“Nigel would have won again in 1993.” David Brown talks Nigel Mansell with Peter Windsor

We talk to David Brown, Williams Race Engineer with Nigel Mansell from 1985-94 – the period in which Nigel won 28 F1 races and the World Championship. In conversation with Peter Windsor, David talks about the Golden Era of the Williams-Honda turbos; the game-changing FW14-Renaults – and, among many other aspects of F1 life, what track-walking was like with Nigel on the Thursday before a race and why Nigel used to confuse the Honda engineers by singing into the radio…
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Nick: you’re always with us

David great to catch up I got to say after all these years because it’s actually been a long time now thanks to you going off to the states and doing what you’re doing there so tell us about your life there America life in America living there the family and whom you

Work now so um we’ve been here what 21 years or something and we we thought we’d come here for five to see what it’s like and then we haven’t left you know just immerse ourselves in the culture and we have family now we live in Indianapolis which is which has got

Seasons and snow and all those other wonderful things and uh yeah I work for Porsche now uh doing GT3 and GT4 performance support I work from home which is great and I just traveled to the events I did 28 events this year and giving people advice and answering

Questions about the car because we had a new car for this year new GT3 GT3 car uh so there were lots of uh there a lot of learning to take place on the part of the customers but how do you best use the car and I we’ve got some new teams

This year as well so they’re new to the car so more people who need a bit of guidance and that’s what I do I use all the experience I’ve managed to Garner over the last 40 odd years to try and help out the customers I wonder how many

Of them know that they’re talking to the race engineer that won World Championships in Grand Prix with Williams and has that illustrious back ground I don’t know I I certainly don’t make a point to saying anything about it they probably wouldn’t understand anyway they probably would wouldn’t know the

Names of the drivers it was so long ago you know Ian did anybody ever know who engineered fan joo’s car in the 1980s probably not I don’t think he had a race engineer as such do you me probably not no no we’ll get on to that in a minute

Actually the changing world of the race engineer but before we do you just touched upon the number of races you went to of course that’s nothing like as dire as doing that number of races from Europe right traveling in the states in land as it were is not that difficult

And relatively seamless it’s relatively simple I mean I try to drive to as many as possible because you know having done it as long as I have I’m just about over being in airports and eating airport food so I drive to probably a third quarter quarter to a third of the events

And the rest of them are fairly simple short flights so it’s is californ GT3 touring or something like that right yeah in in my truck actually yeah truck I drive around in a very good very large diesel truck excellent excellent so David Brown with Porsche after all

These years so let’s go back then David to when did you actually join Williams it’s a you know I don’t actually know February 81 wow yeah right from the start almost Carlos early Alan Jones well the first first time I met you was when you and Carlos walked into the drawing office

Where I was scratching away at my drawing board and sat down on the floor waiting to talk to Patrick and he sat down there and said hello and I went oh around the corner of my drawing board oh you didn’t say oh there’s Peter wisy you thought there’s Carlos reherman

Right I’m afraid not Peter but you did introduce [Laughter] yourself I think at the time well it probably wasn’t then but but Carlos was very keen having um having a tur Jackie Stewart shaped gear Leever knob on the 07 all right slightly leaning forward curved one remember just F beautifully rather than

The upright one that AJ had yeah maybe it was that it was maybe after a year of not having that in 1980 possibly would have been that wanting to go where’s the drawing office I need to find man who build this for me yeah something like that there weren’t

Many of us there was Neil Oley and myself and I think that at that point John Piper was maybe doing a bit of metro stuff I’m not quite sure and Tony Gillard he used to do two or three days a week and then Frank dernie and Patrick and we all used to draw

Bits and I you know when you look at the quality of the cars then and the engineering was super even then that obviously Patrick at the head of it all but the team below him and Patrick the quality of the engineering at Williams was outstanding relative to the

Opposition at the time whether it be lier Lotus Ferrari it was at another level then and and that’s what certainly I know that’s what attracted Carlos to Williams and um you Pro I don’t know how where of that you were because what could you relate it to other than high

Standards that you were working to with Patrick I guess yeah that’s it I mean I spent 15 years there so I I was just straight into the culture I mean I know that quality and thought and responsibility were really big things and that’s that’s what we yeah we were

Driven from above Patrick set the example that we followed when did you start going to races as a race engineer uh my my first race was to South African Grand Prix 885 on Nigel’s which we won yes which had nothing to do with me at all uh but I

