Disappearance of Jacques Panciatici (1948-2024)

I expected to find you behind the wheel of an Italian, but not necessarily one Ferrari.

It's a 308 GTB from 1977, restored to Group 4 configuration by my friend Yann Simon. He did a fabulous job, extremely respectful of the model and its history. He will enter it in the Tour de Corse historique (October 3-8). At the time, I found that this car had a magical side, it attracted attention with its noise and its lines. And this Latin side really corresponds to what I feel, to what I like. I was recently able to try it on the circuit, rally of regularity Stuttgart Lyon Charbonnières 2021, organized by Nahide Ennam and Pascal Giraud in collaboration with Jean-Claude Andruet. I participated on a Alpine A110S with my son Nelson. It had been twenty years since I had driven or simply driven fast. The reflexes returned immediately, but not the rhythm. (Laughs) On the other hand, at the start of the ES, it reminded me of things, the countdown, the tension…

How did you become a pilot?

I was friends with Pierre “Gomme” Gomez, a gifted pilot. One afternoon, we went to the Ronde des Maures (Var). I see a car approaching and I immediately think: “ That's not bad ". It was Jean-Claude Sola (vsuccessor of the 1967 edition. Editor’s note). I was nineteen and studying biology, so we can't talk about a career plan. I took my dad's R8 Major and drove around the country roads for fun. Pierre always told me: “ You won't succeed, you're not good ”, but I liked it. I built an R8 Major Group 2, and then the trouble began... I did all the odd jobs possible, including wine merchant and sales representative, because they lend you a car to carry out the missions. I made my rounds early in the morning and then left to do reconnaissance. I lived in Marseille (Bouches-du-Rhône) and I lived for racing. I collected some bonuses which allowed me to upgrade to Gordini andAlpine.

Everyone remembers your Alpine McKeen, draped in the Union Jack…

I have always been very attached to the brands I ride with. I separated from theAlpine in 1976 with sadness, because it was a legendary manufacturer. I had established links with the staff of the factory in Dieppe (Seine-Maritime) and I was slow to part with them, which certainly set me back in my career, because the good years ofAlpine were finished. Then, I switched to an Opel Kadett with which I tickled Jean-Louis Clarr several times, the undisputed master of Group 1 at the time. Despite this, for the 1978 season I found myself running out of opportunities. That’s when I embarked on the Challenge Renault, which not only offered attractive bonuses, but also two cars. Sure, they weren't planes, but I went for it and won every round. At the end of the year, Marc Sernau, the boss of BP France, told me that he was setting up a Volkswagen team. I then received a call from Michel Le Paire, the president of Volkswagen France, who wanted to meet me in Paris. When I saw this 1,90 m guy, I said to myself that he's a tough guy. I stayed in the Group for six years, with the fantastic Golf prepared by Bernard Bouhier, then the Audi Quattro.

Jacques Panciatici at the UTAC Linas-Monthléry Autodrome

This stint on the Audi is not the most notable of your career…

It was a very good team on the circuit, but not in this discipline that was completely new to them. In hindsight, I should have done things differently and been more diplomatic, but they didn't listen to anything and diplomacy wasn't my strong point. In 1982, as the car wasn't ready, they made me wait a year on the circuit. I liked qualifying, but much less the race and the contact. On the other hand, it helped me improve on the brakes and the big bends. I was already braking hard and briefly, which allowed me not to overheat the brakes, and the circuit was useful for perfecting this technique. I remember a race, in Dijon (Côte-d'Or), where I was in the wheels of a driver who didn't want to let himself be overtaken. Rene Arnoux was following me, I let him pass and, a few laps later, René "kindly" pushed him aside! Arnoux is a nice guy, but in a race, he doesn't give any gifts, I wasn't used to that in rallying. (Laughs) Here in Montlhéry, with the Audi 80, I had a lot of fun. I had already driven the Golf for engine and tire development. So, when I arrived with the Audi, I already knew it, but when you are at the top of the ring and you have to come back down, it goes quickly! Back in rallying, the Quattro turned out to be a failure and I found myself on the street.

A blessing in disguise since it allows you to enter Alfa Romeo...

Michel Le Paire was great. He called Alfa Romeo to place me, explaining the reasons for our separation. The problem was that since I didn't have a regular place, they directed me towards the Alfa Romeo Challenge. The Alfetta GTV6 wasn't easy to drive, but I went for a spin and won every race! At the end of the year, they had no choice but to sign me. (Laughs) And I stayed at Alfa Romeo until the end of my career. I drove the GTV6, the 33 4X4, the 75 Turbo and V6 Group A which were great, but with which it was difficult to find speed. At the Critérium des Cévennes, Yves Loubet and I were demoralized. We gave it our all with the 75 Turbo, but we didn't make any progress because it was so unpredictable. When we switched to the 75 V6, things immediately improved, thanks to the great work of Gérard Mandrea's Gema Racing, in charge of the program. I remember magical special stages where, by pushing ourselves to the limit, we were in the game, but we couldn't drive at that pace all the time.

What specials come to mind?

