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#1186 Rad-oh-yeah?

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Posted 05 March 2019 - 13:21


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#1187 Rad-oh-yeah?

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Posted 05 March 2019 - 13:49

Fascinating F1 Facts: 95


Count Kurt von Haugwitz-Hardenberg-Reventlow came from a family that had roots in both Germany and Denmark. The family included a Danish queen consort, a chancellor of Denmark and plenty of military types. Kurt was born in Berlin, although both his parents had been born in Poland. When World War I broke out he joined the German Imperial Army and served as a cavalry officer with the Garde Kürassier Regiment, winning an Iron Cross after seeing action on both the Eastern and Western fronts, the regiment having converted to infantry status during the conflict. After the war he moved to a large estate on the Danish island of Lolland, which was owned by his brother and had been in the family since 1700. In 1935, while in America, he met Barbara Hutton, the heiress to the Woolworth fortune, who was then styled the Princess Mdivani, having married a Georgian nobleman. She was 22 and her marriage of two years was already on the rocks and as soon as the divorce was granted she married Reventlow, switching from Princess to Countess, although her seven marriages would result in her becoming a Princess on two further occasions…


Nine months after the wedding they had a son who was christened Lawrence but the marriage was short-lived and the Countess sank into alcohol, drugs and anorexia. The couple spent seven years fighting over the custody of their son. Despite this, Hutton paid little attention to her child. After an affair with film director and aviation magnate Howard Hughes, she met the movie star Cary Grant and they began a discreet relationship which ended in marriage in 1942 when she gave up being a Countess and became Mrs Cary Grant, The press loved it and dubbed the couple "Cash and Cary" despite the fact that Grant was himself wealthy and had no need of Hutton's famous fortune. For Lawrence, who now called himself Lance, Grant was his first real father figure but his mother was so unstable that by 1945 the marriage was dissolved. Lance was sent to boarding school while his mother continued her amorous adventures. In 1947 she became a princess again when she married the Russian Prince Igor Nikolayevich Troubetzkoy. He was not wealthy but the marriage allowed him to began racing cars and the 12-year-old Lance was excited by his new stepfather's racing career. His mother was not and another divorce followed in 1951

For someone who did not like motor racing her next romantic adventure was rather bizarre as she married Dominican diplomat and playboy Porfiro Rubirosa, a suave racing driver, polo player and lover of Hollywood stars. His list of conquests was impressive. The marriage lasted only a couple of months because Barbara discovered that he was having an affair with Zsa Zsa Gabor…

Lance was then 18 and had become passionate about motor racing and wanted to become a racing driver. He competed in club events in California and found that he was quite a good driver. In that era sports car racing in California was really taking off and Reventlow became a part of the scene. He knew the movie star James Dean and the pair met on the road to a race in Salinas in 1955 and agreed to have dinner that evening. Reventlow set off ahead but Dean, a few miles behind, was killed when his Porsche ran into a car coming out of a junction near Paso Robles.

Reventlow's next move was to go to Europe to compete in Formula 2, buying a Cooper but then he returned to the United States intent on setting up his own car business. Reventlow Automobile Inc designed and built Scarab sports cars and as these were quite successful, Reventlow then decided to build an F1 car. The Scarab was a front-engineered car but arrived just as the rear-engined revolution was hitting F1. Reventlow drove the Scarab in the first half of the 1960 season but the car was not competitive. He qualified for just one Grand Prix in Belgium in 1960, while his team-mate Chuck Daigh raced the car twice. Nonetheless, this made Scarab the first American constructor to compete in Formula 1.

After that Reventlow lost interest in the sport and sold the cars. He married 19 -year-old actress Jill St John (later to play the role of Tiffany Case in the James Bond movie Diamonds Are Forever, alongside Sean Connery) but they divorced after three years and he married Cheryl Holdridge, another actress. Lance spent his time sailing, skiing and playing polo, but began to consider building his own ski resort in Colorado. In July 1972 he was looking for a suitable site in a small plane when the pilot of the plane flew into a box canyon with steep cliffs on three sides. Unable to climb fast enough to get out of the canyon, the pilot resorted to trying to turn the plane around but the turn was too quick, the engine stalled and the plane dropped into the forests below. All four on board were killed in the crash.