Was but I was present and I was making notes but by at that point Nigel knew what he wanted he come in and say needs a bit more front Wing David okay Ken bit more F wiing please we go you know it was a bit like that but um it was okay

Did you go to Adelaide that year y yeah and he got the pole but then Ki won the race yeah the crown wheel failed off the start and knocked tooth off it he could he just said he just couldn’t see enough to drive the car the car was vibrating so much because it

Only had you know was a loose tooth running around inside the gearbox and then and then came the 11 and the 11b which looking back now and this is not just me saying this but a lot of people are saying wow that was the Golden Era Formula 1 you had PK

Cross Center Mansel and you had these amazing cars th000 horsepower plus going through these wide good years at the back and fairly simple basic cars but again beautifully engineered but serious race cars memories thoughts on that period yes so that so in 86 I looks after the

Spare or spare cars depending on what we were because we had an active car I think at the end of the no that was 87 yeah 87 we had the active car at the end of the year so yeah I was looking after the spare car so I was doing doing

The Run sheets for both cars so Frank dery ran Nelson Patrick ran Nigel and I helped out and it was a it was a from from from a personal point of VI it was a great training time for me because I you know I wasn’t able to screw it up

Too badly uh but I was there learning and soaking it all up so that that worked really well and I thoroughly enjoyed that and it was a great car and uh yeah we had a lot of good results well it was and it was a great period

Because it was Honda as Honda can really do Formula 1 as well I mean massive power improvements every race probably some of them uncalled for like the lighter manifolds at Monaco that unexpectedly cracked in the race went down that was 87 wasn’t it yeah yeah yeah I remember

That I remember bangging on the engine cover cting at Alan chalice yeah I mean that was a race that was a Monaco win that was first Monaco win for for njel that got away from him one of my funest memories of 87 actually it’s the French Grand Prix after about five

Laps when Nigel was starting to sing into the radio I I can’t remember what he was sing was something like Daisy Daisy or something like that he was he was singing Nursery ryms yeah that was Rick I kept is it goto San I think it was goto

San or maybe may have been a cheetah but I think it was goto said brownan brownan what is Nigel saying you said are he singing nursery rhymes what do you think yeah yeah next [Laughter] question there was another incident wasn’t there where where Nigel said I

Just want to I just want a wake up call about 20 laps into the race or something like that and then about 15 laps I think it was herth about 15 laps into the race he said oh he said I didn’t want wakeing up yet

David I said oh I didn’t wake you up hey yes you did the mirror just came off hit me in the side the helmet I think that was that was her he was quite happy just there was none of this sort of race Engineers coaching you around every corner

Business going it was it was just um they just set sail even sort of for a lot of a tire dig judgment and all that sort of stuff are we going to change tires are we not going to change tires what was it it was Mexico wasn’t it that

Nelson came in after eight laps Burger won the race because he was running Paralis yeah in the Benetton I’m not sure if it was 86 or 87 i’ got the suspicion it was 866 yeah yeah and that was just Nelson Going H this isn’t working and pitted after eight laps it

Was a bit like that and you hear the engineers today and I often cringe when I hear them say it I think what would how would Nigel React to what this engineer has just said to his it’s things like you know come on pick up the pace a bit or you

Know can you can you get the power on a bit sooner through turn six on the Apex there I mean it doesn’t even bear thinking what Nigel would to them would not have been great there would have been offers for for the the person on the other end of the microphone to take

The take the steering wheel do it the bloody S I think or the race engineer for charl the cler this is charl question option A we have possibility of degradation in five laps this may be a problem or option b we can continue as we are thoughts question I mean it would have

Been a short answer and he didn’t like it actually when he actually didn’t really like talking much did he on the radio at all and if you spoke to him at the wrong moment of the lap he you’d know about it too right oh yes yeah that’s right

Because in the fw12 the fuel met is on the dash so the driver was asked to read read the fuel meter during the race and and I would have to remind Nigel to do that as he crossed the start Finish Line there were times when he didn’t really

Want to answer that question and I got an answer which was not four digits off the meter um but it was fine nobody took offense it wasn’t taken personally it was just part of doing that and and because and I hope I’m not putting words

In your mouth but because you and I and a few others kind of understood Nigel in the way he was we knew that all this was actually because he was just so confident in what he was doing and he was so good at what he was doing he could actually have all

