Nürburgring: The Most Famous Toll Road On Earth

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Hey, what's up everybody?

Welcome back to PASCAS.

This week we're talking about

one of the most infamous tracks in the world.

It can only be the Nurburgring.

That's right, the green hell.

We're talking its entire history

from early beginnings in the early 1900s till today.

We're talking some legendary races that happened here,

legendary crashes and everything in between.

Sit back and relax.

Let's go racing.

Before it had guardrails,

before it had gravel traps,

before it was something you could book

on a track day website,

the Nurburgring was pure fear.

Jackie Stewart, three time Formula One World Champ,

was the first to call it the green hell,

and he wasn't just being poetic.

Stewart and his fellow racers

ripped their way through the rain,

through the fog,

without safety crews positioned at every mile

in cars that could kill them at any second.

To race at the Nurburgring meant

memorizing all 170 turns by heart,

because as Stewart put it so eloquently,

if you forget one corner at Nurburgring,

you die.

Since those days,

the Nurburgring has been modernized,

repaved and made safer,

but that doesn't mean it's relinquished

its label as a monster.

No other track blends danger, history,

and hype quite like it.

It still punishes mistakes,

still demands respect.

So how did a remote stretch of German forest

become the most feared and revered track on the planet?

Today on Past Gas,

the past, present and future of the Nurburgring.

Hello, everybody, and welcome back to Past Gas.

I am your host, Nolan Sykes, joined by my co-hosts,

Bart Bidlingmeier.

You should've killed me when you had the chance.

And Joe Weber.

I mean, part of hell, I don't even recognize.

A hell of your own design.

Whoa.

I mean, part of hell, I don't even recognize.

A hell of your own design.

I just reformed it.

You've created your own prison.

I've created a prison of my own green hell.

Wow.

Starting off on an optimistic and cheery note.

Yeah, so today we're talking the Nurburgring,

probably the most famous racetrack in the world.

Nurburgring, Indianapolis maybe.

Daytona, but I think as far as names,

but as far as respect and holy shit,

I think it's hands down Nurburgring.

I'm on a subreddit that's like, what's this country?

I don't know what it's called, but...

Just submit it.

You're on a GeoGuess or subreddit?

I do, yeah.

I used to be a huge GeoGuess.

I can pinpoint anyone's location.

Just by putting in the address.

But there's a lot of times where people take a picture

of a sticker of the Nurburgring on someone's car

and they'll be like, what's this country?

It does look like a country, I guess.

A little bit, yeah.

I've always wanted to go there.

This has been a dream destination for me for a long time.

I think for many people, I think if you're listening

to this podcast, it's probably on your bucket list

in some capacity.

I remember my first exposure to the green hell

being, I think, on Gran Turismo.

Was that in Gran Turismo?

Yeah.

I used to do endurance races on it with my roommate

when I first moved out.

Tony Baldi's first track day.

Was that the Nurburgring?

Yeah.

Was that when he went to work for Fanatec?

Yeah.

Oh, wow.

I mean, it might have been before that.

I know he lived out there when he worked for Fanatec.

Is that how you say it?

Yeah.

They say you're supposed to say Fanatec.

Gran Turismo 4 actually wasn't in Gran Turismo 3.

But Gran Turismo 4, my buddy Andrew had it on his system,

and we would be scrolling through the maps

and to see how long it was.

We're like 11 or 12 years old going, oh my god,

is this a real place?

And the elevation changes.

It's super cool.

I've got a question for y'all.

OK.

If you had the chance to go, let's say no one else

is at the Nurburgring and you get a car of your choice,

what would you take?

What'd you hoon?

Maybe like a 911 GT3.

Oh, yeah.

That's a classic car.

That's like a, it's really fast, but also like,

you know, you wouldn't want your first time

at a track to be in a car that's completely unhinged.

You know, like immediately.

Maybe a grand caravan.

A Dodgebond?

Yeah.

What about you, Joe?

I think 911 is too much power for me.

I think I would absolutely go off track with that.

I'd probably take like a Lotus.

A Lotus?

Just something like nimble.

A Lotus Elise?

Have you ever seen one?

No, we are actually taking one up to car week.

Oh, sure.

In August, so I'm excited.

Not an Elise, but I think like.

The Evora.

Evora.

The not EV one.

I didn't even know that.

Evieha.

I don't know.

Anyways, I'd take any Lotus around.

That'd be cool.

Yeah, it's a great pick.

Yeah.

Great pick.

Okay, here's the question.

Okay, okay.

If you know you're not going to die, what would you pick?

Okay, Ferrari F2004, which is one of like, their formula one.

Yeah, their formula one.

The Schumacher one.

Yeah, yeah.

That's a good one.

Damn.

Okay, in that vein, I'd probably take a Lotus 79.

Ooh, okay.

That's fun.

Nice.

What about you, Bart?

I'd ride a bike.

I don't mean like a motorcycle.

I mean like I just like.

Dude, that's a good ride.

Yeah.

Your Strava would be insane.

I bet they do.

They do cycling there.

They must.

I bet they shut it down.

Because they shut it down for concerts, which I didn't know.

Which we'll learn in this script.

Like they put the bands in the back of a truck and drive the whole thing.

And you have to drive.

You have to like keep up in your car.

That would actually be really fun.

That's kind of fun.

Yeah.

No, they call it.

Plenty of ideas.

Yeah.

That's a very fury road.

Yes.

Oh.

I think the author of the script called it the infield of the track.

But the infield is basically a whole county.

Yeah.

Well, I think they probably do the concerts at the Grand Prix part of the track.

So there's like the proper or the big track that we know.

And then there's the Grand Prix track, which they used to run Formula One there.

They also run sports car racing and stuff like that.

And that's like five kilometers or something?

It's really, it's short.

Yeah.

It's like a normal like normal track length.

And then it links into the main, the big course.

I think there's some series that run like they'll run on that part of the track

and then go out on the big course at the 24 hours.

