Istorijat F1

[alpiner]

Malo drifta na šest točkova

[Jimmy Kowalski]

Jarama 1970.

Ovaj crveni Ferrari je Jacky Ickx.. Ko je u belom kombinezonu?

[Radoye]

Ovaj crveni Ferrari je Jacky Ickx.. Ko je u belom kombinezonu?

Dzeki Oliver.

[Jimmy Kowalski]

Tnx.Jezivo izgleda..

[Radoye]

Isti incident:http://www.youtube.com/watch?v=YKC0FNFb7Dchttp://www.youtube.com/watch?v=AEUJP_roh8ETrka se nije prekidala, nastavili su da voze kroz dim i preko pene za gasenje pozara koja se razlivala preko staze. Ako si gledao onaj "F1 Killer Years" BBC dokumentarac tamo Oliver prica o ovome.

[Jimmy Kowalski]

Da, da, setio sam se posle.Inace, bas dosao da okacim dva teksta, koja se uklapaju u ovu pricu..

“Another 10 seconds in there and I would have been dead”By Eurosport | Will GrayNiki Lauda is lucky to be alive. It was 37 years ago on August 1 that he was trapped in a fiery hell. And it was a miracle that he survived.As the Ferrari driver steamed into the fast left Bergwerk kink on the 73-corner Nordschleife Ring on lap two of the German Grand Prix, his world was about to be turned upside down.The 27-year-old Austrian was reigning F1 champion and was comfortably cruising towards his second consecutive title. With just seven races left, he had almost double the points of his closest rival.The German circuit, however, was unlike any other. Narrow and bumpy, it had limited run-off areas and several sections inaccessible to fire marshals. It was by far the most dangerous on the calendar. Many were already saying that the speed of modern F1 had outgrown it.After the 131st fatality in 49 years was recorded at the track two weeks before the race, Lauda called for a boycott. It fell on deaf ears. The race went ahead.Lauda started second, but on a damp but drying track he dropped to 10th and was trying to recover after pitting for slick tyres at the end of lap one. His title rival, James Hunt, was running third and he needed to claw his way back.Then something went very wrong.At a speed of around 120mph Lauda's Ferrari snapped right – some reports claim suspension failure. It was pitched into an embankment, rebounded and spun back onto the track.The wreck was hit by the Surtees of Brett Lunger and, with the fuel tank ruptured, it burst into flames. Lauda was trapped. And Harald Ertl, steaming into the crash site at 90mph, had nowhere to go.“I saw yellow flags and braked hard,” Ertl told a German magazine. “I saw the whole mess in front of me – the burning Ferrari, the Surtees and the rest of the track covered with debris. Niki’s Ferrari slid across the road and I hit it.”Ertl’s car went into a spin and Lauda’s Ferrari hit the Surtees a second time. When it all came to a halt, Ertl raced out and ran as fast as he could to the burning wreckage.“Niki sat there with his head bent forward and did not try to free himself - and I had to take a second look to believe it, but he was not wearing a helmet any more,” recalled Ertl, who joined Lunger and fellow drivers Guy Edwards and Arturo Merzario, who had both stopped at the scene, in a frantic rescue effort.Lauda was sitting in the middle of the fire, conscious but unable to do anything to save himself.With the rescue vehicle on its way, Ertl and a marshal tried to put the fire out but their small extinguisher did little with fuel still spewing out. They could only keep the fire under a level of control while the others tried to release Lauda from the wreckage.“I would guess it would be about a minute before we managed to get the belts undone,” Guy Edwards told the BBC at the time. “Lauda was conscious most of the time and was saying 'get me out'...”Several times, Lunger and Merzario tried to climb onto the burning car to get Lauda out, but it was not until the Porsche Carrera rescue car arrived that the fire was extinguished and Merzario pulled Lauda from the wreckage.“If you consider the time he sat in the burning car, which was about 45 seconds, he didn’t look that bad,” recalled Ertl.But the burns were severe.Lauda’s helmet had slid off in the accident and he had inhaled hot toxic gases that damaged his lungs and blood. He face was bloodied and all the hair on the right side of his head had gone. Part of one ear was burnt off, as were his eyebrows and his eyelids, and he had severely damaged his tear duct.He lapsed into a coma.That night, at the hospital in Mannheim, he was read the last rights – but he fought for his life for several days, and somehow came to.Determined to make a quick comeback and try to hold onto his title, he limited surgery to just replacing his eyelids and he was back six weeks later, in time for Ferrari’s home race at Monza.His amazing gamble to return so quickly almost paid off. Hunt ended up winning in Germany and then won three of the next four races as well, but Lauda was still in the driving seat and three points clear going into the season finale in Japan.But it was not to be: heavy rain made the track Fuji almost undriveable, and this time Lauda, who had qualified third, was taking no chances. He declared that "my life is worth more than a title" and was one of several drivers to withdraw before the race began. Hunt drove and finished third to win his only F1 driver's crown by a single point.As for his call for a boycott of the Nordschleife? It turned out the crash made people listen. F1 has never been back.

