Slim Borgudd

Nationality:	Swedish	Races Entered:	15
Date of Birth:	25 November, 1946	DNQ/DNPQ:	5
Teams:	ATS (1981) Tyrrell (1982)	Best Result:	6th, Britain, 1981

BIOGRAPHY

Before Formula One

Birds of a feather flock together, so they say. So is there something in certain people's make-up that explains why many with a disposition for music also get attracted to motor racing, and vice versa? While in recent times the likes of Damon Hill, Eddie Jordan and Kenny Bräck have been the more notable examples of racing types who have dabbled in music, perhaps the best-known driver-musician in the last few decades has been ABBA drummer Slim Borgudd from Sweden. Or so the common story goes, at least. For Karl Edward Tommy Borgudd, from Borgholm near Kalmar on the small island of Öland, never actually performed with the late-70s, early-80s pop sensations. The most he ever did were a few studio sessions with them. But there's much more to Borgudd's recording career! In the 1960s, Slim had been a drummer with the Lea Riders Group. The group was formed in September 1961, when the young Tommy was not even 15, by Hawkey Franzén in Borgudd's home town.

It was, for all intents and purposes, a school-based group, that featured at various times a number of different musicians, but alongside Franzén the mainstays were Borgudd as drummer and occasional vocalist, Bo Häggström as the electric bass player, and Sigge Ehlin on guitars, harmonica and vocals. Playing a brand of blues rock inspired by the likes of Willie Dixon and John Lee Hooker, the group gradually left its Kalmar base and in late 1966 began playing in Stockholm and appearing on live TV. Despite starting to record some singles, Lea Riders broke up in June 1968, and Borgudd and Häggström joined forces with renowned guitarist Georg Wadenius to form a progressive jazz rock fusion group called "Made In Sweden". Although relatively unknown, music afficionados are beginning to recognise the band's role in pioneering the Swedish pop rock sound. Their first album, With Love, came out in 1968 and featured a cover of The Beatles' 'A Day In The Life', as well as a version of the Theme from 'Peter Gunn'.

Snakes In A Hole, complete with racy cover-art, was released the following year on the Sonet label, as well as Live! At the 'Golden Circle' (which included a take on, would you believe it, 'Three Blind Mice'). One Amazon.com reviewer has described the group's music thus: "The beautiful and eerie guitar work combined with driving bass and drum parts, shifting tempos, moods, and feelings creates a perfect combination of psychedelic ferocity and jazzy grooves ... [the record is at] the forefront of Swedish and international music of its time." 1970 saw the band record the music for a children's play called Regnbågslandet as well as potentially their best album, Made in England. Regarded by some as one of the best progressive records of its time, reviewer Axel Bruns discusses the album in glowing terms: "Georg Wadenius's melodic guitar, Bo Häggström's bubbling bass, and Tommy Borgudd's almost continuously busy drums are signs of a band in fine form - this feels like classic hippie stuff straight from the summer of love."

But after that Made In Sweden split up, and although Borgudd and Häggström immediately joined another progressive band, "Solar Plexus", Made In Sweden reformed in 1976 for one last album, but by then Wadenius was the only original musician remaining. Meanwhile, Solar Plexus produced a number of albums before also its members also went their separate ways in around 1975, as the pop strains of ABBA and the beats of the disco age consigned this particular era of progressive fusion rock to musical history. Throughout this time Tommy had also begun doing some freelance studio work, including playing occasionally for the wonderfully-named group, the Hootenanny Singers. He continued freelancing throughout the 1970s, and indeed, as late as 1976 an album called Funky Formula came out in his name and featuring him, in helmet and in his Viking F3 car, on the cover. In fact, it was another collaboration with Häggström, recorded at Four Leaf Clover studios.

But although Borgudd had occasionally provided vocals for Lea Riders and song-written for Made In Sweden, this album was in fact merely a compilation of vocal performances by others, namely Björn Skifs, Tommy Körberg, Jerry Williams and Janne Kling. It included such improbable track names as 'Machine Man Woman', 'You Son of a Baker', 'Hot Metal', 'Talking After Christmas Blues', and 'Sock Pow'. Now, if only we had a website called LP Rejects, this record might be a prime candidate... But it was in this period that several significant events occurred. Firstly, he earned his nickname. This apparently happened when he was in New Orleans at one of Willie Dixon's shows, but Dixon's band was unable to appear on stage because their drummer, 'Memphis Slim', had fallen ill. At which point Borgudd's friends pushed him forward, and so that night Tommy replaced Memphis and became 'Little Slim' - which stuck, and later simply became 'Slim'.

