From ral­ly­ing co-driver to pres­i­dency of the FIA, Jean Todt has seen suc­cess at ev­ery level of mo­tor rac­ing – which is why For­mula 1 is only part of the story…


The FIA Pres­i­dent and for­mer Fer­rari boss talks to Mau­rice Hamil­ton about his friend­ship with Michael Schu­macher

Signicant snap­shots from Jean Todt’s life hang on the wall be­hind him. Fac­ing his desk is a vast world map show­ing the FIA’s con­stituent parts spread across 141 coun­tries, but watch­ing over the pres­i­dent are the peo­ple and events that mat­tered and mo­ti­vated him dur­ing a dis­tin­guished ca­reer in mo­tor­sport. An ac­tion shot of Jim Clark’s Lo­tus 33 dur­ing the 1965 Bri­tish GP leads to the more ex­pected se­lec­tion of co-driv­ing and man­age­rial world cham­pi­onship suc­cess in ral­ly­ing, sportscars and F1 with Tal­bot, Peu­geot and Fer­rari.

Even more per­sonal and telling is a group of photographs taken on the day of his elec­tion to the FIA pres­i­dency in 2009, which show “the most im­por­tant peo­ple in my life”: his son Ni­co­las, wife Michelle – and friend Michael Schu­macher.

For those who know Jean Todt well, such per­sonal and warm in­ti­macy will come as no sur­prise. He may have a rep­u­ta­tion as be­ing cold and cal­cu­lat­ing – un­car­ing, even – but any­one who has worked closely with Todt, be they a co-driver, driver, me­chanic or man­ager, will beg to dif­fer with such an as­sess­ment.

As I walked into the FIA’s im­pos­ing Paris head­quar­ters in Place de la Con­corde, I wasn’t sure what to ex­pect but re­mem­bered the words of Ed­die Irvine many years after he had left Fer­rari: “Jean Todt is the best guy I’ve ever worked with. No ques­tion.” And you know how dif­fi­cult Irvine is to please. Lunch in the din­ing room up­stairs prom­ises to be in­ter­est­ing… Mau­rice Hamil­ton: I couldn’t help but no­tice the pic­ture of Jim Clark on your wall. You made your name in ral­ly­ing, but was F1 your rst love? Jean Todt: I was al­ways in­ter­ested in nice cars and rac­ing. At the age of 14 or 15, my dream was to be­come an F1 driver. My main role mod­els were Jim Clark and Dan Gur­ney. I don’t know why I chose Gur­ney: I liked his style and I sup­pose he looked like a grand prix driver should.

I met some peo­ple who loved cars and we cre­ated a group that was in­ter­ested in rac­ing. I also met some rally driv­ers and at­tempted a small rally in 1965 with a BMW. In the au­tumn of 1966, at the Critérium des Cévennes rally, the co-driver in one of the works NSUs got sick at the last mo­ment. I was asked if I wanted to do it. It was a pace note event, so quite dif­fi­cult. I had a half-hour trial and did the rally. It went very well and I was asked if I wanted to do some more.

I was still hop­ing to be­come a rac­ing driver, but my fa­ther was a doc­tor and he was not very en­thu­si­as­tic about me do­ing this. I went to the Volant Shell com­pe­ti­tion, where I was quite com­pet­i­tive – but I was not ex­pe­ri­enced enough. Also, I am quite short and I could hardly reach the ped­als; I didn’t have a proper tting. I had a spin and was ex­cluded. I did a few races but I was get­ting a lot of of­fers to be a co-driver.

Peo­ple talk about some driver and co-driver pair­ings stay­ing to­gether for 20 years. At the time, there were well-known co-driv­ers like Gun­nar Palm and Henry Liddon. I looked

at them and thought: ‘They’re good, but I don’t want to be with the same driver for a long time. I don’t want to be do­ing that at an ad­vanced age.’