Edited by Rad-oh-yeah?, 05 March 2019 - 13:49.

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#1188 Rad-oh-yeah?

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Posted 05 March 2019 - 18:03


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#1189 romantik

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Posted 06 March 2019 - 07:34

Koje je ovo ludilo, lik koji trckara po stazi da bi se obracunao sa lidereom trke koji ga je zakacio prilikom obilaska za krug, popravka bolida u travi pored staze i apsolutni vrh, lik koji sedi po strance u bolidu kako bi jednom rukom upravljao a drugom rucno dodavao gas na motoru koji je iza njega :hail:


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#1190 Rad-oh-yeah?

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Posted 06 March 2019 - 13:29

Fascinating F1 Facts: 96


Fraire is a small place on the main road from Charleroi south to the French border. The town has been bypassed now, but at the top of the hill as one leaves is the Mattozza garage, where you can fill up, buy bits and bobs and have your car serviced. The name is proudly above the door.


As the name suggests, the family has its roots in Italy. Viglielmo, the patriarch, was born in Santo Stefano di Sessanio, a picturesque cliff top village in the province of L'Aquila in the Abruzzo region, not far from Pescara. But like the celebrated Bianchi clan, he decided to move to Belgium and in 1933 first appeared in the big local motor racing event, the Grand Prix des Frontieres at Chimay. In the same year he raced in the Spa 24 Hours in an Alfa Romeo. He reappeared at Chimay two years later but then disappeared back to Fraire to build up his garage business.

Nearly 20 years later, in 1954, Mattozza reappeared at Chimay with a Grand Prix car that he had built himself. At the time the Grand Prix des Frontieres was a fairly big non-championship F1 event and was won that year by Prince Bira in a Maserati. Mattozza appeared with a car he called the VM Monoplace. It was powered by a 2.5-litre V8 Tatra engine, which had enjoyed some success in Eastern Bloc races in that era. Tatra was a Czech company, the earliest car manufacturer in Central Europe. It decided to build the engine after World War 2 in order to test and develop it for a limousine it was planning for the Russian market. The V8 appeared in a sleek sports car and was then tried in a proper single-seater, although only a couple of cars were built. Neither left what was then Czechoslovakia, although the VM Monoplace bore a strong ressemblance to these machines from behind the Iron Curtain. Perhaps Mattozza acquired the drawings from the East... who knows? There are various theories about Mattozza's car, but it may have been based on one of the Tatra sports car of the era, stripped down and turned into a racing car, something which was not unusual at the time, with all the BMW 328 derivatives that were seen racing on the circuits of Europe.

Whatever the case, this was very much a one-man-band, the result of a passionate individual who wanted to have his own Grand Prix car - and made the dream come true. Well, almost... Getting the car finished on time for the annual big race at Chimay was quite an effort and there were a couple of all-nighters involved but Mattozza duly arrived, set up his operation in the paddock and, no doubt, had a few curious visitors drop by to take a look. But Mattozza was weary and, as there was time to spare, he decided that he would have a quick nap before practice for the Grand Prix des Frontieres began.

He was so tired, in fact, that he did not wake up until there were just a few minutes of practice remaining and there was insufficient time to get the car out on to the circuit to set a time. The bitterly disappointed driver obviously did not have the money the travel to other events and had little chance of an invitation to enter a Grand Prix. The following year Chimay was switched to sports cars and so the VM was never seen again, although it is said that Mattozza converted the car into a sports car, which was used in local hillclimb events. Mattozza's son Richard competed in races and rallies in the 1960s and 1970s, while his grandson Sebastien was a professional bicycle racer a few years ago.


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#1191 Rad-oh-yeah?

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Posted 07 March 2019 - 13:39

Fascinating F1 Facts: 97


Porsche has a outstanding reputation for building the finest performance cars available. They are well-engineered, beautifully-designed and are not only sporting but also very reliable. But, even Porsche can get it wrong, although they may not like being reminded of it.