With Alfa, I have two special memories. The first was at Monte Carlo 1987, I had the choice between the 75 Turbo Group N or the Alfa 33. Henri Morisi, Alfa Romeo's communications director, told me that I had to take the 33, because it was the model being promoted at the time. The problem was that it had 95 horsepower, not easy to exist against the competition! We set off in the snow and, at the end of the first stage, I was leading Group N, but not by much. The second stage was held in dry conditions. I had to find myself beyond the 15^e place. Back at the hotel in Gap (Hautes-Alpes), Morisi informs me in the evening that if it doesn't snow the next day, he'll remove the car. After a sleepless night, a mechanic knocks on my door to tell me that the snow has fallen! We started a crazy climb until we took the lead before the last stage of Turini, however, for the last night, the tires we were waiting for don't arrive. René Sarrazin, Stéphane's father, quickly catches up with me with his R5 GT Turbo, because I was in agony with my tires. At the start of La Couillole, I see Henri Morisi and a mechanic finally arrive with the precious tires. It was snowing at the summit, but I made the descent hoping that the powder would not hold on the road, to sign the 8^e scratch time in the middle of Group A and go for the victory. I have never attacked so much in rallying, everything seemed to be in slow motion, but it was going very quickly. The second memory is at Garrigues 1988, with the 75 V6 where we managed the scratch of the first special in the fog in front of the 4-wheel drive. As Philippe David, my teammate, said, it was a magical moment, where everything fell into place.

Jacques Panciatici at the UTAC Linas-Monthléry Autodrome

Can a successful special stage be more memorable than a victorious rally?

These memories remain forever, because they are more memorable than victories or trophies. In 1986, we won in Sweden, ahead of the very fast Scandinavian specialists. We had to reconnoiter for two weeks, but they knew the roads by heart. We got up every morning to ride all day, it was wonderful, just fun. However, it was not a moment comparable to Monte Carlo, where I felt incredible emotions.

In your stories, you happily mix the “I” and the “We” 

I drive, but there are two of us in a rally car. I had very strong bonds with my co-drivers, especially Andrée Tabet, but Philipe David remains an incredible encounter. It happened on a rally. I was looking at the rankings when a big guy pushed me to get in front of me. He apologized and started talking to me: " You're Pancia! You know, I'd like to ride with you. " I point out that I already have a teammate, but he grabs a small piece of paper, writes down his phone number and gives it to me. I think to myself: " He is inflated himself "One day, I found myself without my co-driver, sick, for the reconnaissance of the Saint-Roch pass. I remember him, I find the paper and call him, because he was nearby. He arrives, gets in the car and refuses to let me explain my notes to him, on the pretext that he knows this system and the special well. I wanted to laugh. So, in the middle of the special, I had fun taking another road, he was completely lost! Straight away, something happened. He had lots of little faults, but I saw a guy with a crazy heart, a fighter and above all a very talented man. My co-driver had to stop due to family problems, I contacted Philippe again and we were off. The first time we went to see the new cars for the 1988 season, a mechanic asked him not to touch a red button while he was preparing his seat. Of course, like a kid, he couldn't help but press it and he emptied the fire extinguishers in the car. Philippe is like that. Since then we have been friends for life, we have experienced incredible things together. I have also kept very strong ties with people who have helped me like Christian Vella, who all rally enthusiasts know through Auto-Moto, or Richard Bozzi my first sponsor. We wrote a beautiful story together, that of a friendship that has stood the test of time!

Philippe David will stay with you until your last rally, but what made you decide to hang up your boots?

At the end of 1989, I went to Paris to sign my new contract, but I was told that my position was uncertain for the following seasons. However, I was offered the position of head of the competition. I was 40 years old, it was a great opportunity and I didn't hesitate. From that day I stopped, I never got behind the wheel of a racing car again. I really enjoyed managing the competition activity of my favorite brand, because I was able to bring my experience, my life and I stayed in the race thanks to that.

Jacques Panciatici at the UTAC Linas-Monthléry Autodrome

You didn't use your experience to participate in the development of the cars?

Two months after taking up the job, I made a mistake. During testing, the drivers were complaining about the car and couldn't agree with the engineers. They then offered me to take the wheel to get an idea, and I immediately went fast with it... It created a feeling of unease and it didn't help. From that moment on, I said stop and I didn't touch a steering wheel again. I get much more pleasure from watching my son Nelson drive than from driving myself. The pleasure for me was being on the limit, brushing against the breaking point, that's over now. I missed the adrenaline for a while, but it passed.

You were a specialist in “small categories”, was that by choice?

It wasn't a choice, just a succession of opportunities. At the time, with a good turn of the wheel, you were sure to be able to drive, it was much easier. In the French Championship, more than ten cars were supported by manufacturers. How many are today? Not to mention the help of many partners. From the time I joined Volkswagen to the end of my career, I had a very good experience of rallying. Today, it's so complicated for drivers... A guy like Mathieu Arzeno had everything, it's such a waste that he didn't get his chance in the World Championship. He combines skill, intelligence and this ability to be fast from the first corner. It's hard to get behind Sébastien Loeb et Ogier, they set the bar so high. But apart Adrien fourmaux, which Frenchman has really had his chance? There is also Pierre-Louis Loubet, but he has not yet had the right opportunity to show his true worth.