I was at univer­sity, but did not do as well as my fa­ther ex­pected. So I thought: ‘Let’s look at ral­ly­ing as my univer­sity. Even if you study for a long time, it has to stop be­tween the ages of 30 and 35’. That was how long I would spend co­driv­ing: my goal was to be­come a team di­rec­tor. MH: What did you gain from co-driv­ing? Was it the or­gan­i­sa­tion nec­es­sary and the pres­sure, be­cause you were with some top driv­ers? JT: It was the ex­pe­ri­ence. I was deal­ing with dif­fer­ent teams and, as you say, I was with some of the best driv­ers at the time: Hannu Mikkola, Timo Mäki­nen, Ove An­der­s­son, Rauno Aal­to­nen. MH: Did you en­joy the sen­sa­tion of speed when sit­ting along­side th­ese guys? JT: Yes, I liked it. I also liked trav­el­ling. I felt I was for­tu­nate be­cause I was go­ing to coun­tries I’d never ex­pected to be able to go to. I also liked meet­ing peo­ple. By now, be­ing a driver was no longer a con­sid­er­a­tion. But be­ing a co-driver with top teams and top driv­ers would let me go to the next step, which was run­ning a rally team.

Along the way, I was an ad­vi­sor for Peu­geot. As I said, my goal was to step out of be­ing a co-driver be­tween the ages of 30 and 35 be­cause I didn’t see it as a lifetime job. If it didn’t work out, I would sell ties; work in a ship­yard; any­thing; I didn’t know. But I knew 1981 would be my last year as a co-driver.

I was al­ready in­volved with or­gan­is­ing ev­ery­thing on the Tour de France with Ma­tra and ral­lies with Peu­geot in Africa. I started dis­cus­sions with the board of Peu­geot and they de­cided they would do a top rally pro­gramme at a pro­fes­sional level. Out of that came the Turbo 205 T16. The Peu­geot group were in a very dif­fi­cult sit­u­a­tion at the time and our suc­cess com­pletely changed the im­age of a company that was close to bank­ruptcy. MH: And, along the way, you had a head-to-head with the man whose chair you now oc­cupy! JT: Yes, we evolved the 205 T16 un­til I had what I would de­scribe as quite a tough ex­change with Mr [Jean-Marie] Balestre [pres­i­dent of FISA, the sport­ing arm of the FIA]. Hon­estly – and peace to his soul – I was not a fan of the guy, his past or his be­hav­iour. If I’m pro­voked, I try to be tough. I was a bit tough against him. We were both French, so we got into op­po­si­tion. Added to which, Peu­geot were dom­i­nant in ral­ly­ing, and I’m not sure Mr Balestre liked that.

When Henri Toivo­nen had his fa­tal ac­ci­dent in a Lan­cia Delta S4 in Cor­sica in 1986, Balestre im­me­di­ately banned Group B. For me, that was not a ra­tio­nal decision. We had in­vested in Group B. Peu­geot had built 200 cars and we had to build 20 each year to ho­molo­gate the lat­est car. We sued the FIA; it was a big conict, but Group B was banned.

I sug­gested to the Peu­geot board that we do the Paris-Dakar. We were very suc­cess­ful; we won all of them. After that, we had to nd a new chal­lenge. So I sug­gested we go to sportscars. We won in 1992 and 1993, in­clud­ing Le Mans.

I asked the board to give me an op­por­tu­nity to do some­thing else. F1 was thought to be too ex­pen­sive. When they did not pro­pose any­thing else for me, I never thought I would do this, but I de­cided to leave. For­tu­nately, I had a few op­por­tu­ni­ties else­where – not with French com­pa­nies, but with Ger­man and Ital­ian com­pa­nies – one of which was Fer­rari. A few peo­ple I spoke to said: “Don’t go to Fer­rari; it can­not work.” I had a lot of re­spect for Alain Prost and I asked his opin­ion. He said: “You have been suc­cess­ful wher­ever you have been; here you will not be suc­cess­ful.”

I like a chal­lenge. It’s child­ish but, if you tell me I can­not do some­thing, I want to do it. Prost said it would last one year, maybe one-and-a-half years, then I would be red. But, for me, Fer­rari was – is – an iconic brand, so I ac­cepted. MH: Say­ing that, Fer­rari was an en­tirely new world for you. I take it you knew all about it, be­cause you had been fol­low­ing F1? JT: I love F1. I re­mem­ber go­ing as a spec­ta­tor to some F1 races; I will not miss a race on TV. I was not an ex­pert in F1 but I con­sid­ered my­self a de­cent man­ager. For me, the chal­lenge was in not be­ing Ital­ian.

When you speak about Fer­rari, there are three cat­e­gories you have to think about: the team in Maranello; the me­dia in Italy and the board in the Fiat Group. They all have a cer­tain inuence. When I rst ar­rived peo­ple thought: ‘He will be well paid and, in one year, we don’t see him any more be­cause he will be spend­ing his week­ends at home.’ But I’d like to think they saw that I was com­mit­ted and try­ing to get the job done.

