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#1156 zoran59

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Posted 16 February 2019 - 18:28

Bravo, Radoje!!! Jedan plusic je malo za taj post, al' ne mogu da ih lupim vise...

 

Lelouch mi je omiljeni reziser, a A Man and a Woman jedan od najdrazih filmova. Spaja auto-sport i ljubavnu pricu, a ja sam romanticna dusa koja i luduje za sportom na tockovima... Ne znam secas li se filma - meni je najlepsa scena nakon Jean-Louisove pobede kad Anne diktira telegram i prvo kaze "Cestitam!" pa se predomisli i kaze onoj na posti "Ne! Nemojte 'cestitam' nego stavite 'volim te'!"

 

Put iz filma Rendez-vous po Parizu sam prosao - motociklom i sporo, po propisima. Imao sam rodjaku koja je zivela u Avenue Foch. To je jedan od najskupljih delova Pariza, a rodjaka nije bila vlasnica nego live-in bejbisiterka i uciteljica engleskog za decu iz neke familije...

 

Bas si me strefio u srce ovim postom.

 

Za one koje interesira Rendez-vous, evo ga ovde:

 

 

 

 

 

 


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#1157 Rad-oh-yeah?

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Posted 17 February 2019 - 14:55

Fascinating F1 Facts: 80
 

In recent years, when the question of a new contract for Monza comes up, there is usually talk of a race on the streets of Rome. It has happened several times in the modern era (the talk rather than the racing) while back in the 1920s, they actually did hold Grand Prix level races on a road course to the south of the city, known as the Circuito Tre Fontana, which hosted an event called the Premio Reale di Roma.

Many folk in F1 don't believe in history, preferring to always look ahead. This, they think, keeps them driven, rather than wasting time being nostalgic. This means that one sees the same mistakes made over and over.

Italians, however, have been besotted by racing machines since the 7th Century BC, a while before internal combustion engines were invented when every competitor had rather limited horsepower. It started with the development of the Circus Maximus, in a flat valley between the Aventine Hill and the Palatine Hill. Originally there were two sandy tracks going in each direction and spectators sat on the hillsides, but construction followed until there was a 680 metre track inside a vast stadium with a central divide, starting gates, and huge stone grandstands. It could house 150,000 people. They even had merchandising and many household items that have survived were decorated with chariots and scenes from the Circus Maximus.

Chariot racers were not only national heroes, they were imperial heroes, as their fame spread across the empire. The appeal of the sport was linked to gambling (F1 take note). The four Rome-based racing stables, known as the factiones, each identified with a colour: Red (Russata), White (Albata), Blue (Veneta), and Green (Prasina). Fans supported their favourite stable and were encouraged to try to sabotage the opposing teams by throwing nail-studded projectiles during events. This was definitely not cricket. There was serious hatred between the clans and often clashes between supporters (hooliganism is not a modern concept). The factiones developed into huge organizations with talent scouts and trainers. They established clubhouses in cities across the Roman Empire.

Like modern racing teams, the factiones competed for the services of the best charioteers. Gaius Appuleius Diocles, a Lusitanian (from what today is Portugal) won 1,462 of his 4,257 races in the Second Century AD. Martial noted that Diocles could win as many as 15 bags of gold for a single victory and it is estimated that when he retired (at the age of 42) his winnings, if adjusted for inflation, would be worth $15 billion today, which would easily make him the highest-paid sportsman of all time, far surpassing all the stars of the modern age.

The power of the sport was also huge, not perhaps as a global marketing tool as it is today, but rather in politics. After Rome fell and the empire was run from Byzantium (modern Istanbul) two surviving factiones (the reds having merged with the greens and the whites with the blues), the rivalries became even more intense, with people wearing the team colours as part of their daily life. The system became more political and the clashes more deadly. The blues had come to represent the ruling classes and traditional religion and the greens the common people. There were frequent bloody riots. In 501 AD the Greens ambushed and killed 3,000 Blues in the hippodrome in Byzantium.

The tensions came to a head in the rule of Justinian I in 532 AD after a particularly violent post-race fight, after which members of both factiones were arrested and charged with murder.  At the next race the two factiones joined together and turned against the emperor, because of what they deemed to be the harsh treatment of those arrested - and because everyone was unhappy with high taxes. They besieged the imperial palace for five days, with the emperor trapped inside. Politicians joined the factiones to formulate demands and they even declared a new emperor, who was a green supporter. Justinian sent messages to the blues to remind them that he was a blue supporter. Imperial troops then stormed the hippodrome and killed anyone who remained behind – some 30,000 in total. The power of the factiones was broken.

The good news is that Formula 1 has got a long way to go before it gets into gangs of fans murdering one another…


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#1158 Rad-oh-yeah?

