! C ! nowrap | Lancia LC2 ! nowrap | Ferrari 268C 2.6 V8Turbocharger | MNZ | SIL | NÜR | LMS | SPA | Fuji Speedway | Kyalami | ! 86th ! 2 | |||||||
| ! nowrap Minardi ! nowrap | Minardi ! BMW | SIL | Hockenheimring | Thruxton Circuit | Eifelrennen | VAL | Mugello Circuit | PAU | PER | SPA | Donington Park | MIS | Mantorp Park ! 8th ! 13 |
| !rowspan=2 nowrap Tyrrell Racing ! nowrap | Tyrrell Racing 010 !rowspan=2 nowrap | Cosworth DFV 3.0 V8 | USW | BRA | ARG | SMR | BEL | MON | ESP | FRA | GBR | GER | AUT | !rowspan=2 NC !rowspan=2 | 0 | |||||
| ! nowrap Tyrrell Racing ! nowrap | Tyrrell Racing 011 ! nowrap | Cosworth DFV 3.0 V8 | RSA | BRA | USW | SMR | BEL | MON | DET | CAN | NED | GBR | FRA | GER | AUT | SUI | ITA | CPL ! 8th ! 25 | ||
| !rowspan=3 nowrap Benetton Group Tyrrell Racing !rowspan=2 nowrap | Tyrrell Racing 011 ! nowrap | Cosworth DFV 3.0 V8 | BRA | USW | FRA | SMR | !rowspan=3 12th !rowspan=3 | 10 | ||||||||||||
| ! nowrap Scuderia Ferrari ! nowrap | Scuderia Ferrari 126C4 ! nowrap | Scuderia Ferrari 031 1.5 V6Turbocharger | BRA | RSA 11† | BEL | SMR | FRA | MON 6‡ | CAN | DET | DAL | GBR | GER | AUT | NED | ITA | EUR | POR ! 4th ! 30.5 | ||
| ! nowrap Scuderia Ferrari ! nowrap | Scuderia Ferrari 156/85 ! nowrap | Scuderia Ferrari 031 1.5 V6Turbocharger | BRA | POR | SMR | MON | CAN | DET | FRA | GBR | GER | AUT | NED | ITA 13† | BEL | EUR | RSA | AUS | 2nd | 53 |
| ! nowrap Scuderia Ferrari ! nowrap | Scuderia Ferrari F1/86 ! nowrap | Scuderia Ferrari 032 1.5 V6Turbocharger | BRA | ESP | SMR 10† | MON | BEL | CAN | DET | FRA | GBR | GER | HUN | AUT | ITA | POR | MEX | AUS ! 9th ! 14 | ||
| ! nowrap Scuderia Ferrari ! nowrap | Scuderia Ferrari F1/87 ! nowrap | Scuderia Ferrari 033D 1.5 V6Turbocharger | BRA 8† | SMR | BEL | MON | DET | FRA | GBR | GER | HUN | AUT | ITA | POR | ESP 15† | MEX | JPN | AUS ! 7th ! 17 | ||
| ! nowrap Scuderia Ferrari ! nowrap | Scuderia Ferrari F1/87/88C ! nowrap | Scuderia Ferrari 033E 1.5 V6Turbocharger | BRA | SMR 18† | MON | MEX | CAN | DET | FRA | GBR 17† | GER | HUN | BEL | ITA | POR | ESP | JPN | AUS ! 5th ! 24 | ||
| !rowspan=2 nowrap Tyrrell Racing ! nowrap | Tyrrell Racing 017B !rowspan=2 nowrap | Ford Cosworth DFR 3.5 V8 | BRA | !rowspan=313th !rowspan=3 | 6 | |||||||||||||||
| ! nowrap Footwork Arrows Racing ! nowrap | Arrows A11B ! nowrap | Ford Cosworth DFR 3.5 V8 | USA | BRA | SMR | MON | CAN | MEX | FRA | GBR | GER | HUN | BEL | ITA 12† | POR | ESP | JPN | AUS ! NC ! 0 | ||
| ! rowspan="2" nowrap="" Footwork Arrows Porsche ! nowrap | Footwork Arrows A11C !rowspan=2 nowrap | Porsche 3512 3.5 V12 | USA | BRA | SMR | !rowspan=3 NC !rowspan=3 | 0 | |||||||||||||
| ! nowrap Footwork Arrows Mugen-Honda ! nowrap | Footwork Arrows FA13 ! nowrap | Mugen-Honda MF-351H 3.5 V10 | RSA | MEX | BRA | ESP | SMR | MON | CAN | FRA | GBR | GER | HUN | BEL | ITA | POR | JPN | AUS ! 10th ! 6 | ||
| ! nowrap Scuderia Italia ! nowrap | Lola Cars T93/30 ! nowrap | Scuderia Ferrari 040 3.5 V12 | RSA | BRA | EUR | SMR | ESP | MON | CAN | FRA | GBR | GER | HUN | BEL | ITA | POR | JPN | AUS ! NC ! 0 | ||
| !rowspan=2 nowrap Minardi ! nowrap | Minardi M193B !rowspan=2 nowrap | Ford HBC7/8 3.5 V8 | BRA | PAC | SMR | MON | ESP | !rowspan=2 25th !rowspan=2 | 1 | |||||||||||
| 1995 ! nowrap | Schübel Engineering ! nowrap | Alfa Romeo 155 V6 Ti | Hockenheimring | Hockenheimring | AVUS | AVUS | Norisring | Norisring | DIE 1 | DIE 2 | NÜR 1 | NÜR 2 | Alemannenring | Alemannenring | Hockenheimring | Hockenheimring ! 22nd ! 4 |
| 1995 ! nowrap | Schübel Engineering ! nowrap | Alfa Romeo 155 V6 Ti | Mugello Circuit | Mugello Circuit | Helsinki Thunder | Helsinki Thunder | Donington Park | Donington Park | EST 1 | EST 2 | MAG 1 | MAG 2 ! 28th ! 0 |
| 1996 !rowspan=3 nowrap | Team Scandia ! nowrap | Lola Cars T95/00 !rowspan=3 | 33 !rowspan=3 nowrap | Ford XB V8Turbocharger | WDW | PHX | 11th | 189 !rowspan=2 | |||||||||
| 1996–97 | NHA | LVS | WDW | PHX | INDY | TXS | PPR | CLT | NHA | LVS | 32nd | 62 ! | |||||
| 2 | 1 | 5 | 0 | 0 | 1 | 3 | 0 | 0 |
| 1996 | Reynard | Ford-Cosworth | 12 | 30 | Team Scandia |
| 1999 ! nowrap | Audi Sport Joest Racing ! LMP ! nowrap | Audi R8R ! nowrap | Audi 3.6 V8Turbocharger | SEB | ATL | MOS | SON | POR | PET | LAG | LVS | ! 43rd ! 24 ! | |||||||
| 2000 !rowspan=2 nowrap | Champion Racing !rowspan=2 | LMP ! nowrap | Audi R8 !rowspan=2 nowrap | Audi 3.6 V8Turbocharger | SEB | PET | LAG | LVS | ADE !rowspan=2 | 27th !rowspan=2 | 44 !rowspan=2 | ||||||||
| 2001 ! nowrap | Champion Racing ! LMP900 ! nowrap | Audi R8 ! nowrap | Audi 3.6 V8Turbocharger | TEX | SEB | DON | JAR | SON | POR | MOS | MOH | LAG | PET | ! 22nd ! 31 ! | |||||
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