I ar­rived on 1 July 1993. Luca Di Mon­teze­molo was the pres­i­dent and Har­vey Postleth­waite was the tech­ni­cal co-or­di­na­tor in Maranello. There was FDD [Fer­rari De­sign and De­vel­op­ment] run by John Barnard in Guild­ford. Niki Lauda was spe­cial ad­vi­sor, with Ger­hard Berger and Jean Alesi as driv­ers. I had to deal with the conict be­tween the UK de­part­ments and Italy; they did not want to speak to each other.

I made an as­sess­ment and, once that was done, I started to change things and get rid of some peo­ple while choos­ing oth­ers to build

“When I moved to Fer­rari I was not an ex­pert in F1. For me, the chal­lenge was in not be­ing Ital­ian”

the orches­tra; to build the team. At the same time, we were in the mid­dle of the sea­son and, ev­ery two weeks, there were races, which were a dis­as­ter. You had the men­tal­ity of peo­ple ex­pect­ing a new guy to ar­rive and start win­ning next week. If you take a scale of one to ten, I think Fer­rari were at two when I ar­rived. MH: So, you were in no doubt at this stage about the size of the task ahead of you. It took at least 12 months be­fore you saw your rst win, which was prob­a­bly no sur­prise to you? JT: No sur­prise: 1994 was all about the re­build­ing process. Ger­hard won one race at Hock­en­heim that year. In Canada the next year, just one win again: Alesi in Canada when Michael re­tired his Benet­ton. Peo­ple were say­ing: “We’re not win­ning be­cause we don’t have the best driver”. So I said we should try to take the best driver and then we wouldn’t have that ex­cuse any more. I had al­ready started talk­ing to Michael. I went to Monte Carlo to meet him and his man­ager Willi We­ber. After about 15 hours of dis­cus­sion, we nally ended in Michael’s at in Fontvieille and signed an MOU [Mem­o­ran­dum of Un­der­stand­ing].

After we got Michael, I wanted to close FDD and bring all the team un­der one roof at Maranello. I had been talk­ing with Ross Brawn, but he did not know I was also talk­ing with Rory Byrne. Dur­ing the Bri­tish Grand Prix that year, Rory came to my ho­tel. I told him: “Look, I’ve hired Ross. You should have a beer to­gether.” I called Ross and told him about Rory and said it would be good hav­ing them work to­gether and they ought to have a chat. They both worked at Benet­ton, but nei­ther of them knew about the other com­ing to Fer­rari un­til then. MH: What was your re­la­tion­ship with Michael at this stage? Were you close? JT: At the time, Michael was a driver and I was his boss. We had a good un­der­stand­ing to­gether, but we were not yet friends. We had a dif­fi­cult start in 1996. It was ob­vi­ous it would be like this. I think it was after some re­tire­ments mid­way through the sea­son that there was spec­u­la­tion

I would be red. It was part of what I could ex­pect – re­mem­ber­ing what Prost had said. Then I heard that Michael had said: “If Jean is red, I will go.” I did not know he had heard what was be­ing said; I didn’t know he would do that. But this was the voice of a twice world cham­pion and it stopped me be­ing red – for the time be­ing. MH: Given that loy­alty is im­por­tant to you and the fact that you will support peo­ple if they will support you, Michael say­ing that must have meant a great deal. JT: I don’t work on the ba­sis of: ‘I do this for you, so you do some­thing for me’. In love, friend­ship or business, it’s nat­u­ral that you can­not give some­thing with­out ex­pect­ing some­thing back; it’s a sense of life. It’s like sow­ing a seed and wa­ter­ing it: if you don’t do that, you get noth­ing back.