They do both layouts.

Okay.

Yeah.

So during the 24 hours of the long they do or sorry, the 24 hours of Nurburgring

rather, they run both courses because there's just like two little little snippets

that connect both tracks.

That's cool.

Yeah.

I'm excited for this script.

Me too.

It's a long one.

So let's get into it.

In the same vein of today's high profile circuits built to raise national profiles,

the Nurburgring was also shaped by politics.

Are we going to talk about Nazis?

Okay.

It's kind of avoidable.

We talk about car stuff in Germany.

All right.

But unlike places like Abu Dhabi or Jeddah, it didn't come from board rooms

or big budgets.

It came out of war, economic crisis and damaged identity that Germany wished to

replace.

Oh boy.

Here we go.

In 1907, Italian driver Flicce Nazzaro stunned the German fans by winning

the Kaiser Prize in a fiat on the roads of tennis near Frankfurt.

The Lawson Barrett, that's a mouthful.

Honest.

Towness.

T-A-U-N-U-S.

Towness.

Like the Ford Towness.

Is it Ford Towness?

No, that's a real car.

It's a European model.

Tunis.

Tunis?

Yeah.

Like, I don't know.

Your guess is as good as mine, buddy.

I think it's a German T-A-U-N-U-S.

Anyway, the Lawson Barrett.

Take all of that out.

No, keep it in.

Keep it in.

Take it out.

The Lawson Barrett, the German racing elite.

When Kaiser Wilhelm II demanded to know what had gone wrong, his

advisors pointed not to talent or engineering, but geography.

Germany didn't have a homegrown track worthy of international

competition.

Hmm.

Talk of building a world-class circuit near the town of

Adenau, nestled in the rugged Eiffel Mountains, gained

momentum.

But then came World War I.

And with it, racing in just about everything else, ground

to a halt.

Germany emerged from the war with their economy in shambles.

The currency was nearly worthless, and mass unemployment

plagued the country.

Plans for a new racetrack limped along, derailed time and

again by a lack of funding.

Still, supporters believed in the vision.

One of those who believed was Dr. Otto Krutz, head of the

Allgemeiner Deutsche Automobilclub, or ADAC.

That was great pronunciation.

Thanks, dude.

Krutz saw the track as more than just a sports venue.

He pitched it as a public works project.

One that could help revive Germany's automotive industry

and put thousands of men back to work.

It's all about framing.

Yeah.

It's all about...

I mean, that's the whole, that's politics.

That is.

It's like, I want to do something selfish, but I have

to present it as public works that will help social

welfare.

Exactly, dude.

On September 27th, 1925, the first stone was laid.

Over the next two years, some 2,500 workers carved a

circuit into the hillsides of the Eiffel Mountains.

It was a massive undertaking, and it gave the people of

the region both a job and a purpose.

The Nürburgring opened with two circuits.

You had the Nordschleife, or the North Loop, stretching

a brutal 14.18 miles, and the Südschleife, or

South Loop, a shorter 4.81 mile course.

In Bind, they formed a 17.58 mile monster, one of the

longest, most demanding tracks ever conceived.

Though that full configuration saw limited racing

use after 1931, the individual loops became legendary

in their own right.

I don't think any of the modern records count,

because they're not doing the 17 mile loop.

Yeah.

So the task of building these courses fell to

four different construction crews, with the

Nordschleife being the first to be completed in 1926,

followed by the Südschleife and the steep

Stilesstreck Hill Climb in 1927.

The final bill came to 15 million marks, which is

about $77.5 million in today's U.S. money.

That's not actually that bad.

$77 million to make 17 miles of track with

no, you know, like they had to clear Russia's forest.

Yeah, not too bad.

The funding was drawn from both the German

government and the city of Cologne.

A nationwide contest was held to name the new track.

The winning entry came from a retired

government official in Bad Goreshburg.

The winning name, Nürburgring, comes from

the Nürburgr Castle, a 12th century fortress

perched on one of Eiffel's highest peaks.

On a clear day, you can see all the way to

the spires of Cologne Cathedral, 85 kilometers away.

That's far.

You can smell the city from...

Yeah, and you expect me to leave the Earth's round.

In June of 1927, the track roared to life.

A staggering 28.625 kilometer long road of

hills, forest, blind corners, and brutal

elevation changes.

On June 18th and 19th, it hosted its first

official events, a motorcycle race, and the

next day, a race that crowned Rudolf

Tragiola as its first great champion.

The ADAC's design was intentionally

pragmatic.

Germany needed a testing ground, not

just a racing venue.

The track's design mimicked the kind

of roads manufacturers were building cars

for, narrow, uneven, full of unpredictable

bends and poor surface conditions.

Oil slicks and banana peels all over.

If your car could survive the Nordschleife,

it could probably survive anything.

Over the years, the ring developed its

own vocabulary.

In 1933, one corner in particular

earned a legendary status, the carousel.

Rudolf Tragiola, already a Nürburgring icon,

started dipping his inside wheel into a

concrete drainage ditch to help sling

his car through the tight turn.

The move shaved time off his lap times

and turned a rough patch of track into

a strategic corner.

Eventually, the section was paid with

concrete entirely, evolving into the bank

that we know today.

I actually don't like the carousel

because I feel like I don't hit it

well in driving games.

Games?

Yeah, I don't really know how to, like,

hit it.

I don't know either.

I'm not one of those Nürburgring.

Nürburgring.

I'm not a Nürburgring, right?

There's, like, a certain sub-sec,

I think, of sim racers that focus

exclusively on the Nürburgring.

Tony was one of them, Tony Balda.

I'm not one of those guys.

Actually, Eddie, it was so funny.

We had a racing sim set up here at the shop

and we had Project Cars 2.

That was, like, the only game we had loaded on there.

And Eddie, every other day, would, like,

load up that track with,

is it the 962 Porsche?

Yeah, yeah, I did that.

Yeah.

Canaan took that track there,

that car, the 962,

on the Scottish track with the bridge.