Why not put your experience to use in detecting young talent?

I would have liked that, but it wasn't offered to me. As much on a circuit, it's quite difficult to judge from the edge of the track, but in rallying, you quickly spot the very good ones and the punishment is immediate for the others. Everyone can turn the wheel in the right direction, only the great strength of Ogier and Loeb is their vision of the road and this ability to strike at the right moment. In rallying, if you drive at 110%, there comes a time when it doesn't work. You always have to be fast, but not all the time flat out. On the other hand, it seems like they make less effort at the wheel, at the time, we came out exhausted. (Laughs)

You have at least trained one pilot, your son Nelson.

I really didn't do anything to get him into motorsport! At home, we didn't talk about it, but he went to the circuits, because his mother Bernadette also worked in motorsport. In hindsight, he was necessarily immersed in a favorable environment, however he didn't need us. At the age of nine, he managed the feat of having his grandmother give him a kart behind our backs and he started pestering me to go and race in it. One rainy morning, I took him to the Cormeilles track (Eure) on Slick tires, convinced that it would calm him down... But not at all, he came down more excited than ever. I let him continue to race with his old kart, but I quickly noticed that he had something extra. Nelson has one quality, his discipline. He is serious, diligent and, after a first year where we tried everything to disgust him, we had to face the facts. On the track he was immediately fast and happy!

Jacques Panciatici at the UTAC Linas-Monthléry Autodrome

How did he move towards the circuit rather than rallying?

After Formula 3.5, he tried his hand at rallying. He was doing really well. Philippe Bugalski (ex-rally driver. Ed.) was ready to put together a program for him, however Philippe Sinault (boss of Signatech. Ed.) came to offer him a ride in Endurance. He hesitated until the last moment and, finally, he went to Signatech. I was relieved, because the rally remains really dangerous. I got through it, as Philippe David says, with a bit of skill and luck, but several times, it was close. At the Ballon d'Alsace, I lost the car at 180 km/h and we escaped the worst, by reversing into a small path. In Corsica, I stayed with one wheel in the ravine for several meters, the car ready to tip over into the void. It makes me laugh now, but I wouldn't wish that on my child... Nelson chose alone, because he knows what he wants, he is someone discreet and real. It took us a while to find a good program thise year, and the Italian GT with Baldini and AF Corse is a great opportunity. I am at his side, as discreetly as possible, I try to help him, because I take infinite pleasure in watching him race, except at the start! Like all parents of drivers, I hate this moment. I have experienced both, it is easier to be a driver than a driver's father. (Laughs)

A father who is much more turbulent than his son!

You can't compare eras. During testing, I was caught one day at 220 km/h with a strictly standard Polo, but equipped with a souped-up Golf GTI engine. I managed to convince the police that they must have made a mistake and they let me go. (Laughs) Another time with Jean Ragnotti, on our way to Cannes (Alpes-Maritimes) we stopped in front of a police roadblock. After the usual shouting match, we talked about rallying and, after having a good laugh, they let us go with this little piece of advice: " Take it easy, there are colleagues a little further away "There was a certain benevolence towards the automobile that has since been lost. On the other hand, Ragnotti played so many tricks on me... On the Ronde d'Alençon, I came across a car straddling an embankment, two wheels in the air and a guy lying on the ground. I jumped out of the car and leaned over Ragnotti, laughing. He had staged this just for fun. At the Rallye de la Chataîgne, all the official crews met at the table for the official dinner with the prefect, not a big joker. Before he arrived, Jean took a cheese, threw it at the ceiling where it stuck. I spent the whole dinner wondering when it was going to fall on the prefect's head. We liked to laugh, live and feed off the sensations behind the wheel. Young drivers are no different, they just have less time to have fun today and times have changed, you can't behave like you used to.

The rally legend was nourished by these anecdotes…

You have to be serious without taking yourself seriously, and rallying is an open world. You go to people, have a drink and sometimes have dinner at their place in the evening. The fact that I receive vintage photos on Facebook almost every day is proof that rallying is above all a place for exchange. When people remind me of a spaghetti fight with François Chatriot at the "je-ne-sais-plus-quoi" pass, it's so nice. I'm not a great champion, I haven't won anything compared to a Jean-Luc Thérier or an Andruet, but people remember me. The fact that I drove a Golf GTI and Alfas has a lot to do with it, because they are cars of passion.

How do you explain that your image remains so attached to Alfa Romeo?

I was lucky enough to share my adventures with men who made me love the brands I drove for, including Michel Le Paire at Volkswagen. Alfa was a little different, because you can't help but fall in love with the clover, with its image and its history. When we won at Monte Carlo and in Sweden (in 1986. . Ed.), we went to Milan to visit the offices and the museum, and everywhere you could feel this passion. Emotion has always been important to me, which in this sport is a big flaw. (Laughs).

Thanks to Laurie Pain and Nourhène Louizi for their welcome at the UTAC Linas-Montlhéry Autodrome 

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