Michael was crit­i­cised in the be­gin­ning in Italy. He was not win­ning be­cause he did not have the car to win. And he was also at­tacked be­cause he could not speak Ital­ian. I said: “We did not hire him to be a teacher of Ital­ian; we hired him to be a win­ning driver.” Michael and I ac­tu­ally had much in common when it came to re­ceiv­ing crit­i­cism. I sup­ported him al­ways, like in the last race in 1997 when, in the ght with Jac­ques Vil­leneuve, Michael clearly made a mis­take and he lost the cham­pi­onship. In 1998, when we lost the cham­pi­onship in the last race, there was more crit­i­cism. And at Sil­ver­stone in 1999, I was blamed be­cause I left the pit­wall to go with Michael to hos­pi­tal after he broke his leg on the rst lap. MH: In­ter­est­ing you men­tion that. I was talk­ing to Fred Gal­lagher about this. He was your co­driver in cross-coun­try events and said he would bet that you’d have done the same thing – gone to hos­pi­tal – if Ed­die Irvine had bro­ken his leg. JT: Of course. MH: Fred said that be­cause when he in­jured his back dur­ing a rally, you were very sup­port­ive and made sure ev­ery­thing was okay – that he had the best treat­ment and so on. I’m di­gress­ing here slightly, but you’ve had your fair share of driv­ers be­ing badly in­jured. I’m think­ing par­tic­u­larly of Ari Vata­nen when he and Terry Har­ry­man had that mas­sive end-over-end in the Peu­geot 205 T16 in Ar­gentina in 1985. JT: I am like I am. I had been ght­ing with pho­tog­ra­phers be­cause I did not want a photo taken while Ari was be­ing trans­ported from the hos­pi­tal to the plane. For me, it’s be­come a pri­or­ity. Through this, I have cre­ated a fan­tas­tic re­la­tion­ship with Pro­fes­sor Gérard Sail­lant [the lead­ing sur­geon who deals with in­jured driv­ers]. We founded ICM [Brain & Spine In­sti­tute] on a 25,000m2 site in the heart of Paris.

Mak­ing that hap­pen is prob­a­bly the best thing I have achieved in my life. But the me­dia are not in­ter­ested in that. They are more in­ter­ested in a third-rate con­tro­versy. It’s frus­trat­ing. I would say that’s life, but it some­times makes me a bit sad. We have cre­ated ICM and it has 600 re­search peo­ple. One of the specic things of this in­sti­tute is that it is driven by both pri­vate and pub­lic nance – and I have to tell you that Michael is the sec­ond big­gest pri­vate do­na­tor.

But, get­ting back to think­ing about driv­ers and so on, when Felipe Massa and Ser­gio Pérez had their ac­ci­dent in Canada, I went to see them in the med­i­cal cen­tre. I did not ad­ver­tise this be­cause I don’t need to. I went to see Kimi Räikkö­nen after his ac­ci­dent at Sil­ver­stone. For me, this be­comes more im­por­tant than the race. You can have another race in two weeks. But if you have somebody who is hurt, I feel I can make a dif­fer­ence by help­ing take the right ac­tions. MH: This goes back to what you were say­ing; giv­ing and tak­ing; help­ing each other. JT: It’s hard to speak about my­self but, if you talk to Peu­geot em­ploy­ees, they think we had a fan­tas­tic time. If you speak with Fer­rari peo­ple, the same. Okay, maybe it’s not the same at the FIA; maybe it’s harder to hear th­ese things here! But, gen­er­ally, there is a pos­i­tive nostal­gia. MH: Sorry, I di­gressed. We were talk­ing about Michael and Fer­rari. JT: I’ll tell you some­thing about Michael that was amaz­ing; he doubted he was a cham­pion. And I un­der­stood that in a way be­cause I al­ways doubted whether I could do well or not. In 2004, for ex­am­ple, Michael won the driv­ers’ cham­pi­onship in July and we won the man­u­fac­tur­ers’ in Bu­dapest in Au­gust. But when we ar­rived at Monza in Septem­ber, I found my­self anx­ious as hell. I asked my­self why I felt like that be­cause it was un­nat­u­ral. With Michael, at the start of each sea­son he would ask to do a few laps at Fio­rano “to make sure I can still drive well.” Here was Michael Schu­macher, won­der­ing if he was still a good driver. MH: Did those sim­i­lar feel­ings help the chem­istry be­tween the two of you? JT: Yes, it made us stronger. One of the most fas­ci­nat­ing things in my business is meet­ing dif­fer­ent peo­ple from dif­fer­ent back­grounds. The most suc­cess­ful peo­ple I’ve ever met are very hum­ble. They know what they do and