Yeah, there's, like, an island's one.

Yeah, yeah, yeah, yeah.

They did that every day.

Yeah.

Eddie'd be in there.

Eddie'd be like,

all right, I'm going home.

All right.

In 1935, the Nürburgring hosted

what many still consider

one of the greatest motor races ever run,

the German Grand Prix.

This was a full-blown Nazi propaganda spectacle,

which makes me feel really great

that I said it was one of the greatest motor races ever run.

As a race, not as an ideological checkpoint.

We're not talking about, like, a human race.

Yeah.

Much like the 1936 Berlin Olympics,

the regime saw the race as a chance

to showcase what they saw as German superiority.

The state poured immense resources into the effort,

investing up to 250,000 Reichsmarks annually

into Mercedes-Benz and Auto Union

to develop unbeatable machines.

We talked about Nazi's racing program, right?

Yeah, that was one of the sub,

like, before episode 100.

Really?

It was that long ago?

Yeah, the Silver Arrows.

Yeah, we talked about Bernd Rosemar

and Rudolf Karakeola

and their quest to...

I don't know what they were trying to hit,

but they got up to 268 miles per hour.

They were trying to hit, like, 400 kilometers an hour,

something like that.

In, like, 1931 or something like that,

or 1932, but then one of them died.

The result of this investment was a field

of terrifyingly powerful silver-bodied beasts

that were streamlined, supercharged monsters

capable of speeds that seemed possible.

They were fast, loud, and unstable.

The men who drove them weren't so much fearless

as they were undeterred by the very real prospect of death.

More than 300,000 spectators crowded into the forested hills

of the Eiffel Mountains to watch these cars

take on their rivals from Italy,

yet Alfa Romeo and Maserati,

Manfred von Brochich,

driving from Mercedes, dominated early,

and the propaganda machine prepared to celebrate.

Isn't it von Broch?

Sure.

I'm trying to think of how I've heard it said,

B-R-A-U-C-H-I-T-S-C-H.

Broch. I don't know.

That's a lot of consonants.

It's so many consonants.

Blast you, Audrey.

Audrey said it correct.

On lap two, Caracola glanced over his shoulder

and saw a new Velari flying off the track at Bergwick.

The Italian didn't crash, but he rejoined in sixth place

and immediately started charging.

His pace was relentless,

and his video quickly caught up,

so Tatsuo new Velari.

Handling it turned out was the secret to success.

Tatsuo new Velari's Alfa Romeo was better balanced

and easier on the tires,

despite weighing nearly the same as the Mercedes.

Even more frustrating for the Germans,

the Mercedes ran larger rear tires

and still wore them out faster.

Team Mercedes had done some math during practice,

cutting lap times from 12 minutes 15 to 10 45,

increased tire wear by 50 to 60 percent,

pushed below 10 minutes 45 seconds,

and the wear rate doubled up to 150 percent.

Fast laps came at a high price.

Up front, Von Braccio said built a commanding lead

and came out of the pits on fresh tires

with everything to lose.

He threw down a blistering new lap record,

10 minutes and 32 seconds, and kept pushing.

But those fast laps took a toll.

Team boss Alfred Neubauer knew it

and waved frankly from the pits,

urging him to slow down. He didn't.

The last lap with just over half a minute in hand

over new Velari, Von Braccio's tires gave out

spectacularly.

New Velari slept by to steal the win

in what became the first of the most poetic upsets

in racing history.

And this was this last lap

as new Velari's been catching up from sixth.

So now he's in second.

Right before,

it was one of the few times,

because the course is so large,

that the audience, everyone watching

could see that this is right before the last lap,

new Velari is catching up.

So they see the two cars and they're like,

holy shit, this is a race.

And before that, you know, because it's like,

you see one go by.

And then this time, you could see both cars.

And so the crowd is now getting like,

oh my god, is he going to do it?

Dude, that must have been from a viewing perspective,

especially at that time,

with the cars that would break down,

and also the parity between the cars

are very close.

So you're just like in the woods,

sitting.

I think the race started.

Yeah, they scheduled to start in seven minutes.

Yeah, and then here.

What was that?

Oh, cool, okay.

Ten minutes later.

Should we just go?

Yeah.

That was cool.

I get it.

And then they like leave the gate

and then they hear everyone cheering.

They're like, no, no.

Von Brochitz limped home in fifth place,

driving on the rims

passed in the closing meters by Stuck,

Krakula and Rosemeyer.

The Reich wanted a symbol

of German dominance.

What they got instead was a furious little Italian

in a borrowed car making history.

The Germans...

Do you feel better about saying it's a good race?

I do, I do feel better.

I feel better.

Let's not forget about Mussolini,

because that's who...

He did invent fascism.

But also,

the Germans,

when someone wins,

you play the anthem of that country.

The Germans were so confident

that they would take this race.

They didn't have

the Italian national anthem.

But Neuvalari

carried a record with him

and gave it to them to play.

Oh my God, that's really good.

That's confidence right there, I love that.

That was the first mixtape.

Damn son, where'd you find this?

That's where that sample's from.

That was Hitler.

Oh God.

By 1940, racing at the Nürburgring

came to a full stop.

World War II consumed the continent

and the ring, like so much of Europe, fell silent.

During the war years,

the Nürburgring's grandstand stood empty.

Its paddocks converted into

a military hospital and command post.

The Sports Hotel Tribune

became a Nazi division headquarters

treating wounded soldiers

where pit crews once tuned race cars.

On March 8th, 1945,

just one day after Allied forces

took the Romagin Bridge,

American tanks rolled onto the Nürburgring.

A German command post near the start finish line

was shelled and overrun

troops soon used sections of the track itself

to move their heavy armor forward.

By nightfall, the entire circuit

was under Allied control.

And then they set up a drag strip.

Just take graces.

The war had left its mark.

The grandstand hotel was badly damaged.

One of the circuit's main administrative

buildings was lost in a fire during the occupation.