These other things around that psyched out other people other drivers other Engineers perhaps even but we knew what he was really doing and this guy was seriously quick and I think the more we have the hindsight we realize how good he was yeah I think that’s true yeah he

Didn’t need babying at all it would um it would just be a distraction to him he just want to get on with it hence the singing which is just a distraction right it’s all you’re doing is divert diverting your attention away from your what you’re trying to do against what’s

Going on in your head yeah and can I also suggest David and obviously feel free to disagree but also he had a he had the sort of what I would call a Michael like Talent possibly Max today and for sure Lewis as well of when he would say something like bit more front

Wing or less time pressure on the left front or whatever it was some something that he just wanted and didn’t want to have any discussion about it was because he he knew what he could do with the car given any shortcomings that he was going to have to drive around he knew

Exactly what he needed in order to get the lap done as distinct from just describing what the car was doing and sort of you know making lots of changes just try to make it better to drive right he knew precisely what Nigel Manel needed to do the lab I think it’s

Because he he was from a generation it was a bit of an overlap really I mean of that that generation of drivers were an overlap from where the driver really engineered the car into where there you know there was so much technology that the the technicians and the engineers

Had to really drive forward the setup and so he’d come from a generation where and a time where the driver would have to come in and say look I need a soft the front I need R barar and that’s it and not like four weeks of discussion

About what it’s going to do to the roll balance and the angle of the wing and BL blah blah all that was sort of built into the answer and so you know if you wanted a bit more front roll stiffness or less from WR stiffness then that was

Probably going to be the right thing and then as you say he would accommodate that and just use it to his Advantage yeah and I think that’s the punch line isn’t it he would then go quicker as distinct from make the car easier to drive yeah absolutely I wasn’t

Interested in making the car easy to drive at all it’s just all about Pace all about winning and I think David also you dovetailed really well with Nigel because you didn’t actually say that much did you you just got on with it and and you’re by Nature you’re relatively

Retiring I think relatively quiet and I think Nigel loves that about you that amidst all the other stuff maybe Patrick head staff and and a lot of other stuff in for one there was a there was a circle of calm around his car yeah I think everybody benefited

From that and it it is the right way of doing it but you need the confidence running in both directions to work like that yeah once you have the confidence and you have the way the the ability to read between the lines or just exchange two words and there be several

Paragraphs of information in those two words then it worked really well it’s very efficient quick you get through a lot of stuff in a practice session or when you’re testing and te at the end of the pit Lane as well yeah that’s exactly how it was with you and so let’s

Talk about that the changing I mean the job that you did at Williams probably doesn’t exist anymore right there are too many other engineers in the garage around the car no I think they’re probably well there’s probably a dozen people doing what the race engineers in

My day used to do but but I mean it was very much Patrick’s teaching as well is that you had to understand the whole car you know if you’re going to stand next to it David and talk to the driver about what it’s doing and instruct the

Mechanics as to what to do with it best you understand what’s going on and so there was a lot of that going on so not just the um vehicle Dynamic side of it or the aerrow side or whatever but you know all the systems the race Engineers

Expected to understand you you got a Brak issue David well you need to know how the brake system works you’ve got a cooling issue you need to know how that works all the various different systems of the car whereas now I believe that there are Specialists inumerable Specialists who

Deal with one particular aspect of the car like youve got the left front disc bloke and the guy who does the coing system you know which I can understand because of the complexities but it just wasn’t like that when I was doing it and it but did mean that you were completely

Involved with everything went on the car which I thought think was much more rewarding and much more interesting oh yeah and you work relatively closely with Honda right yeah yeah I mean you know we used they used to in 18 yeah 6 887 um they had a workshop inside the

Factory and they used to you know kit the engines there and the guys used to live in slau Comm every now and again John alcom would drop a few on the roundabout that in Oxford if you remember that one they fell outside the truck yeah yeah Johny

Alon very much so yeah there’s a big thing these days about the track walk on a Thursday I don’t remember you and Nigel religiously doing track walks at every Grand Pre circuit at which you arrived no no we didn’t I I’ve we’ve done a couple but they we used to drive

Not walk and we did one uh Nigel had a friend called Charles who used to yes and uh we were in Mexico City uh must have been 87 we’ve got this dodgy old golf and just says well you drive so I’m driving around the this golf and rule number one