[Jimmy Kowalski]

How F1 went from death trap to relatively safeBy Eurosport | Will GrayWhat was left of Niki Lauda's car after his crash in 1976 (Imago)In the 1970s, Formula One averaged one death per year, not to mention countless other lucky escapes.The dangers, drivers claimed, were unnecessarily high.When Niki Lauda somehow dodged death at the Nordschleife in 1976, progress had already been made but there was a long way still to go.Sir Jackie Stewart, who raced in the 1960s and 1970s, was one of the leaders in the crusade for improved safety and continued his campaign when he retired in 1974, with a focus on improving both the circuit layouts and the cars themselves.“We were losing an immense number of drivers,” he recalled in a US magazine interview. “From 1968 to 1973, my ‘big’ years, if you raced (continuously) you would have had a 2-in-3 chance of dying. It was like a General Hospital, a serial death program. We lost far too many people...”Circuits still used straw bales at the start of the 1970s, but they were quickly replaced by catch fencing, guard rails and grass verges as the quest for improved safety began.The presence of marshals, a medical service with a resuscitation centre and compulsory rescue training also became mandatory.Fire was seen as the biggest hazard back then, and at the time of Lauda’s accident, the old metal fuel tanks had already been replaced with a puncture-proof safety bladder known as a fuel cell, surrounded by a crushable safety structure. These days, that fuel cell is made of military-grade Kevlar, reinforced with rubber.By 1976, the FIA had also made seatbelts mandatory, increased cockpit sizes, introduced standards for fire resistant clothing and enforced a minimum driver evacuation time of five seconds.At least some of these developments probably saved Lauda’s life – but there would still be three more fatalities that decade.Unsurprisingly, given Lauda’s helmet came off in his crash, standards were quickly improved in that area and two years later, Lauda, Carlos Reutermann and Mario Andretti also began racing in overalls made of five layers of fireproof material, brought in straight from NASA.But while the focus on safety elements was improving, the safety of the cars themselves was going the other way.The ground effect downforce cars of the early 1980s lead to a massive increase in cornering speeds and with it came three more deaths and countless career-ending crashes.Once they were banned, massive strides were made in car safety as extremely strong carbon fibre monocoques became the standard chassis design, the fuel tank was moved to a position behind the driver and several different crash tests were introduced.The sport had gone almost 12 years without a single race meeting fatality when disaster struck in 1994, with the deaths at Imola of Roland Ratzenberger and Ayrton Senna.From then on, safety has became the number one priority – with focus on reducing speeds and improving crash protection.Almost immediately after Imola, a raft of different elements were introduced to slow cars down and side and rear impact structures and tests were quickly introduced. The drivers got more protection too, with lengthened cockpits and large areas of side and rear padding and more stringent regulations on helmet design.The circuits came under scrutiny again, with 27 different corners identified as high risk. There was a new push for high-grip asphalt run-off areas to replace raked gravel traps, tyre barrier designs were changed and SAFER water-filled barriers were introduced.Since 2000, crash test speeds and loads have been increased, cockpit walls and roll bars have been thickened and toughened, cockpit padding has been increased and the Head and Neck Safety (HANS) device has massively increased driver neck protection.Wheel tethers have also been introduced, and improved, in response to two tragic incidents that saw flying tyres kill trackside marshals in 2000 and 2001.And driving standards have also came under the microscope, with blue flags for backmarkers, the introduction of in-car LEDs linked to all marshalling signals and heavy penalties for aggressive driving.F1 in 2013, then, is a world away from what it was back on that fateful day in 1976.But it doesn’t stop here.New crash tests are coming in 2014 and since Felipe Massa suffered a fractured skull when he was hit by a rogue spring during a race in Hungary in 2009, the possibility of introducing closed cockpits is under ongoing investigation.F1 has had its wake-up call, and even this year a marshal was killed in Canada in a freak accident as a reminder that motorsport, as it says on the ticket, is dangerous.It is now the longest period ever without a driver fatality in a race, but the sport is determined to keep doing all it can to extend that record indefinitely...