When Nazi Germany fell in May,

so did the Nürburgring's corporate leadership.

By March 1946,

the Allied control board

had placed the property into receivership

and management fell to local authorities.

In August of 1947,

just two years after the war ended,

motorsport made its triumphant return.

That summer, tens of thousands of fans

packed the Suge Sleife.

Many of them drawn not just by the sounds of engines,

but by the simple joys

of post-war life.

Admission came with sausages,

potato salad, rolls and wine.

The cars...

Good old days, man.

Pay like 20 cents

and you get a bottle of wine,

a sausage.

The cars were basic,

and the track was bruised,

but the Nürburgring was alive again.

By 1948, reconstruction work began

and slowly the track was brought back to life.

But it wasn't an immediate return to glory.

In the early post-war years,

Allied occupation forces

barred Germany from competing

in international motorsport.

National races resumed,

absent from the world stage.

After a five-year hiatus,

the circuit finally welcomed back

Grand Prix Racing, ushering in a new chapter

for the Ring, one no longer

overshadowed by war,

but fueled by speed.

We'll be right back after these messages.

If you own a home,

you need to know about Angie

because whether you're dealing with daily maintenance,

emergency fixes,

major renovation, it can be hard to find the right help.

Sometimes you don't even know where to start,

but Angie's been connecting people

with skilled pros for over 30 years,

and they've made it easier than ever

to get your home projects done well.

Angie gives you access to a nationwide network

of tradespeople with the right skills,

experts in everything from plumbing

and landscaping to roofing, remodels,

and more. Just bring Angie your project,

answer a few questions,

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That's A-N-G-I dot com.

Now back to the show.

Do you think

guys

that enjoy this

I think guys are attracted to cars like they are to women.

What?

I don't know what you mean, maybe clarify that.

Cause, you know, like when you see a car driving by

and you get a big ol' boner.

No, I just think the way that guys talk about cars

when they're like sexy lines

and the swoops and the curves and then they'll put like,

you know, in the old car shows,

they put like a bikini model next to it

and it just feels like they're kind of equating the two.

I think it's more the other way where it's,

we look at things like a car or a building or a painting

or a sculpture and can feel that sense of beauty

because we treat it as an object.

We can then men then do the same thing to a woman as opposed.

Oh, so it's the other way.

Yeah.

Okay.

You don't think that car designers.

I think they're, I don't, I'm not.

Look at it like a rear fender and they're like,

this is the hip of a woman.

Right.

I'm like, I'm not attracted to a car.

Yeah.

I know what I'm not saying to you guys.

I know, but like I'm attracted to my wife and only her.

But what I'm saying is just like that's the difference

of, I mean, I think, yeah, I think you kind of nailed it

on the head part way.

Like certainly a lot of guys treat women like objects.

And I think that's an interesting insight there,

like transferring the same way you view objects

right onto women.

Yeah.

But also I think we're like,

we're in quotes attracted to a car

because it's an aesthetic thing

and we can look at it as much as we want.

And put whatever our thoughts are onto it.

Like I think that's why we're attracted to cars.

I think it also like, it's not just cars either.

Like you go on like guitar forms.

Oh yeah.

Guitar subreddit.

It's like, look at this new sexy little number I got.

And it's like a Les Paul and you're like,

it's not even that hot.

It's like a six in LA.

Yeah.

That's a good point, Bart.

Wow.

I just think about that on the way to work this morning

because I saw-

Why you're so attracted to cars sexually.

No, I just like, it's just such like a macho car guy thing.

I agree.

I do think it's more like a woman.

I hate it.

Yeah.

I hate it too.

It's very prevalent when men talk about cars

just talk about it like that.

Yeah.

I just think I'm like, it's a car.

Cars today aren't very curvy, are they?

They're very pointy and stuff.

There's a boxiness coming back.

Yeah.

And that's due largely to CrossFit.

You think so?

That was like, let's follow this for a second.

I mean, do you think we're gonna see fake veins on cars?

Oh my God.

You know like not like on fenders like a muscular arm?

No dude, why is your car so veiny my guy?

What is that?

Your car's so vast.

Actually, look, look, look, look, look, look.

I feel like Dodge would do something like that.

Yes.

It's not out of the realm of possibility.

It's really not like when they inevitably bring

the challenger back in some form,

they're gonna call some line going down this,

like an accent line that's gonna be like,

the new power vein.

Yeah.

Or like when you really, when you rev it,

you can see that like the fenders

or the body lines tensed up.

Whoa.

That'd be kind of cool though, right?

Not the veins, the veins are gross.

I'm kind of getting a little turned on.

That's it.

Now I guess, now I guess I do agree with you.

I am attracted to automobiles.

If you think about cars like guys, it's sexy.

Guys, guys, it's all wrong.

Sorry, that was a big question.

No, because there's like, I'm just thinking about,

there's like certain,

there's a couple of concept cars I forget.

BMW, do they make it where like,

instead of wheels into the fender,

like the whole fender kind of like shifts around.

It's almost like a skin.

Yeah, yeah, yeah.

I'm just imagining that when the guys in like veins

kind of pop out of there.

It gets, it tightens up and it turns into like veins.

And they'd say it like it improves aerodynamics.

And I have a way to do it.

You have a way to do it.

You could have like.

How much thought have you put it?

No, I just thought of it right now.

All right.

When you shrink wrap stuff,

you know, you can like see the outline

of whatever it gets really taught.

They could have kind of this anamorphic skin on the car.

Yeah.

And when you rev the engine,

it could tighten against the car using a vacuum.

Okay.

And then there's, you know,

hidden veins that become exposed.

Let's do this, Dodge.

Call me up.

We got a lot of great ideas here on Pass Gas.

Hit us up.

Tim Kaniska's hit Joe up.

He would love it.

You kidding?

Power vane.

Yeah.

It could be the Brotherhood Edition.

I do agree with there would be some name

because they did have the power bulge on the GNX.