“Michael doubted he was a cham­pion. He’d ask to do a few laps at Fio­rano ‘to make sure I can still drive well’”

rep­re­sent, but they are hum­ble. And then you can meet peo­ple who have done very lit­tle and yet think they have achieved a lot. The thing that cre­ated the strong link with Michael was not win­ning, rather than win­ning. It’s a fact of life; you re­mem­ber the tough times you have been shar­ing rather than the easy times. MH: I’m sure you’ve been to see Michael quite a bit since his ski­ing ac­ci­dent? JT: Of course. Twice a week. I was with him two days ago. MH: That must be hard for you. JT: To be hon­est, it’s much harder for his wife and the kids. I had just ar­rived in Bali for my week’s hol­i­day when the ac­ci­dent hap­pened and the next day my wife and I were with him. MH: I see from the pho­to­graph in your of­fice that Michael was very sup­port­ive when run­ning for of­fice. What was your think­ing when you stood for the pres­i­dency? JT: Max Mosley had been ask­ing me to stand for elec­tion in 2005. I thought deeply about it be­cause, at that time, I felt my man­date at Fer­rari was over. I love mo­tor­ing, I love rac­ing and I think I’ve been for­tu­nate to get quite a lot out of it in ev­ery cat­e­gory I have been in. So I be­lieve it was right to give some­thing back. It’s a vol­un­teer job. I told Max I would do it even though, of course, that did not mean I was go­ing to be elected. But at least I would go for it. But then Di Mon­teze­molo did not want me to go. It was not un­til March/April 2009 that I stood for elec­tion in Oc­to­ber of that year. MH: When you ar­rived at the FIA, what stood out as be­ing in most ur­gent need of at­ten­tion? JT: I knew the FIA with­out ac­tu­ally know­ing the FIA. I was on the World Mo­tor Sport Coun­cil and the only thing that had in­ter­ested me was F1. I did not know so much about the mo­tor­ing clubs, mem­bers and this quite com­pli­cated or­gan­i­sa­tion. Dur­ing the elec­tion cam­paign I said I would visit all the mem­bers, and

be­lieve me, vis­it­ing 141 coun­tries is quite a heavy task. But it’s a very en­rich­ing ex­pe­ri­ence be­cause you get to un­der­stand so many things.

In our or­gan­i­sa­tion, we have a head­quar­ters here in Paris and one in Geneva, plus some fa­cil­i­ties in the UK. Also in the fam­ily, you have the FIA, the FIA Foun­da­tion and the FIA In­sti­tute. So I was try­ing to un­der­stand and ad­dress all the needs of the or­gan­i­sa­tion while also look­ing at mo­tor­sport from grass­roots level to F1; look­ing at the vi­sion for new cat­e­gories and re­build­ing the pyra­mid of mo­tor­sport. MH: Do you think that peo­ple in sport – specif­i­cally F1 – ex­pected you to be more proac­tive? Par­tic­u­larly after Max? JT: I have my style, which is what it is. Max has his style and his in­ter­ests; I have mine. He has his way of lead­er­ship; I have my way of lead­er­ship. Some peo­ple will feel he is fan­tas­tic and I am use­less; some will think the op­po­site. You can’t change the opin­ion of peo­ple. I am a fighter if I don’t have any other choice, but if I can achieve the re­sult by peace and friend­ship, it’s my favourite op­tion. I don’t need to use the me­dia to send mes­sages even though I know I have a pub­lic role. Achiev­ing re­sults and strength­en­ing our or­gan­i­sa­tion is my mis­sion.

But you must re­alise our world is not only F1. If you go to coun­tries such as Sri Lanka, Bangladesh and In­done­sia, they don’t know what F1 is, but I want those peo­ple to have an in­ter­est in mo­tor­sport. If I take ‘mo­bil­ity’, which is the other pil­lar of the FIA, the goal is to give bet­ter ser­vice to the mo­torist and fully use our or­gan­i­sa­tion – which is a unique or­gan­i­sa­tion. FIFA, for ex­am­ple, is very strong – but it is only foot­ball. We have the sport and support for mo­torists to think about.

Road ac­ci­dents are one of the worst scourges in the world to­day. HIV and AIDS have been ad­dressed: Malaria has been ad­dressed. But there is no project for road ac­ci­dents: the FIA has a strong le­git­i­macy as a mo­tor­ing or­gan­i­sa­tion to get in­volved. MH: How big is that prob­lem? JT: We have amaz­ing tech­nol­ogy that makes cars safer in de­vel­oped coun­tries. But, in de­vel­op­ing coun­tries, you have cars that are be­tween 30 and 60 years old. You would not think about get­ting into your car with­out putting on the safety belt. In those coun­tries, they don’t know what a safety belt is. There is no ed­u­ca­tion; there is no support be­cause, quite of­ten, there is ei­ther no law en­force­ment or there is cor­rup­tion.