Edited August 2, 2013 by Jimmy Kowalski

[Jimmy Kowalski]

The '1955 Belgian Grand Prix' film commissioned by Shell, tells the story of the 1955 Formula 1 Belgian Grand Prix held at the Spa-Francorchamps circuit. Nestled in the Ardennes Forest, surrounded by trees and rolling hills, the track was one of the finest and fastest road racing circuits of its era, as well as being one of the most beautiful. The film follows the progress of the thirteen drivers as they tackle the high-speed circuit, reaching record-breaking average speeds of over 120mph around the 9-mile track.

[MocaVukotic]

ovaj desno ko da je montoya

[Radoye]

Sta, ti stvarno ne prepoznajes ko je na fotkama?

[MocaVukotic]

u jebote, tek sad vidim da su alonso i masa. istripovo sam da je slika iz 50-ih. pomislio al ovaj liči montoju...

[Jimmy Kowalski]

McLaren celebrates 50 years in Formula OneBruce McLaren was eerily portentous when he made his famous statement: "I feel life is measured in achievement not in years alone."His eponymous McLaren Formula One team celebrates its 50th anniversary Monday, some 43 years after the New Zealander was killed on the racetrack.McLaren was only 32 years old when he died testing a car for the Can-Am championship but in his short life he broke new ground in motorsport as a popular racer, team manager and forward-thinking engineer.His legacy races on today as the McLaren race team -- winners of a record 182 grands prix and eight team titles in motorsport's elite F1 series.McLaren has also powered a stellar cast of seven world champions including Brazilian hero Ayrton Senna, French four-time winner Alain Prost and the 2008 world champion Lewis Hamilton.But for McLaren, the man, it all began at a kitchen table growing up in Auckland."Motor racing was in my blood," McLaren explained in his autobiography published posthumously on his website."How Mum put up with Dad and me with her kitchen table covered in bits and piece of the engine I will never know."As a child Bruce honed his racing instincts by holding wheelchair races in the grounds of the hospital where he was recovering from a hip disease which left him with a lifelong limp.But once fully recovered he had made the transition to cars by the age of 14.In 1958 he left for England to make his F1 debut at the German Grand Prix in a Cooper-Climax.During the following season, McLaren became the youngest driver to win an F1 race at the U.S. Grand Prix -- a record now held by Red Bull's record-breaking world champion Sebastian Vettel.McLaren, who had more on his mind than racing, had also studied engineering in England and in 1963 he established the Bruce McLaren Motor Racing team, initially to build cars to compete in Australia and New Zealand.His eponymous McLaren marque made its F1 debut on the streets of Monaco in 1966 and two years later McLaren took his orange racer to its first victory at the Belgium Grand Prix.Name on the noseThe speed of McLaren's first victory is amazing given that the teams who joined F1 in 2010 are still to win their first point."I didn't know [i had won]!" McLaren said at the time. "It's about the nicest thing I've ever been told."I had won a Grand Prix in a car with my name on the nose."McLaren would go on to win 181 more races in F1 -- more than any other team in the history of the sport.The current staff at the team headquarters in Woking, England celebrated that winning mentality and fired up some of the team's historic cars as part of the anniversary celebrations Monday."McLaren started as the dream of one man, and it's since grown to encompass the hopes and dreams of more than 2000 men and women, who work as tirelessly as Bruce McLaren himself once did," said McLaren Group chairman Ron Dennis."[They] ensure that everything we do reflects well when compared with everything we've ever achieved."Our 50th anniversary provides an opportunity for every single McLaren employee to realize that he or she is an utterly crucial part of an organization with a history and a culture that really mean something."Call it McLaren's DNA... Call it McLaren's undiminished hunger to win in everything we do."The team's slogan is: "We exist to win," and it is a mantra often repeated by current McLaren team principal Martin Whitmarsh, even when the team has struggled to compete with its rivals Red Bull, Ferrari and Mercedes.McLaren, who also plan to celebrate their anniversary at the upcoming Italian Grand Prix, do not have a car capable of winning races in 2013.Appetite for winningDrivers Jenson Button and Sergio Perez have also not been on the podium, representing a backwards step from the 2012 season when the team ended the season with the fastest car.Button, however, remains confident the McLaren powerhouse will turn around their F1 fortunes, especially with a significant rule change on the horizon in 2014."I firmly believe this team will be great again," said Button, who has won eight races since joining McLaren in 2010."This is an organization you can never discount -- their appetite for winning is unlike anything I've ever seen and, rest assured, we will be back at the front soon."While the team's founder may have been driven by his racing ambitions the company now does not rely on success in F1 alone.Dennis, who merged his own race team with McLaren in 1981, has been an influential driving force behind the modern McLaren brand.The company, which also has Bahraini and Saudi Arabian shareholders, not only competes in F1 but produces luxury sports cars while McLaren Applied Technologies has seen F1 technology cross over in medicine and the military. The team even create its own cartoons.McLaren may be measuring 50 years since the fresh-faced Bruce McLaren decided to build his own cars and go racing -- but the team have followed their founder's mantra by marking their achievements in more than just numbers.

