RACE RESULTS

QUALIFYING RESULTS

Round 1 - Melbourne, Australia - 3/03/2002

1st
M Schumacher
1:35:37

5th
M Webber
1:37:09

Pole
R Barrichello
01:26

18
M Webber
01:30

103.618

Round 2 - Sepang, Malaysia - 31/07/2002

1st
R. Schumacher
1:34:13

-
M Webber
DNF

Pole
M. Schumacher
01:35

21st
M Webber
01:39

104.396

Round 3 - Interlagos, Brazil - 31/03/2002

1st
M. Schumacher
1:31:44

11th
M Webber
1:32:38

Pole
J. P. Montoya
01:13

20th
M Webber
1:15

103.044

Round 4 - Imola, San Marino - 14/04/2002

1st
M. Schumacher
1:29.10

11th
M Webber
1:30:33

Pole
M. Schumacher
01:21

19th
M Webber
01:25

104.561

Round 5 - Barcelona, Spain - 28/04/2002

1st
M. Schumacher
1:30:30

DNS
M Webber
DNS

Pole
M. Schumacher
01:16

21st
M Webber
01:20

104.502

Round 6 - Spielberg, Austria - 12/05/2002

1st
M. Schumacher
1:33:52

12th
M Webber
1:34:24

Pole
R. Barrichello
01:08

21st
M Webber
01:11

104.234

Round 7 - Monte Carlo, Monaco - 26/05/2002

1st
D.Coulthard
1:45:39

11th
M Webber
1:46:27

Pole
J.P. Montoya
01:17

19th
M Webber
01:20

103.909

Round 8 - Montreal, Canada - 9/06/2002

1st
M. Schumacher
1:33:35

11th
M Webber
1:34:08

Pole
J.P. Montoya
01:13

21st
M Webber
01:15.508

103.668

Round 9 - Nurburgring, Germany - 23/06/2002

1st
Rubens Barrichello
1:35:07

15th
M Webber
1:35:51

Pole
J.P. Montoya
01:30

20th
M Webber
1:32.996

103.436

Round 10 - Silverstone, Great Britain - 7/07/2002

1st
M. Schumacher
1:31:45

DNF
M Webber
-

Pole
J.P. Montoya
01:19

20th
M Webber
1:22.281

104.155

Round 11 - Magny Cours, France - 21/07/2002

1st
M. Schumacher
1:32:10

8th
M Webber
1:33:30

Pole
J.P. Montoya
01:12

18th
M Webber
1:14.800

103.91

Round 12 - Hockenheim, Germany - 28/07/2002

1st
M. Schumacher
1:27:52

DNF
M Webber
-

Pole
M. Schumacher
01:14

21st
M Webber
1:17.996

104.848

Round 13 - Budapest, Hungary - 18/08/2002

1st
R. Barrichello
1:41:49

16th
M Webber
1:43:01

Pole
R. Barrichello
01:13

19th
M Webber
01:17

103.66

Round 14 - Spa-Francorchamps, Belgium - 1/09/2002

1st
M. Schumacher
1:21:21

DNF
M Webber
-

Pole
M. Schumacher
01:44

19th
M Webber
1:48

103.698

Round 15 - Monza, Italy - 15/09/2002

1st
R. Barrichello
1:16:20

DNF
M Webber
-

Pole
J.P Montoya
1:20.264

19th
M Webber
01:24

104.397

Round 16 - Indianapolis, USA - 29/09/2002

1st
R. Barrichello
1:31:07

DNF
M Webber
-

Pole
M. Schumacher
1:10

18th
M Webber
1:13

103.302

Round 17 - Suzuka, Japan - 13/10/2002

1st
M. Schumacher
1:27

10th
M Webber
1:27:22

Pole
M. Schumacher
01:31

19th
M Webber
01:36

105.02

Gian Carlo Minardi grew up in the midst of cars: his family managed a Fiat dealership as well as an Agip fuel station. His passion for racing undoubtedly came from his father, Giovanni, who in 1948, built the GM 75, a small two-seater with a six-cylinder, 750cc engine designed by Oberdan Golfieri. After a brief interlude in rallying, at the wheel of a Fiat 124, and several classic car meetings, young Minardi hung up his helmet and decided to devote his energies to Scuderia del Passatore. From 1972 to 1974, the team achieved excellent results in Formula Italia, its driver, Giancarlo Martini, being crowned runner-up in the 1972 championship and then lifting the title in 1973.

Renamed Scuderia Everest, the team competed in the European Formula Two Championship in 1975 and 1976, with a March BMW. In 1976, it entered into a three-year collaboration with Ferrari, an arrangement that saw it provided with a 312 B3 Grand Prix car to provide initial F1 experience to emerging young talent on the Italian motor racing scene.