“Road ac­ci­dents are one of the worst scourges to­day. The FIA has a strong le­git­i­macy to get in­volved”

MH: When work­ing in F1, you tend to think mo­tor­sport is the be-all, end-all for the FIA. What per­cent­age of time is taken up with mo­tor­sport in your re­mit as pres­i­dent? I’m guess­ing it’s be­tween 30 and 40 per cent. JT: Ten per cent. Max­i­mum. I love F1. I made an in­ter­view with one of your col­leagues and was mur­dered be­cause, ap­par­ently, I do not make de­ci­sions be­cause I have given up. It’s not true! The FIA has more power in gov­er­nance than be­fore. When I was elected as pres­i­dent, the FIA was run­ning the Tech­ni­cal Work­ing Group, the Sport­ing Work­ing Group; it had one seat in the F1 Com­mis­sion and those de­ci­sions went to the World Mo­tor Sport Coun­cil for nal ap­proval.

Now, there is the Strat­egy Group in which the FIA has six votes, the Com­mer­cial Rights Holder has six, and each of the six teams present has one vote. It’s true that I said the pro­posal to re­duce costs is a joke; I do feel that. But out of 11 teams, I would say a min­i­mum of eight teams don’t want to see any change. MH: Why not? Surely it’s in the in­ter­est of F1? JT: It’s a good ques­tion; I don’t know why. I want to un­der­stand bet­ter and ad­dress the prob­lem. It’s about ev­ery­one get­ting to­gether. We need to make a bet­ter as­sess­ment be­cause it would be a short­cut to say re­duc­ing costs will re­duce all of the prob­lems. I don’t think that’s true.

We have to make a global re­assess­ment about op­ti­mis­ing and im­prov­ing the show. I don’t say the show is bad. In fact, for me, I feel the F1 show is amaz­ing. When I go to see a grand prix, it’s still very spe­cial; I en­joy it. But it’s like go­ing to the movies to see a thriller; some are good, some are not so good. Each one is dif­fer­ent.

“Races are like go­ing to the movies to see a thriller; some are good, some are not so good. Each one is dif­fer­ent”

MH: How do you feel the FIA is cop­ing in this age of rapidly chang­ing com­mu­ni­ca­tion? JT: I’m not good on so­cial me­dia. The world is chang­ing and we need to look at the needs of young peo­ple. It’s not just mo­tor­sport. They are not in­ter­ested in foot­ball and other sports be­cause there are too many dis­trac­tions with iPads, the in­ter­net and so on. It’s got noth­ing to do with cost. There should be an evo­lu­tion to adapt F1 for 2015 with a vi­sion for 2030.

Then we should read­dress the cost is­sue. We need to work out why it should be done, how to do it and how to con­trol costs. There has to be a global dis­cus­sion, lis­ten­ing to other in­ter­ested par­ties: new me­dia, spon­sors, pro­mot­ers and so on. From there, we should have an un­der­stand­ing of what we need to do.

Some­times, I see this im­age: we have a pa­tient and the pa­tient is tired. What is the pre­scrip­tion? What do we give the pa­tient? We’re talk­ing here of F1, but each cat­e­gory of mo­tor­sport could be a pa­tient. For me, it’s noth­ing to do with the gov­er­nance. It’s about bring­ing to­gether peo­ple who have dif­fer­ent un­der­stand­ings. I re­ally want to get this in my pre­scrip­tion for the pa­tient to see what needs to be done. MH: I wish you luck. It’s a huge task. Thank you for spar­ing the time in your busy sched­ule.

Team di­rec­tor Jean Todt cel­e­brates Peu­geot vic­tory at the 24 Hours of Le Mans in 1992

As Fer­rari team prin­ci­pal, Todt over­sees the prepa­ra­tion of Ger­hard Berger’s F93A

be­fore the 1993 Por­tuguese Grand Prix

Todt hired Byrne (left) then Brawn (right), ce­ment­ing one of F1’s most cel­e­brated tech­ni­cal re­la­tion­ships

Todt was crit­i­cised for leav­ing the pit­wall to take an in­jured Schu­macher to hos­pi­tal at Sil­ver­stone in 1999

Michael Schu­macher at the pin­na­cle of his ca­reer on Fer­rari home turf in 2004

Todt with FIA pre­de­ces­sor Max Mosley: “I have my style. Max has his. You can’t change opin­ion”

The F1 Strat­egy Group con­sists of the FIA, led by Todt (six votes) Ec­cle­stone as head of FOM (six votes); and the six most suc­cess­ful teams have one vote each

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