The story began back in the 1930s when Porsche's design office designed an air-cooled flat-4 engine to be used in the Volkswagen (which, of course, became the Beetle). It was then modified and used for the first production Porsche, the 356, in the late 1940s. This was developed by Ernst Fuhrmann and became known as the Type 547 engine, although he soon left Porsche and Hans Mezger arrived. He developed the Type 547 to power the Porsche 718/2 Formula 2 car, which enjoyed great success in 1960.

The following year F1 changed to 1.5-litre engines and so Porsche took the opportunity to enter Grand Prix racing. The original engine was not strong enough to compete with Ferrari and so Metzger was set to work to design a 1.5-liter air-cooled flat-8, known as the Type 573, to power the new 804 F1 car. It wasn't as powerful as some of its rivals but had the advantage of not having to have large and heavy water radiators and Dan Gurney was able to use the car to win the 1962 French Grand Prix at Rouen. But Porsche was too small a copy to support further F1 development and left the sport at the end of that year and Mezger then developed a flat-six that would be used in production Porsche 911s.

He then put two of the sixes together and built the 4.5-litre flat-12 used in the mighty 917 sports car, which brought Porsche great success at Le Mans and later in CanAm, with the engine being turbocharged.

Porsche's knowledge of turbocharging was quickly transferred to road cars with the first 911 Turbo appearing in 1973 and it was the turbo expertise that attracted McLaren to fund the Porsche-designed and manufactured 80-degree TAG V6 turbo engines, which dominated F1 in the early 1980s, winning 25 victories in 68 races and taking three Drivers’ championships and two Constructors’ titles. The basic power unit weighed just 145kg, which was far lighter than other V6s in F1 at the time.

The McLaren-Porsche alliance in F1 ended in 1987 but Mezger was soon working on a V12 engine which he wanted Porsche to use for the new 3.5-litre normally-aspirated F1 regulations. The decision was taken to go ahead and early in 1990 Porsche signed a four-year deal with the Footwork Arrows team, with the new 3512 engine to be introduced in 1991.

The idea was to effectively put two V6s together but the resulting engine was late arriving, was too big, too heavy (180kg), not very powerful and very unreliable. The Ferrari V12 weighed 139kg. There were also problems installing the engine in the car, which needed to be redesigned. Alex Caffi and Michele Alboreto struggled with the engine for just six races before abandoning the programme and switching to Ford DFRs. Mezger had already started work on a new V10 engine for 1992 but after Footwork cancelled the contract at the end of that year, Porsche found itself with an F1 engine and no-one wanting to use it.

Mezger retired in 1994, at the age of 65.

His V10 engine would be used for a planned LMP1 project in 2000, known as the LMP2000 but this was called off in the middle of 1999 and the engine was then put into the Porsche Carrera GT supercar, a production car, of which 1,270 were built.

Mezger will turn 90 later this year…


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#1192 Rad-oh-yeah?

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Posted 09 March 2019 - 01:58



Fascinating F1 Facts: 98


Motor racing has a way of creating fairytales which propel people much further than they could possibly imagine. Chris Murphy grew up in Bolton in Lancashire, a former mill town close to Manchester, where the economy was in a sorry state by the 1970s.


His father was a truck driver and while Chris was mad about cars and motorbikes. Buildinghis own motorcycle when he was 15, he left school a year later with a few O levels and not much else. He went to work as a draftsman, designing industrial shutter doors. It was not exciting enough for the youngster and he quit and went to work in a local garage, spending the next couple of years repairing cars, fixing bodywork and doing resprays.

He tried to get a job at Chevron Cars, the racing car manufacturer which operated from an old mill in the town, but the company was in trouble and not hiring. So he went to Germany and worked as a door-to-door insurance salesman, trying to sell policies to the British forces based over there at that time.