Oh my God.

That's what they call it.

We're so far off the Nürburgring.

The bulge, dude.

All right.

Okay.

So.

By the early 1950s,

the Nürburgring had already carved out a reputation

as one of the most demanding circuits in the world.

But it was only getting started.

By 1953, the newly formed World Sports Car Championship

chose the Nord Schleife as the stage

for its inaugural 1000 kilometer endurance race.

And 600 miles baby.

A year later, the ring witnessed another milestone.

The Formula One debut of Mercedes-Benz's W196.

Under the command of legendary team manager Alfred Neubauer

and with one Manuel Fangio behind the wheel,

Mercedes took both the German Grand Prix

and the Drivers Championship.

It was a triumph watched by a lively crowd,

a testament not only to Fangio's dominance,

but to Germany's rekindled national spirit

in the post-war era.

And potato salad was served.

I do love German potato salad though.

I love to wash down that potato salad

with a glass of wine.

Yeah.

Some strawberry wine, baby.

Strawberry wine.

Sweetberry wine.

Ha ha ha ha ha ha ha.

Motorsport thrived in what came to be known

as the Wirtschaftwunde or German economic miracle.

Grand Prix weekend surpassed their sporting event label

becoming festivals of technology, speed

and national pride in the process.

And nowhere was that spirit more alive

than the 1957 German Grand Prix

where Fangio delivered one of the most

storied performances in Formula One history.

After a botched pit stop left him nearly a minute

behind the leading Ferraris piloted by Mike Hawthorne

and Peter Collins, Fangio mounted a comeback,

breaking the Nürburgring lap record

nine times in 10 laps.

Damn.

Eventually overtaking both Ferraris

to seize his third and final win at the track.

Wow.

As the 1960s dawned, a new hero emerged

for the German crowd, Wolfgang Graf Bug von Trips.

We talked about this dude in the Phil Hill.

Yes.

And because they were both Ferrari factory drivers,

kind of rivals, but different backgrounds.

Phil Hill was from Santa Monica.

This dude was like a count.

He was like a count from old German times.

I feel like being from Santa Monica

is the American equivalent of being a count.

Yeah.

That's fair enough.

Yeah.

With noble lineage and nerves of steel,

von Trips embodied the romantic ideal

of the gentleman racer.

In 1961, over 100,000 fans flooded the Eiffel Hill

size to see him take on Sterling Moss.

Two masters of their craft locked

in battle on motorsports' most unforgiving stage.

And that day, Moss prevailed, reminding the world

that under the right conditions, there was no one better.

But not even Moss could hold back what the Nürburgring truly

was.

The years marched on, the speeds crept higher,

and the circuit's danger became impossible to ignore.

Then came 1968.

Jackie Stewart, Scotland's rising star,

already known for his precision and poise behind the wheel,

peered down from his airplane window

as sheets of rain lashed the Eiffel Mountains.

Beside him sat Graham Hill, the dashing Londoner,

with a mustache as iconic as his driving style

and the only man at the time to win motorsports

Triple Crown.

Looking out at the mistrouted circuit below,

Stewart turned to Hill and said the words

that would define the Nürburgring for generations.

He said, this place is a green hell.

Isn't it cool?

Like that probably wasn't written down for many years,

but just like passed on.

That's how history was for so long.

People were just like, don't eat that flour.

It's not gonna kill you.

It wasn't hyperbole.

The ring's 170 corners, it's blind crests,

and punishing cambers, none of it yield easily.

The weather could shift in an instant.

A slight miscalculation meant catastrophe.

Survival was as much a part of the race as speed.

But in the early 1970s, the Nürburgring was at a crossroads.

Revered for its brutality and praised for its purity,

the circuit also stood as a relic,

a dangerously outdated monument to motorsports past.

Formula One was evolving.

Safety was no longer a suggestion, it was a mandate.

And if the ring wanted to remain

part of Grand Prix racing, it had to evolve.

I think we saw the same thing with Le Mans

at some point, right?

Oh, I mean, the 1955 disaster was like the turning point

where they were like, we gotta make this safer.

Shit's getting crazy out here, we're gonna make this safer.

Don't eat that flour, it'll kill ya.

In 1970 and 71, extensive renovations began

to bring the Nordschleife into the modern era,

or at least a little bit closer.

Some of the more infamous jumps,

like those at Kesselken and Brunken, were flattened out.

Trees were felled along critical stretches

to improve sight lines, giving drivers a chance

to see what was coming.

To some purists, these changes felt like sacrilege.

They were the, it was the water cooling of Nürburgring.

Purists are so annoying.

But even in this toned down state,

the Nürburgring remained unlike anything else

in motorsport, still long, still narrow, still terrifying.

Bart, I'm not saying anything, Bart.

I can't think of a thing to say there.

In fact, some argued it remained

the most dangerous circuit on the F1 calendar.

Formula One returned in 1971, and Jackie Stewart,

who had once called it the green hell,

claimed victory in his Tyrell.

He was a vocal advocate for safety,

and his win marked a symbolic triumph.

Progress could be made without stripping away

the sport's soul.

More changes followed in the winter of 1972 and 73.

New bridges at Hotsenbach and Brideshed

allowed for the full width of the track

to flow underneath, no more narrow choke points

that turned passing into roulette.

A new entry point to the Sudschleife

was carved out closer to the pits,

solving the bottleneck at the Sudkirr

and making room for modern safety features,

like guardrails, grass verges, and runoff zones.

It was a step in the right direction, but only a step.

Because for all of its physical improvements,

the fundamental problem still remained.

This was a 14-mile track

twisting through forested mountain range.

Effective marshaling was a logistical nightmare.

Medical response times were measured in minutes,

not seconds.

When a crash happened, it wasn't always clear

how quickly or even if help could arrive.

Sounds like something's gonna happen.

Yeah, that's very honest.

It's just to think about that element of it,

which is not on anybody's mind anymore.