In fact, as Borgudd gained notoriety as a drummer and got invited to do more gigs, he found that he had to add 'Slim' to his ID card in order to cash the cheques made out to him under that name! Apart from that, when he drummed for the Hootenanny Singers, he became friends with its leader, one Björn Ulvaeus, who of course later became ABBA's lyricist and guitarist. Hence the ABBA studio sessions some way down the track and Ulvaeus' personal support for Borgudd's Grand Prix career. Thirdly, and perhaps most importantly for our purposes, Borgudd's musical career also availed him of opportunities to go motor racing. He had already seen Stirling Moss race in an F2 event at Karlskoga as early as 1959, but it was while Made In Sweden was touring Britain that he met Chris Barber, an avid club racer and a dixieland musician to boot. This sparked Slim's interest in racing for real, and soon he had bought Barber's Lotus 22 Formula Ford machine, racing it in Swedish club events.

He even went to the famous Jim Russell racing school at Snetterton before taking his car to two British club Formula Ford events, both of which he won. And there was nothing quite like early success to get Slim started on the motor racing trail on a serious basis, even if he was a late starter, already in his mid-to-late 20s. In 1970-71 he raced a Focus sportscar previously campaigned by Ronnie Peterson, winning all five races in which he entered, before moving to Swedish saloon car racing. Borgudd competed in saloon cars for four years, from 1972 to 1975, first in a Hillman Imp that had originally been run in the UK by Ivor Goodwin, before changing to a Volvo 122 (or Amazon) prepared by Comfort Racing. He signed off from the category with 2nd in the series in 1975. From 1970 to 1975 he also competed in single-seaters, particularly in Formula Ford 1600, winning the Scandinavian title in 1973, marking himself out as not just a muso turned amateur racer, but as a genuine contender.

Late in 1975 though, he rented Conny Anderson's March for the last round of the Swedish F3 championship as a toe-in-the-water exercise. Liking the experience, he aimed for an F3 campaign in 1976, but ended up only able to rent sporadic drives. For example, he drove in round 1 of the German F3 title at the Nurburgring in a Texaco Racing Van Diemen 376 Toyota, qualifying 21st and finishing 9th. At the same meet, in the race that counted towards the European championship, he retired on lap 1. But for the remainder of the season he scrounged drives in the team run by Tore Helle, in a Rotel-sponsored Viking TH1. The design of this car was fundamentally flawed, and Borgudd crashed it at the Zandvoort European F3 round, as well as driving it in the Mantorp Park round. The rest of his time in F3 was rather like that; it always seemed to be a case of finding the sponsors and the drives where he could and then making the best of the situation. A man of lesser mettle may probably have given up.

In 1977 he continued racing sporadically in the Swedish and European championships, driving a Ralt RT1 Toyota for the National Racing Team run by Torsten Palm. But 1978 saw a result upturn in results. Forming his own 3 Strike Up Racing Team, with the Ralt RT1 Toyota that was now getting long in the tooth, he competed in three German series rounds, finishing 4th in his heat at Kassel-Calden and gaining some creditable grid positions, such as 5th at the Nurburgring. In the Nordic European series he scored a memorable 3rd at Mantorp Park behind Richard Dallest and Michael Bleekemolen, but beating home Philippe Streiff and Thierry Boutsen. In two British rounds at Donington and Silverstone Slim came 7th and 6th, finishing up equal 21st on 10 points with Andrea de Cesaris, Jim Crawford and Teo Fabi. The European championship saw Borgudd even take a pole at Zandvoort and come 3rd at Knutstorp behind Anders Olofsson and Jan Lammers.

Eventually in the European title he came equal 13th with Eduardo Bianchi, scoring 7 points in all. It paved the way for an incredible 1979, in which Slim continued to race his geriatric Ralt, now under the 1 Strike Ten banner. Despite being short on finances, and having to act as his own mechanic, he won the Swedish F3 title. But it was in the European championship, where he often so short of spares he had to borrow off helpful rival team-owner Roger Heavens, that his heroics caught the most attention. It was the year Alain Prost romped to the European title, but the battle for second was a tight affair between Bleekemolen, Borgudd and a third 'B', Mauro Baldi. Although the Dutchman claimed 2nd with 28 points (to Prost's 67), a consistent run of 3rds at the Osterreichring, Magny Cours, Zandvoort and Kinnekulle, plus an awesome 2nd at Kassel-Calden where he took pole, victory and fastest lap in his heat and equal fastest lap in the final, saw the Swede pip the Italian to 3rd overall, 23 points to 22.