He ended up back at the drawing office. Bored, he decided to try racing himself but this ended when he had a huge end-over-end crash at Cadwell Park. So he went back to being a mechanic again, working in Formula Ford until there was a chance to work at Maurer, the German Formula 2 car, owned by Willi Maurer, who was also the owner of the Berlin-based "Mampe" liqueur company, who had somehow ended up with much of the team based in the old Chevron works, because team manager Paul Owens would only agree to work for Maurer if the team was near his home.

Murphy began travelling to Formula 2 races and helping the designer Paul Brown to make parts. This led to experiments with carbon fibre composite and soon Murphy's job had expanded to include being a draftsman, van driver, composite laminator and storeman. The team lasted only until the end of 1983 and then the group in Bolton began working on a project for Armstrong motorcycles before Brown went off to RK Technologies, a carbon fibre manufacturer, based in Inverness in Scotland. Murphy soon followed and worked on a series of interesting composite projects, notably tennis rackets and electric guitars. They were also asked to design mortar launchers and even machine pistols but RK shut the project down as it was clearly rather dodgy.

It was then that Murphy met Bob Fearnley who asked him to design a CanAm based around an March 82C Indycar. The result was the RK-March 847 which was raced in the US by Jim Crawford.

Brown had by then moved to Zakspeed to design the team's first F1 car and he soon called in Murphy to help. Ford then asked Zakspeed to design a composite IMSA GTP car and Murphy looked after that until Brown quit and Erich Zakowksi asked Chris to design the 1987 Zakspeed F1 car. There was no money but through the driver Christian Danner, Murphy met Ralph Bellamy who had designed the Larrousse Lola that year. As a result Murphy joined Lola in 1988 to help build the new car. Bellamy soon departed and for 1989 Murphy was told to design the Lola-Lamborghini F1 car. The 1990 car would give the Larrousse team sixth in the Constructors' Championship.

His friendship with Danner then resulted in another astonishing twist of fate. Danner was a fan of ballet (unusual for an F1 driver perhaps) and he and Murphy went along to watch ballet at the Royal Ballet and to meet some of the ballerinas. The result of this was that in the summer of 1990 Murphy married the Prima Ballerina of the Royal Ballet, Cynthia Harvey, one of the best dancers of her generation.

That same year he switched to Leyton House Racing and worked with Gustav Brunner on the design of the team's 1991 car before the team owner was arrested and money ran out and Murphy move on to work with Team Lotus, for which he designed the Lotus 107 and 109 F1 cars, which were always handicapped by a lack of money. The 109 was qualified fourth on the grid by Johnny Herbert on its debut at Monza in 1994 but was taken out on the first lap by Eddie Irvine. That was the team's last chance and it went into receivership soon afterwards.

Fed up with the F1 world, Murphy started his own engineering consulting business, working in IndyCar and with Team Astromega in Formula 3000, where he worked with a young Fernando Alonso among other future stars. He followed up with stints in DTM with Opel and then back in Formula 3000 and GP2 with BCN Competition, Piquet Sport and Addax, overseeing 25 victories along the way.

In 2014 his old Zakspeed driver Jonathan Palmer asked him to become the technical director of the BRDC Formula 4 Championship and in 2016 he took on a similar role in the BRDC Formula 3 championship. He also runs a racing simulation software company called Datas Ltd.

A long way from Bolton…


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#1193 Rad-oh-yeah?

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Posted 09 March 2019 - 14:25

Fascinating F1 Fact: 99


The sands are forever shifting in Formula 1 and never was that the case more than when Ferrari decided that it needed to hire McLaren's technical director John Barnard in 1986. Barnard has designed the McLaren MP4/1, the first carbonfibre composite car in F1 in 1981 and allied to the TAG turbo engine in 1984 the team won 12 of the 16 races and drivers Niki Lauda and Alain Prost finished 1-2 in the World Championship, separated by half a point. Together they dominated the Constructors' Championship as well. In 1985 they did the double again with Prost winning the title, although Lauda was no longer as competitive. And then in 1986 Prost won another title, despite the strong challenge of Williams-Honda. In August that year Barnard left McLaren, having been lured away by Enzo Ferrari, who had finally become convinced that his team needed to get more help building its chassis. The problem was that Barnard didn't want to live in Italy. His family was happily settled in a large country house near Godalming with his wife Rosemary and three young children then aged seven, five and one.