And I think when I picture this track in my head,

it's very, there's fences, there's guardrails,

there's a lot of berth on the track for you to run off

and kind of still be safe.

I think at this time, the trees were a lot closer.

You're still working on it.

Yeah, yeah.

And then just the fact that they had jumps

that they had to smooth out is crazy.

So crazy.

There's still a jump.

There's still, yeah.

There's like, yeah.

I don't know what the section's called

or what the turn's called,

but before there's that right-hander

going uphill and there's a little hump there, right?

Is that the one that the Gran Turismo dude jumped off of

or crashed on?

Remember he did it the long trip.

Yeah, I think it was there.

Jan Mardenborough.

Oh, Jan, yeah.

Jan Mardenborough's crash.

Yeah.

Despite the 17 million Deutsch marks

spent on safety upgrades, the riding was on the wall.

The 1976 Formula One German Grand Prix

would be the last ever held on the Nordschleife.

That year's race on August 1st became infamous,

not for the podium,

but for what happened to Nicky Lauda.

Just weeks earlier,

Lauda, then the reigning world champ

in one of the most analytical minds

the sport had ever seen,

stood before the driver's meeting

and made an urgent plea.

Cancel the race.

The Nordschleife, he argued, was a relic.

Too long for adequate safety coverage,

too narrow for error and too dangerous in the rain.

A vote was held and Nicky was outvoted.

And so, ever the professional,

Lauda set aside his concerns,

buckled into his Ferrari 312 T2

and prepared to do battle with the green hell.

On lap two, disaster struck.

They ran out of potato salad.

Shut up.

Sorry.

Just past the high speed left at X-Mool,

approaching Bergwick,

Lauda's Ferrari twitched, veered offline

and slammed into a rock embankment.

The impact tore the car apart.

It ricocheted back onto the track

directly into the path of uncoming cars.

An instant, Lauda was hit by Brett Lunger's sirtees

and engulfed in a fireball.

For nearly a minute, he remained trapped inside the cockpit.

His helmet torn off, his suit melting to his skin

until fellow drivers Arturo Metziaro,

Guy Edwards, Harold Erdle and Lunger himself

dove into the flames to pull Nicky free.

His lungs were scorched and his face unrecognizable.

Nicky was transported to the hospital

where he was administered last rights.

They thought this guy was gonna die.

But six weeks later, wrapped in bandages,

wounds still leaking and unable to blink properly,

Lauda walked down the paddock at Monza.

Can you imagine just like, you're like,

oh, Nicky, what's up?

And you like shake his hand

and then you just get like plasma all over your hand.

That'd be so gross.

How's it going, man?

Well, not great.

How do you think?

I've been better.

Been better.

I'm here though.

We'll be right back after these messages.

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Now back to the show.

The accident was a turning point.

The Nurburgring's iconic layout

could no longer be squared

with the safety needs of top tier motorsport.

The supervisory board made the call.

It was time for a new, shorter, modern track.

Construction took three years.

The new Grand Prix circuit would measure just 4.5 kilometers,

which was tiny,

compared to the Nordschleife's 20 plus kilometer sprawl.

It's almost five times smaller.

I mean, it's almost one fifth size.

It reused to start, finish straight, but little else.

The rest of the track was carved fresh

with wide runoff zones, modern fencing,

and a fully integrated emergency response system.

Most of the old Sudschleife was decommissioned.

What wasn't used in the new layout

was returned to the people,

turned into country roads and woodland trails.

The final race on the Nordschleife

was a round of the Wiedel Endurance Cup in October 1982.

A few diehards got one last taste of the Bettenschleife

at the final club event, and then it was over.

The Green Hell was closed to Formula One for good.

On May 2nd, 1984,

the new Grand Prix track officially opened

with all the pomp you'd expect.

A motorsport showcased, a televised celebration,

and a brand new museum honoring the ring's legacy.

And sausages.

Do we mention pomp?

And in the inaugural race,

a one-make-showdown between identical Mercedes-Benz 190E 2.316

touring cars, 20 drivers took the grid,

including nine former F1 World champions.

The winner of that event

was a relatively unknown Brazilian named Ayrton Senna.

Formula made its return to the Nürburgring

on October 7th, 1984,

this time on the new Grand Prix track.

Gone were the blind corners,

the trees brushing your mirrors,

and the endless twisting miles of the Nordschleife.

In their place, a sleek modern course designed

for the turbocharged precision of the new F1 era.

Alan Prost, behind the wheel of a McLaren,

took the checkered flag

and brought the Nürburgring back to the world stage.

But this time, it wasn't just the turbo V6s

that were singing.

From May 25th to 26th, 1985,

the Nürburgring hosted

the first Rock Am Ring Music Festival,

drawing 75,000 people to the infield.

You two and Joe Cocker played.

Hell yeah, dude.

German rock legend Marius Muller,

Weston Hagen, lit up the crowd.

Dude, I bet Weston Hagen's set was incredible.

But the headliner was,

you guessed it, David Hasselhoff.

In 1986, the very first truck Grand Prix

rumbled onto the calendar.

Monster rigs with thunderous diesel engines

tore around the circuit to the delight

of packed grandstands.

It was supposed to be a novelty,

but instead it became a staple,

still growing strong decades later.

There was like a PS2 game of this series that you, yeah.

What kind of trucks do they have?

Like cabover semi-trucks.

Oh, that's cool.

I was imagining like Dodge Dakotas.

No, no, semi-racing.

Then in 1990, the circuit itself evolved.

A new link road was added

just south of the Kutzenbingdung,

creating a layout variation known

as the Mullensbachschleife,

named for the nearby village of Mullenbach.

It marked the first week to the new track

and it wouldn't be the last.

October 1st, 1995,

Formula One came back yet again to the Nürburgring

and this time Germany had a local hero to root for.

Michael Schumacher, driving with icy precision

and ruthless determination,

became the first German driver

to win a Formula One race at the Nürburgring.