Of driving a Formula One driver around the track of course is not to try and impress the form One driver with your prowess behind the wheel because it’s never going to work and so we go charging off down the road this golf and Charles in the back and line in the

Front and we do a lap you know nice and gently because there are people still painting the herbs and putting up fence and stuff like this and we get come out the last corner he says I tell you what David he says you go Full Throttle I’ll

Take the steering wheel and don’t LIF and I’m like okay we knew each other well enough then that I didn’t just stop get out of the car so we carried on and we got to the first corner and I and I lifted very slightly because I just

There was too much um fear and um just flick this golf sideways and we got through the corn and the rest of the lap you know we sort of got through and we we came out of the penultimate Corner before you got to what used to be

The hair pin by the the vrone there and Nigel grabbed the handbrake and we were go reasonably quickly for a golf we were probably doing I don’t know 70 or something like this but you know with my reaction speed and the fact that I absolutely did not think this was going

To happen we ended up sideways on the grass on the left hand side and the people who’ been painting the curves were now climbing up the fence and I could see these guys scrambling with their fingers up to this chain lck fence as we’re sliding sideways down there

Thankfully it didn’t roll and we drove back but did offered to do another lap and both Charles and I declined we went into the pits so we did do we did did the OD one but they very infrequent did you learn much about the circuit in

The mid midst of all this no quite a lot about the [Laughter] golf David and then then there was that old J Active Ride into passive and Nigel obviously not very happy and going off to Ferrari and you staying at Williams and then it all came to light again with

Renault engines and the 14 and the 14b whole new era but looking back now I don’t know how many people were at Williams in 1991 probably 120 odd I would think something like that I was going to guess 150 but maybe yeah it could be yeah and together they produced what Remains the

Most technically Advanced Grand Pre car of all time has to be isn’t it completely crazy isn’t it really when you consider how much went on I mean I always think of I think Steve wise design the circuit boards and the circuit boards were made by an outside company but we made the

Enclosure you know everything all the way down to building the computer that ran the car it was all done in house so it control the the quality of it and the delivery times as well that’s great there was a John Sutton’s got a lovely story of testing at uh

Canta in back end of 90 with the first seamless shift and Patrick recording it on a voice recorder the sound of the gear changing and then taking it back to Frank and saying we’ve got to have this for for 91 and everything was sort of compressed a six-month progress was was compressed

Into six weeks and there was the the first paddle shift Williams based on a carry the gearle around spares at the beginning of the when we first started we still had the um Mount was M actually built into the chassis for the gear lever and the

Gear Rod to go in but we never actually fitted it but we had a backup just in case it all went horribly wrong it worked pretty well apart from the selecting two gear scenario which we went through remember in Phoenix we had all the gearboxes off the cars and inos

We raced to five gears and because the car used to select two gears John C wouldn’t know exactly which gears they were but it would it would somehow manage to select because of thermal expansion it would effectively select two Gears of course as soon as you select two Gears of

Ratios just goes bang and so we tried in the um in the warmup uh a five speeed gearbox and uh it worked fine you know it was fine Nigel adapted immediately I just I just took the same Top Gear and just spread the gears out and we agreed

On what we were going to do we ran it one it was fine and Patrick came into the office at the back of the garage into Lagos and said right you know Ricardo choose your ratios for your 5-speed gearbox and Ricardo’s like no no I don’t want to do that um off

Looking at each other and this Patrick was not kidding when he was suggesting that Ricardo did this but he didn’t received the message Ricardo and there was there were a couple of rounds of no no you’re going to do this and and no no I don’t want to before the message was

Transferred in forthright terms I think Patrick was Crimson he was so angry because he we’ve done this it was one of these things right we’ve done it we’ve tested it it worked fine you know it was the one way we thought we were going to get through the race

And Ricardo didn’t get the message they were they were good times weren’t they and there was that incident in Canada in 91 which obviously was uh unbelievably disappointing from your point of view in Nigel’s but John Sutton’s gone through that in detail and really it was not Nigel’s fault at all

If he’ I can’t remember what the solution was now but I think it was that if he given it Full Throttle if he gave it Full Throttle he should have done he should have tried to given it no thrott throttle or vice versa and anyway it

Would have picked up and he would have still made it but it wasn’t his fault because at the time nobody knew how he should have reacted to what actually happened he didn’t flick a switch off it was just he he let the RS get too low