Enzo Ferrari agreed to create a British design office for Barnard and suitable premises were found in a leafy business park hidden away behind The Parrot Inn just outside the village of Shalford. River House in the Broadford Park development was a rare industrial area in the protected Green Belt. It was agreed that this would be called the Guildford Technical Office (Ferrari GTO) a play-on-words on the celebrated Ferrari GT car of the 1960s, and Barnard set about recruiting staff. The facility began operating in 1987 while Barnard helped to develop Gustav Brunner's F187 with which Gerhard Berger scored back-to-back victories at the end of that year in Japan and Australia. The initial plan was for Barnard's 639 to be used in 1988 but there was too much to be done and so Ferrari developed the older car into the F187-88C. That year McLaren dominated and in the summer Enzo Ferrari died at the age of 90. Ferrari's only success was the fortuitous 1-2 at Monza after Ayrton Senna collided with the Williams of Jean-Louis Schlesser.

Barnard's car - now called the 640 - was radical with the first semi-automatic gearbox in F1. The problem was that it was very unreliable and Ferrari and Fiat boss Vittorio Ghidella was worried that it would not be a success. That took care of itself a few months later when Ghidella was replaced as Ferrari boss by Piero Fusaro. The head of Gestione Sportiva was Pier Giorgio Cappelli, a Fiat scientist who had previously worked in the Fiat and Alfa Romeo research centres, hired by Ferrari just before his death. Fusaro wanted a new leader at Gestione Sportiva and in March 1989, just before the start of the World Championship, Lancia's rallying kingpin Cesare Fiorio was appointed the new boss.

A few weeks later, against all odds, Nigel Mansell won in a 640 in its debut race in Brazil. But politics was already becoming complicated with resistance to the UK operation growing in Italy. The team concentrated on developing the 641 for 1990 but by the autumn Barnard had had enough. He was offered a deal to join Benetton and so acquired the GTO operation, which he sold to McLaren for use for its F1 road car programme. Instead he set up another design office, called the Benetton Advanced Research Group (BARG) in Langham Park in Godalming.

As he was doing this Ferrari enjoyed its best year with the 641 and only narrowly missed winning the World Championship with Alain Prost, but in 1991 things began to turn sour in Maranello, with Prost campaigning to get rid of Fiorio. This was successful in May, with Claudio Lombardi, one of Fiorio's lieutenants, taking over the role. By October, Lombardi had avenged Fiorio and Prost was fired, for being too big for his boots and for saying that "a truck would be easier to drive than this car".

It was then that Fiat boss Gianni Agnelli decided that there had been sufficient politics in Maranello and took on Luca di Montezemolo to be the new boss of Ferrari SpA. He decided that Lombardi should become technical director and that the sporting role should be given to Sante Ghedini. Montezemolo asked Ferrari consultant for advice and he said that they should hire Barnard again.

After the Benetton experience John had quit F1 and was designing intricate surgical instruments for his brother-in-law. He then worked on a secret F1 project with TOM'S, aimed at luring Toyota into Formula 1, while indulging a new passion for garden design, having found inspiration in the work of Gertrude Jekyll.

Barnard still didn't want to leave the area. His kids were then 12, 10 and six and so it was agreed that he would set up another facility. This time it would be called Ferrari Design & Department (FDD) and it was located in Northfield House in Broadford Park, next door to the old GTO…

Barnard got together many of the same crew and began work on the 412T1 for 1994. In 1993 Montezemolo hired Jean Todt to run Gestione Sportiva and that changed things again. Todt took on Michael Schumacher and took on Benetton engineers Ross Brawn and Rory Byrne and by 1996 Montezemolo was saying that FDD would be phased out as Todt wanted the whole team in Italy.