Although a 33-year-old out of F3 was not the most marketable proposition, Slim was promised sponsorship from Marlboro for an F2 campaign in 1980. But that never came to be, so Borgudd found himself out of a drive again. He contacted Heavens, who let Slim take their spare March Toyota 793 for the Monaco F3 event. But a poor qualifying session in which Baldi took pole saw the Swede only start the event from 16th. However in the race he charged up to 3rd, setting the fastest lap of the race. But with four laps to go he touched a competitor, and his bodywork came loose. Rather than quit, he decided to press on with one hand holding the car together! Alas, it dropped him out of the top 10, but he had made his point. Elsewhere, back in Germany the Klaus Zimmermann Racing Team also gave Slim a Ralt RT3 Toyota for the non-championship Bilstein Super Sprint at the Nurburgring, where he started 3rd and finished 2nd. But if he wanted to progress beyond F3, he needed a lucky break from somewhere.

Formula One

1981 was the fourth season in F1 for the volatile Gunter Schmid's ATS team. Its previous three years had been somewhat tumultuous and yet fruitless. And by the start of 1981, Schmid had become disaffected with his existing driver Jan Lammers. He plugged on with the Dutchman for the first three races of the year in the previous year's D4 chassis, but by the beginning of the season it was already clear that he had made overtures to Borgudd and brought the 34-year-old into the fold. At the fourth round of the championship, the San Marino Grand Prix, ATS entered two D4s, powered by their Cosworth V8s and sitting on Michelins, for both Lammers and Borgudd. It made Slim one of the oldest F1 debutants in the modern era, and the former musician had finally it all the way to the top of his second hobby. Thanks to his links with Ulvaeus, ABBA put their logo on the cars, although they supplied no sponsorship dollars. It was merely 'goodwill sponsorship' to hopefully attract other investors.

Slim acquitted himself commendably in his debut race. He was the 24th and last qualifier, only 4.5s slower than Gilles Villeneuve's Ferrari on pole. More importantly, he had beaten Lammers by over 0.3s, and had quickly made himself Schmid's favoured driver. In fact, Lammers was one of six drivers Borgudd had defeated to get onto the grid. In the race, he drove around steadily, setting the 15th fastest lap of the race and finishing a creditable 13th, 3 laps down on winner Nelson Piquet. But this was of course a crazy time in F1 politics, with the FISA v FOCA war over the Concorde Agreement. A swelling entry list for the next round at Zolder saw pressure on teams like ATS and Theodore to withdraw their entries. Schmid duly pulled Lammers' entry, clearly showing which driver he preferred. Borgudd was given Lammers' number 9, and what's more he had a new car to play with, ATS having finally ditched the old D4 and replacing it with Herve Guilpin's HGS1.

But not surprisingly, teething problems with the new machine meant that the Swede was 7.7s off the pace and failed to qualify. He was joined on the sidelines by both Tolemans, both Marches, and even René Arnoux's Renault. Lammers' withdraw, though, had not just been a temporary thing, for when ATS showed up at Monaco, they had gone back to a single-car entry, and Borgudd was their man. It was also the last time Slim had the number 10 on his yellow car; after that he permanently took over the number 9. However, Monaco proved to be a dismal outing as well. Slim failed even to pre-qualify, as the 31-car field was trimmed to just 26 cars for qualifying, before only 20 were allowed to start. As the 27th quickest, he had just missed out. More disappointment was still to come at the next race in Spain, when once again Borgudd was 27th fastest and outside the top 24 who started, but just getting onto the track at Jarama itself had proved a saga of its own.