Wow, that's a stab.

Clinching the world championship title

in front of a home crowd.

Wow.

That's sick.

That would have been cool.

They definitely have the national anthem teed up.

Meanwhile, the Nürburgring had already been home

to another iconic racing series,

the German Touring Car Championship.

Between 1984 and 1996,

DTM as it was called was a sensation,

bumper to bumper racing with monstrous sedans,

wildly popular with fans across the country.

When you mentioned the 190Es,

I was like waiting for this part.

That's, for like six months,

I was looking for 190Es

so I could make like a fake cause worth.

But by the late 90s,

Joe manufacturer support waned

and the series folded.

No!

In 2000, DTM was reborn,

the M now standing for Masters.

Came roaring back to the Eiffel with a vengeance

and it's been part of the Nürburgring's calendar ever since.

That same year, a piece of history disappeared.

The old start finish house, pit building,

and Conti Tower were torn down and in their place,

sleek new VIP lounges

and a new start finish complex.

And a Starbucks.

Starbucks.

The Grand Prix layout got a bold new feature as well.

Starbucks lifer.

It's a 1.1 kilometer loop with a drive-through.

Or you get a drive-through,

you just pick up a cup of coffee on the Starbucks lifer.

The Grand Prix layout got a bold new feature as well.

The Mercedes Arena.

By the 2001 European Grand Prix,

the Nürburgring had completed its transformation

into the one of the most modern circuits in Europe,

stretching 5.148 kilometers of fast flowing tarmac.

Schumacher would go on to win at the Nürburgring

four more times in 2000, 2001, 2004,

and for the last time in 2006,

five total victories on home soil,

five moments of legend.

During the summer of 2007,

Schumacher was forever immortalized at Nürburgring

through the naming of the left-right turn combination

that follows the Dunlop chicane.

To this day, it's been known as the Michael Schumacher S.

The fall of that same year,

construction crews broke ground

on what was supposed to be the Nürburgring's

next big chapter, a full-blown entertainment empire,

a multifunctional business and event complex

complete with hotels, restaurants, and retail.

It was racing meets resort.

The track itself wasn't touch, of course,

but what popped up behind the main grandstand

was a little unexpected.

In 2009, Nürburgring unveiled

its boldest and most controversial feature,

a leisure park and shopping center,

headlined by the Ring Racer Roller Coaster.

Built to simulate the launch of a Formula One car,

it promised to fire passengers

from zero to 217 kilometers an hour or 135 miles per hour

in just two and a half seconds.

Oh, my God, you're gonna kill people, too.

A series of explosions during testing.

At least they tested it.

Injured several people and delayed the opening by years.

When the coaster finally ran in 2013,

it only lasted a few months

before being shut down again.

Hey, I got these early access tickets

to this roller coaster.

It's not done yet.

You gotta wear like this dummy suit for some reason.

By 2014, the Nürburgring announced

the ride was permanently closed,

but if you visit today,

you can still see it silent towering

above the grandstands.

There's a roller coaster in Japan that people flock to

because it's the slowest roller coaster in the world.

And there was a time, one time,

the roller coaster malfunctioned and stopped,

but it was so slow,

the people on the roller coaster didn't know

that it had stopped.

That sounds like a roller coaster my wife would like.

I mean, people ride it.

Originally pitched as a privately funded project,

the whole expansion endeavor spiraled out of control.

At one point, the regional government had to step in

with 350 million euros of public money

when backers ran out of cash.

By the end of 2012, the Nürburgring was bankrupt.

The place that had hosted legends was up for sale.

Right around this time,

Hollywood took interest in the track's legacy.

As the ring racer was just beginning a short-lived run,

Ron Howard's Rush hit theaters,

dramaticizing the 1976 Formula One season

and Nicky Lauders firing Nordschleife Crash

while utilizing the actual location

where the accident took place.

Oh, I didn't know that.

With it brought renewed attention

and reverence to the ring.

In March of 2014, after months of speculation,

a buyer was announced.

The German-based Capricorn Group,

along with racing outfit Get Speed,

acquired the Nürburgring for 100 million euros.

The deal included the new Grand Prix track,

the Nordschleife, the hotels, shopping boulevard,

everything.

Even ring racer?

Even ring racer.

But Capricorn wasn't some faceless investor.

They already had boots on the ground.

An automotive supplier headquartered in Dusseldorf.

They made engine components at the ring.

Are you sure we're not,

whenever we're talking about German racing,

let's try to avoid using the phrase boots on the ground.

Yeah.

They employed over 350 people,

100 of them right at a factory on site.

By 2015, the Nürburgring had a new caretaker.

The track had weathered wars, bankruptcies,

and bankrupt ideas, but it kept on rolling,

just like Limp Biscuit.

Because no matter what you built around it,

the drive was still the main attraction.

Unfortunately for the track,

the 2015 season began in tragedy.

During the opening round of the VLN endurance championship,

disaster struck at the fluke plot section

of the Nordschleife.

Jan Martinborough's Nissan GTR GT3 hit a crest,

took flight, and somersaulted into a spectator area.

One fan died from their injuries

and several others were hurt.

The crash rattled the motorsport world.

Within days, the DMSB, Germany's Motorsport Authority,

suspended the Nordschleife's racing license

for its fastest classes,

SP7, SP8, SP9, SP10, and SPX.

Top tier GT3 racing on the Green Hell was put on pause.

It wasn't long before the license was reinstated,

but with strict new rules,

slow zones were introduced at dangerous sections

like fluke plots.

It was a warning, even with 21st century tech,

the ring could still bite.

I feel like they should have seen this coming

since fluke plots, fluke plots means airport.

Oh.

Well, right?

Uh, I don't know.

No, I'm not asking if it means, I know it means.

Oh, okay.

But like, if you know that people catch air

maybe you should fly down at the fluke box.

By 2016, upgrades rolled in.

Quiddle blocker Hoa and fluke plots were resurfaced

to reduce the airborne moments

that made the track infamous.