Barnard acquired FDD as part of the settlement with Ferrari and set up his own business called B3 Technologies, which worked for Arrows and then Prost Grand Prix before he turned his back on F1 sold the facility and, ironically, moved to live in Switzerland…

Today Broadford Park still has racing links, as it is the home of Gordon Murray Design… although it is not in one of the old Ferrrari buildings.


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#1194 Rad-oh-yeah?

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Posted 10 March 2019 - 05:06

A.J. Foyt loses shoe in latest brush with death
 
indycar-indy-500-2018-a-j-foyt.jpg

By: David Malsher
8h ago


IndyCar icon A.J. Foyt has revealed that an eventful offseason saw him encounter more trouble with bees and also suffer an incident with a bulldozer that required him to be rescued from quicksand.

The first ever four-time Indy 500 winner and seven-time Indy car national champion, who still farms his own land at the age of 84, has been attacked by African killer bees in the past and has also tipped his bulldozer over.

Now Foyt has revealed he endured more trouble in the last two months.

“A couple of weeks ago, I was going to get on my dozer and move a tree, and another guy said, ‘I’ll do it for you, A.J.’. I said OK because was doing some other stuff.

“Then I saw that bees attacked him. I was in another tractor with a closed cab and saw them chasing him and he was slapping at them and going backwards to get away. And I thought, ‘Man, I’m glad I’m not in that one.’

“He got stung pretty good – his face was swollen and he got a black eye. He was lucky they were honey bees, not killer bees, because he could get away from them.”

Foyt went on to describe another recent incident with his bulldozer that required him to be rescued.

“A couple of months ago I was digging on the edge of this pond at one of my ranches, and the dozer just slipped down,” he explained. “It was real muddy and I tried to go faster to get up and the machine just slipped further down.

“So I stopped before the whole thing went under. I had to have two guys help pull me out because I was in quicksand. I couldn’t climb out myself – and I lost a shoe!”


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#1195 Rad-oh-yeah?

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Posted 10 March 2019 - 13:44

Fascinating F1 Facts: 100


In the movie Toy Story, Buzz Lightyear makes an apposite remark as he and Sheriff Woody are hurtling through the air (as you do). "This isn't flying," Buzz says, "this is falling - with style."


We all know that humans cannot fly. Nor can most animals and there are plenty of adynata, in different languages, which make this point that some things are impossible. The English say that "if pigs could fly" or "when Hell freezes over", the French talk of chickens growing teeth. The Italians talk about "when donkeys fly".

Flying donkeys seem rather unlikely, but each spring in the village of Gonfaron, in Provence, there is a festival to celebrate a flying donkey. There seem to be several different versions of the legend but one involves a grumpy old man refusing to tidy his house when a religion procession was due to pass by. The old boy remarked that if Saint Quninis didn't like his house, he could always fly over it. Some time later, the same old fellow was out riding his donkey on the steep hill to the north of the village. The donkey was bitten by an insect and took off at high speed, throwing off the rider and charging over a cliff and into a deep ravine. It wasn't flying, it was falling (probably without much style) but the villagers were amused: Saint Quinis had taught the old man a lesson - and a donkey had flown.

Still, history relates that nothing is impossible in Gonfaron… In the middle of the village there used to be the Garage de l'Avenir. Today it has been converted into a bakery, but it was once a wheelwright shop, belonging to the Julien family. When Henri Julien was born in 1927 the family had already converted this into a garage and the youngster grew up with cars all around him. He learned to be a mechanic with his father and then at various dealerships in nearby Toulon but at 19 discovered his real passion when he went to see the 1946 Grand Prix of Nice.

He decided that he would become a racing driver. He didn't have the money to buy a car and so he decided to build one himself a special basd around a 500cc Simca. He called the car the JH1 and he competed in local events. The following year he built a second special, which was lighter than the original and powered by a BMW engine and there followed a series of cars with Panhard engines which he raced in Formula Junior, even taking part in the Monaco race in his Julien-Panhards in 1959 and 1960. Finally, in 1965, he retired from driving. He was 38 and it was too late for him to go further.