The whole ATS team had showed up late at the Jarama paddock, but unbeknown to them, a soap opera had been unravelling in their absence. The Concorde Agreement had been designed to ban private one-off entries, but undaunted local hero Emilio de Villota had nonetheless shown up in his second-hand Williams. A further row between the governing body and the local Spanish officials saw the latter take de Villota's side and do all they could to allow his entry through. The leverage they used was that ATS, one of the Concorde Agreement teams, had not arrived, and therefore a space was open which de Villota could fill. But Schmid, Borgudd and co eventually turned up, and upon witnessing the brouhaha which threatened to make their efforts to get to Jarama a complete waste of their time, the angry German was not impressed. He was seen shouting to anyone who would listen, and eventually FISA put their foot down: de Villota was out, and ATS and Borgudd in.

As it turned out, it was all in vain anyway. After that, France made it four non-qualifications in a row, with Slim yet again the 27th fastest on the timesheets, although there had been more drama behind the scenes when tyre supplier Michelin withdrew from the team at the last moment and Avon had to step in to fill the void instead. But then came the British GP at Silverstone, and a reversal of fortunes began when Borgudd actually got the HGS1 onto the grid. The Swede qualified in 21st position despite being almost 5 seconds off pole. But a race of attrition saw him slowly climb up the leaderboard. By the end of the race, he was in 6th position, a lap down, but only ten seconds behind Hector Rebaque in the Brabham, and scoring his first (and only) world championship point, as well as Avon's first in Formula One, and ATS's first points since Hans Joachim Stuck came 5th in the 1979 USA GP at Watkins Glen.

The result was a massive fillip to everyone involved, and for the next round at Hockenheim even the whole of ABBA turned up, hanging around the ATS hospitality tent! The boost in confidence also saw Borgudd qualify a comfortable 20th, but on race day he had climbed no higher than 16th when the Cosworth engine packed up after 35 laps. It was a similar story in Austria, when Slim started 21st but had to retire after 44 laps with brake troubles. Holland was something of a disappointment, the ATS gridding up 23rd but not a force to be reckoned with in the race. Though Borgudd was classified 10th, he was the last man still on the track and was 4 laps down on Prost's victorious Renault. By now it was clear that the ATS was not a competitive proposition and there would be little more development on the HGS1. Slim drove hard to compensate, although at times maybe too hard, like in Italy when he spun out after only ten laps.

Likewise in Canada, where in the wet race Borgudd impressed by setting the 13th fastest lap, but threw it away at two-thirds distance. The last race of the season was in Las Vegas, where Slim spoiled his starting streak, recording the 25th fastest time in qualifying and thereby being pipped to the last grid spot by Eliseo Salazar by just 0.036s. It brought to an end a decent but not jaw-dropping first season in the top flight, in middling-to-backmarker machinery and not one of the easiest team environments. Whether Schmid wanted to keep Borgudd for 1982 is unclear, but it didn't matter anyway, for the Swede had been snaffled up by none other than Ken Tyrrell. The late, great team boss has always had a discerning eye for driving talent, whether they be an up-and-coming youngster or a late bloomer like Slim. And indeed the fact that Tyrrell chose Borgudd to partner Michele Alboreto was not in reality that much of a surprise; Slim had consistently out-qualified the talented Italian in the second half of 1981.

But while the Tyrrell 011, with its Goodyear tyres and Cosworth DFV engine, started off in Alboreto's hands as a midfielder but at the end of 1982 took Michele to the giddy heights of his first Grand Prix win in Las Vegas, Slim did not adjust to his new surrounds and his new car quite as well. Though he had been chosen by Tyrrell on merit and not on the size of his wallet, a propensity to bring sponsorship would have come in handy, and Borgudd's inability to do so in effect probably hindered development on his own car. For the first race in South Africa, Tyrrell fielded both cars in white, but quickly Borgudd was starting to struggle to keep up with Alboreto. The Italian qualified 10th, the Swede only 23rd, and over 2.3s slower. While Michele ended up finishing 7th and only a lap down, Slim languished in 16th place, five laps adrift of Prost's Renault. It was not much different in Brazil, where the 011s now fielded a dark blue paint job. Borgudd qualified 21st, over three seconds behind his team-mate in 13th.

When the first two men across the line, Nelson Piquet and Keke Rosberg, both got disqualified for technical infringements, Alboreto was promoted to 4th and Borgudd to 7th, just one spot away from his second points finish. But it was not enough to prolong his F1 tenure for too much longer. After qualifying two seconds slower than Alboreto at Long Beach, and finishing 7 laps down in 10th after a mid-race collision, compared to Michele's unlapped 4th, and bringing no money to the table, Slim was replaced by Brian Henton. From Imola 1981 to Long Beach 1982, Borgudd the ex-drummer had spent exactly one full year in F1. He did have a fair amount of ability, carrying over from his F3 days, and it shone through on occasions, but perhaps not often enough. Anyway, at 35-36 it was perhaps too late for him to make his mark in Grands Prix on ability alone, and yet he had not brought the sponsorship dollars to recommend him either. But the mere fact that as a musician-turned-racer he had got to F1 at all had been an achievement in itself.