And and that was the that was the problem and um and a sort of self cutout came in it was all to do with the shift strategy wasn’t it it was all to do with how the how high the blip was set yeah and the blip was set as an offset

Compared to the PM it last saw before you pulled the downshift yeah and when he was coasting because he was cuz he’d started having dog to dog issues so we was taking it really gently and you know shifting very late and very gently um it confused the system and it just set a

Speed a height for the blip which was less than the idle speed effectively switched it off but it was it was it was solved with a line of code that’s all it was but it was just something had never happened before it just had to happen in

The middle of a or at the end of a race there we are unbelievably irritating but then made up for by some spectacular winds in ’92 that South African Grand Prix was unbelievable wasn’t it I mean margin that Nigel had at in that race that you

Didn’t need to use at all right wasn’t there a didn’t we have um a rule that you could only use it for so many laps cuz we were concerned about Ric used Ricardo raced it for the entire race yeah well he had quite a lot of pressure

From Senna didn’t he and and that’s why he used it so much but Nigel never used it yeah no and all I mean again because Nigel had come from an era where the cars were 50% reliable during the races and most of it was in the hands of the

Driver to get it through the race and he always drove with you know one eye on everything that he could look after to try and get the cars at the end of the race which puts the lie to the whole business of Nigel being a h misted over

Aggressive driver with not much finesse right yeah it’s just just not true yeah I never saw that and I remember him saying to me several times I don’t know if it was the case with you was that um he didn’t really need the traction control because he had it all on his

Right foot anyway well yes and he’s not far from True right I mean he and I think it’s probably come on a bit since then and you know I work in in a environment now where track are control you know across all GT cars but of course different market right the

People who are driving the GT cars that I work on are not you manels frosts cers PKS right they just not like that so those guys can drive around these things because they have enough finesse enough feel to see what’s going on but other drivers can’t silverston 92 that pole lap and

The difference between him and Ricardo yeah that was quite a good one we had a bit of an incident in the truck after afterwards did you hear about that so getting the high cars back to the factory so that I wouldn’t get and I rate Frank Williams saying why

Were they 10 minutes late we um I think we did a lap and then Nigel want to go again Patrick’s like oh no you don’t need to you’re going to be on pole and I just like no I I’m GNA go again I’m sure

I can go faster I just want I just want to go faster okay and we went out and he did get faster which is CRA we walked in so we’re in the truck as myself there was a certain amount of that going on right um we’re in the truck R Nigel and I

Sitting there and and Ian Harrison is sitting in there team manager as well and Ricardo walks in he walked up to Nigel and stood in front of him and said stand up and I thought oh my goodness there’s going to be an altercation here right so n stood up and Ricardo grabbed

Him by the crutch and he said I just want to feel them I thought that was pretty bloody funny it was but how much of that lap was bravery and how much of it was Nigel’s finesse and talent and self-belief he had huge Faith at that

Point he not obviously had a lot of faith in his own ability but it was separately with the active car which is I think one of the issues that Ricardo had he didn’t really talk to the driver so much at the limit and you really had

To explore it to get the most out of it and nther just could do it and and Ricardo uh at um silver Stone just could not get anywhere near him just because of the faith you had to show in the car and and Niger was willing to do that

Because there was a certain point on quick Corners where there was an exponential amount of downforce if you got through it right that’s right if you keep the right Heights in in the right window then you just have a better better downforce more speed yeah and that’s where it came from yeah you

Didn’t want to lift in Hungary I Dr pump failed on um Nigel’s car and then it failed on Ricardo’s car as well and the failure mode was that eventually the car the car wouldn’t hit the ground because it had Packers in it to keep it off the

Ground but the fluid will all end up in the front not in the back so the car would be power boating down the straight that’s we were watching that happened and eventually you know car doesn’t work anymore funny I was thinking it was due to the fact that after three weeks the

Incredible rash on the arms and hands of Jimmy jck Walter hadn’t gone any better and they thought they better change the formula for the Fiel it was nasty it wasn’t as bad as the turbo fuel though that was really wicked this the stuff that we used in um 86 and

87 really nasty stuff I remember we used to set the capacity on it 210 or 220 liters and alen chalice and myself would be beating on the side of the chassis trying to get all the bubbles out the fuel tank and just putting the plastic balls in so it hold the maximum amount