For three years he ran the garage but the arrival of Formula France in 1968 presented an opportunity and so for 1969 he set up Automobile Gonfaronnaise Sportive and began building AGS racing cars, the first being the JH4. These were raced by Gerard Cerruti and Francois Rabbione and in 1970 at Pau, driving the new JH5s Cerruti finished third and Rabbione fourth. The series became Formula Renault in 1971 and the JH6 was raced by Francois Guerre-Berthelot and in the years that followed there were different versions of the car for Formula Renault and for Formula 3 and Richard Dallest delivered strong results in 1977 and Julien decided that he would try Formula 2 in 1978. Two years later Dallest won two races at Pau and at Zandvoort. The 1981 season was disappointing but for 1982 Julien took on two youngsters – Philippe Streiff and Pascal Fabre – and both scored points with Streiff sixth in the championship. He was fourth in 1983 and again in 1984 but finally managed to win a race at the very last round of the European F2 Championship at Brands Hatch. The relationship continued in 1985 in the new Formula 3000 but Julien had by then set his sights on Formula 1 and dropped out of Formula 3000. He acquired an old Renault chassis, rebuilt it with a Motori Moderni engine in the back and the JH21C made its first appearance at the Italian GP with Ivan Capelli driving.

It was revamped in 1987 with a Cosworth engine and the clothing firm El Charro funded Fabre although at the end of the year Julien put in Roberto Moreno an in Australia he finished sixth, scoring AGS's first F1 point.

The 1988 JH23 was a new car but it was very unreliable and at the end of the year, Julien suffered a big setback when his two designers quit to join the new Coloni team and Julien had to go into 1989 with a modified old car. Sadly, when testing in Brazil, Streiff crashed heavily and suffered neck injuries which left his paralysed. Julien decided it was time to quit and sold the team to the flamboyant Cyril de Rouvre.

Julien went back to his roots, building 500cc specials in order to set new speed records. He died in 2013, at the age of 85 and in recent years the village has named a street in his honour...

It is a little-known fact that there was another AGS racing car that had nothing to do with Julien. It was called the Atelier Guérin Special and was built by Pierre Guerin in Grenoble. It was raced on hillclimbs in the 1950s by a Monsieur Allonso…


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#1196 zoran59

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Posted 11 March 2019 - 03:36

Okacio sam post na Motociklima. Posto se radi o cistoj klasici, neka ga i ovde: https://forum.b92.ne...ikli/?p=6204783


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#1197 Rad-oh-yeah?

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Posted 13 March 2019 - 16:24

Srecan 81. rodjendan Dzoniju Raterfordu, trostrukom pobedniku Indi 500. Njegova pobeda 1976. je poslednja od ukupno 27 pobeda sa Ofenhauzerovim motorom na Indi 500.

 

05-09-Rutherford-Montage-1974Indy500.jpg


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#1198 zoran59

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Posted 13 March 2019 - 23:42

U ove "istorijsjki kup" trke cesto zalutaju ljudi koji naprosto imaju auto odgovarajuce starosti a malo bi hteli da mu "propusu ventile" i jurcaju se, mada se radi o standardnim putnickim modelima. Medjutim, ovde se moze naci dosta ozbiljne takmicarske masinerije, cak je zalutao i jedan stari Ford GT40 (sa sve "Gurney bubble" na krovu! :) ):

 

 


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#1199 Rad-oh-yeah?

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Posted 14 March 2019 - 16:01

Nova knjiga o kontroverznoj sezoni 1994, i nove teorije u vezi moguceg objasnjenja za efekat slican kontroli proklizavanja na Sumaherovom bolidu:
 

New theory emerges for Schumacher cheating scandal

Brett Graham
7/02/2019


New light has been shed on one of the greatest controversies in Formula One history – whether or not Michael Schumacher cheated his way to his first world championship in 1994.

Ayrton Senna famously went to his grave believing Schumacher’s Benetton team was using traction control to minimise wheel-spin under hard acceleration, which had been outlawed from the start of the 1994 season.