Spectator areas were redesigned, repositioned,

and reinforced.

What followed was an era of speed

and record lap times never seen before.

In 2018, Timo Bernhardt behind the wheel

of a Porsche 919 Hybrid Evo

obliterated the lap record with a time

of five minutes, 19.55 seconds.

That's crazy.

That was basically their Le Mans car.

Yes.

With like less aero and less,

they like didn't have to abide by any rules.

Yeah, this was the non-production car,

non-street legal classification of the records.

Okay, I see, I see.

But yeah, that is, that time is insane.

Yeah, it's insane.

Setting the record for non-road legal

non-production cars.

This modified Le Mans prototype

was able to set the record

thanks to its hybrid gas electric system

that made over 1,100 horsepower

in a package that weighed less than 1,900 pounds.

And I think the average speed was like over 140.

Wow.

Average got to be.

Yeah.

It's a 15 mile.

Yeah.

That's nutty, dude.

That's straight up coconuts, dude.

Dude, is this Reese's?

Reese's, because that is nutty.

Okay, I guess because I put it in them.

I would say more of snickers.

Some mounds.

Yeah.

2020 was a year of empty grandstands

and rearranged calendars.

Why?

But when Formula One needed a circuit

to plug in a gap on its COVID shortened schedule,

Nurburgring got the call.

The Eiffel Grand Prix was back on October.

Hey, remember how we said we hated you?

Let's get back to you.

What are you up to?

On October 11th, 2020, on October 11th, 2020, 20,000 lucky fans filed in socially distanced,

of course, masked and eager. They saw no action on Friday. The fog grounded the medical chopper,

but come Sunday, the race ran and Lewis Hamilton took the checkered flag. Nice. His win tied Michael

Schumacher's all-time Grand Prix victory record at the ring. Nice. So this is the smaller

section, right? Tourist drives and track days resume that summer with contactless check-ins and

limited capacities proving once again that the Nurburgring is always ready to adapt.

And in 2024, for the ring's 90th anniversary, the old ghosts came home. Rockham Ring returned

with a vengeance. Headlined, Hozier. Well, headlined by D. Toten Hosen, whose front man calls

the ring, quote, his living room, along with a Romstein system of a down and a wall of other bands.

That's pretty sick. They turn into like a metal concert. That's pretty tight.

No, Rockham Ring's like pretty legit when it comes to that. Oh, I had never heard of it before.

But listening to the toxicity while seeing like a Toyota Yaris scream past you.

So someone down is so funny because like Serge Tankian is like, he's, you know, he's a man of

principles, I would say. His lyrics obviously very political, but then Darren Malachian, the

guitarist is like, I don't think our fans are political. The guitar's not.

Pretty apolitic. His little rat tail beard is not political. They're a hilarious band.

Shouts out to the POD cast, dude, for more new metal history. It's one of my favorite podcasts.

The Nurburgring has endured nearly a century of change. Political regimes, economic crashes, safety

overhauls, corporate collapses, and cultural reinventions. And yet it remains one of the

most important circuits in motorsport history. Manufacturers still bring their latest machines

here for validation. Tourists still wait in line to experience a single lap. Records are

broken, rebuilt, and broken again. For many, driving the Nordschleife is not about speed,

but standing on the same tarmac where legends raced, crashed, and returned. The circuit doesn't

flatter. It doesn't forget. Every bump, corner, and crest demands attention. That's why it

matters. Not because it's perfect, but because it isn't. Whoa. Nice. Dang, dude.

That's a nice track. Did you guys see the, uh, the Porsche crashing in that BMW?

Dude, it's insane. I mean, it's kind of on both of them. Have you seen this video?

Show me? Okay. Sorry. Um, for our listeners who cannot see video right now, there was a crash, uh,

like a couple days ago. I think it was like this weekend. It's a, it's a Porsche 911,

I want to say. Yeah. Coming up on like a BMW three or four series. Oh, M2. Passing.

Oh, hit maneuvered into a barrier there. Yeah. He got, yeah, that's on the, that's on the BMW,

pretty exclusively. Yeah. So that's what I thought at first. There's the turnies.

Yeah, from that, it's, it's tricky because the camera's in the car. I know. So it looks like

it overtook, but I can't tell. Can you show me the other one? Because then you see the reverse

angle. Yeah. Okay. I just want to, but the reverse angle doesn't show you the actual point.

So look, he moves away. Right. Right. So then the Porsche.

Okay. So initially I was like, it's on the BMW.

The Porsche, the BMW moved to get a better line. Yeah. And the Porsche then

started to overtake the inside. Yeah. So then I think it's on both of them because

it's a toll road. You have beginners. You can't trust that on like one of the more narrow curves,

even if he's moving away, like you can't trust that he's letting you pass. Right. But

it sucks for both of them, but they're all right. You're saying you have to,

it's just like driving every day. You have to assume everybody else is an idiot.

Yeah. Yeah. Yeah. Okay. Crazy crash, man, but luckily both of them are all right.

That is our episode on the Nurburgring Nordschleife. I thank you so much for listening. Follow Bart

at Bids Bartow on social media. Follow me at Nolan J. Sykes. Follow Joe at Joe G. Webber.

They think of Audrey behind the camera and Edgar wherever he's at right now. And our

rider this week, Anthony Hardin Jr. Big dude on my baseball team. Big dude. Big script.

Big script. This guy's scripts. This guy's scripts. That was a great one.

That was a lot of fun guys. Fun recording with you guys. Don't forget to subscribe.

Leave a nice review or some constructive criticism on the platform of your choosing.

We always appreciate it. We'll see you next week. Until next time, stay attractive cars.

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Nürburgring: The Most Famous Toll Road On Earth

Porsche 911

Lotus Elise

Lotus Evora

Dodge Challenger

Mercedes-Benz 190E

Dodge Dakota

Nissan Gtr

Toyota Yaris

BMW M2

About this episode

Original notes