New Zealander Bruce McLaren came to England in 1958 and founded his eponymous race team in 1963 going on to win a first grand prix in a McLaren in 1968.Brazilian Emerson Fittipaldi would win the first of McLaren's 12 drivers' world titles in 1974. The M23 car also won the team championship for the first time.McLaren are proud of their innovations on and off the track. In 1981 McLaren debuted a carbon fiber car - a concept that is now universal in Formula One.Ayrton Senna (left) and Alain Prost (right) both won multiple world titles with McLaren but team boss Ron Dennis (far right) had to manage a fiery relationship between the rivals when they were paired in the team.McLaren guided Lewis Hamilton to the world title in 2008 but the team have yet to win a driver or constructor crown since the Briton's epic win at the Brazilian Grand Prix.

[Radoye]

Dobio na poklon za rodjendan od najbolje supruge na svetu karte za film Rush (premijera bila u cetvrtak, juce otvaranje u bioskopima).Dobar je film, bolji nego sto sam se nadao na osnovu nekih odgledanih trejlera i fotografija sa snimanja. Generalno se drzi cinjenica, uz par umetnickih sloboda. Laudina putanja kroz nize serije nije prikazana korektno, on i Hant se npr, nikad nisu sreli u britanjskoj F3, izostavljena je Laudina epizoda sa Marcom u F2 i F1, u filmu njegova F1 karijera pocinje dolaskom u BRM. Hantova prica je uglavnom ispricana onako kako se i odigrala.U filmu su prikazane i posledice udesa Fransoa Severa, na samo pa sekundi, taman dovoljno da se ukapira sta se vidi na ekranu. Doduse Severov bolid je prikazan u udesu Helmuta Kojniga. Upravo ovaj deo je izazvao najvise polemika u vreme produkcije filma, ova scena je trebala da bude mnogo duza i prikazana u foemi "sna" (Hantove halucinacije pred trku), no od toga se odustalo i prikazano je ovako kako je prikazano.Ima jos detalja koji su izostavljeni (Hantova diskvalifikacija u Britaniji i prljave igre Ferarija sa Meklarenovim gorivom u Italiji) ili spojeni u jedno (ispada da je Lauda prvi put nakon nesrece seo u bolid u Monci a ne u Fioranu nedelju dana ranije, i da je onu krizu o kojoj je pricao - da se plasio, da su mu se ruke tresle, da nije mogao da vozi punim gasom - prozivljavao u pocetnik krugovima trke a ne na testiranju.I izostavili su najbolju scenu, jutro u hotelu u Japanu pre trke, kada je mamurni i tek probudjeni Hant otvorio vrata jer je neko uporno kucao, a tamo Lauda vec komplet obucen u vozacki kombinezon sa kacigom pod miskom - "dosao sam da te obavestim da danas postajem svetski sampion po drugi put!" Ovu anegdotu su kasnije obojica potvrdili, a jeste 100% Lauda, savrsena slika njegovog karaktera.Audiovizuelno film je spektakularan, vredi ga videti na velikom platnu. Najezio sam se na scene startovanja motora.Preporuka.

[alpiner]

Pokušavam sa mog foruma da kopiram postove sa fotografijama, ali ne ide :(Trenutno nemam vremena da sve odradim "peške", ali ću se potruditi sutra

Edited October 11, 2013 by alpiner

[namenski]

Otto Wilhelm Rudolf Caracciola, 1932.Fotografija: Alfred Eisenstaedt