After Formula One

One could have forgiven Slim for thinking that for 1983 he had to start all over again. His F1 career was over, his musical career likewise. Even ABBA had split up in 1982. And so he did indeed start from scratch, going all the back to Swedish F3, driving an Anson SA4 in 1983. But Borgudd had not made enough from his drumming or driving exploits to settle down into any particular team or series, and for the next few years it was a case of picking up drives wherever he could find them, just as it had been before. 1984 and 1985 were a case in point. In 1984 his only notable appearance was at the Macau F3 GP, where he proved he could still mix it competitively on his day. In a Ralt RT3 Volkswagen, he qualified an amazing 2nd amongst some of the best young F3 hotshots of the day. He even won the first leg before falling back and finishing 6th overall, which was still an incredible effort considering his age and his lack of regular racing. Little wonder he regards it as the race of his life.

1985 saw him try to rekindle his single-seater career by racing in the new F3000 series, driving an ex-F1 Arrows A6 Cosworth for the Amco Color team. But with his machinery completely outdated, in his three entries at Vallelunga, Spa and Donington he simply qualified near the back and trundled around off the pace, finishing 10th at Vallelunga but retiring in the other two events. It was the same at the non-championship Curacao GP. And then at the end of the year, Macau beckoned yet again. The 1985 Macau entry list was surely one of the most impressive of all time. Then current and ex-F1 stars Jan Lammers, Mike Thackwell, Martin Brundle, Roberto Guerrero, Jo Gartner, Christian Danner, René Arnoux, Kenny Acheson and of course our man Slim were all taking part. So too future F1 drivers Mauricio Gugelmin, Emanuele Pirro, Volker Weidler, Johnny Dumfries, Franco Forini, Marco Apicella, Fabrizio Barbazza, Pierre-Henri Raphanel, Adrian Campos, and Aguri Suzuki.

In such company, and already 39, it was hardly surprising that Borgudd was unable to repeat the heroics of the previous year. He only managed to qualify 22nd, and finished outside the top 10. But 1985 had also seen him return to touring car racing for the first time in ten years in the European Touring Car Championship, where at the Donington round he shared a Restaurant Catelin AB/Magnum Volvo 240 Turbo with Sune Ohlsson and Michael Strauch, finishing a creditable 8th outright. In subsequent years, touring car, saloon car and sports car racing was something he would do more of, on and off. In 1987, Borgudd was part of an innovative attack on the Le Mans 24 hours, driving a Cee Sport Racing Tiga TC286 with a twin-turbo Volvo inline-4 engine created by expert Volvo tuner Milan Knezevic. Scheduled to share it with Tryggve Grönvall and American Ray Ratcliff, sadly the car was simply not fast enough in practice and failed to qualify for the grid.

1989 saw Slim make a triumphant appearance at the famous Willhire 24-hour production car race at Snetterton, where he shared a Ford Sapphire Cosworth to victory with Mark Hales in a race at actually lasted 25 hours to celebrate the 25th year of Willhire's backing of the event! In another production car, a Group N BMW M3 shared with John Sax and James McAlpine, Borgudd also competed in the 1990 Nissan 500 touring car race on the streets of Wellington in New Zealand, but the car failed to finish. 1990 was also the year that the Swede made his only start in British touring cars. Round 7 at Brands Hatch was a one hour, two driver affair, and a bevy of outsiders joined the BTCC regulars. Borgudd shared Tim Harvey's Ford Sierra RS500, which came 2nd behind Robb Gravett and Mike Smith. For a while, when Gravett and Smith were originally disqualified for an oversized fuel tank, before they were reinstated, it looked as though Slim had had the Midas touch, as he had had in the Willhire the year before.