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Posted 18 February 2019 - 15:21

Fascinating F1 Facts: 81


On paper Brett Lunger didn’t have a great Formula 1 career. He raced 34 times between 1975 and 1978, with Hesketh, Surtees, BS Fabrications and Ensign. His best result was a seventh place in Belgium in 1978


Many in the sport thought he was just a rich kid, a member of the Du Pont family, with money to spend. It wasn't exactly true. Yes, he was one of the seventh generation of Du Pont heirs, but he didn't inherit his fortune until his mother died in 2001, when he was 55 years old.

It's true that he grew up in a world of privilege, the fourth of five children of Harry Lunger and Jane Du Pont Lunger. The family lived in a spectacular mansion on a large estate in Wilmington, Delaware. His mother was the heiress, best known for breeding racehorses, while his father was a Wilmington attorney, who was also a board member of the Du Pont-owned All American Aviation (which would ultimately become US Airways). He went to the right schools and ended up at Princeton, studying political science, although he dropped out at the end of his penultimate year. A friend took him to a motor race one day and he was bitten by the bug and so he raced a few times in sports cars and then jumped straight into CanAm. By then he was also running a car dealership…

And then he did something that shocked everyone. He believed in serving his country and so joined up and became a US Marine. Unlike many rich kids of that era, there was no draft-dodging. He did his basic training as an anonymous private soldier. No-one knew he was a Du Pont and no-one knew he had been at Princeton. After a year as an enlisted soldier he was idenitified as being officer material and was sent to Marine Officers Basic School in Quantico, Virginia. He was soon a Second Lieutenant on his way to Vietnam. He wasn't just any old Marine either, but rather a member of an elite reconnaissance force, known as Force Recon, which was in action in Quang Tri province, where much of the heaviest fighting of the war took place, notably around the US Marine base at Khe Sanh. Force Recon was involved in perilous missions against the Viet Cong forces up to (and indeed over) the border with Laos, where North Vietnamese troops were using the so called Ho Chi Minh Trail, which was used to send weapons, manpower, ammunition and other supplies from North Vietnam to the Viet Cong fighters in South Vietnam.

After 13 months he was wounded (and received a Purple Heart) and went back to the United States, where he was promoted to Captain and taught at Quantico for a while. He was on the verge of returning to Vietnam for a second tour of duty, when he decided that he wanted to see what he could achieve in racing and quit the service. He had done his bit. He started in Formula 5000 with backing from the tobacco company Liggett & Myers, through which he met marketing man Rod Campbell, later to become best known as the head of Ford's primary motorsport agency, not to mention the father-in-law of IndyCar driver Townsend Bell. Campbell and Lunger's brother Dave did deals to find money for him to race. He himself developed some good connections when he married the daughter of Leonard Crossland, a former chairman of Ford of Britain, who was then Deputy Chairman of Lotus.

All this enabled him to land a ride with Hesketh in August 1975, as team-mate to no less a figure than James Hunt. He didn't achieve much but for 1976 money was found from the Chesterfield brand of cigarettes and Lunger was able to sign a deal with Surtees.

It was at the Nürburgring that his name was cemented into the F1 history books when he was one of the four drivers who waded into the flames to save Niki Lauda. He climbed on to the Ferrari and heaved Lauda out of the cockpit, while Arturo Merzario fought to get the seat belts open. What Lunger never mentioned after the accident was that he was racing that day under the shadow of his father's death the previous day.

In 1977 he drove a year-old McLaren M23 run by BS Fabrications, but the car was no longer really competitive. In 1978 he tried an Ensign but it was clear he was wasting his time and at the of that year he went back to the US. He did occasional journalism with CBS while completing his degree at Princeton. He also discovered flying, starting with a single-engined propeller plane and gradually trading up until he inherited his fortune and was able to buy an executive jet. He did a number of jobs but gradually turned to charitable work and became a pilot with the Angel Flight Network which provides free air transportation for people in need of medical treatment and also to help injured military veterans. This led to him founding an organisation called Responsibility Today.


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#1159 alberto.ascari

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Posted 18 February 2019 - 22:21

Rodio se pre 121 godinu.

 

Il Commendatore.

 

 

52771886_10213730690159745_6393738936757


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#1160 Rad-oh-yeah?

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Posted Yesterday, 00:33

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#1161 Rad-oh-yeah?

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Posted Yesterday, 00:35

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#1162 Rad-oh-yeah?

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Posted Yesterday, 16:34

Fascinating F1 Facts: 82


After British Telecom was privatised in 1985 things went well until the recession on 1990, when the company decided that it needed to make considerable cuts in its staff numbers. It was decided to lay off 5,000 managers and to put together financial packages to encourage them to retire early. One of those approached and asked to leave was John Grainger, a Yorkshireman who happened to be a huge racing fan. His passion had begun when he saw races at Rufforth, an old airfield in the country, a few miles to the west of York. In the mid-Seventies he started travelling to Formula 1 races, beginning with the British GP but then going further afield, his first foreign race being Monza in 1977. In 1978 he took a holiday in the autumn and went to Watkins Glen and Montreal and in the course of the 10 years that followed he probably went to around 40 Grands Prix.