Senna was killed after crashing during the 1994 San Marino Grand Prix, with some believing he pushed his Williams beyond the limit in a desperate attempt to stay ahead of the illegal car of Schumacher.

Senna had retired on the opening lap of the previous race in Japan, and before returning to the pits, stood trackside to observe his rivals, becoming suspicious about the legality of his main rival’s car after hearing the engine note under braking.

“Senna himself was convinced that there was something different about Schumacher’s car,” former Williams team manager Ian Harrison told Autosport in 2014.

“Whether there was or not I don’t know, but Senna was utterly sure there was.”

The suspicions gained further credibility in 2011, when Schumacher’s teammate from 1994, Jos Verstappen, claimed the German was using banned electronic driving aids.

Now a new theory has emerged, which some former F1 figures believe puts Schumacher in the clear.

A just-published book – 1994: The Untold Story of a Tragic and Controversial Season, floats the idea that Schumacher’s technique of braking with his left foot could have fooled Senna into thinking the Benetton was illegal.

Left-foot braking was new to Formula One in 1994, but Schumacher was quick to adapt and telemetry traces from later in his career showed how he used his right foot to maintain 10-15 per cent throttle even while braking with his left foot. This method kept the car stable and allowed the aerodynamics to work more efficiently.


Willem Toet, the Australian-raised Head of Aerodynamics for Benetton in 1994, believes it was Schumacher’s technique that Senna mistook for illegal traction control.

“I think it was the use of left-foot braking combined with the throttle which would have made the strange noise,” he said.

“It would have been strange to hear the engine working in those places on the track.

“That’s what I believe is the most likely scenario.”


Mark Blundell drove for Tyrrell in 1994, and agrees that left-foot braking “became a trend at that stage,” and “it would have made a different sound.”

Suspicions that the Benetton was illegal reached fever-pitch midway through the 1994 season, after the sport’s governing body, the FIA, seized the black box that contained the engine management software.

An independent analysis of the source code revealed Benetton had software “capable of breaching the regulations,” and although the team admitted the existence of the code, it claimed it was redundant and could not be activated by Schumacher.

The rules at the time only prevented the use of traction control, not the existence of software that might be used to implement it. As the FIA had no proof it was being used, no action was taken.

A mechanic for Senna’s teammate Damon Hill also revealed that engine supplier Renault were convinced Benetton were using traction control based on analysis of audio recordings. Team owner Frank Williams has since confirmed that Senna wanted to lodge an official protest, but Williams chose not to.

In a season full of controversy, the championship went down to the final race in Adelaide. With Schumacher just a single point in front of Hill, the pair were battling for the lead of the Grand Prix when they collided as Schumacher returned to the track after briefly losing control, putting both drivers out and handing the German the title.

Although many felt Schumacher had deliberately caused the collision knowing his damaged car wouldn’t have been able to finish the race, Hill’s team declined to protest.

“We at Williams were already 100 per cent certain that Michael was guilty of foul play,” said technical director Patrick Head.

“We seriously considered lodging a formal protest there and then, on the grounds that it had been so blatant.

“Because 1994 was the terrible year it was – in other words, because Ayrton Senna had been killed in one of our cars – we didn’t really think it would have been right for Damon to win the world championship that year, especially if he’d done so in court, so we didn’t protest.”

Although stewards investigated the crash and took no action, FIA boss Max Mosely later revealed in his autobiography that he felt otherwise.

“My private view was that Michael was very lucky not to be penalised and thus lose his world championship.”

It brought an end to a season of acrimony, although accusations he cheated his way to the 1994 title would dog Schumacher for the rest of his career.

“I would never use an illegal system,” Schumacher said in 1998.

“I know in 1994 that we didn’t have anything illegal, but there was so much talk it became like the truth.”

And as the 25th anniversary of that terrible season approaches, perhaps this new book brings us one step closer to uncovering what really happened.


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#1200 zoran59

zoran59
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Posted 15 March 2019 - 00:52

Uvod je dobar, al' je trka jos bolja...

 

 

 


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