Borgudd then stayed away from saloon car racing of any form until 1993. By then Super Touring was on its way to becoming the dominant touring car class, and manufacturers flocked to join the BTCC. One was Mazda, running its Xedos 6 model for Patrick Watts that year, which largely proved uncompetitive. But in the lead-up to the inaugural Super Touring World Cup at Monza, the car was sold to Borgudd, who thus represented Sweden in the 43-strong entry list. Slim came 23rd in the first race, and was caught up in an accident on lap 2 of the second race. But taking a liking to the Super Touring formula, he and his Team Magic decided to use the Mazda for the 1994 Nordic Touring Car Championship. This was an odd affair, starting out as a one-off race in 1991, which, in a little-known fact, was won by one Mika Hakkinen in a BMW M3. By 1994, it had turned into a six race series, with two races each at Hämeenlinna in Finland, and Knutstorp and Anderstorp in Sweden.

Team Magic didn't attend the two Finnish races, but Borgudd then won both Knutstorp rounds and came 1st and 2nd in the Anderstorp events, taking the Nordic title by 85 points to 82 over Thomas Johansson in a BMW. The World Cup was then held at Donington, with Slim's Mazda and Peggen Andersson in a BMW representing Swedish honour. Borgudd though was only able to qualify 39th out of 40 cars, the only man behind him being Vaclav Bervid in the Czech BMW. However, a consistent performance in a chaotic race saw Slim finish 21st out of 24 finishers, ahead of Andersson and Matt Neal in a Mazda 323F, making Borgudd the first Mazda home. He was now so impressed with the category that Team Magic actually had plans to enter the entire 1995 BTCC with the Xedos, although it quickly became obvious that that car had never been, and was never going to be able to hold its own against the other constructors, and the plan was quietly shelved.

But from 1986 to 1998 Borgudd's main attention was focussed on another form of tin-top racing altogether - the idiosyncratic world of European truck racing. He struck immediate success, taking a Volvo White to victory in the European Truck Cup category II in his first year, and then winning category III in 1987. By 1989 the series had become better organised, now known as the European Truck Racing Cup and divided into three classes, A, B and C, depending on engine capacity and weight. That year Slim competed in Class C, for the heaviest and most powerful trucks, but his White was off the pace and he only finished 7th in the category with 79 points. 1990 was better, as he hurled his 6-tonne White GMC to 4th in Class C with 117 points. A poor season in 1991 followed, when he was outside the top 8 in the championship, before Slim dropped back to Class B in 1992 and came 3rd overall in his Volvo White with 161 points, just three points shy of Boije Ovebrink in another Volvo.

Another difficult 1993 preceded an overhaul of the sport in 1994, when three categories became two, called Race Trucks and Super Race Trucks. Slim decided to compete in the higher-performance Super Race Truck category, but crucially made the switch to Mercedes-Benz, and immediately found himself back in contention. A season-long fight against Steve Parrish in another Mercedes saw the Englishman out-point the Swede by the small margin of 449 points to 433. 1995 was Slim's year though. On the top of his game throughout the season, consistency and speed ensured that he made light work of rivals Parrish and Markus Oestreich, the former touring car ace, to clinch the Super Race Truck title with 443 points to Parrish's 366 and Oestreich's 354. Parrish got his revenge the following year though, taking the title as Borgudd and his Mercedes slipped down to only 5th place with 312 points on the board.

With Mercedes-Benz no longer the sole dominant force in the field, and the likes of Caterpillar and MAN proving competitive, Slim missed out on the 1997 title as well, finishing 4th on 329 points. But tension between the Swede and Unimog Daimler Benz was bubbling to the surface, and in a moment of high drama after the race at Jarama in October, Borgudd announced his retirement from the sport on the grounds that Benz were discriminating against him and favouring other Mercedes teams and drivers. Settling down in Coventry, the drummer-turned-racer has only occasionally returned to the track since. He participated in a Volvo S60 challenge at Karlskoga in 2002, and in 2004 competed in round nine of the Michelin Porsche Open Series at Brands Hatch, sharing Gerald Harrison's 911 GT3 to 3rd place, to show that his skills were still there. Otherwise, he has been enjoying the fruits of four decades in which he gained notoriety in two completely different fields. And not many people can say they've done that!