When British Telecom asked him to retire, he looked at the numbers proposed as compensation and decided that it was a decent deal. And so he took the money, left his job and planned to complete a whole season of Formula 1 in 1991. He booked most of his flights and hotels with the same travel agency, which organised travel to all 16 events. It was going to be a great adventure and as a Williams fan, there was plenty of excitement as Nigel Mansell and Riccardo Patrese were competitive with the McLarens of Ayrton Senna and Gerhard Berger. The Ferraris of Alain Prost and Jean Alesi didn't win anything but Nelson Piquet won in Canada for Benetton and then, as the end of the year, Michael Schumacher arrived on the scene and showed signs that he was a star in the making. It was also the year of the first Jordan, the gorgeous 191 in 7-Up colours.

Grainger travelled to the circuits using public transport and reckoned that the overall experience for a race fan was best in Spain, although he enjoyed most of the venues - to a lesser or greater extent. He found the travelling to be a lot harder than he thought it would be but enjoyed being able to visit a few cities, spending a week in Sydney between the Japanese and Australian GPs at the end of the year. Along the way he got to know a number of Formula 1 people and was fortunate for the last two races because the US television network ESPN agreed to help him out and took him on as an assistant, which gave him a paddock pass. At the end of the year when he looked back on the experience, he reckoned that it had surpassed his expectations. The whole experience cost him £22,000, which is with inflation would be around £46,000 today.


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#1163 Rad-oh-yeah?

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Posted Today, 13:54

Fascinating F1 Facts: 83


The FIA President Jean Todt has run teams which have won pretty much everything there is to win in international motorsport. He was a co-driver with Jean-Pierre Beltoise when they won the 1970 Tour de France in a Matra (the first two stages having been driven by Patrick Depailler because Beltoise was away racing F1 cars in Canada). He then became Jean-Pierre Nicolas's co-driver with Alpine and co-drove with many of the great rally drivers of the era, notably Rauno Aaltonen, Ove Andersson, Achim Warmbold, Hannu Mikkola and Guy Frequelin. He then retired and set up a new competition department for Peugeot, which went on to win the World Rally Championship twice with Peugeot 205 Turbo 16. Then he turned Peugeot to rally-raids and won four Paris-Dakar victories with the 205 and its successor the 405. The cars also enjoyed success on the famous American hillclimb at Pike's Peak. Todt was always very efficiency and not much bothered by the romantic idea of sportsmanship. Winning was all that mattered. This hard-nosed attitude was highlighted on the 1989 Paris-Dakar.


There was never much doubt when the cars left Paris on Christmas Day 1988 that Peugeot would win the event. When the rally reached Africa, the cars began to pull away from the rest of the field. When they reached Agadez Peugeot stars Jacky Ickx and Ari Vatenen were two hours ahead of the nearest challenger, but separated by just a few minutes. From Agadez to Tahoua and on to Gao Vatanen was untouchable, but on the last stage before Gao he rolled his 405 ...but he still won the stage by five minutes.

Ickx was still a couple of minutes ahead but as evening fell that day in Gao Todt called his drivers together and explained that the race had to stop. There were six days still to go. He decided to settle the victory with the toss of a 10 franc piece: heads would mean victory for Vatanen; tails would give the win to Ickx. Neither driver was happy but Todt was the boss. Vatanen won the toss. The media following the event were outraged but Todt was unrepentant. He was there, he explained, to win and this was the best way to do it. He didn't seem to understand why people were outraged. Success was all that mattered. The bosses at Peugeot would be happy. They did not care whether the Finn or the Belgian was ahead. A 1-2 was a 1-2. Such is business. Things were not easy, however, because on the penultimate day, Vatanen managed to get lost and accidentally handed Ickx a 20 second lead. Ickx was determined to make a point and drove hard on the last day, but he stopped short of the finish line on both sections, waiting to allow Vatanen to turn up and cross the line first. Perhaps he hoped that Vatanen had crashed again and Todt would instruct him to win if a rival challenger was threatening the victory.

Perhaps it is this kind of uncompromising approach that made Todt so successful. After the Dakar he took Peugeot to win the World Sportscar Championship and the Le Mans 24 Hours. He wanted to create a Peugeot Formula 1 team but the board baulked at the costs. Todt's uncompromising nature ment that he decided to move on, having received an offer to join Ferrari. Peugeot did eventually enter F1 as an engine supplier, but it did not work out very well. Todt went to Ferrari and cherry-picked a number of Peugeot engineers to join him. He then recruited Michael Schumacher and members of the Benetton team which had been highly controversial in 1994 when Schumacher won the title by nerfing Damon Hill off the track. Together they built a tem capable of dominating the sport and winning Schumacher five World Championships between 2000 and 2004. Todt's approach remained uncompromising. Schumacher's team-mates were expected to what they were told to do, which caused problems on occasion but it was the most efficient way.


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