In 1977, Ferrari supplied the Faenza-based team with Dino V6 engines, which were used to power Everest's Ralt and Chevron F2 (1978) chassis. In 1979, Minardi became a constructor in his own right, forming Minardi Team. Four highly successful seasons in Formula Two followed, characterised by consistently good placements and a notable victory at the Misano round in 1981.

In 1985, Minardi made the next logical step, and debuted in Formula One. In 1991, Ferrari announced it would provide Minardi with a supply of its V12 engines. This was the first time that a private team would be able to use "works" Ferrari engines, and the choice of Minardi should not have come as a surprise since Enzo Ferrari had always had a strong affinity with Gian Carlo.

In 1994, to ensure the team's survival, Minardi entered into an alliance with Scuderia Italia. Two years later, Gabriele Rumi and Flavio Briatore acquired the majority stake in Minardi. Briatore, however, severed his connections with the team at the end of 1997, Gabriele Rumi subsequently acquiring his shares and becoming majority shareholder.

Gian Carlo Minardi worked alongside Gabriele Rumi as a General Director of the team until the year 2000. At the end of January 2001, the Italian outfit was acquired by the UK-based, Australian-born head of the European Aviation Group, Paul Stoddart. Gian Carlo Minardi continues as a Director of the Faenza-based team, focussing particularly on young driver development, an area in which he is acknowledged to have great expertise.

If ever the term "entrepreneur" applied to an individual, that person is Paul Stoddart. The Australian-born, UK-domiciled businessman appears to have the uncanny knack of turning almost every commercial opportunity that presents itself into a highly successful venture.

A self-confessed motor racing enthusiast and former competitor, his latest move has been to acquire the Minardi Formula One team, the perennially hard-trying Italian outfit having fallen on particularly difficult times following the withdrawal of a major sponsor at the end of the 2000 season.

Stoddart's plan is to put the well-equipped Minardi operation at Faenza together with his own formidable European Formula Racing operation at Ledbury, in the UK, and slowly but surely mould the new team into a serious contender in the ultra-competitive world of Formula One.

And anyone who has even an inkling of his track record will know better than to bet against the plain-speaking, 45-year-old Stoddart succeeding in his quest to build a new Grand Prix powerhouse. His European Aviation empire had annual sales in 2000 of 75 million and is currently one of Europe's fastest-growing regional airlines, while his aircraft spares business, also based at Ledbury in a purpose-built 118,000 sq ft facility, is one of Europe's largest suppliers of aircraft spares and numbers many major airlines among its regular customers.

Leaving school at 14, because he simply couldn't wait any longer to get out into the "real" world and start working, this entirely self-made man now possesses a 35-strong fleet of aircraft that boasts two Airbus A300s, 20 BAC 1-11s, and 13 Boeing 737s, and carries over a million passengers a year. His speciality is "wet leases" - leasing aircraft and crews to other airlines - the appeal of this sort of turn-key operation being demonstrated by the fact European Aviation's customer base currently includes 30 national and secondary airlines throughout Europe. Always with an eye open for the next potential business opportunity, however, Stoddart now has his sights firmly set on providing a similar service to airlines in a number of former eastern bloc countries.

Add to that list of accomplishments the creation last year of his own Formula 3000 team, which finished third overall in the championship standings at the end of its first full season of competition, and the instigation of a novel two-seater Grand Prix car build programme, which aims to bring the experience of F1 performance within the reach of members of the general public, and the range and depth of Paul Stoddart's fertile mind begins to become clear.

But just when did he get his "big break"? It came in 1989, a scant three years after the ambitious young businessman had sold up "Down Under", including his motoring and aviation interests, and moved to the UK in search of bigger challenges. Initially setting up a small group of new-car franchises, he was doing "adequately well" before an amazing opportunity presented itself. The Royal Australian Air Force had decided to sell off five "low-mileage" aircraft from its fleet - two BAC 1-11s and three Falcon 20 business jets - the "job lot" including what eventually turned out to be 48 shipping containers full of very valuable spares.

Taking a decision that reflects perfectly his ongoing business philosophy, Stoddart spotted an opportunity, raised every penny he could, and took a large, but calculated risk by buying the aircraft. . The BAC 1-11s were soon in Europe, and when the opportunity arose in 1993 to acquire a further 20 similar aircraft from British Airways, Stoddart was on his way.

He was in the happy position of possessing a fleet of BAC 1-11s plus enough spares to keep them flying for ages, with enough left over to become the largest supplier of 1-11 spares in the world. Most importantly, he had accomplished all this at "bargain-basement" prices and could boast an airline with the lowest operating costs in Europe.

It was to provide the financial "springboard" for everything that has followed, and will follow in the future, for make no mistake: Paul Stoddart has major plans and ambitions yet unfulfilled, and he is determined they will become reality.