CAREER SUMMARY

Before Formula One
1960s	• Competed in Swedish and British club Formula Ford in a Lotus 22. • Attended the Jim Russell Racing School.
1970-71	• Competed in Swedish club sports car racing in a Focus.
1970-75	• Competed in Swedish and Scandinavian Formula Ford 1600 and other single seaters, 1st overall in Scandinavian FF1600 in 1973.
1972-75	• Competed in the Swedish Saloon Car Championship in a Hillman Imp and a Comfort Racing Volvo 122, 2nd overall in 1975.
1975	• Swedish F3 championship, 1 start in a March.
1976	• Competed in the Swedish F3 championship in a Viking TH1. • German F3 championship, 1 start in a Texaco Racing Van Diemen 376 Toyota. • European F3 championship, 3 starts in a Texaco Racing Van Diemen 376 Toyota and a Viking TH1.
1977	• Competed in the Swedish F3 championship in a National Racing Team Ralt RT1 Toyota. • Competed in the European F3 championship in a National Racing Team Ralt RT1 Toyota.
1978	• Competed in the Swedish F3 championship in a 3 Strike Up Ralt RT1 Toyota. • Competed in the Nordic European F3 championship in a 3 Strike Up Ralt RT1 Toyota. • German F3 championship, 3 starts in a 3 Strike Up Ralt RT1 Toyota. • British F3 championship, 2 starts, =21st overall, 10 points in a 3 Strike Up Ralt RT1 Toyota. • European F3 championship, =13th overall, 7 points in a 3 Strike Up Ralt RT1 Toyota.
1979	• Swedish F3 championship, 1st overall in a 1 Strike Ten Ralt RT1 Toyota. • European F3 championship, 3rd overall, 23 points in a 1 Strike Ten Ralt RT1 Toyota.
1980	• Monaco F3 event in a Roger Heavens March 793 Toyota. • Bilstein Super Sprint, 2nd place in a Klaus Zimmermann Racing Ralt RT3 Toyota.
Formula One
1981	• ATS D4/HGS1 Cosworth DFV V8, 12 entries, 4 DNQs, 1 DNPQ.
1982	• Tyrrell 011 Cosworth DFV V8, 3 entries.
After Formula One
1983	• Competed in Swedish F3 in an Anson SA4.
1984	• Macau F3 GP, 6th outright in a Ralt RT3 Volkswagen.
1985	• F3000, 3 starts in an Amco Color Arrows A6 Cosworth. • Curacao GP, retired in an Amco Color Arrows A6 Cosworth. • Competed in the Macau F3 GP. • ETCC, 1 start in a Restaurant Catelin AB/Magnum Volvo 240 Turbo with Ohlsson and Strauch.
1986	• European Truck Cup, 1st overall in category II in a Volvo White.
1987	• European Truck Cup, 1st overall in category III in a Volvo White. • World Sportscar Championship, 1 entry at Le Mans in a Cee Sport Racing Tiga TC286 Volvo with Grönvall and Ratcliff.
1989	• European Truck Racing Cup, 7th overall in Class C, 79 points in a White. • Willhire 24 hours, 1st overall in a Ford Sapphire Cosworth with Hales.
1990	• European Truck Racing Cup, 4th overall in Class C, 117 points in a White GMC. • British Touring Car Championship, 1 start in a Ford Sierra RS500 with Harvey. • Nissan 500, retired in a Group N BMW M3 with Sax and McAlpine.
1991	• Competed in the European Truck Racing Cup, Class C.
1992	• European Truck Racing Cup, 3rd overall in Class B, 161 points in a Volvo White.
1993	• Competed in the European Truck Racing Cup. • FIA Touring Car World Cup in a Team Magic Mazda Xedos 6.
1994	• European Truck Racing Cup, 2nd overall in Super Race Trucks, 433 points in a Mercedes-Benz. • Nordic Touring Car Championship, 4 starts, 1st overall, 3 wins, 85 points in a Team Magic Mazda Xedos 6. • FIA Touring Car World Cup, 21st place in a Team Magic Mazda Xedos 6.
1995	• European Truck Racing Cup, 1st overall in Super Race Trucks, 443 points in a Mercedes-Benz.
1996	• European Truck Racing Cup, 5th overall in Super Race Trucks, 312 points in a Mercedes-Benz.
1997	• European Truck Racing Cup, 4th overall in Super Race Trucks, 329 points in a Mercedes-Benz.
1998	• Competed in the European Truck Racing Cup in a Mercedes-Benz. • Retired from international motorsport.
2002	• Competed in a Volvo S60 challenge event at Karlskoga.
2004	• Michelin Porsche Open Series, 1 start in a Porsche 911 GT3 with Harrison.

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