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Pescara and Italy in 57 as well
Motorsports Trivia Thread!
- Thread starter Cap'n Jack
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- TenEightyOne
- TenEightyOne
I heard a great fact in some random YouTube F1 compilation vid...
Who retired from an F1 race that they didn't start?
Who retired from an F1 race that they didn't start?
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Hans Heyer who also technically had a DNQ and DSQ if I remember correctly
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- TenEightyOne
- TenEightyOne
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- TenEightyOne
Dotini
(Banned)
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- CR80_Shifty
I regret making that remark and have edited the post to reflect that. To the best of my knowledge, upon his retirement from racing, JM Fangio was appointed the Mercedes-Benz distributor in Argentina, with whom he had a special relationship going back several years. I have no solid evidence of what happened in his early years. It's probably best the golden years remain golden. IMHO money talks, and has always done so in top level racing. Money talks, and the big money shouts orders about who drives.
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Pete05
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BMW M12/13
Designed by BMW engineer Paul Rosche, the 1.5 litre four cylinder unit revved to 11,500rpm and was subjected to such incredible internal forces that it was built around used road-car engine blocks that had travelled more than 100,000km. The thinking was that if the blocks were going to break, they’d have done so already. “The car was like a bomb,” Gerhard Berger said of the Benetton B186 - the only driver to successfully tame the beast. “You’d open the throttle at the entry to the corner only to get the power at the exit. And if you missed it by 5-10 metres, there was nothing you could do - you just spun it. The lag was about one or two seconds.
A single run in qualifying trim, which wound the boost up to 80psi, was enough to totally destroy the gearbox. Power outputs were estimated to be 1500bhp, though we don’t know for sure as BMW’s dyno couldn’t measure anything above 1280bhp.
Central to the B186’s grunt was its fuel; a potent mix made mostly of pure toulene, a key ingredient in paint thinner, and cost US$300 a litre in 1986. Allow for inflation and that’s US$701 today.
Cameron Kirby of Wheels magazine, 25 July 2020.
Designed by BMW engineer Paul Rosche, the 1.5 litre four cylinder unit revved to 11,500rpm and was subjected to such incredible internal forces that it was built around used road-car engine blocks that had travelled more than 100,000km. The thinking was that if the blocks were going to break, they’d have done so already. “The car was like a bomb,” Gerhard Berger said of the Benetton B186 - the only driver to successfully tame the beast. “You’d open the throttle at the entry to the corner only to get the power at the exit. And if you missed it by 5-10 metres, there was nothing you could do - you just spun it. The lag was about one or two seconds.
A single run in qualifying trim, which wound the boost up to 80psi, was enough to totally destroy the gearbox. Power outputs were estimated to be 1500bhp, though we don’t know for sure as BMW’s dyno couldn’t measure anything above 1280bhp.
Central to the B186’s grunt was its fuel; a potent mix made mostly of pure toulene, a key ingredient in paint thinner, and cost US$300 a litre in 1986. Allow for inflation and that’s US$701 today.
Cameron Kirby of Wheels magazine, 25 July 2020.
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- Bratvegas
- GTP_Liquid
I'm fairly sure that the glue aspect of qualifying tyres was more of a metaphor as in x sticks to y like glue. Although I don't doubt that they had unique materials in their construction compared to a race tyre.
They had a very short window of grip and I would guess they were introduced around 1985 because that's when tyre blankets were first used. Starting in 1991 and up to 1993 the dimensions of tyres, rear ones in particular, became greatly reduced.
They had a very short window of grip and I would guess they were introduced around 1985 because that's when tyre blankets were first used. Starting in 1991 and up to 1993 the dimensions of tyres, rear ones in particular, became greatly reduced.
Pete05
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I don't recall what year it was, but I remember an Australian GP at Adelaide had a piece on the qualifying rubber & a driver stating that the tyres wouldn't do 2 laps in a row at 100%.
Combine that with the hand grenade engines of the period & qualifying was definitely an all-out affair with nothing left on the table at the pointy end of the grid.
Tired Tyres
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- Tired Tyres
If there was tyre competition then there would be qualifying tyres. Very soft rubber and if you went too hard on the warm up lap, they wouldn't last the full flying lap. They had two sets. Drivers used to take big risks with them as they were restricted in number. That's what killed Villeneuve. He was on his second and last set and therefore couldn't back off when he came across a backmarker going slowly.
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- TenEightyOne
- TenEightyOne
Interesting bit of trivia from Chris Medland:
Pete05
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This is a curly one.
If the name on the side of the car is as I believe, Rene Weisel, it can't be a round of the WDC. I don't believe Rene ever started a F1 race in the WDC. If it's someone else in the car & they can be identified by the helmet, that's not my specialty.
It can't be any earlier than 1970, being a Lotus 72 & the Gold Leaf colours tell me it's either '70 or '71.
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Talk about two unknowns. I had to look at the entry sheet. Emerson "Who" Fittipaldi and Reine Wisell.
Here is another guy who did Everything. Watkins Glen 70....who in what
Dotini give someone else a chance...you know more than I do!! BTW this is when I started to get an inkling that my zoom was defective as not a single pix is clear . Eventually threw it away and got an auto focus Pentax ES which I used to great effect for aerial pix in SEA.