Of fuel and if you put your hand in you’d pull it out and it’d be completely white taking all the oil out of your skin doesn’t happen today we have curfews today we have unbelievable safety controls we have high viz jackets we have everything Everything’s changed yeah it’s it’s remarkable and how much

Better it all is are you saying that yeah right yeah I’m glad you laughed after that David a times and then of course you did have that 83 no sorry 93 season with Pro must have been an interesting change from brilliant drivers both different in character different in

Style different in everything come from a different place you know Nigel have been with the team for a long time so that culture would sort of there was a culture surrounding about how things were done at Williams and Niger was part of that culture and then in walks Allan

Who’s basically a McLaren driver and yeah he had different ways of working and so we had to adapt you know we had to adopt things that he would and talk about things in terms that he would understand and then we would also there were some things about the way he

Described what was going on that we needed him to discuss in our terms and we got there you know over the testing period the first few races but interesting business so Prost had been in the John Russell car and Nigel had stayed at Williams in the David Brown

Car how would that 93 Championship have gone do you think oh it would have been uh would have been it certainly would not been a Triumph of engineering that decided who won the championship that way the engineering was going to be if you see what I mean

It would have been I don’t think it would have been as bad as the Nelson Nigel thing but it would have turned into something like that it would have been a bit ugly I think it would have been a bit like the pr Center thing actually wouldn’t it you know it could

Well have been yeah could well have been it would have been close my money is on Nigel actually I think he would have done it but you know oh I think so too but it but it the thing is he’s got the strength of character to not get over

Phased by all the crap that’s going on around him yeah yeah so David there we are anything else we should talk about you think I mean McLaren period for you was a little bit frustrating I would imagine H yes I did one year on the David’s car but I enjoyed running a

3,000 team that was interesting because I’ve never done anything what I mean yeah yeah that was quite that was quite fun actually because I was just I had phone and I’d gone to some indie car races um as a guest of Mercedes uh and then I’d done uh some

Formula 3000 race as well and all to sort of find out what we were going to do with as a junior team mainly for Nick held to drive and I came back from my last trip you know two-thirds of the way through the year and Ron said okay so

What do you think we should do David and I said well I think we should do indie car because I quite fany do an indie car he said good let’s do Formula 3000 okay then um and um so I sat there for a bit and Ron I don’t know if you how much

Time you spent talking to Ron but Ron would take phone calls in a middle of a you know sort of Fairly informal meeting like he and I were having and he would just take this phone call and and smile at you while he was taking the phone

Call put the phone phone down and carry on having the conversation so the phone had gone off and he’s having this conversation with somebody else and I was still sitting there because we hadn’t decided what the hell we were going to do we’re just going to go and

Do Formula 3000 he put the phone down looked at it said well you’re not going to win anything sitting there go go and do it and so I picked up the phone and ordered some formul 3,000 cars I mean I just had a phone and a desk excellent it

Was fascinating just building it from the ground up yeah great to talk to you great to catch up and so pleased that you’re doing this phase of your life now I imagine you’re finding it satisfying from an engineering point of view and satisfying from a living in America enjoying Motorsport point of view

Correct I mean every all the bits are coming together yeah I mean I I actually I really enjoy what I do it’s it’s sometimes um I it’s I’m not I’m not competing personally which is not which is unusual for me because I’ve spent all my professional life you know competing

Against people because that’s what you do when you’re racing right it’s competition and um so I’m not personally competing with for the first time for you know 40 years or whatever it is but I’m able to enjoy watching other people compete on my behalf and winning stuff

Which is what I want to do I want to be on the winning team couldn’t be with a better team company than Porsche which has enormous American connections as well if you look at the history of Porsche going back to Dan gurny winning Porsche’s first Formula 1 race Mark

Donahue all the Porsche development he did with Roger Pensky uh huge feel for Porsche throughout America I would imagine when you come to town when the race is on and it’s all happening I imagine it’s a brilliant atmosphere yeah great and there’s you know everybody

Wants to own a pors room if you say sports C of people they think of Porsche they really do so many people like my dentist you know who unfortunately drives a Corvette but wants to own a Porsche but at least he’s got the right idea because he wants well I’d like a

GT3 touring please David yeah yeah don’t know I give you a sort of share in my Ram truck but as far as goes [Applause] Ready